Savelovskoye direction of the Moscow railway. History of railway stations and stations

Savelovsky station in Moscow is the only one in the metropolis that serves only suburban destinations. This is a very popular area of ​​passenger transportation, because many workers in the capital live outside the city. Information desk of Savelovsky railway station in Moscow and telephones of the company provide detailed information about all electric trains and directions.

Savelovsky railway station in Moscow - brief information

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

The website of the Savelovsky railway station in Moscow provides complete information about running trains. Five platforms and 11 paths are envisaged for their adoption. Previously, this place was called Butyrskaya, and was located outside the city. But as the capital expanded, both the name of the station and its role changed.

Now the station is a three-story Art Nouveau building with straight lines and wide cornices. Recently, the facade has been painted in white and orange colors. Above the main entrance there is a small arched window and a rectangular roof tower. Inside, brown colors for the walls and ceilings prevail.

Train timetable for Savyolovsky station in Moscow

The schedule of 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 in 1999 to other stations, and since then only electric modes of transport have been running here.

From the station daily you can leave for settlements:

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

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

Aeroexpress trains to Lobnya and the airport depart regularly and are very convenient for carrying 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.

(Digest of articles)

Reference data

Based on the materials of the "Report on the construction of the Moscow-Savelovsky railway" - St. Petersburg: 1902. - p.267.

The construction of the Moscow-Savelovskaya line was carried out by the Society of the Moscow-Yaroslavl-Arkhangelsk Railway. 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 Nikolaev roads. It connected Moscow with the city of Savelovo and had an operating length of 121 versts. The line is single track. The leading slope is 8% o, the smallest radius of curves is 200 sazhens. The longest haul (Dmitrov-Kuznetsovo) is 22.85 versts, the shortest (Klyazma-Lobnya) is 5.21 versts. The capacity is two pairs of passenger trains and five freight trains per day, the average train speed is 20 versts/hour.

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

The rails of the Bryansk, South-Dneprovsk and Putilov factories weighing 24 pounds / foot (32 kg / m), 35 feet long, were laid on the way. Joints were made on weight, linings were laid on butt sleepers and on all curves with a radius of less than 500 fathoms through a 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 class III (Dmitrov), class IV - six (Savelovo, Taldom, Beskudnikovo, Lobnya, Iksha, Kuznetsovo) and class V - two (Klyazma and Yakhroma). Water supply at Iksha, Dmitrov, Kuznetsovo and Savelovo stations was carried out from open (river) sources, at Lobnya station from an artesian well. For the line, 3 passenger and 8 freight locomotives, 16 passenger and 280 freight wagons and platforms were purchased.

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

There was also another circumstance. Initially, the concession for the construction of the Moscow-Savelovskaya line was issued to the Second Society of Access Roads, which intended to start 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 part of the cargo and passengers), entered into a petition to transfer the construction of the new road to it. At the same time, it was obliged to build separate passenger and freight stations in Moscow near Butyrskaya Zastava. The government granted this petition and the concession for the Moscow-Savelovskaya line was assigned to the Society of the Moscow-Yaroslavl-Arkhangelsk road with payment to the Second Access Roads Society for the cost of preliminary surveys (75 thousand rubles). As it turned out later, these surveys did not meet either the technical conditions for the construction of a new line, or the tasks 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 according to the data of surveys of the Second Society, which then differed significantly from the actual costs.

In the autumn of 1898 earthworks started on a connecting branch with the Moscow-Yaroslavl-Arkhangelsk highway and near Savelov. At the same time, the supply of materials (brick, stone, wood) began almost along the entire line. On the ground, the possibilities for obtaining rubble stone were limited, and there was no hewn stone at all. It was delivered from Podolsk, Tarussa and Yelets. The average transportation of stone by rail was about 100 versts, then on horseback 55 versts. Therefore, its cost at the facility (not in business) reached 75-120 rubles. per cubic sazhen. The original cost sheet did not include such costs.

The volume of imported stone accounted for 75% of the total demand. A significant volume of boulder stone could only be harvested near Dmitrov and on the Volga near Savelov. Hopes for obtaining cheap timber from the Volga were not justified either. Its transportation along the Moscow-Yaroslavl line was difficult, and horse-drawn (when it was 50-55 miles to the place of work) significantly increased the cost of timber. In this regard, it was decided to purchase timber materials from state and private dachas 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 part of the 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 project for the section from 85th to 123rd versts 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 deadlines for completing the construction of the line .

In 1899 there were serious delays in the delivery of rails. By July, the laying of the track reached the 50th verst, and then was stopped for a period of more than a month due to the lack of rails. It resumed in September, but went intermittently - in October they reached the 85th verst, in November to the 102nd, and to the final destination Savelovo in December. This situation delayed the progress of work on the ballasting of the track, the construction of buildings and increased the cost of temporary operation of the pine line. 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 sazhens higher than the low water level until autumn, the entire route from Dmitrov to Savelov was flooded. The Nevsky Mechanical Plant delayed the delivery of bridge trusses for more than a year. The last truss for the bridge across Dubna (25 sazhens long) was riveted in December 1899, a year later than the agreed date.

Temporary traffic on the road was opened in February 1900. to the 85th verst, and only from January 1901 did regular traffic begin on the Beskudnikovo-Savelovo line, and from 1902 along the entire road. The commissioning of the road 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 sites, install drainage systems, upland ditches and drainage ditches at the stations, fill up the entrances to crossings and others with a total volume of about 7,000 cubic meters. It required additional strengthening of the slopes of cuts, embankments, riverbeds with a total area of ​​about 24 thousand square meters. On a number of artificial structures, finishing work was carried out for a total amount of more than 7 thousand rubles. Additional work was carried out on laying and ballasting the track with a total cost of 87 thousand rubles, as well as on the construction of service and residential buildings and other facilities. The total cost of eliminating defects on the main line amounted to 753 thousand rubles.

Newspaper "Drummer" (Dmitrov), 1935 №200

Here is the channel route. The old station and the old rail tracks will be demolished. The canal passes through the territory of the old station. A new railroad track has been erected. This is a large mound 13 meters high. Now there is a hasty work to strengthen the slopes and laying new tracks. About half a million cubic meters of earth was laid in the embankment of the new canvas. The embankment stretches far and ends with a large wooden platform with the new building of the Khlebnikov railway station. The slopes of the embankment are reinforced with grass and turf.

The most attention is drawn to the double-track bridge, under which the canal passes. Volga steamships will pass under this bridge. The depth of the canal excavation reaches here up to 9 meters. The bridge stands on huge concrete bulls. A little more than six thousand cubic meters of concrete have been 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. On these days, structures are being painted on the bridge.

The deadline for the completion of the bridge and tracks is coming. The leadership of the Khlebnikovsky district undertook, in the order of the production campaign named after the XVIII anniversary of October, to transfer traffic along the Savelovskaya railway. with the equipment of the passenger platform with all operational services on October 10.

Will this obligation be fulfilled? - Will. The Khlebnikovsky district in relation to the implementation of the work plan is in first place in all construction. Khlebnikovsky district already on August 29 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 was 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, the old superstructure is used. This will be done by the forces of the Khlebnikov construction. With hydraulic jacks, the old farm weighing 140 tons will be transferred and installed on new foundations. Train traffic will not stop during the transfer.

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

On this section, all those passing from Moscow for the first time come across the picture of the construction of the great canal, designed to play a huge role in the reconstruction of Moscow.

In 1898, the Moscow authorities decided to build a railway that would connect Moscow with the northern regions of Russia. Was found comfortable spot for the construction of the station.

However, the land on which the road was to be laid belonged to a women's monastery 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. The 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 building of the Savyolovskaya railway station in the Art Nouveau style was completed.

The first stations and train stations 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 station "Mark" was named after the German engineer Mark, who built this road.

In honor of the Moscow merchant Beskudnikov, who subsidized the construction, the station was named, 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 Airshipstroy shipyard was launched. It got its name from the nearby estate "Long Ponds".

The Khlebnikovo platform is named after the large old trading village of Khlebnikovo, which before the revolution housed the trading warehouses of the Moscow merchant Khlebnikov and the artists of the Lukutinskaya lacquer workshop.

The railway itself is called Savelovskaya, as it connected ancient Moscow with the ancient city of Savelov, located on the right bank of the beautiful Volga. Once the lands around Savelov belonged to the princes Saveliev.

The first draft force on the Savelovskaya railway was a horse, and it was called "Konka". Now the horse tram is depicted in a mosaic on the walls of the Savelovskaya metro station. The horse was replaced by a steam engine, and then by an electric train.

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

Article from the website "Savelovskaya wilderness"

http://savelrr.ru

For all the time of its existence, the Savelovsky 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 dull summer resident who lives in winter and summer at Khlebnikovo station "It won't take long to get to Moscow here. The longest distance along this line is one hundred and thirty versts." How true these words are! Although now there is neither the Taldom shoe artel, nor the 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, which grew out of station settlements and owed their birth to the Savelovskaya branch, and the distance along the Savelovskiy move is no longer "one hundred and thirty miles"! At the same time, the Savelovskaya branch remained "deaf", in fact, a dead-end radius, since it was never completed to the end, and now it is unlikely to ever be. Let's remember how it all began...

After the opening of the steel line St. Petersburg - Moscow 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 region of the upper Volga, the joint-stock Moscow-Yaroslavl-Arkhangelsk railway was actively built, which subsequently connected such cities as Sergiev Posad, Alexandrov, Rostov-Veliky, Yaroslavl, Kostroma, Vologda and Arkhangelsk with Moscow. At the same time, the region of the upper Volga turned out to be insufficiently covered by rail 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 the cargo from large barges was transferred to punts, 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 Rybinsk-Bologovskaya Railway Joint-Stock Company was established, which began the construction of the Rybinsk-Sonkovo-Bologoye 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 in the Tver province, connecting them with the capitals. In the future, as new lines were built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoye Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava) the road will be transformed first into Rybinsk - Pskov - Vindava, and then into Moscow - Vindava - Rybinsk with offices in St. Petersburg and Moscow.

In 1898, the Rybinsk - Pskov - Vindavskaya railway opens 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 ​​- Red Hill is now included in the Savelosky radius. Proceeding from this, it is possible, with a small reservation, to consider the year 1898 as the date of the "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 XIX 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 major locality along this radius. The current cities of Yakhroma, Taldom, Kimry at that time were not cities as such, 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 in passenger transportation, but in transporting 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 to 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 punts on which goods were transported along the Volga from Rybinsk to Tver were quite slow-moving transport. Later, in the 30s of our century, in connection with the construction of the Moscow-Volga Canal and the Ivankovsky, Uglichsky, Rybinsk reservoirs on the Volga, the Savelovskaya branch largely lost its original purpose.

The Moscow-Savelovo line was originally built from the Yaroslavl radius, starting from the Losinostrovskaya station, then to Beskudnikovo, and further through Yakhroma, Dmitrov, Orudyevo, 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 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 views. Taking into account 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 junction - Savelovsky Station. For this, the Savelovskaya branch was extended from the Beskudnikovo station to Kamer-Kollezhsky Val near Butyrskaya Zastava. However, for various reasons, the station was not built for a long time, and trains to Savelovo still departed from the Yaroslavsky station, and sometimes even from Losinostrovsky, which caused a lot of inconvenience to passengers. Finally, in 1902, on Butyrskaya Zastava Square, the grand opening of the Savyolovsky Station took place, which was a small one-story building that did not even have a main entrance from the side of the square. No wonder the people still affectionately call Savyolovsky "Old Saveliy." The total length of the Moscow - Savelovo line was 130 km. To refuel steam locomotives with water near the station, a high water tower was built, similar to the tower at the Losinostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savyolovsky railway station, the Losinostrovskaya-Otradnoye-Beskudnikovo line remained auxiliary and existed until the end of the 1980s, when its last section from the Beskudnikovo station to the Institut 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 cities.

With the opening of the Moscow - Savelovo line, a real prospect of building direct lines Moscow - Rybinsk and Moscow - Cherepovets appeared. 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 lines Kashin - Kalyazin and Krasny Holm - Vesyegonsk, with the prospect of extending this branch from Vesyegonsk to Cherepovets. In turn, the Moscow-Yaroslavl-Arkhangelsk Railway begins preparatory measures for the construction of the Savelovo-Kalyazin line. The construction of all these lines was carried out extremely slowly, the reason for which were disputes between the two roads - the Moscow - Rybinsk - Vindavskaya road wanted to buy the Savelovskaya branch from the Moscow - Yaroslavl - Arkhangelsk. In addition, the industrialists of Kashin offered to abandon the construction of a road along the right bank of the Volga altogether, and build it on the left, for which purpose they would build a bridge across the Volga below Kimry and connect Savelovo directly with Kashin. Of course, this option did not suit the residents of Kalyazin, Uglich and Myshkin, since the railway would have passed to the side. In the end, after a long litigation, the previously designed version of the Savelovo - Kalyazin - Uglich - Myshkin - Rybinsk line with a branch Kalyazin - Kashin was approved. As a result, due to these delays, by the beginning of the First World War, only a small line Red Hill - Ovinishte (35 km.) was actually put into operation.

Things were a little better with another construction site - to ensure the shortest way 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 branch line Kashin - Sonkovo ​​- Vesyegonsk - Cherepovets at Ovinishte station. Another plan of the Rybinsk - Pskov - Vindavskaya road - the construction of the Maksatikha - Savelovo - Aleksandrov branch, remained on paper - even at that time there were simply no funds for this construction site. As a result of subsequent hostilities 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 Petersburg - Rybinsk (Mologsky) route from the Mga station to the Sandovo station (the length of the line is 356 km), and the Savelovo - Kalyazin line (54 km) was put into operation. In 1919, the Ovinishte - Vesyegonsk line (42 km.) came into operation, and in 1920, the Mologa radius from the Sandovo station was extended to the Sonkovo ​​- Vesyegonsk line, which it joined not far from the Ovinishte station (the Ovinishte waypoint is now located in this place -2). The length of the section Pestovo - Ovinishte-2 was 75 km, and the total length of the Mologa passage Mga - Ovinishte-2 is 392.5 km. The length of the Savelovsky way Moscow - Kalyazin - Vesyegonsk is 375 km. Around the same time, work was completed on the construction of a bridge across the Volga near Kalyazin, after which traffic was opened along the Kashin-Kalyazin line. The opening of this section closed the reserve route from Moscow to St. Petersburg, passing through Kalyazin, Ovinishte, Mga.

The devastation and poverty that prevailed in Russia after the Civil War did not allow the implementation of past plans. The question of building the line Kalyazin - Uglich - Rybinsk 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 low pace. Work on the construction of the line Rybinsk - Ovinishte also turned out to be practically frozen. As a result, trains from Rybinsk to Moscow and St. Petersburg were forced to make a detour through Sonkovo. Savelovskaya branch again attracted attention only during industrialization. The master plan of the Big 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 under the GOELRO program, 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 Savelovsky radius from Moscow to Dmitrov was changed to two tracks, and at the intersection with the future canal, grandiose bridges(two in Dolgoprudny and one on the Vlahernskaya 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 XX 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 building 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 Verbilka branch - Bolshaya Volga speak of the enthusiasm of the builders of the canal - Udarnaya, Competition, Tempi, Technique ... "With the shock pace of Competitions and Technique, Kanalstroy leads to the Bolshaya Volga" - they used to say then . The name of the platform Trudovaya near Iksha is also in the spirit of that time, especially since there are also settlements of the Moscow Canal in the Iksha area.

In connection with the construction of the Uglich reservoir in the late 30s of the XX century, it was also necessary to provide the supply of building materials for the future dam. In this regard, they again remembered the plans to build the Kalyazin - Uglich - Rybinsk line. In a short time, a 48-kilometer branch line was built from the 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, which is why the Moscow - Rybinsk train still makes an almost 100-kilometer detour through Sonkovo, changing direction twice (in Kalyazin and in Sonkovo). In connection with 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 station and the Krasnoye stop near Uglich. The ancient village of Sknyatino was completely flooded, only the station settlement remained from it. The city of Kalyazin was almost completely flooded. The most ancient (so-called - first) part of the city - Podmonastyrskaya Sloboda - and half of the central (second) part completely went under water. From the old Kalyazin, only a few streets in the city center and the entire third part, Svistukha, have survived. Only two churches preserved in Svistukha and miraculously survived (did not have time to dismantle for flooding) the bell tower of the Nikolaevsky Cathedral, standing alone surrounded by the waters of the reservoir, remind of its former beauty.

No less sad is the fate of another "construction of the century" - the Rybinsk Sea. A huge reservoir swallowed up an ancient inhabited region, the beauties of which were admired even by M.E. Saltykov - Shchedrin in his work "Poshekhonskaya antiquity". The waters of the reservoir flooded the ancient city of Mologa, part of the city of Poshekhonye, ​​almost the entire city of Vesyegonsk, in fact transferred to new place. Of course, with the start of the construction of the Rybinsk hydroelectric complex, work on the Vesyegonsk-Cherepovets line was stopped, and the bridge built across the Mologa River was blown up and flooded. Also, they no longer returned to the plans for the construction of the Rybinsk - Ovinishte line. So, due to a combination of a number of tragic circumstances, the Savelovskaya line was never completed either on the Moscow-Rybinsk direction, or on the Moscow-Cherepovets direction, or on 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 put into regular circulation, running entirely along this reserve track. The train on this route ran until 1999.

During the Great Patriotic War, the task of developing the railway network in the Leningrad region and adjacent regions was of strategic importance. To this end, a number of connecting lines were built, which made it possible to somewhat delay the blockade of Leningrad, and then improve the supply of food and ammunition to the Soviet troops on the outskirts of the besieged city. This also affected the Savelovsky (Mologa) radius, on which in 1941 the Kabozh - Chagoda (48 km), Nebolchi - Okulovka (103 km) and Budogoshch - Tikhvin (75 km) lines were built. Thus, in 1942, the Savelovsky, Rybinsk and Mologa 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 branch - the Great Volga during the Second World War was dismantled for the needs of the army.

In the post-war period, the main forces were sent to restore the damaged tracks and structures. Among other things, the Verbilka - 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 through the Savelovsky and Mologsky passage is also being restored. In the 1950s, the electrification of the Savelovsky radius began. This is due to the gradual growth of cities near Moscow, and later with summer residents who appeared during the "thaw". The cities of Dolgoprudny and Lobnya, which grew out of the station settlements, sharply increased passenger traffic on the Savelovskaya branch, and suburban trains on locomotive traction they 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 and the Savelovsky direction - the most inactive. 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 of the OR22-01 type in the USSR, but in the end they were carried out at the MPS test site in Shcherbinka. The first electric trains on the Savelovskaya branch set off in 1954, after the installation was completed. contact network from Moscow to Iksha. A year later, electric trains were already running from Moscow to Dmitrov. Also, on the entire section Moscow - Dmitrov, electric locomotive traction for passenger and freight trains began to be used. On the remaining sections, locomotive traction is still maintained. The Savelovsky, Rybinsk and Mologsky passages serve the Yaroslavl (Vspolye), Rybinsk, Sonkovo, Bologoye, Khvoynaya and Leningrad-Moscow depots with steam traction. To provide the Moscow-Dmitrov line with electric traction, the Lobnya electric depot was put into operation, the construction of which was fully completed by 1960. To the north of Dmitrov, the draft is still steam.

At the end of the 50s, another reorganization of the railways followed. The Bezhetsk - Bologoe line was included in the Oktyabrskaya railway, and the Moscow - Dmitrov - Verbilki - Kalyazin - Uglich line with the Verbilka - Bolshaya Volga branch was included in the Moscow railway. A few years later, the sections Savelovo - Kalyazin - Uglich, Kalyazin - Sonkovo ​​- Ovinishte - Vesyegonsk, Ovinishte - Pestovo and Sonkovo ​​- Bezhetsk are transferred to the Oktyabrskaya Railway. Such an organization of the Savelovsky passage is preserved to this day. The decision to transfer these lines to the Oktyabrskaya railway was due to the need to carry out the entire (at that time quite large) freight traffic through the territory of the Tver region within the limits of one (Oktyabrskaya) railway. However, this decision entailed a number of significant inconveniences for passengers that continue to affect to this day, and also severed the traditionally established ties between the north of the Moscow region (Dmitrov, Taldom) and the cities of Kalyazin, Kashin, Uglich.

In the late 1960s, work on electrification continued. First of all, they are caused by the development of the science city Dubna. In 1970, work was completed on the electrification of the Dmitrov - Verbilki and Verbilki - Bolshaya Volga sections. Moreover, on the dead-end line leaving 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 the lines of the contact network also stretched. After the introduction of electric trains Moscow - Dubna, for communication with Taldom and Savelovo (Kimry) from the Verbilki station, commuter trains with diesel traction are assigned. Long-distance trains change an electric locomotive for a diesel locomotive in Dmitrov. In the early 1970s, the final replacement of steam traction with diesel traction took place along the entire length of the Savelovsky, Rybinsk and Mologsky passage. The last steam locomotives worked on the Sonkovo ​​- Vesyegonsk, Sonkovo ​​- Pestovo sections until about 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 (early 70s) is electrified along the Mologa passage - i.e. within Leningrad region. In many ways, electrification is facilitated by a sharp increase in summer cottages in the vicinity of the two capitals. In the 1980s, stone railway stations were built in Bely Gorodok, Kashin, and Sandovo. Electric express trains Moscow - Dubna were also put into circulation - these were the first electric trains superior comfort in Russia! They replaced the passenger trains Moscow - Dubna, which drove electric locomotives (and first diesel locomotives). Before the opening of the Dubna station, passenger trains Moscow - Bolshaya Volga on a locomotive traction ran on this radius.

Unfortunately, in last years the tendency of transition from creation to destruction is more and more sharply observed. The only joyful event of the last decade was the reconstruction of the Savyolovsky railway station in the early 90s. The old "Savely" has turned into a modern two-story station, and it has not lost its architectural qualities at all (in contrast to the same Kursk, enclosed inside a tasteless "glass"). However, this event was overshadowed by trouble - since May 1999, the station became a suburban one, and the remaining long-distance trains Moscow - Rybinsk and Moscow - Sonkovo ​​were transferred to Belorussky Station. Direct trains Moscow - St. Petersburg, Moscow - Uglich and Moscow - Vesyegonsk have generally sunk into oblivion - only trailer cars in the Moscow - Sonkovo ​​compound train remained from them. And since the summer of 2002, the train Moscow - Sonkovo ​​also disappeared. Now cars to Uglich, Vesyegonsk and Pestovo are attached to the Moscow-Rybinsk train. For travel from Moscow to the stations Bezhetsk, Udomlya, Khvoynaya, Nebolchi, Kirishi, now you can 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 taken - 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 through Dmitrov and Taldom without stopping, which causes a number of additional inconveniences for the residents of these cities.

It hurts 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 crossings at Tempy, Vlasovo, Lebzino, Sknyatino were removed. The sidings and receiving and departure tracks at the former Strelchikha station (more than 20 years old) have been dismantled, and freight tracks at Orudyevo station have been dismantled. Many sidings along the Mologsky passage also ceased to exist. Most of the wooden stations fell into disrepair. More often they are simply demolished, replacing them with small brick cash desks without waiting rooms, more like switch boxes. And that is not everywhere - often suburban ticket offices are simply destroyed as a class. For example, at the recently closed Sknyatino junction, the remains of the station were being pulled apart over logs. 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 similarity of the station was built in Yakhroma.

It is eerie to observe how weeds stretch along the passenger platform of the former second track (say, in Vlasovo or Lebzino)! Yes, of course, break not build! So until the end of time, the wires of the contact network will hang over the dismantled tracks, and the passengers-summer residents weekly climb the stairs into the overcrowded suburban train car at the stop, indicated only by a half-rotted wooden post on the embankment of the track, going into the endless distance of the Tver Volga wilderness. Sad!

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

In 1897-98, the 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 Society of the Moscow-Yaroslavl-Arkhangelsk Railway Savva Ivanovich Mamontov, who insisted on the construction of the Savelovskaya line.

The new line was laid between the Nikolaev and Yaroslavl highways. Places of interest there: the old Russian resort of Kashin is within easy reach from Savelov, not far from the historical Uglich. And there, like that fabulous stone - to the left is the path to the Baltic states, straight to St. Petersburg, to the right Rybinsk, Yaroslavl. This is probably enough to characterize the Savelovsky path.

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

The line was built single-track 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 Savyolovsky railway station and the route from it to Beskudnikov were not planned. Trains went through Losinoostrovka to the Yaroslavl station.

Despite the lack of a railway 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 "the correct traffic from the Beskudnikovo station to Savelovo"

In the calendar for 1905 (published by V. Gatsuka, Moscow) in the list of all stations opened in 1901 on the Savelovskaya 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 was put into operation. It practically closed the chain of metropolitan passenger stations; no more stations were built in Moscow.

Interestingly, the construction of a railway station in Butyrki has sharply raised land prices in this area. Already by May 1898, Gustav List, a well-known industrialist, built a factory (now "Wrestler") - workers were expected from the suburban area, by rail. The housing market reacted immediately. House owners, in anticipation of an influx of guests, employees, and craftsmen, have built about 30 new houses near Butyrki during this time with increased rents for apartments. The City Duma, seeing the usefulness of the Savelovskaya station for Moscow, in 1900 petitioned Emperor Nicholas II about the need to join the lands "to the composition of the population of Moscow." So, thanks to the railway, the inhabitants of Butyrka became Muscovites.

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

In 2002, the 100th anniversary of the youngest station in Moscow - Savelovsky, the only Moscow station, the name of which 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 Society of the Moscow-Yaroslavl Railway, a well-known industrialist and philanthropist. Largely due 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 surveying, and then laying a new line from Moscow to the village of Savelovo, which is located on the banks of the Volga opposite Kimr. The new branch 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, the road was planned to be extended to Kalyazin, Uglich and Rybinsk.

For the construction of the Savelovskaya line, a special department was created "under the supervision of the head of work, 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 miles per hour.

The paths were on both sides - from Moscow and from Savelov. The rails were used only by domestic factories - Putilov, 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 arose about the future station. The place for the station was chosen on the outskirts, near Butyrskaya Zastava, where the price of land was low. 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 Butyrskaya Zastava. 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 the Beskudnikovo station to Savelovo. The prospective new owners were going to build the passenger station elsewhere.

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 Yaroslavsky railway station, which caused considerable inconvenience to passengers: having reached the “post of the 10th verst” 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 railway 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, the 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 front door, mostly one-story and only two-story in the center, to accommodate service apartments. Separately from the passenger station, the so-called military barracks were arranged, which significantly exceeded the size of the station building. It was supposed to house a temporary passenger station. In some distance, a cargo yard spread out its paths.

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

Regular train traffic began. At first, two pairs of trains ran a day: a passenger train departed at 10:35 am, and a postal train at 7:30 pm.

The construction of the railway line and the station transformed the life of a quiet corner of Moscow from Novoslobodskaya Street to Maryina Roshcha on the one hand, and to Butyrsky Khutor and Petrovsky-Razumovsky, where previously only cab drivers, artisans and gardeners lived, on the other. Not far from the station, the industrialist Gustav Liszt built a new plant with the expectation of a labor force from the suburbs. Moscow homeowners, in anticipation of an influx of guests, built about 30 new houses in the district, land prices rose sharply.

Recall that the station was built outside the city outpost, that is, outside of Moscow. However, the Moscow City Duma, understanding what prospects open up for this area, in the middle of 1899 issued documents for a new delimitation of the city and county, and since 1900 part of the suburban lands became part of Moscow. Thus, the inhabitants of the suburban settlement of Butyrka became Muscovites thanks to the railway and the station.

Long years Butyrsky railway station (later renamed Savelovsky) successfully carried out its work, but with the growth of transportation, especially suburban, began to lag behind the times, fell into disrepair. In the 80s of the XX century, a decision was made to overhaul and restore it. The project was prepared by the team of the Moszheldorproekt Institute under the direction of Ya.V. Shamray. Work has been going on for several years. At the same time, the movement of trains did not stop, ticket offices worked in temporary premises.

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

The following publications were used in the preparation of 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 p.: ill.

3. Moscow railway. Through the years, through the distance./Ed. I. L. Paristy.-M .: "Railway transport", 1997

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

The indefatigable flow of time, irrevocably counting the decades that go into the distance and making them the property of history alone, often loses in a series of bright and significant events other events, perhaps less bright, but no less significant for history itself, both covered with darkness behind the prescription of years, and and currently taking place. Together 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 millennia is certainly not so bright, but, however, it hides a lot of very interesting historical facts, incidents and drama.

For all the time of its existence, the Savelovsky 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 dull summer resident who lives in winter and summer at Khlebnikovo station "It won't take long to get to Moscow here. The longest distance along this line is one hundred and thirty versts." How true these words are! Although now there is neither the Taldom shoe artel, nor the 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, which grew out of station settlements and owed their birth to the Savelovskaya branch, and the distance along the Savelovskiy move is no longer "one hundred and thirty miles"! At the same time, the Savelovskaya branch remained "deaf", in fact, a dead-end radius, since it was never completed to the end, and now it is unlikely to ever be. Savelovsky radius today is a burden for railway workers. Cargo transportation is removed from this line - the only source of profit. The line is loaded mainly with unprofitable suburban services. With the exception of a small area in the near Moscow region, almost all stations and hauls are in complete ruin and desolation. A number of stations have not been modernized since the days of locomotive traction. The main gate of the road - Savelovsky railway station in Moscow, recently reconstructed, something really interfered with the mayor of Moscow, who has long dreamed of closing it and re-equipping it into another "flea market". So why was it built at all and who needed this now forgotten and unnecessary Savelovskaya line and adjacent lines to anyone except commuters? Let's remember how it all began...

After the opening of the steel line St. Petersburg - Moscow 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 region of the upper Volga, the joint-stock Moscow-Yaroslavl-Arkhangelsk railway was actively built, which subsequently connected such cities as Sergiev Posad, Alexandrov, Rostov-Veliky, Yaroslavl, Kostroma, Ivanovo, Vologda and Arkhangelsk with Moscow. At the same time, the region of the upper Volga turned out to be insufficiently covered by rail 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 the cargo from large barges was transferred to punts, 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 Rybinsk-Bologovskaya Railway Joint-Stock Company was established, which began the 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 commissioned. 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 locomotive traction, a depot is being built at the Savelino station (now Sonkovo), and water towers are also being built at the Rybinsk, Volga, Rodionovo, Savelino, Viktorovo, Maksatikha, Brusovo, Udomlya and Msta stations. In the future, as new lines were built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoye Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava) the road will be transformed first into Rybinsk - Pskov - Vindava, and then into Moscow - Vindava - Rybinsk with offices in St. Petersburg and Moscow.

In 1898, the Rybinsk - Pskov - Vindavskaya railway opened traffic on the line Savelino (Sonkovo) - Kashin (55 km.), And then a year later on the line Savelino (Sonkovo) - Krasny Holm (33 km.). The line Kashin - Savelino (Sonkovo) - Red Hill is now included in the Savelovsky radius. Proceeding from this, it is possible, with a small reservation, to consider the year 1898 as the date of the "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 XIX 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 at that time were not cities as such, 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 in passenger transportation, but in transporting 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 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 punts on which goods were transported along the Volga from Rybinsk to Tver were quite slow-moving transport. Later, in the 30s of our century, in connection with the construction of the Moscow-Volga Canal and the Ivankovsky, Uglichsky, Rybinsk reservoirs on the Volga, the Savelovskaya branch largely lost its original purpose.

The Moscow - Savelovo line was originally built from the Yaroslavl radius, starting from the Losinoostrovskaya station, then to Beskudnikovo, and further through Yakhroma, Dmitrov, Orudyevo, Verbilki (at first the station was called Kuznetsovo - by 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 Savelovo. 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 due to the very loyal attitude of landowners and industrialists, near whose possessions a branch passed. The names of two of them - Mark and Katuara - are immortalized in the names of Savelka stations. Taking into account 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 junction - Savelovsky Station, as well as a depot. For this, the Savelovskaya branch was extended from the Beskudnikovo station to Kamer-Kollezhsky Val near Butyrskaya Zastava. However, due to various lawsuits and other bureaucratic reasons, the station was not built for a long time, and then the walls were erected and the construction site was again frozen. Trains to Savelovo continued to depart from the Yaroslavsky station, and sometimes even from Losinoostrovskaya, which caused a lot of inconvenience to passengers. Finally, in 1902, on Butyrskaya Zastava Square, the grand opening of the Savyolovsky Station took place, which was a small one-story building that did not even have a main entrance from the side of the square. No wonder the people still affectionately call Savyolovsky "Old Saveliy." In addition to the station, the freight station, and the depot, a number of service, utility and residential buildings were erected, and the Butyrskaya Zastava Square itself was landscaped. The total length of the Moscow - Savelovo line was 130 km. To refuel steam locomotives with water near the station, a high water tower was built, similar to the tower at the Losinoostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savyolovsky railway station, the Losinostrovsky - Otradnoye - Beskudnikovo line remained auxiliary and existed until the end of the 1980s, when its last section from the Beskudnikovo station to the Institut 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 of building direct lines Moscow - Rybinsk and Moscow - Cherepovets appeared. 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 lines Kashin - Kalyazin and Krasny Holm - Vesyegonsk, with the prospect of extending this branch from Vesyegonsk to Cherepovets. In turn, the Moscow - Yaroslavl - Arkhangelsk Railway begins preparatory measures for the construction of the Savelovo - Kalyazin line. In order to avoid confusion in the names (after connecting Kashin with Kalyazin, the Savelovo and Savelino stations turned out to be on the same branch), the Savelino junction station, the depot and the station settlement are renamed Sonkovo. The construction of all these lines was carried out extremely slowly, the reason for which were disputes between the two roads - the Moscow - Rybinsk - Vindavskaya road wanted to buy the Savelovskaya branch from the Moscow - Yaroslavl - Arkhangelsk. In addition, Kashin's industrialists proposed to abandon the construction of a road along the right bank of the Volga altogether, and build it on the left - why build a bridge across the Volga below Kimry and directly connect Savelovo with Kashin. Of course, this option did not suit the residents of Kalyazin, Uglich and Myshkin, since the railway would have passed to the side. In the end, after a long litigation, the previously designed version of the line Savelovo - Kalyazin - Uglich - Myshkin - Rybinsk with a branch Kalyazin - Kashin was approved. As a result, due to these delays, by the beginning of the First World War, only a small line Red Hill - Ovinishte (35 km.) was actually put into operation. Another plan for the Rybinsk-Pskov-Vindavskaya road - the construction of the Maksatikha - Savelovo - Alexandrov branch, which was supposed to pass through the large villages of Rameshki and Goritsy, as well as through the central part of Kimr, remained on paper - even at that time it was easy for this construction site funds were not found. Things were a little better with another construction site - to ensure the shortest route from St. Petersburg to Rybinsk, a line was built from the Mga station, located at 49 km of the St. Petersburg - Vologda radius. This line was supposed to intersect with the branch line Kalyazin - Kashin - Sonkovo ​​- Vesyegonsk - Cherepovets at Ovinishte station. A branch from the Khvoynaya station to Borovichi was also designed.

As a result of subsequent hostilities and revolutions in Russia, construction was carried out at an even slower pace. As a result, by the end of 1918, constant traffic was opened along the Petersburg-Rybinsk (Mologa) route from the Mga station to the Sandovo station (the line is 356 km long). During the construction of this branch, it was supposed to locate a locomotive depot at the Kushaver station, however, in the area of ​​\u200b\u200bthis village, the area turned out to be low and swampy. As a result, a decision is made to build a depot and a local station in Khvoynaya. After the construction of the Khvoynaya - Borovichi branch line, which never took place, this station was supposed to become a hub. Massive water towers are being erected at the Khvoynaya station, as well as at the Pestovo, Nebolchi and Budogoshch stations. In the same 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 on it. At an accelerated pace, work was also carried out on the construction of the Ovinishte - Vesyegonsk - Suda line, which provides the shortest connection between Moscow and Cherepovets (the Suda station is located on the St. Petersburg - Vologda line near Cherepovets). Work was also in full swing to complete the construction of the Sandovo-Ovinishte section. Due to landscape difficulties in the section north of Ovinishte, it was decided to branch out these two branches not at the Ovinishte station itself, but a little to the west. At this place today there is a way post Ovinishte-2. It was planned to build the continuation of the Mologa passage from the Ovinishche-1 station through the village of Breitovo and the city of Mologa with a connection to the Rybinsk-Bologoe branch at the Volga station. In 1919, the line Ovinishte - Vesyegonsk (42 km.) came into operation, and also, the Mologsky radius from the Sandovo station was extended to the Sonkovo ​​- Vesyegonsk line, which he joined at the Ovinishte-2 post. The length of the section Pestovo - Ovinishte-2 was 75 km, and the total length of the Mologa passage Mga - Ovinishte-2 is 392.5 km. The section from Vesyegonsk to Suda, also practically 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. In the same 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 Khvoynaya-Borovichi line due to the difficult economic situation in the country. The construction from Ovinishch to Breitovo - Mologa - Volga was also postponed, which was supposed to complete the St. Petersburg - Rybinsk direction with access to Nizhny Novgorod(via Yaroslavl, Ivanovo).

In the same 1918, a section of the Savelovskaya branch from Savelovo to Kalyazin was put into operation. Works on the construction of the Kashin-Kalyazin section were also completed. After the commissioning of the bridge across the Volga, this branch joined the Moscow-Kalyazin line at the Laying junction (the so-called "Kalyazinsky triangle" with three waypoints is now located at this place). As a result, the length of the Savelovsky way 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, Khvoynaya, 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) did not begin, despite the fact that already in Soviet times there were proposals to extend this branch through Rybinsk and Poshekhonye to Vologda, creating a backup route to the north, as well as for unloading 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 prevailed in Russia after the Civil War did not allow the implementation of former plans. The issue of building the lines Kalyazin - Uglich - Rybinsk, Ovinishte - Breitovo - Mologa - Volga and Khvoynaya - Borovichi was generally removed from the agenda, and work on finishing the line Vesyegonsk - Ships, although carried out, but at an extremely low pace - this branch, although it existed , but was never put into permanent service. Savelovskaya branch again attracted attention only during industrialization. The master plan of the Big 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 under the GOELRO program, 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 Savelovsky radius from Moscow to Dmitrov was changed to two tracks, and grandiose bridges were built at the intersections with the future canal (two in Dolgoprudny and one on the Vlahernskaya stretch (later renamed Tourist) - Yakhroma). Some of the tracks were generally 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 XX 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 building 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 Verbilka branch - Bolshaya Volga, speak of the enthusiasm of the builders of the canal: Udarnaya, Competition, Tempo, Technique ... "With the shock pace of Competitions and Technique, Kanalstroy leads to the Bolshaya Volga" - they used to say then . The name of the platform Trudovaya near Iksha is also in the spirit of that time, especially since there are also settlements of the Moscow Canal in the Iksha area.

In connection with the construction of the Uglich reservoir in the late 30s of the XX century, it was also necessary to provide the supply of building materials for the future dam. In this regard, they again remembered the plans to build the Kalyazin - Uglich - Rybinsk line. In a short time, according to the old "royal" project, a 48-kilometer branch from the 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, which is why the Moscow - Rybinsk train still makes an almost 100-kilometer detour through Sonkovo, changing direction twice (in Kalyazin and in Sonkovo). In connection with the flooding of the bed of the Uglich reservoir at the end of the 30s, it was necessary to move the tracks in the vicinity of the Sknyatino stations (Savelovo - Kalyazin section) and Krasnoe (Kalyazin - Uglich section), and after the transfer, the Krasnoye station turned into an ordinary stopping point without track development. The ancient village of Sknyatino was completely flooded, only the station settlement remained from it. The city of Kalyazin was almost completely flooded. The most ancient (so-called - first) part of the city - Podmonastyrskaya Sloboda - and half of the central (second) part completely went under water. From the old Kalyazin, only a few streets in the city center and the entire third part, Svistukha, have survived. Only two churches preserved in Svistukha and miraculously survived (did not have time to dismantle for flooding) the bell tower of the Nikolaevsky Cathedral, standing alone surrounded by the waters of the reservoir, remind of its former beauty.

No less sad is the fate of another "construction of the century" - the Rybinsk Sea. A huge reservoir swallowed up an ancient inhabited region, the beauties of which were admired even by M.E. Saltykov - Shchedrin in his work "Poshekhonskaya antiquity". The waters of the reservoir flooded the ancient city of Mologa, part of the city of Poshekhonye and the village of Breitovo, almost the entire city of Vesyegonsk, which was essentially transferred to a new place. Of course, with the start of the 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 place near Suda, since in the vicinity of this village a rather vast territory, including this branch, fell under flooding. As a result, a decision was made to close this section. Also, they no longer returned to the plans for the construction of the Ovinishche - Volga line, despite the fact that after the flooding of the Mologa, it could go from Breitovo again to the Volga station past the village of Borok. So, due to a combination of a number of tragic circumstances, the Savelovskaya line was never completed either on the Moscow-Rybinsk direction, or on the Moscow-Cherepovets direction, or on 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 put into regular circulation, running entirely along this reserve track. The train on this route ran until 1999. Additionally, in the late 1930s, the railway network in the vicinity of Leningrad was expanded for road purposes. In addition to the already existing Murmansk direction, passing near the Kirishi station of the Mologskoye move, 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 task of further development of the railway network in the Leningrad region and adjacent regions was of strategic importance. To this end, a number of connecting lines were built, which made it possible to somewhat delay the blockade of Leningrad, and then improve the supply of food and ammunition to the Soviet troops on the outskirts of the besieged city. This also affected the Savelovsky (Mologa) radius, on which the Kabozh - Chagoda and Nebolchi - Zarubinskaya lines were built in 1941. Somewhat earlier, in order to export goods from the glass factories of Chagoda and from the quarries in the Zarubinskaya area, the Okulovka - Zarubinskaya and Podborovye (Pitersko - Vologda way) - 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, Rybinsk and Mologa 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 branch - Bolshaya Volga during the Second World War was dismantled for the needs of the army, and restored in the 50s.

In the post-war period, the main forces were sent to restore the damaged tracks and structures. Among other things, the Verbilka - 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 through the Savelovsky and Mologsky passage is also being restored. In addition, in the 1950s, the Bolshoi Moscow ring passing through the stations Iksha, Yakhroma and Dmitrov of the Savelovsky direction. In the 50s of the XX century, the electrification of the Savelovsky radius also began. This is due to the gradual growth of cities near Moscow, and later with summer residents who appeared during the "thaw". The cities of Dolgoprudny and Lobnya, which had grown from the station settlements, sharply increased passenger traffic on the Savelovskaya branch, and commuter trains on steam locomotive traction 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 and the Savelovsky direction - the most inactive. 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 of the OR22-01 type in the USSR, but in the end they were carried out at the MPS test site in Shcherbinka. The first electric trains along the Savelovskaya branch set off in 1954, after the installation of the contact network from Moscow to Iksha was completed. A year later, electric trains were already running from Moscow to Dmitrov, and a little later - to Kanalstroy. Also, on the entire section Moscow - Dmitrov, electric locomotive traction for passenger and freight trains began to be used. On the remaining sections, locomotive traction is still maintained. The Savelovsky, Rybinsk and Mologsky passages serve the Yaroslavl (Vspolye), Rybinsk, Sonkovo, Bologoye, Khvoynaya and Leningrad-Moscow depots with steam traction. To provide the Moscow-Dmitrov line with electric traction, the Lobnya electric depot was put into operation, the construction of which was fully completed by 1960. To the north of Dmitrov, the draft is still steam.

At the end of the 50s, another reorganization of the railways followed. The Bezhetsk - Bologoe line was included in the Oktyabrskaya railway, and the Moscow - Dmitrov - Verbilki - Kalyazin - Uglich line with the Verbilka - Bolshaya Volga branch was included in the Moscow railway. A few years later, the sections Savelovo - Kalyazin - Uglich, Kalyazin - Sonkovo ​​- Ovinishte - Vesyegonsk, Ovinishte - Pestovo and Sonkovo ​​- Bezhetsk become part of the Oktyabrskaya Railway. Such an organization of the Savelovsky passage is preserved to this day. The decision to transfer these lines to the Oktyabrskaya railway was due to the need to carry out the entire (at that time quite large) freight traffic through the territory of the Tver region within the limits of one (Oktyabrskaya) railway. However, this decision entailed a number of significant inconveniences for passengers that continue to affect to this day, and also severed the traditionally established ties between the north of the Moscow region (Dmitrov, Taldom) and the cities of Kalyazin, Kashin, Uglich.