History of railway stations and stations. Savelovskoe direction of the Moscow Railway Cities of the Savelovskoe direction

Electric trains in the Savelovsky direction serve regional cities located north of Moscow.

The most attractive thing about the route is the short distance between neighboring points, which allows you to comfortably get to the desired city or town.

The main direction leads to the city of Kimry, where the Savelovo station is located. There are also secondary branches to Dubna and Sheremetyevo Airport.

Full schedule and changes in it for electric trains in the Savelovsky direction for today and tomorrow

The total number of zones in the Savelovo direction is 15. The last of them relates to the Savelovo station.

Stations of the Savyolovsky direction:

Moscow-Butyrskaya (Savelovsky station)
Timiryazevskaya
District
Degunino
Slobodka
Otradnoye
Institute of the Path
Dzerzhinskaya
Beskudnikovo
Lianozovo
Mark
Novodachnaya
Dolgoprudnaya
Watermen
Khlebnikovo
Sheremetyevskaya
Lobnya
Depot
Lugovaya
Nekrasovskaya
Catoire
Labor
Iksha
Frosts
Tourist
Yakhroma
Dmitrov
Kanalstroy
75 km
Orudevo
Verbilki
Competition
Zaprudnya
Pace
Meldino
119 km
Karmanovo
Big Volga
Dubna
94 km
Vlasovo
Taldom
Lebzino
124 km
Savelovo

The final point of the Savyolovsky direction can be reached by morning train (07:17, 09:11), and at lunchtime (14:19) or evening (17:49, 19:14, 20:20, 22:18, 23: 12).
But on weekends they provide additional transportation by trains at 10:20, 11:47, 15:17.

Scheme of the route and stops of the Savelovsky electric trains on the map to Savelovo:

Passengers wishing to get to the Verbilki station (zone 10) can use both the transport described above and those types of electric trains that go to both the Verbilki station and the Dubna station.

Departures to Verbilki from Moscow are at 05:40, 10:41, 17:36 and 19:09.

Another large station is Dmitrov. Electric trains from Moscow run in the morning from 05:51 to 11:18. Even more electric trains travel in this direction from 12:11 to 21:20.

Another station on the route, Iksha, is located in zone 5. It is very easy to get to Iksha from Moscow, since trains depart there almost every 20 minutes or half an hour.

There are only two points left, which are the end points of some routes - these are the stations Beskudnikovo (zone 2) and Lobnya (zone 4).

There are additional trains from other stations, moving from the following points: Odintsovo, Golitsyno, Usovo and Mozhaisk.

They end the trip in Lobne. And here are the trains from Kubinka and Zvenigorod to Beskudnikovo.

P.S. We are always interested in your comments about this article. Where to go, how to get there, where is the best place to buy tickets? Registration is not needed, you can just write a comment, the moderator will publish it. The form is below. Or you can write to our forum

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.

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P·o·... Wikipedia

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Almost all the pictures for this post were ready at the end of October, but I never got around to processing and composing them.
Part of the Moscow Ring Railway - BMO route runs along the section of the Savelovskaya road from Yakhroma to Iksha. In addition, we will see the stations Bely Rast, Ivantsevo and some other stopping points and platforms.

Bely Rast is a station on the LMC. Almost all road services are located here. But recently, major work has been planned here. However, for now this is just talk.

The platforms are in excellent condition, but passenger traffic here is minimal, the village of the same name is quite far away, and the platform is mainly used by employees of the Moscow Railway. This is not surprising - passenger traffic on the LMC has almost always been “technological”.

Promotion of good behavior on the railway in the signature color scheme of the Svelovsky direction

ER2T-7166 en route to Kubinka

Track development of Bely Rast station

The next stop is 109 km. It is located almost under the bridge with Dmitrovskoye Highway. A quaint staircase descends from the road. I wonder whose inquisitive mind designed it and then embodied it in metal and concrete?

There has always been one path from Bely Rasta to Iksha, but there is room for a second path under the overpass.

There are quite a few such platforms on BMO. This particular one is designed to deliver personnel to the nearest traction substation. Well, at the same time, residents of neighboring houses use it.

Connecting with the main passage, the BMO path runs parallel to it until Iksha station. In the next picture: the far one is the path to Dmitrov, the middle one is the path to Moscow, and the right one is the BMO path.

On the outskirts of Iksha, another PPZhT track adjoins them

Train stagnation routes at Iksha station

Passenger platforms at Iksha station

The 1st platform receives trains from BMO (left track) and transit trains to Moscow (right track), and the 2nd platform receives trains from/to Iksha (left track) and transit trains from Moscow (right track).

Trains go to Iksha not only from Savelovsky station, but also from the Belorussian direction: Zvenigorod, Kubinka. According to Yandex.Timetables, you can get from Kubinka to Iksha by train through BMO and through Moscow, and the travel time is approximately the same, 2 hours 30 minutes.

Formally, passenger service by BMO trains is interrupted in Iksha. Trains from the northern half-ring do not go to Dmitrov. But trains ran from Naugolny to Savyolovsky station in the summer. But in 2009, not a single such train ran from/to BMO. Morozki platform.

For some reason, the Tourist platform is painted in the signature (blue-gray) colors of the Yaroslavl direction.

Scheme of the Moscow junction in relation to the Savyolovsky direction

Yakhroma station. Low platform on the left - for trains with BMO

After Yakhroma, trains following the BMO arrive at Ivantsevo station

Next after Ivantsevo is op. 80 km

Once on the train I heard a woman say to her interlocutor on the phone:
- yes, I’m going to Drachevo... but what else can you do there!
Although with a greater degree of probability this name comes from the pugnacious disposition of the inhabitants :)

Former station building in Drachev

Railway workers' houses in Drachev

Evening electric train silhouettes

A freight train follows the checkpoint. 68 km