Map of the northern kav railway. North Caucasian Railway

Story.

From the end of the 18th century, on the site of the city there was a military "post No. 1 At the Burnt Oak", near the former cannery, guarding the ford across the Kuban, which was raided by the Circassians, and then the Romanovsky farm, which was part of the lands of the village of Kavkazskaya (the center of the village - at 8 km upstream of the Kuban), named after the Don village of Romanovskaya, from where the Cossacks came to serve.

After construction railway in late XIX century farm Romanovsky becomes a major trade and transport center. Non-residents settled around the Kavkazskaya station, and the industry of the future city grew.

On February 4, 1921, the Romanovsky farm received the status of a city and was named Kropotkin in honor of the anarchist theorist and geographer Prince Peter Kropotkin.

On June 2, 1924, the city became the center of the newly formed Kropotkinsky district as part of the Armavir district of the South-Eastern region.

During the Great Patriotic War August 4, 1942 was occupied German troops. Released on January 28, 1943 by troops North Caucasian Front during the North Caucasian operation.

On December 6, 1943, the city was classified as a city of regional subordination. In this regard, the center of the Kropotkinsky district was transferred to the village of Kavkazskaya on January 25, 1944, and the district was renamed Kavkazsky.

Since 1956, the city of Kropotkin, which is actually not part of it, has again become the center of the district.

On August 8, 2008, the city of Kropotkin and the Kavkazsky district were merged into one municipality, the city of Kropotkin again became the center of the district.

The city of Kropotkin originally consisted of two settlements: Khutor Kavkazsky and Romanovsky, which were military fortifications in southern Russia. Over time, with a change in the geopolitical situation, military purpose has lost its relevance. The further development of the city is associated with the beginning of the construction of the Vladikavkaz railway, which began in 1872.

The city was founded in 1874, the same year the first train passed through the Kavkazskaya station. Own modern name- Kropotkin, the city received in honor of the revolutionary - anarchist Kropotkin. Despite the unified status of the station and the city, the station was left with its original name - Caucasian.

At present, the Kavkazskaya station is the most important transport hub of the Caucasus. The station at the Kavkazskaya station, according to the unanimous opinion of passengers, is the best and most beautiful station in the Kuban. There is a mass congestion of people who use the services of various directions.

Kropotkin - picturesque Southern City. There are 16 burial mounds on its territory. bronze age and the Middle Ages, monuments of the war years, the beautiful Holy Protection Cathedral, the Museum of Local History, parks and alleys. Two stadiums, a swimming pool with 50-meter lanes, and a cinema have been built in the city. One of the main architectural sights of Kropotkin is the building of the railway station built in 1903.

The history of the origin of railways in the North Caucasus

By the end of the 50s of the 19th century, the coal industry began to develop on the Don. The area of ​​the Grushevka river became the center of coal mining, where 44 mines operated, which produced 3.6 million pounds of solid fuel. And although the Don land had a powerful water transport artery with access to the foreign market, the industrialists and merchants of the Don began to understand the need to build railways - a reliable land means of moving large masses of goods, independent of the season and the vagaries of the weather.

In this regard, the chief ataman of the Donskoy army, Adjutant General Mikhail Grigoryevich Khomutov, on March 1, 1860, turned to War Department with a report on the need to build a railway from the Grushevsky mines to the pier on the Don bank near the village of Melekhovskaya, substantiating his petition with economic benefits and the needs of the developing industry of the region. In May of the same year, Emperor Alexander II gives his consent, and on December 18 he approves the “Regulations on the Committee for the Construction of the Grushevsko-Donskaya Railway and a Pier on the Don River” submitted by the Office of Irregular Troops and adopted by the military council. The sovereign also approved the staff of the committee, consisting of seven people. The duties of the chairman of the committee were assigned to the ataman of the Don army.

The members of the committee included representatives of the army, the Ministry of War, a civil engineer and the ruler of affairs. To help the civil engineer, officers of the Corps of Railway Engineers, Technicians and Mechanics were appointed. The committee was instructed to build a railway from the Grushevsky coal mines to the pier on the Don coast at the expense of the Don army. Lt. Col. Valerian Alexandrovich Panaev was appointed to the post of construction manager (civil engineer) on the recommendation of the chief manager of communications and public buildings K.V. Chevkin. With his arrival on the Don original version road laying has undergone significant changes. It was necessary to lay rails from the Grushevsky mines no longer towards the village of Melekhovskaya, but towards the village of Aksaiskaya.

Sunday afternoon, April 2, 1861, at the Tangash gully, two versts from Novocherkassk, the grand opening of the construction site took place. The first block of earth at the beginning of the construction was laid by the chief ataman of the Don Cossacks.

This event was the beginning of the appearance on the map of the country of the North Caucasian railway.

1864-1870 years

The railway line from Grushevsky Posad (the city of Shakhty) through Maksimovka (the city of Kamenolomni) and Novocherkassk to the village of Aksaiskaya (the city of Aksai) with a branch to the coal mines and a pier on the Don bank, had a length of 66 versts and went into operation on January 10, 1864.

On this day, a solemn opening ceremony took place at the Novocherkassk station. Invitations were sent to the participants of the celebration in advance: “The Committee of the Grushevsko-Donskaya Railway has the honor to humbly ask you to invite you on the 10th of this January to the opening of the railway by 12 o’clock in the morning in the passenger house of the Novocherkasskaya village.”

Almost immediately, on February 1, 1864, regular freight and passenger traffic began along the road. Almost a year later, on December 13, 1864, the “Regulations on the Administration of the Grushevskaya Railway” was approved by the highest order of the Emperor Alexander II. The road became known as Grushevskaya. By that time, she already had 4 steam locomotives, 161 freight, 2 luggage and 14 passenger cars. A locomotive depot with repair shops was built at Maksimovka station.

At the railway station in Rostov-on-Don

View of the station Rostov-Bereg and the bridge over the river Don

By the beginning of 1868, from the village of Aksaiskaya to the port piers in the city of Rostov-on-Don, a section of track 12 and a half versts long was laid, which ran along the right bank of the Don along the territory of the current embankment and ended at the Rostov-Pristan station.

Drawbridge across the Don

It carried only freight traffic in the direction river port. But by the beginning of the 70s of the nineteenth century, after laying an additional line through the Nakhichevan urban area, Rostov-on-Don was firmly connected with railroad tracks central part of Russia.

At the station square

Cars waiting for loading at Rostov-Pristan station

1870-1917 years

The growth of productive forces and trade turnover required further development railways in the South of Russia. In 1872, a joint-stock company of the Rostov-Vladikavkaz railway was established. A line of 652 versts is being built from Rostov-on-Don to Vladikavkaz. It opened to traffic on July 14, 1875. 37 stations were built, 4 main and 3 circulating locomotive depots, main workshops in Rostov-on-Don, a drawbridge across the Don River.

At Vladikavkaz station

In order to use the wide export opportunities of the South, in 1888 the Tikhoretskaya-Novorossiysk line was put into operation with the construction of the largest grain elevator in Europe and port facilities.

Machine shop depot at Grozny station

In 1894, the Beslan-Petrovsk (Makhachkala) line was opened, an oil refinery in Grozny and port facilities in Petrovsk were built. Line Mineral water Kislovodsk gives a powerful impetus to the development of resorts, and the road from Kavkazskaya to Stavropol opens up access to the ports for Stavropol bread.

Train station Tikhoretskaya

Continuing to build up export opportunities, the Vladikavkaz Railway is building the Tikhoretskaya–Tsaritsyn, Petrovsk–Baku, and Kavkazskaya–Ekaterinodar (Krasnodar) lines. As a result, by the beginning of the 20th century, the total length of the road reached 2,326 versts, and the volume of cargo transportation increased to 180 million poods. The total income is 27 million rubles, and the profit is about 11 million rubles.

Unloading grain from wagons at the port piers of Novorossiysk

By 1915, several more joint-stock railway companies appeared that built railways in the Kuban and Stavropol Territory: Armavir-Tuapse (the line from Armavir to Tuapse with a branch line to Maikop and Labinskaya), Yeyskaya (the Yeysk-Starominskaya-Sosyka line).

View of Rostov-on-Don

Chernomorsko-Kubanskaya (Krymskaya-Timashevskaya-Starominskaya-Kushchevka line) and Chernomorskaya (launched the construction of the line from Tuapse to Sochi). All of them, together with the Vladikavkaz railway, formed railway network South of Russia, which has retained its outlines to this day.

Locomotive depot of Grzny station

1917-1941

The revolution and civil war found the Vladikavkaz railway a prosperous and largest commercial enterprise in the South of Russia.

Destroyed bridge on the Grozny-Petrovsk section, 1920

Almost two and a half years the road was in the war zone. Only by March 1920, when the Red Army completely captured the South of Russia, did the Vladikavkaz, Yeisk, Armavir-Tuapse, Black Sea-Kuban and unfinished Black Sea railways find themselves in the territory completely controlled by the Soviet government.

Labor Army members at the restoration of the Rostov railway junction

In 1922, all these railways were nationalized and merged into one - the North Caucasian, but not for long: already in 1925, the main line was divided into the North Caucasian with a center in Ordzhonikidze (Vladikavkaz) and the Azov-Chernomorskaya with a center in Rostov-on- Don.

Trade school students

In the 1920s, sections of the main course of the road destroyed by the civil war were restored at a record pace. This was facilitated by a serious repair base, which the road possessed: 4 large workshops and 17 large depots.

By 1923, the traction fleet was brought to a satisfactory condition, factory schools were gradually created at all major railway junctions, and technical schools were opened.

Steam locomotive of the "Gp" series, repaired on a subbotnik

In 1929, the Rostov-on-Don Institute of Railway Engineers was established. By the thirties, the restoration was fully completed and the technical re-equipment of the railway began. So, until the 1940s, a lot of work was done to develop the track facilities, reconstruct signaling and communication devices. Northern and southern mechanized slides were built at the Bataysk station, the stations Rostov, Tikhoretskaya, Kavkazskaya, Krasnodar, Grozny, Gudermes, Torgovaya (Salsk), Derbent were reconstructed. Powerful steam locomotives, heavy-duty wagons with automatic couplers and automatic brakes began to arrive on the road.

Electrification of the section Mineralnye Vody-Kislovodsk

At the end of 1936, the Mineralnye Vody-Kislovodsk section was one of the first in the country to be electrified.

Suburban train on the Mineralovodskaya line 1939

1941-1950s

The Great Patriotic War radically changed the nature of the work and life of the highway. By the end of September 1941, the North Caucasus road had switched to a war footing and was in the war zone. People, machines, equipment and entire enterprises were evacuated to the East of the country. The railroad workers did everything to stop the enemy and prevent them from using the sections of the road they captured: they dismantled and removed turnouts, railcars, machine tools, wagons, and undermined bridges and structures.

Destroyed bridge across the river Don

By the end of 1942 German occupation the road reached Vladikavkaz.

Despite the hostilities, construction of new facilities was underway. So, in 1942, the sections of Kiziterinka-Bataysk, Adler-Bzyb, Kizlyar-Astrakhan, important for the front, were put into operation, and already in 1944 the road grew by 129 kilometers of the route of the Krymskaya-port Kavkaz section.

Restoration of the track at the Krasnodar branch

In early 1943, the liberation of the North Caucasus from Nazi German invaders. By the end of March, the completely destroyed bridge across the Don River was restored, and by July 3,062 kilometers of main and 675 kilometers of station tracks, 765 artificial structures, including three tunnels and 111 large and medium bridges.

Transportation of military equipment

By the end of 1945, the restoration of the main track was almost 100 percent. The total damage caused to the road by military operations was estimated at 2 billion rubles.

Machinist Kuznetsov G.A., one of the five hundred

The railroad workers worked selflessly and made a great contribution to the common victory. Under the bombs, they transported echelons of troops, weapons, supplies, and evacuated the wounded. Many employees of the highway were awarded high state awards.

Restoration of a steam locomotive in the Rostov depot

After the war, a plan was developed for the restoration and development of the road for the period until 1950: new electrified sections, modern locomotives, signaling and communication devices appeared. Together with the construction of the Volga-Don Canal in 1949, work began on laying the Kuberle-Morozovskaya line.

Engineer Lesnikov E.A. (first on the left on the steam locomotive) on the first Soviet steam locomotive that arrived in Berlin

1950-1980s

The following years were a period of building new tracks, updating equipment and traffic safety systems. On the North Caucasian road rapidly electrification was in progress, more powerful locomotives - electric locomotives and diesel locomotives - were put into operation.

Locomotive depot Tuapse 1977

At the same time, a base for their repair was created, depots and road equipment were reconstructed. Means of traffic safety, signaling and communications are at the forefront modern level. Everywhere old semaphores were replaced by traffic lights, the speed of trains increased.

In 1955, the Morozovskaya depot was replaced by steam locomotives SO-17 with more modern steam locomotives of the L series, which were distinguished by high performance. In the summer of 1958, construction and installation work was completed on the entire Black Sea coast. Between Tuapse and Sochi opened the movement of electric trains. In 1962-1963, the Likhaya-Chertkovo-Rossosh section was electrified,

Nevinnomyssk-Mineralnye Vody, and by 1975 the Mineralnye Vody-Prokhladnaya section was electrified.

Forming a train with a teletype

The development of electric traction went forward: in 1963, the first electric locomotive of the VL80 family was produced at NEVZ. Passenger traffic went to new level, the quality of service was improved, the wagon fleet was updated. In January 1966, the first branded train "Tikhiy Don" departed from Rostov to Moscow.

The freight capacity of the road was also developed. In the 60-80s, container sites were built at 46 stations, on which electric gantry cranes were mounted. By the beginning of the 80s there were already 252 units. This significantly accelerated loading and unloading operations and reduced the downtime of wagons and containers. At the end of the 70s, the construction of cargo yards began at the stations Rostov-Zapadny, Krasnodar-Sortirovochny, Goryachiy Klyuch, Trubetskaya, Staromaryevskaya. In total, 24 large mechanized cargo yards and 36 open mechanized warehouses were built.

The work of the crushed stone cleaning machine SHOM-4M

1980-2003

The eighties were marked by the rapid growth of the country's demand for both freight and passenger traffic. To ensure them, a lot of work continued on the road, aimed at increasing throughput. The electrification range has expanded significantly: Timashevskaya-Novorossiysk, Prokhladnaya-Grozny.

Passenger train 1980

In 1985, the western bypass of the Rostov-Glavny station was built with the construction of a new railway bridge across the Don River. This made it possible to increase the capacity of the road in the direction from the North-West of the country to the South.

At the same time, a number of small but important detours were built at the Likhaya-Zamchalovo, Novopredugolnaya, Gornaya, Nesvetai, Yubileynaya, Mikhailo-Leontievskaya, Enem, Krivenkovskaya, Timashevskaya, Post 9th kilometer and others sections.

Electrification of road sections

In 1987, the Blagodarnoe-Prikumsk (Budennovsk) line was put into operation, 72 kilometers long, passing through the large grain regions of the Stavropol Territory and connected with the main course of the Rostov-Baku road.

Track laying in tunnel No. 1 at the Shepsi-Vodopadny section

The nineties became a difficult test for the road, instead of a transit one, it became a border one. Traditional cargo flows going south began to change direction and decrease.

road control room

The sharp decline in the industry resulted in a loss of 60 percent of traffic. But despite the huge economic difficulties the road developed: in 1993, the electrification of the Krasnodar-Kavkazskaya section was completed, in 1995 - Afipskaya-Krymskaya.

In 1998, the movement of accelerated express trains to Krasnodar, Taganrog and Armavir began. In 1999-2001, the electrification of the Novorossiysk-Kotelnikovo, Tikhoretskaya-Krasnodar, Krymskaya-Grushevaya directions began.

Track development of Bataysk station

In the early 2000s, a powerful data transmission network was created, linking the management, departments and enterprises of the railway, in Rostov-on-Don, the construction of a single dispatch center for managing all railway transportation in the North Caucasus began.

Locomotive depot at Timashevskaya station

2003-2014

The last decade has been a period of significant change. The growing economy of the country demanded major changes from the railway workers. The industry had to create a competitive environment and attract new investments in its development. October 1, 2003 The Government of Russia establishes an open joint stock company "Russian Railways". The North Caucasian Railway entered the structure of the newly created society and became its branch. The time has come for large-scale reforms and restructuring of the entire system of road operation.

Along with the reform, the road continued progressive development. New tunnels were built and old tunnels were reconstructed, including the Big Novorossiysk. To process the growing export traffic, the Novorossiysk station has undergone a major reconstruction, to effective interaction railway workers, shippers and port workers have set up a logistics center on the road.

Big Novorossiysk tunnel after reconstruction

Due to the rapid development of the port facilities of the Taman Peninsula and the expected increase in cargo traffic in this direction by more than 3 times, since the mid-2000s, the road has been implementing a project for the reconstruction of the Kotelnikovo-Tikhoretskaya-Krymskaya section, bypassing the Krasnodar junction. It is planned to build 600 kilometers of second tracks, electrify 150 kilometers of railway infrastructure. On the Taman Peninsula itself, a project is being implemented to reconstruct the 9th kilometer–Yurovsky–Anapa–Temryuk–Kavkaz section. To increase the throughput capacity of the "input" stations of the road, a third Main way at the Likhaya–Zamchalovo section.

The “passenger face” of the road is changing. The reconstruction of the stations of Rostov-on-Don, Caucasian Mineralnye Vody was carried out, the car fleet is replenished with new comfortable cars for transporting passengers on long-distance and suburban routes. The traction rolling stock involved in passenger traffic has been completely updated. In 2013, the first double-decker cars were put on the road, the passenger car depot in Mineralnye Vody was opened after reconstruction, which became the largest and most modern in Russia, suburban trains "Lastochka" were launched on the Black Sea coast. A special depot was built for them at the Adler station.

Electric train "Lastochka" at Sochi station

The most powerful for recent times The road was developed in preparation for the XXII Winter Olympic and XI Paralympic Games in 2014 in Sochi. It was necessary to ensure the transportation and handling of goods received for the construction of Olympic facilities, for which cargo yards were built in Sochi and Adler. A project, unique in its complexity, for the construction of a combined road and railway from Adler to Krasnaya Polyana was implemented. New stations appeared on the road map at the stations Adler, Olympic Park, Esto-Sadok, Krasnaya Polyana, the intermodal line from Adler to Sochi Airport. Sochi, Khosta, Matsesta and stopping points Black Sea coast. In order to increase the capacity on the line from Tuapse to Adler, more than 30 kilometers of second tracks were laid. Residents of the city of Sochi, participants and guests of the Olympic and Paralympic Games appreciated the unique railway infrastructure created for them.

New Train Station Adler station

Together with the entire country, the North Caucasian Railway has covered a huge historical path of 150 years. Everything was reflected in it like a mirror. historical events and change. Today, the North Caucasian Railway, together with the Russian Railways OJSC, is developing and moving forward, fulfilling the tasks set by the country's economy.

This article needs updating. You can help by adding up-to-date information.

NORTH CAUCASIAN RAILWAY - included in Russian Railways and runs across the territory from the Azov to the Black Sea in the west and the Caspian Sea in the east, from the East Don ridge in the north to the Caucasus Range in the south. Road Administration in Rostov-on-Don. The road includes departments: Rostov, Krasnodar, Mineralovodsk, Makhachkala, Likhovskoe. The operational length of the road (01/01/2001) is 6427 km. The road serves transportation Rostov region, Krasnodar and Stavropol Territory, Dagestan, North Ossetia, Ingushetia, Chechnya, Karachay-Cherkessia, Adygea, Kabardino-Balkaria, connects them with the Northern, Central and Volga regions of Russia, the Baltic countries, Belarus, Ukraine, Transcaucasia. Through major ports on the way to North Caucasus communicated with southern regions countries and the countries of the Mediterranean basin, and through the Volga-Don shipping canal - with the regions of the Volga region and the Center. With sea ​​transport The road interacts with the Azov-Black Sea basin through the ports of Taganrog, Yeysk, Novorossiysk and Tuapse, and with the Caspian basin through the port of Makhachkala; with river transport along the Don and Seversky Donets - through the ports of Azov, Volgodonsky, Rostov, Ust-Donetsky, along the river. Kuban - with the ports of Krasnodar and Temryuk.

road map

The road serves 2 thousand access roads of enterprises. About 50 million tons of various cargoes are transported annually, approx. 54 million passengers. Freight turnover B000) amounted to 48.2 million tariff t-km. In the structure of sent goods: construction cargo (30%), coal(15.8%), oil and oil products (9.2%), grain (6.5%). Moved approx. 40 million passengers in commuter and 14 million in distant communication(1999).

Construction in the North Caucasus began with the laying of the Shakhtnaya-Aksai (1861), Zverevo-Shakhtnaya (1871), Aksai-Rostov (1875) lines. In 1872-1875. the Rostov-Vladikavkaz line was built. By October 1917 the total length of the road was 5,000 versts. During civil war and military intervention were destroyed by the railway. ways, stations and other railways. objects that after the war were not only restored, but also significantly reconstructed. In 1922, the road was named the North Caucasian Railway.

During the Great Patriotic War on the railway. military echelons were formed with weapons, ammunition, food; new sections continued to be built. Postwar years characterized by a gradual increase in the technological potential of the road, the beginning of the electrification of the road. in the 50-60s. sections with electric traction Mineralnye Vody - Kislovodsk, and Belorechenskaya - Kurinsky (1957) and further to Tuapse through Sochi (1958) were built. A line was built to the Volga-Don Canal and the Tsimlyansk Sea from the Kuberle station. milestone in the development of the road was the construction of the lines Divnoye - Elista (1969), Zverevo - Krasnodonskaya (1971), Anapa - Yurovsky (1977), Krasnodar - Tuapse (1978), bypassing the Rostov transport hub and creating a number of large freight stations, incl. Rostov-Zapadny (station Cossack) and st. Red Garden (1983-1985).

In the late 80s - early 90s. Blagodatnoye - Budennovsk, Peschanozhopskaya - Red Guard directions were developed. The road passed through the village along a double-track bridge on the section Gudermes - Chervlyonaya (1989). The Timashevskaya - Protozha line was electrified; electrical centralization was introduced at the Tsimlyanskaya - Kuberle section. The western bypass of Bataysk station (1990) and the eastern bypass of Likhaya station (1991) were built.

The road has a high technical equipment: in the management of the transportation process are widely used automated systems(st. Bataysk, Krasnodar, Rostov-Tovarny, Tikhoretskaya, etc.); in passenger transportation, the Express-2 system operates. The systems of dispatcher centralization use microprocessor technology.

Serious changes took place on the road in the 90s. with the decision to establish the Southern regional center management (YURTSUP). Reference stations became the main linear element of operational work: in 2001, 34 reference stations were operating on the road. The concentration of control has improved operational and cargo work. Machines and mechanisms began to be used more fully; fiber-optic communication lines are being created: the Chertkovo-Rostov-Novorossiysk-Adler line will make it possible to create a road digital communication network.

On the road, the problem of increasing the permissible speeds of passenger trains to 120-140 km / h on the directions Moscow-Rostov-Adler, Moscow-Mineralnye Vody-Kislovodsk is being solved. The improvement of the track, which is carried out with the use of new track machines RM-76, SCHOM6B, SCH-600, VPR-09-32, required a lot of expenses. New generation machines work in conjunction with a dynamic track stabilizer and a ballast planner.

The next stage in the development of the road was the construction of the Kizlyar-Karlan-Yurt line (1999); reconstruction and development of port stations (Novorossiysk, Temryuk, Tuapse), reconstruction of railway stations (Sochi, Krasnodar).

In 1998-2000 in the sections Krasnodar-Tikhoretskaya, Tikhoretskaya-Salsk and Salsk-Kotelnikovo, the movement was carried out by electric traction. Since November 2000, locomotives on extended arms have been put into operation on the railway: Novorossiysk-Penza, Kochetovka-Nikolskoye. Passenger service technology is being improved: a long-distance passenger service directorate Sevkavexpress (which includes car depots Rostov, Adler, Novorossiysk), as well as Donexpress, Kubanexpress and Kavkazexpress has been created. The road became the initiator of the organization of high-speed passenger trains in long-distance, local and suburban communications. The Road Center for Branded transport service, which controls the execution of orders, planning the transportation of goods, marketing and advertising services, information and technical support for customers, tariff policy and work with forwarders, operational management container fleet and container transport management. Three regional agencies of corporate transport services have been created: Makhachkala, Krasnodar and Mineralovodsk.

From the beginning of its inception, progressive experiments and methods of work were born on the road; on the railway networks are known: the driver P.F. Krivonos - the initiator of economical fuel consumption, the air traffic controller. Kutafin is the organizer of the movement of combined trains. These undertakings are continued by entire teams: art. Bataysk is the organizer of an integrated adaptable system for automating administrative and economic activities (in 1999-2000, the station was the winner of the industry competition of the Ministry of Railways and the Central Committee of the trade union), the Timashevskaya locomotive depot is the base enterprise of the railway for the introduction of technical diagnostics of locomotives; resource-saving technologies are being introduced on the road, etc.

The road was awarded the Order of Lenin (1984) and other awards.