Production of baths on the Savelovsky railway. Savelovskoye direction of the Moscow railway
(Digest of articles)
Reference data Object Year Note Savelovskaya railway. road Pl. Novodachnaya Pl. Dolgoprudnaya Pl. Vodniki Art. Khlebnikovo Pl. Sheremetyevskaya Railway on the IWC Moscow-Savelovskaya line
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 request 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. Later approval of the direction (for example, the project of the section from 85th to 123rd verst was approved only in August 1898, i.e. 4 months before the scheduled completion date of construction) led to a delay in construction and a change in the deadlines for completing work on 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.
At Khlebnikovo station
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.
Savelovskaya railway
L.A. Sotnikova
added: K. Gladkova
In 1898, the Moscow authorities decided to build a railway that would connect Moscow with the northern regions of Russia. A convenient place was found 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 lived.
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.
History of the Savelovskaya railway
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 the 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 Savelovsky branch, and the distance along the Savelovsky way has long been 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, Aleksandrov, 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 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 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 fairly 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 steam locomotives with water, large water towers were built at the Iksha, Dmitrov and Savelovo stations, two of which (in Dmitrov and Savelovo) still adorn the cities of Dmitrov and Kimry with their monumental 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 hub - 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 the Butyrskaya Zastava square, the grand opening of the Savyolovsky railway 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 Savelovsky 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 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. 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 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 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 Ovinishche - 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 former 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 Great 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). 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 - Shock, 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, 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-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. For this purpose, 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 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. 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, a siding (Dubna station) was built on the dead-end branch line leaving the Bolshaya Volga station through the entire city of Dubna to the factories located on its opposite outskirts, to which the lines of the contact network were also extended. 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 the Leningrad region. In many ways, electrification is facilitated by a sharp increase in summer cottages in the vicinity of the two capitals. In the 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 of increased 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 recent years, the trend of transition from creation to destruction has become more and more pronounced. 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 has not been electrified so far (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 pulled apart by logs by local residents, and then the station was completely burned down ... One of the few positive examples is the new station in Taldom, built in 1993. Also, a small 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, marked only by a half-rotted wooden post on the embankment of the track, going into the endless distance of the Tver Volga wilderness. Sad!
Savelovskaya railway
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 at an average train speed of 20 miles 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.
It is interesting that the construction of the railway station in Butyrki has sharply raised land prices in this district. 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).
The idea of building the Savelovskaya line of the railway, and in the future, the Savelovsky Station, was put forward by Savva Mamontov, a well-known industrialist and philanthropist in the Russian Empire.
The prospect of this direction was associated with the exit of railway lines to the banks of the Volga, located 130 kilometers from Moscow. The original destination was the village of Savelovo, located on the opposite bank from the famous trading settlement of Kimry.
In the future, the railway was planned to be extended to the cities of Kalyazin, Uglich and further to Rybinsk.
Photo 1. The building of the Savelovsky railway station in the city of Moscow
Obtaining permission to lay the tracks was not easy for Mamontov, since another large Russian company applied for the implementation of this project.
In 1897, having received the highest permission from Nicholas II, the railway, named by that time the Moscow-Yaroslavl-Arkhangelsk railway, began to survey the territory of the future track.
The construction of the Savelovsky way was carried out by a specially created Department, the management of which was entrusted to the engineer Savitsky K.A.
To speed up the work, the railway in the Savelovsky direction began to be run simultaneously from the final points - Moscow and Savelov. Rails for the railway were supplied from domestic factories - Bryansk, Putilov and Yuzhno-Dneprovsk.
History of Savelovsky Station
According to the original plan, the site for the future station was determined in the area of the current Beskudnikovo station.
Already after the laying of the tracks began, the possibility of buying out land closer to Moscow was found - at the Butyrskaya Zastava. The rebuilt section of the road from the Losinoostrovskaya station of the Yaroslavl road to Beskudnikov was thus extended to.
The building of the new Moscow station was planned to be erected by the winter of 1899, but the work had to be stopped due to the appeal of the Vindavo-Rybinsk Railway Society to the Board of the Moscow-Yaroslavl-Arkhangelsk Railway with a proposal for a ransom.
While these negotiations were going on, work on the Savelovsky direction was completed and the movement of trains was opened according to a temporary scheme. The train station has not yet been completed. In this regard, passengers had to get to the 10th post of the Yaroslavl road from the Moscow railway station of the same name and only then, at the Losinoostrovskaya station, transfer to cars of the Savelovsky direction.
In the summer of 1900, the question of the sale disappeared due to the transfer of the Moscow-Yaroslavl-Arkhangelsk railway to the treasury of the Russian Empire.
In the autumn of 1900, the construction of the station resumed. The engineer Sumarokov was appointed to lead the work. He is also credited with the authorship of the project.
The station building turned out to be one-story, without any frills. The second floor was added in the center of the building to accommodate service apartments.
Simultaneously with the main building, a larger "Military barrack" was being built, where it was supposed to temporarily place halls for passengers. The Freight Yard was also erected nearby.
Construction was completed at the beginning of 1902, and already on March 10, celebrations were held to mark the opening. The station was named Butyrsky (in the future it will be renamed Savelovsky Station).
The appearance of a railway station in these places has transformed the area.
Industrialist and entrepreneur Gustav List is building a new factory. Moscow homeowners are building about 30 houses for future guests from the suburbs - employees of this industrial facility.
The Moscow City Duma did not stand aside either. Understanding the prospects for the development of the settlement, the authorities fussed and issued new demarcation papers for the county. Thus, since 1900, the inhabitants of the Butyrka district have become Muscovites.
The first reconstruction of the Savelovsky railway station was decided to be carried out only in 1987. The restoration of the building was led by the architect Ya.V. Shamray.
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Project of local historian Alexei Molchanov (Kimry)
First, a little history of the railway itself:
The railway line from Moscow to Savelovo began to be built at the end of the 19th century on the initiative of Savva Mamontov, a shareholder and director of the Moscow-Yaroslavl Railway Company and a well-known philanthropist. The line was opened in December 1900 on the Beskudnikovo - Savelovo section and initially connected with the Moscow-Yaroslavl Railway through the Beskudnikovskaya branch. The Moscow - Beskudnikovo section appeared in March 1902 (the delay was due to the choice of the station construction site). The Verbilka branch - Bolshaya Volga was opened in the early 1930s, dismantled during the war, restored in the 1950s and extended to Dubna in 1969.
Well, we arrive at the Sveolovsky station, get on the train to the very end station and hit the road. We are waiting for 32 stops. The phrase sounds: - “NEXT STOP “TIMIRYAZEVSKAYA”, BE CAREFUL, THE DOORS ARE CLOSING” By the way, this phrase, “carefully the doors are closing ...” appeared not so long ago, and was adopted by the railway workers from the subway workers in the 70s. Initially, the machinists stretched their hand up and said the phrase: - “READY, THE TRAIN IS LEAVING ...” And so, let's go!
Stop "Timiryazevskaya"
It bears its name, like the metro station of the same name, from the Moscow region located here. The current district "Timiryazevsky" in the north of Moscow is, first of all, the Agrarian University. K. A. Timiryazev. The entire history of the district has been associated with this educational institution for a century and a half. This university received its current name in 1923 from the famous physiologist, naturalist and founder of the Russian and British scientific schools of plant physiologists Kliment Arkadyevich Timyazev. The surname Timiryazev goes back to the eastern male name Timir-Gaza, more precisely, to its colloquial form Timiryaz. Timir-Gaza is formed from the Tatar word timir, which translated into Russian means "iron, iron" and the Arabic gazi - "warrior, warrior." Thus, this name literally translates as "iron warrior."
Stop "Okruzhnaya"
Everything is much simpler here; because it is located near the intersection with the Moscow District Railway. And then it turned out funny: after many years, the Moscow District Railway (the current MCC) became a passenger one, and the platform on it was already named after a nearby platform.
Stop "Degunino"
The platform got its name from the village of Degunino, located nearby. As for the toponym “Degunino”, there is no unequivocal opinion here, although many scientists explain the origin of the name from the word “degun” (in the languages of the Baltic peoples it meant “scorched earth”). Perhaps this was the name of the black cultural layer - a characteristic feature of the ancient settlement that existed here for a long time.
Beskudnikovo station
It got its name from the village once located here. The original name of the village - Bezkunnikovo - is associated with the word "kuns", which in the old days meant money. The dictionary of the Old Russian language contains the word "kunny", derived from it, that is, penniless. However, it could also have another meaning. The fact is that in the XV-XVI centuries. the word "kuns" also referred to some types of taxes. At that time, the peasants were not yet serfs. The government and private owners, populating empty lands with strangers, usually exempted them for some time from paying taxes.
In archival materials of Academician S.B. Veselovsky, there is a remark that the village of Beskunnikovo could get its name either from the special position of its first inhabitants, freed from the "black kuns", or from its owners, who belonged to the noble family of the Beskunnikovs that disappeared later.
Stop "Lianozovo"
It is named after the village, now a district, in the north of the capital, located between the Moscow Ring Road (MKAD), the Savelovskaya railway and two other microdistricts - Altufiev (in the northeast) and Bibirev (in the southeast). However, sometimes Lianozovo and Altufyevo are perceived as a single whole, and there are good reasons for this. The fact is that the last owner of Altufiev from 1888 to 1917 was a large businessman Georgy Martynovich Lianozov. At his expense, a dacha settlement was built between the village of Altufiev and the Savelovskaya railway, which later became part of the current Lianozovo. In the history of Moscow, this is a rather rare case when the name was immortalized not of a revolutionary figure or a prominent scientist, or a well-known cultural figure, but of an oilman, an undoubted opponent of the new government in Russia. Nevertheless, even now, more than 100 years after the October Revolution, Moscow has the Lianozovo district and the Savelovskaya railway station of the same name; the name of Lianozova is an electromechanical plant, a sausage factory, a dairy plant, a park of culture and recreation.
Mark Station
The most frequent station in our direction! This is due to the fact that there are no large residential areas here, only a large flea market, now in its place there is a road to the Severny microdistrict. And so the station is actively used by freight trains.
It was named after the German industrialist Mark Hugo Mavrikeevich, a major host and philanthropist. G. M. Mark was a co-owner of the trading house in the form of a full partnership "Vogau and Co", which turned into the largest commercial and industrial complex, numbering about 20 enterprises throughout the Russian Empire. G.M. Mark actively invested his capital in the construction of the Savelovskaya line in order to expand his business thanks to the settlements that this road would connect.
Stop "Novodachnaya"
The first stop after we left the capital. This station appeared not so long ago. Opened in 1964, named after the village of Novodachnaya, which was previously located on this territory.
The environs of Long Ponds in those years became a summer cottage. Near one of them, the Dolgoprudnaya stop appears, around which the village gradually begins to grow. Soon, the so-called "new dachas" appear - a little closer to Moscow, near which the Novodachnaya stopping point appears.
Stopping point "Dolgoprudnaya" and the city "Dolgoprudny"
This is the first major city that we meet outside of Moscow. It was founded in 1931 as a station settlement. City status received in 1957.
The history of Dolgoprudny begins with the estate of Vinogradovo, now included in Moscow. The estate has been known since 1623, when, when Boris Godunov was elevated to the liberated Russian throne, it belonged to his sworn enemy, the disgraced Gavriil Grigoryevich Pushkin, the ancestor of the legendary poet. In 1638, the estate was inherited by the grandson of Gavriil Grigoryevich, Matvey Stepanovich Pushkin, who owned it for half a century until he was exiled by Peter I for the participation of his son Fyodor in the Streltsy rebellion. Fedor was hanged, and his father was exiled to Siberia. This was the end of Pushkin's ownership of the Vinogradovo estate. From those distant times, only the foundation of the temple and the Long Ponds, built for fish farming and other household needs, have survived to this day. The ponds got this name for their great length and bizarre shape. It was along the Long Ponds that in 1900 the Dolgoprudnaya platform of the Savelovsky railway line was named, which later gave the name to the new city of Dolgoprudny.
Stop "Vodniki"
It was named in 1945 after the nearby village of Vodniki. Former name - 19 km. After the canal was put into operation, ship repair shops were opened, which received the name Khlebnikovsky by the nearby railway station. They were headed by the riverman A.I. Shemagin. The most difficult task immediately fell on his shoulders: within a short time, not only to organize the conversion of former warehouses into the premises of a mechanical and woodworking workshop, to expand the Klyazma channel, thus preparing a place for the wintering of ships, to begin construction of a power plant, but also to create conditions for living employees of shipboard workshops and their families. For this, the barracks barracks were converted, in which prisoners who built the canal had previously huddled. Several of them were adapted for elementary school, nurseries, a shop, a medical assistant's station, and a bathhouse. Thus, a working settlement began to form with the name “Second section Moscow-Volgostroy”, which was popularly called the “village of water workers”, the name stuck, and in 1937 it was given a new name - Vodniki. For the convenience of its population, a railway platform was built, which since 1945 has been called "Vodniki".
Stop "Khlebnikovo"
It is named after the village of the same name, once located here.
The origin of the name Khlebnikovo is still not clear. The ancient cities of Moscow that arose in 1147 and Dmitrov in 1154 were connected by the Dmitrovsky tract, which passed through the Klyazma River. It becomes clear that already then in the twelfth century there was a settlement for transportation across the river. The Dmitrovskaya road originated from the Resurrection Gates of the Moscow Kremlin. For the Moscow principality, Dmitrov was the nearest pier. Well, if we assume that the first trade routes "from the Varangians to the Greeks" passed along the rivers, maybe there were warehouses of the transported grain "bread" on the banks of the Klyazma, which became the root of the name "Khlebnikovo".
Stopping point "Sheremetyevskaya"
It is logical to assume that the stop got its name from the airport not far from here. But in reality, everything is upside down. Sheremetyevo Airport was named after two nearby objects - the residential village of Sheremetyevo and the station of the same name on the Savelovskaya railway. In these places were the possessions of the Sheremetevs.
The surname Sheremetyev itself goes back to a nickname that has Turkic roots. According to one version, it means "having a quick, easy step", or "rough, quick-tempered, hot." Perhaps it came from the Chuvash language, where there is the word seremet - "poor fellow, miserable, pitiful, pitiable."
There is also a hypothesis that in translation from Turkish this name means "man of lion's courage." Finally, it cannot be ruled out that the surname Sheremetyev is derived from the Turkic proper name Serimbet, which literally means “worthy of praise”. Later, under the influence of the Ukrainian language, this surname acquired its modern form: Sheremet.
Station and city "Lobnya"
And so, we arrive in the second major city on our way! He became big not so long ago. In 1902, the Lobnya railway station was opened. The station was named after the Lobnenka River, a station settlement began to form around it; There are several versions about the origin of the name of the village, and then the city. According to one of them, in ancient times there was a place of execution here, where robbers were brought to execution, who hunted on the highway from Moscow to the Great Volga (the current Rogachev highway). Hence the name of the Lobnenka River, once full-flowing, and now a small stream, which is mentioned in the Patrol Books of the Patriarchal State Order of 1680.
The second version is more prosaic. According to her, the name of the city comes from the Baltic loba, lobas valley, river bed. Lobnya received the status of the city in 1961, uniting several villages and villages under its jurisdiction. The place was promised more than 6000 years ago. The first organized settlements appeared here as early as the 4th millennium BC, as evidenced by archaeological finds. Fortified settlements were built by the Finno-Ugric peoples in the first millennium BC. In the 9th century, the Vyatichi and Krivichi came here. The first mention of the inhabitants was preserved in the spiritual charter of Prince Ivan Kalita dated 1339. In the 16th-17th centuries, villages and villages were included in the Seletskaya tithe of the Moscow district.
Station "Depot"
Here everything is more than clear. It got its name from the motor car depot Lobnya, located here. The history of this enterprise begins in 1957, when all the employees of the locomotives and part of the locomotives themselves were transferred to the newly built repair shops of the depot near the working settlement of Lobnya from the Moscow Butyrskaya depot, and that depot was closed and ceased to exist. Since then, the depot has served all trains of the Savelovsky and Belarusian directions. In 2017, the Lobnya depot celebrated its anniversary - 60 years since its foundation. Congratulations!
Stop "Lugovaya"
“Don’t forget… Lugovaya station!” - a 1966 film tells us a story where the name of this station is mentioned. But in fact, the events of this film do not unfold here, but in Eastern Ukraine. The directors took the Lozovaya station near Kharkov as a basis and just slightly changed its name.
But still, our Lugovaya can rightfully be called one of the most beautiful and picturesque stations of the Savelovsky direction. The platform is located near the village of the same name. This name is by no means connected with the area where it is located (although the nature here is very beautiful), but with the educational institution educated in this village. In 1913, on the initiative of the founders of domestic grassland, professors V. Williams and A. Dmitriev, on the site of the Kachalkinskaya state-owned forest dacha, the creation of an educational and demonstrative farm for courses in grassland and the formation of the village of Kachalkino began. The organization in Kachalkino becomes the first station in Russia for the study of fodder plants and fodder area. In 1922, it was transformed into the State Meadow Institute (now the All-Russian Research Institute of Feed named after V. R. Williams). In 1944, the main part of the summer cottage "Lugovaya" was laid to the east of the platform, in which, in particular, a village school and a club were being built. So the main city-forming object in this area is not an industrial enterprise, as is often the case, but an educational institution. The village "Kachalkino" is renamed into "Lugovaya".
Stop "Nekrasovskaya"
Located near the village of Nekrasovsky. The platform originated in 1960 on a six-kilometer section between the Lugovaya platform and the Catuar station. A petition with a request to build a platform was written to the Ministry of Railways of the USSR by the Hero of the Soviet Union, ace pilot Alexei Maresyev, who lived nearby in the village of Nekrasovsky in his dacha, and was contacted by local residents on this issue.
The origin of the name "Nekrasovsky" is shrouded in darkness. In the reference book “Geographical Names of the Moscow Region: Toponymic Dictionary” (author Pospelov E.M.) he wrote: - “It is generally accepted that the name was given in honor of the Russian poet N.A. Nekrasov [Russian. speech, 1978, 4:123], although there is no official indication of the memorial nature of the name.
The very name of the great Russian poet is formed from the ancient Russian non-ecclesiastical male personal name Nekras - “ugly”, “terrible”. The name was given out of superstition - in order to deceive the "evil spirits". Such are the names of many peoples with the meanings of "freak", "tail" and the like, there are also Scoundrels.
Station "Katuar"
The station owes such an exotic name to a merchant and industrialist of French origin - Lev Ivanovich Catuar. At the beginning of the 20th century, he owned ceramic factories here and donated his funds to the construction of the station. Catuar took an active part in the design and construction of the Savelovskaya branch, for which the station was named after him. A small settlement arose near it, which eventually grew and in 1954 received the status of an urban-type settlement. For the Soviet years, I think many of you still remember cheap ceramic tiles from the Katuarovsky factory. So this same plant was created in the pre-revolutionary years by Lev Ivanovich and initially specialized in the production of bricks, very cheap and affordable. Possibly, there are also bricks from Katuar in the historical buildings of Kimr... Then the plant began to specialize more in the production of ceramics. Now the plant is gone, but the name of its owner continues to live.
Stop point "Trudovaya"
It was opened in 1954. The new names of stations and stopping points, both on the Savelovskaya line itself and on the Verbilka - Bolshaya Volga branch, speak of the enthusiasm of the canal builders. “With the rapid pace of the Competition and the Technique, Kanalstroy leads to the Great 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. Thus, the name of the Trudovaya microdistrict comes from the heroic years of industrialization, the selfless labor of hundreds of thousands of people for the development of the Soviet country.
Station "Iksha"
The village of Iksha arose in 1889. It received its name from the station of the same name, and that, in turn, from the river and Iksha (a small tributary of the Yakhroma River). Scientists believe that the Merei (Finno-Ugric tribe) left us this name. The hydronym Iksha (a variant of X) is often found in the North: Iksha (l.p. Vyga), Iksha (l.p. Vetlugi), Iksha and Iksozero (Onega basin), Iksa (vychegda settlement), Iksa (Pinega basin).
Such usage of the hydronym gives grounds to assume in it an ancient river term, which is reflected in the modern Mari language, where ixa means "stream, small river". In addition, the Iksa / Iksha rivers are also found in the Ob basin, below Novosibirsk, and in the Urals, in the Tavda basin.
The village of Iksha was famous for its deposits of sand and stone in nearby quarries, a mill on the Ikshanka River, and its nail factory (opened in 1908), which produced horseshoe nails for horses and long, thin lath nails for roofs. Previously, residents from neighboring villages worked at the plant: Ignatova, Bazarova, Ortishcheva, Khoroshilova. In the 1930s in connection with the construction of the canal, the nail factory was transferred to Moscow.
Well, friends, we have already traveled half the way with you and continue our historical trip along the Savelovsky railway. We will pass a number of stations we meet along the way and get acquainted with the history of their names and creation. We are going to the city of Dmitrov near Moscow.
Stop "Morozki"
Unfortunately, I have to upset you, my reader, due to the fact that I did not find anything about this name. I only know that this stop was opened in 1964 and got its name from the garden partnership of the same name located nearby, otherwise it was officially created by the decision of the State Planning Committee of the RSFSR in 1967.
Recently, one of my readers shared her version. It says that this area was previously located in a lowland, even before the construction of the canal. In such areas, frosts often occurred almost until summer and from the beginning of autumn. With the construction of the canal, frosts have decreased. When the canal was built, this lowland was covered and the frosts stopped. There were no frosts, but the name remained.
If any of you know a little more about the history of this partnership and the origin of its name, or has a different version - share, I will be glad to know a little more!
Stop "Tourist"
One of the oldest stations in our direction, which was opened in 1901. The original name of this stop was Vlakhernskaya station (according to the Spaso-Vlakherensky convent). Later, the station was demoted to a platform, and in 1936 they got rid of the monastery name, naming the platform, apparently, almost the first word that came across. At least, I did not find anything on the map that could be associated with this name - except for the ski base located nearby. Near the station is the village of Dedenevo (emphasis on the second syllable!), which, in turn, comes from the distorted name of one of the Horde khans who laid siege to Dmitrov in 1293. The main attraction of this village is the Spaso-Vlakherensky convent, founded in 1852 by Anna Gavrilovna Golovina, a representative of an old noble family, who owned this village. The monastery got its name from the Blachernae Miraculous Icon of the Mother of God. Now the monastery is gradually being restored and anyone can come to it and bow to the shrines.
Station and city "Yakhroma"
"I'm lame!!!" - shouted his wife, stumbling and falling on the bridge across the river.
According to legend, Prince Yuri Dolgoruky was crossing the river with his wife, who, while crossing, stumbled, sprained her leg and screamed in fright: "I'm lame!", Which allegedly served as the reason for the appearance of this name.
In fact, the name of the Yakhroma River belongs to the language of the ancient Finno-Ugric population. The structural elements "yahr" and "oma" are distinguished in it. The word "yahr" in the Mary language was a geographical term with the meaning "lake". The second part of the name is found in the Finno-Ugric river names of our north: Kuloma, Kondoma. Thus, "Yakhroma" means "lake river". Historical and geographical data support this explanation.
The name of the city is ancient, but its history is surprisingly short - it begins in 1841 with the village at Pokrovskaya, a cloth manufactory - which belonged to the old merchant family of Lyamins. Yakhroma survived its "golden age" in the 19th century, thanks to the same cloth factory. The main attraction of the city is the majestic Trinity Cathedral, built in 1895 by the famous Moscow businessman, politician and philanthropist Ivan Artemyevich Lyamin.
The cathedral became the work of his whole life, he donated the lion's share of his capital to it, and his labors were rewarded and remained for centuries.
Another attraction of the city is the famous lock number 3, the most beautiful and unusual of the 11 locks of the Moscow Canal. The towers on the gates of the gateway are decorated not with anything, but with the caravels of Columbus. Huge "model sculptures", shining in the sun with a copper sheen, are only 4-5 times smaller than the originals.
The city of Yakhroma itself became such only in 1941, uniting several large settlements under itself.
Station and city "Dmitrov"
The largest and oldest city we meet on the way to Savelovo. Its glorious history is very old and interesting. It begins in 1154, when the city was founded by Prince Yuri Dolgoruky on the lands of the ancient Finno-Ugric Merya tribe. Named in honor of the Holy Great Martyr Demetrius of Thessalonica - the heavenly patron of the son of Yuri Dolgoruky, Vsevolod the Big Nest, who was born that year. "In the summer of 6662, Prince Yuri's son Dmitri was born, then in the polyudye on the river on Yakhroma, and with the princess and lay the city in the name of his son and named him Dmitrov, and his son was called Vsevolod" - the chronicle tells us about the foundation of Dmitrov.
Dmitrov arose as a fortress city on the border of the Rostov-Suzdal principality. Its purpose was to shield from enemies the path to the Suzdal lands, which went along the Yakhroma River and the Dubna River. During its history, Dmitrov was repeatedly destroyed by internecine princely wars, six times it was burned by the Tatar-Mongol conquerors, but each time the city was reborn from the ashes, recovering and continuing to live.
In 1781, Dmitrov became the center of the county, which, in addition to the territory of the modern Dmitrovsky district, also included Sergiev Posad, and, among many Russian cities, received its coat of arms.
In the XVIII-XIX centuries, Dmitrov remained mainly a trading city. The share of the merchants here reached 10-15%, while the average for the country of merchants was about 1.3% of the urban population. By the end of the 18th century, a new revival began in local trade, which affected the development of Dmitrov.
The Savelovskaya railway actually saves Dmitrov from the disadvantageous economic situation in which he finds himself in connection with the construction of the Yaroslavl railway through Sergiev Posad and the Nikolaevskaya through Klin. The next rise of the city is also associated with the revival of the waterway to the north. In 1932-1938, there was a division of the Gulag in the city - Dmitrovlag, which was engaged in the construction of the Moscow Canal. The construction gave impetus to the industrial development of the city, the population increased by 3 times.
On November 26-27, 1941, the offensive of the Nazi troops launched in the area of Dmitrov, they managed to force the canal and gain a foothold on the Peremilovskaya height (south of Dmitrov), but on November 29 they were driven out of there, after which the counteroffensive of the Red Army began.
In the 1960s-1980s, the city was built up with apartment buildings and acquired the main features of its modern appearance. By the 850th anniversary of the city (2004), a large-scale campaign was carried out to improve and develop the city.
Kanalstroy station
The station was opened in 1940. The loud name speaks for itself. This is one of the most necessary and at the same time tragic pages in the history of the young Soviet state. The history of this village, and now the microdistrict of the city of Dmitrov, is closely connected with the history of the construction of the Moscow Canal. One of the Dmitlag labor camps was located here, where the prisoners who built the canal lived and worked in terrible conditions.
The village got its current economic growth thanks to the Dmitrovsky Flexible Packaging Plant, founded in 1979. The plant was one of the first to start production of combined materials. It was in Dmitrov, for the first time in the USSR, that a laminated tape based on aluminum foil was obtained.
Stops "75 km", "94 km", "124 km"
Here, even without me, you can understand why they are called so, because they are located on these very kilometers from Moscow. But it would be wrong not to name the settlements next to them. At the 75th kilometer platform there is the village of Ivashevo, at the 94th kilometer the Gudok SNT, and at the 124th kilometer the Progress SNT.
Stopping point "Orudyevo"
Until 2007 - the Orudyevo station (the tracks were dismantled and now there is one working track).
The stop got its name from the village of Orudyevo located here
The very name "Orudyevo" has several versions of origin: according to one "tool" means "business", "plow"; according to another, the best blacksmiths lived in these places, who deftly "wielded" their hammers.
The village of Orudyevo has been known since ancient times. By 1555, there is evidence that Tsar Ivan the Terrible “grants” the village to the Moscow Novospassky Monastery in memory of his uncle, Yuri Ivanovich. In 1627, the village of Orudyevo was mentioned again, already as the patrimony of the Novospassky Monastery. In the documents of 1627-1679. For the first time, the wooden Church of the Intercession is mentioned, which later burned down. January 20, 1720 was followed by a decree on the construction of a new wooden church.
In 1876, a galloon-weaving factory was founded in the village. Over 100 peasants from nearby villages worked on it. Later, it began to play an important role in the development of the village, as did the railway, opened in 1901, through which the products of this weaving factory began to be delivered to large cities. There are rich deposits of peat in the area. Back in the 1930s, intensive peat extraction began here. Most of the population worked in this sector of the national economy. The village is also known for its famous countryman. Here in 1952 the goalkeeper of the famous "red car" Vladislav Tretiak was born. In the 90s, when chaos began in the Russian economy, peat extraction was stopped in the village. The peat mining industry is dead.
Today, Orudyevo is one of the largest concentrations of garden associations and summer cottages that we meet along the way.
Station "Verbilki"
It is also named after the village located here.
There are two versions of the origin of the name of this village. The first version says that the village was named so from the willow bush that grows here. Why not? Indeed, in Russia they often gave the names of villages according to the area or plants that were located here, for example, “Lapukhovo” or “Ivnyaki”.
Another says that in ancient times, often villages and villages that consisted of one peasant household were called by the name or nickname of the first settler: Fedotovo, Savinovo, etc. Such names ending in “o” are short adjectives formed from their own name, and answer the question “who?”. When these settlements arose, people did not yet have surnames. In addition to names, there were nicknames. Maybe there was a name or nickname Verbol or Verbil, because the “o” at the end of the word makes it possible to ask the question: “whose village?” - Verbolovo. In ancient times, these lands were inhabited by Finno-Ugric tribes. Most of the names and names inherent in them were lost over time, since the Slavs who later came to these lands turned out to be genetically stronger. The ancient name Verbol fell out of use, was forgotten, became incomprehensible, and Verbolovo remained only in the document.
The settlement began to be called Verbilki with the opening of a porcelain factory in 1766 by the merchant Franz Yakovlevich Gardner. Near it, a working settlement immediately arose. In 1892 the factory was bought by M.S. Kuznetsov.
After the revolution of 1917, the enterprise was nationalized and became known as the Dmitrov Porcelain Factory. His products were awarded a large gold medal at the World Exhibition in Paris (1937) and a silver medal at the World Exhibition in Brussels (1958).
Stop "Vlasovo"
We are often indignant with you, and we are waiting for the name of this stop to be announced, especially in spring, because of the people who come here with gardening tools, animals and seedlings. When chickens fly around the car and goats walk (I personally saw it, the sight is impressive). But they can also be understood, people are increasingly turning to the earth, to natural, their own, because what is sold in our stores makes them do it.
But back to history. The station was opened in 1917. It got its name from the Vlasovo tract, which is located near the station. And it, in turn, got its name from the hermit, magician and healer Vlas, who lived there.
In a large swamp near the station in 1927, the Vlasov peat power plant was put into operation, which supplied electricity to part of the settlements and enterprises of the region. Until the 1990s, the station was used for crossing electric trains and was the final stop. In 1997, an additional track development was formed at the station (an additional track was brought to the main track), but in the 2000s, the additional tracks were dismantled, and the station was demoted to a stopping point.
Station and city "Taldom"
We arrive at the last major city on our way. Many are always interested in his so non-Russian and incomprehensible name. So where did it come from?
Most researchers believe that it came from the Finnish tribes who lived on these lands until the 9th century, and is derived from Finnish words that have the root "Tal" - house and "Talouden" - economic. Another version, by some researchers, is as follows: in the 13-14 centuries, the Mongol-Tatars passed here with fire and sword, and it was they who founded Taldom. After all, translated from Tatar - "Taldui", means "camping", "stop". And finally, there are many Slavic versions. For example, in the old days, a bishop drove through this area, saw smoke and shouted: “There is smoke!” - later the phrase was distorted and allegedly from these words, and the name "Taldom" came about.
Taldom developed thanks to trade. Through it, goods were transported from the Volga - from the cities of Kashin, Kalyazin, Uglich - to Moscow and back. The inhabitants of Taldom derived income from the parking lot of merchants (justifies the second version of the origin of the name). From the beginning of the 19th century, fairs began to be held in Taldom twice a year. But, despite the growth of trade, Taldom remained a small village.
By the beginning of the 20th century, Taldom was one of the centers of the vast shoe region, one of the large trading villages with fairs that gathered shoe buyers from all over Russia. At the same time, the village became part of the shoe region with its center in the richest village of Kimra. Taldom merchants actively trade with the Kimry merchants. An additional incentive for the development of the village was our savelovskaya line, which, through the efforts of local merchants, was drawn right through the village, and not aside as originally planned.
After the revolution, shoemaking by the inhabitants of Taldom declined sharply. Only in the years of the NEP, handicraft shoe production began to revive, but it did not reach its former scope. As the NEP collapsed, the shoe industry declined again, and by the mid-1930s it completely and completely disappears.
The city changed its name 3 times: from November 1918 it received the status of a city and was renamed Leninsk, then again in 1930 it was renamed Sobtsovsk, in honor of the local "expropriator of expropriators" Nikolai Sobtsov, who was killed in May 1918 during the anti-Bolshevik hunger riot in Taldom . However, the name "Sobtsovsk" lasted less than six months. In March 1931, the historical name Taldom was returned to the city; the district, accordingly, began to be called Taldomsky and still bears this name.
Stop "Lebzino"
It was difficult, but I still tried to figure out the origin of this name. I'll give my opinion on this. If you know the true history of the name - write in the comments. I think that the history of this name is very similar to what I said about Verbilki. Often the names of the villages were given by its first inhabitant or by some person who was either highly respected or hated by his fellow villagers. The same thing happened with Lebzin. In my opinion: the name comes from the nickname "lebza". “Lebza is a nickname, possibly from a dialect variant of the word lebeza: “who fawns” (to fawn - “to fawn, to crawl while serving, to flatter, to flatter, to look after, to woo, to please, drive up; to sneak, gossip”); (Dal's dictionary)". There is also a surname and a whole family of Lebzins. Explaining the surname Lebzin, E.A. Grushko and Yu.M. Medvedev derive it from a nickname with the meaning “flatterer, deceiver” (p. 264). Perhaps there was such a person among the inhabitants whom they did not like very much, and at first behind their backs, and then openly began to call it that. The name stuck and later became the name of this village. So an offensive curse became the name of the village, and then the station of the Savelovsky direction.
Savelovo station
So we got to the end point of our trip through the names and histories of the stations and settlements located next to them! We are arriving in the glorious city of Kimry at its southeastern railway gate - at the Savelovo station! I will not tell here about the history of the region and the Savelovsky plant; you, I think, already know a lot, but I’ll tell you about the name itself.
The history of this name, specifically for our city, is very vague and not clear. The station receives it in 1900 from the two villages of Old and New Savelovo. These villages have been known for a long time. Our Savelovo is not alone, I counted at least 4 more settlements with the same name, 2 of which are even in our Tver region.
After searching, two versions of the origin of this name have been developed.
The first one is simpler, and it says that the old village probably receives it on behalf of the first inhabitant of Savel (an older interpretation of the name Savely). Perhaps, once a person with that name came to this place and set up the first house here, starting to cultivate the land. Indeed, in ancient times, the whole land was divided among the peasants who cultivated it, and had its own name. For example, Vanyata (Ivan) cultivated the land near the village of Kimra, and the locals say: “Whose land is Stinky. Vonyatino possession ”- this gave the name of the village of Vonyatino (now gone). Perhaps the same story happened with our Savelov: "Whose land is Savela, Savelov's possession." This version was suggested to me by the director of our museum Pokudin Vladimir Petrovich, for which I thank him!
The second version says that the name of the district of our city is rooted in the name of the ancient, noble, noble family of the Savelovs.
This clan comes from the Novgorod posadnik boyar Kuzma Savelkov, who lived in the middle of the 15th century.
The most famous representative of this family is Ivan Petrovich Savelov, he is known in Russian history as the Patriarch of Moscow and All Russia Joachim. It was during the years of the patriarchate of Joachim that the famous head of the Old Believers Protopop Avvakum was kept in the earthen prison of Pustozersk, and then in 1681 he was burned. More than 50 participants in the famous Solovetsky uprising were also executed, who did not accept the innovations in Orthodoxy made by Patriarch Nikon.
It becomes clear that the clan was very noble, and respected in the state, if its representatives held such high government posts. Of course, the sovereign presented such families with numerous gifts, including lands with peasant souls. I think the village near the village of Kimra became that very gift to this family or its purchase, because in Russia they also very often gave names to villages according to their owners. Documentary confirmation of this fact has not been preserved, because until 1546 almost nothing is known about the village of Kimra, and this village already existed then and was quite large. It was only later that it was divided into Old and New Savelovo for the reason that the inhabitants became crowded, and some of them moved away from the main village, forming first a farm, and then a new village. There is only a coat of arms, where the Savelov family was included in the VI part of the family book of the Moscow, Oryol, Tver and Voronezh provinces (Armorial, VII, 16). This means that this family also owned a number of Tver lands and villages.
This name was assigned to the village, which began to develop and subsequently gave the name to the new industrial region of our city.
The railway from Moscow to the village of Savelovo on the Volga was built at the suggestion of the Chairman of the Board of the Moscow-Yaroslavl-Arkhangelsk Railway Society Savva Mamontov. In the future, it was planned to extend it to Uglich, Kalyazin and, most importantly, to Rybinsk in order to connect the river trade route along the Volga with Moscow. Mamontov understood that in the first years of his work the line would not be profitable, however, together with the Minister of Finance S.Yu. Witte believed that the road was strategically important for the development of the northern regions of Russia.
Construction began from the Losinoostrovskaya station of the Moscow-Yaroslavl-Arkhangelsk railway to the Beskudnikovo station, from where the Savelovskaya road itself began.
The station began to be built on the outskirts of Moscow, at Butyrskaya Zastava, outside of Moscow, where land was inexpensive. The completion of its construction was scheduled for the winter of 1899, however, work suddenly stopped. The fact is that the Moscow-Vindava railway offered to sell it the already built section of Beskudnikovo - Savelovo and build a station in another place. But in the summer of 1900, the Moscow-Yaroslavl-Arkhangelsk road was bought out to the treasury, the sale did not take place, and the station continued to be built in the old place.
The work was supervised by engineer A.S. Sumarokov. There is an assumption that it was he who was the author of the station project. The station itself was a modest one-story building, only the central part was two-story. Its construction ended in 1902. Prior to this, trains departed from the Yaroslavsky railway station and switched to the Savelovskaya railway via the connecting line Beskudnikovo - Losinoostrovskaya. The movement of trains from the new station, named Butyrsky, was solemnly opened on March 10 (23), 1902. The station became the "youngest" in Moscow.
The Moscow City Duma, realizing the importance of the station and assuming a significant increase in prices for the land adjacent to it, in 1900 changed the boundaries of Moscow and the Moscow district and included the station in the city.
For all the time of its existence, the Savelovsky railway station was considered the quietest, and the Savelovsky direction - the most deaf. Ilf and Petrov write about him in The Twelve Chairs: 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 the Khlebnikovo station. It won't take long to get to Moscow here. The longest distance along this line is one hundred and thirty versts.».
Over time, the station became cramped for the growing flow of passengers. It was possible to leave from it to Rybinsk, Uglich and St. Petersburg (via Sonkovo), and the way to St. Petersburg passed along low-traffic single-track lines and took a whole day. In 1987, the reconstruction of the Savyolovsky railway station began. After the reconstruction, the station became a two-storey one, but in general terms it retained its appearance. In 1999, all long-distance trains were transferred from Savelovsky station to Belorussky, and the question of its closure was seriously raised.
Nowadays, Savelovsky Station is the only one in Moscow that serves only commuter trains. In 2004-2010, Savelovsky Station served express trains to Sheremetyevo Airport.
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