Traces of habitat of an ancient man in the Crimean Earth has about 100,000 years. Having survived the era of Neolithic, Eneolita, as well as the Bronze and Early Iron Ages, the peoples of the Dnieper were replaced in the Crimea. Despite the contention and war in the era of the antiquity and the Middle Ages, the Crimean Khanate and the Ottoman Empire, the economy of the Crimea changed and was growing rapidly.
The first railway line on the Peninsula Melitopol - Simferopol launched into the work of the Russian Empire on October 14, 1874. Next, alternately commissioned: Simferopol - Sevastopol (1875), Dzhanka - Feodosia (1896), Vladislavovka - Kerch (1900), Spratakhovo - Evpatoria (1915), Dzhanka - Armenian (1935) , Armenian - the Border of the Ukrainian SSR (1944), Kerch - the port of Crimea (1951), Inkerman I - Inkerman II (1953) and Inkerman II - Reed Bay (1969). These railway destinations serve more than 150 stations, Locomotive depot of Simferopol, Dzhankoy, Kerch, Carriage Depot to Giank, Passenger Depot and other structural units.
In the future, it is planned to build a railway bridge through the Kerch Strait of Taman - Kerch, the reconstruction of the Kerch - Armenian line, as well as the construction of the travelers - Kerch and new stations.
Railways Crimea
Back in the 20s of the XIX century, the British suggested Alexander I to join the Ferodosius and Moscow railway track. Agree then the emperor - and the first passenger railway in Russia would be laid from Moscow to the Crimea. However, the first was the Tsarsko Selo Railway.
The first experiments with the gasket of the railway canvas in the Crimea at rough terrain took place in 1840. Sevastopol engineering team grew on the slopes of the kylene-beam of the breed of limestone, more dense than Inkerman. Then they built a special scooter railway from the career to the pier in a kilenkal bay. On the terrain every three meters installed support racks, and at the top of the racks, pig-iron rotating on the wheel axes were secured. On these wheels, wooden cargo platforms were moving with a length of 8 and 2.5 m long. Since the ways had a small slope to the pier, the platform with a stone was held with the help of ropes. Loading a barge was made by reseting limestone directly in the hold.
Then in 1843 was built in Sevastopol the railway with equestrian taiga, its length was about 1 km. It was used to enjoy the stone from the Kamenolomen in the construction of admiralty on the ship side. How long did this road existed unknown.
The next railway emerged in the Crimea did not have any relation to passenger transportation: She was intended for military needs. During the Crimean War Balaclava, almost two years turned into a base of the British army. At this time, the British not only opened the shops and hotels here, created the embankment, but also built the railway leading from Balaclava to Sevastopol to Sapun-Mount.
It was found in the work thoroughly: 1.8 thousand tons of rails were delivered from the UK, 6 thousand sleepers, 300 tons of boards and about 2 thousand tons of various cargo, including lifting cranes and pile clogging machines. In England, a team of railway specialists on laying and maintenance of paths was also hired. Construction began in February 1855 and seven weeks The main line of the railway with a length of about 11 km was already ready. Later, several more branches were built, total length Roads amounted to about 23 km.
On an even portion of the road, the cars pulled the locomotives, horse-hazards and mules were taken on steep slopes. 4 locomotive and 215 horses were delivered to the Crimea from the UK, 17 mules brought from Turkey. 190 wagons were used for the carriage of goods. Train schedule strictly controlled by the dispatch service. The train came from Balaclava every hour from 7 am to 7 pm. For the first time in the history of the Balaclava Railway, a sanitary train was formed - the composition specially equipped for the transportation and treatment of the wounded. The railway in Balaclava worked until the very end of the war, after which the British disassembled it and sold Turkey.
The formation of the railway network in the Northern Black Sea region was accompanied by a big passion for passions. The railway for port cities was a guarantee of economic prosperity - it is not surprising that the right to have a railway was a fierce rivalry between the cities of the region.
Feodosia tried to become a railway pioneer in Crimea. In 1857, the main society of Russian railways, the founders of which were the largest banker houses of Paris, Amsterdam and London, the beginning of work on the creation of the first nationwide network of Russian railways. One of the branches was supposed to come to Feodosia. The concession for the construction was issued by the French, and they even built the first 60 miles of the canvas near Feodosia, but the financial collapse stopped. Three years of railway construction changed both the city and its inhabitants. At this time, from the provincial, the god of the forgotten outfice Feodosia turned into a fabulous magnet, attracted people and money. In the 1860s, the city survived the real construction boom - the value of land plots increased several times. Real chance to get the railroad again appeared at Feodosia much later.
After the Crimean War began to appear various projects for the construction of a railway capable of tie the peninsula with a large ground.
However, it was possible to realize the intended only in 1875. The real outlines of the railway in Crimea acquired after the right to its construction was issued to the largest industrial and non-newcomer in the railway business Peter Gubonin. Dates (3 years) and the pace of construction were determined - and indeed, it was completed very quickly, even at today's standards.
The road length is 665 km from the station Lozova through Janka to Sevastopol built in 4 years. At the same time, the Crimean Plot due to the features of the relief was very complex.
The most time-consuming work on the track was on the site of Meknziev Mountains - Sevastopol. The pre-relief of the locality at approach to Sevastopol put a complex task before the builders. From the station Suren (Modern Art. Verneshyadova) The railway track had to raise a height of 150 meters above sea level, and then lower the 10-meter mark to the church of Sevastopol bay. Therefore, due to large drops of heights and complex terrain, six railway tunnels were broken, the total length of which is 2 km. And each of them got his name. The first tunnel from Simferopol is a sugar-long 331 m. Its name is he owed a sugar beam, in which at the beginning of the XIX century, the maritime department built a plant for the release of sugar.
The second is the shortest tunnel - a county length of 125 meters, named by the name of Count M. I. Wortivic, who commanded the Sevastopol squadron from 1889 to 1890.
After the Graf Railway is again hidden in the next tunnel, the name is white from the color of limestone - an inkerman stone. Its length is 437 m.
The fourth tunnel is the longest - gypsy length of 559 meters, by the name of the beam in Inkerman.
The fifth, leaving the keel-beam, is a three-year-long meter long, it passes in the Troitskaya beam.
The sixth, length of 228 meters, decorated with an arch with a relief ornament and edicula for sculptures, was on the ship side, hesitated under Lazarevian barracks and received the name of urban. At the end of the southern bay, the railway station was built.
Another interesting engineering object on the line Simferopol-Sevastopol - Shavrinskaya excavation with a length of over 500 meters. It was worn into a sandstone cliff over 130 years ago by the draft engineer Shavrina without the use of technology - only a hand tool. Most likely, this is done due to the cost of building a cliff bypass ..
On September 15, 1875, the first comma train came to the Sevastopol railway station. The construction of the Lozovo-Sevastopol Railway ended, connecting the city with Simferopol, and through it with the central part of Russia, having made one more step towards the revival of Sevastopol and the Black Sea Fleet.
The construction of Viaducts is a very important department of engineering art, especially in countries with large irregularities of the earth's surface. In Russia, in the Crimea, when building the Lozovo-Sevastopol Railway, I had to resort to their help.
Viaduct for 1517 km
The rail path crosses Sivash on the bridge and a bulk dam, walking from the Chongarian Peninsula (one of the major protrusions of the Northern Coastline of the Gulf) to the Crimean coast between Sivash stations and Solen Lake.
At the initial plan, the railway was supposed to go through a few dozen kilometers from Simferopol. But the city authorities, not wanting to miss such a favorable opportunity, provided for the land for the construction. As a result, the railway slightly changed the scheduled route and passed through the Western Swampy Outline of Simferopol. Plot Melitopol - Simferopol officially commissioned on October 14, 1874. On the same day came first passenger trainAlthough the first trade arrived on June 1 of the same year.
Thanks to the railway in the city, real industrial enterprises appear, there are huge opportunities to use local resources. The first enterprises became the branch of the Moscow Confectionery Factory "Eine" and the factory A.I. Abrikosov.
At first, only 6 trains per day arrived in Simferopol - 2 passenger and 4 commodity. The compositions were small: the locomotives of those times could pull no more than seven wagons and at the same time develop speed up to 25 km / h. Passengers at first, too, was a bit.
There is a version that in 1912 it was on the perrone of the Simferopolsky railway station for the first time the famous March of Vasily Agapkin "Farewell to Slavica" was performed. So the tradition began, continuing for many years: trains to Moscow and Kiev and today they go under the sounds of this music.
Built at the end of a last century, the building of the Simferopol Station, periodically whipped by the authorities, stood before the Second World War, when, as a result of numerous bombing, there was no stone on the stone. The latter that the German troops blew up, retreating in 1944, there was a pipe of the boiler station. Two years later, the construction of a new building began.
The station was conceived as the main gate of All-Union Log, the main health rescue of the whole country. On the site of the old station destroyed in the station, a grand construction was launched. The construction of the station participated in the construction of the station. The new station immediately became, and so far is the pride of Simferopol, a symbol of the city. At the time, it was a grand constructions.
The author of the project - Architect Alexey Dushkin - represented the "Gate of Crimea" in the form of an air of Italian Palazzo. The construction was made five years. In 1951, the station was commissioned. This station was loved by cinematographers, for example, in the adaptation of the Comedy Shakespeare "Twelfth Night" in 1955, the columns of the Station Gallery columns became part of the chambers of the main character, the Duke Orsino.
The station is a magnificent model of southern architecture, organically inscribed in the subtropical landscape. The complex station consists of three parts: the main and service buildings, and the clock tower. Parts of the station are organically connected by the arches system and galleries.
The main building is built from the White Inkerman Stone in the post-war Soviet style "Triumph". The style of the main station building can be defined as Italian: the main building was built in a symmetric projection, and two galleries, creating space for the courtyard, are arranged from it. The design of the courtyard resembles the Italian courtyard of the Livadia Palace.
On the roof of the station building is built, made in the form of an ancient temple.
The vocational tower with a clock has a height of 42 meters. On each side of the tower there are clock dials with a diameter of about three meters, the numbers are located in the digits. Length of minute arrows - 2 meters, hourly - 1.5 meters. The clock is made at the Moscow Watch Plant in 1951. The clockwork is driven by weights, 250 kilograms each. Start the clock once a nine days. The hour tower is actually waterpower. It has a tank in which the pumps pump water from the artesian well located in the same tower. The tower spire is crowned five-pointed star. Sochi has a twin station, built for a year later.
Station Simferopol in the peak summer months passes up to 50 thousand people daily.
The Dzhanka Station was opened in 1874 as part of the launcher Melitopol - Simferopol. In 1892 the station became nodal. Railway node twice subjected to destruction: during the civil and great domestic wars.
And in Feodosia, the railway finally came only in August 1892. The line stretched from the station Dzhanka, in some places using railway structures of 1857-1860. The road was led to the Feodosiy port, the shortest path to which from the north was held on the seashore. As a result, the track was laid on artificial embankment at the cutting of water. At the other artificial embankment, which completely changed the line of the shore in the port area, built port structures. During the construction of embankments, a plot was destroyed sandy beach. Near the cottage of the book publishing agent A. S. Suvorin Railway cut the elevation. For comfortable travel to Cottages and the sea, a three-time stone bridge with an openwork fence was supplied in this place.
The first train went to only the railway station of the Large Station (now Art. Aivazovskaya), which is in the suburbs of Feodosia. A feodosiya-port station appeared with the port line device, which eventually became the main city station.
The first train station "Feodosia-Port" was wooden - he was built as temporary, but he served almost a quarter of a century. And only in 1914, on the project of the St. Petersburg architect P. I. Chernyshev, a white-stone (from inkermannack limestone) of the city station was built, which lived until the fall of 1941 - during World War II, the station was destroyed.
The modern station was rebuilt in 1955 on the project of the Dnepropetrovsk architect I. Zaraa.
The road was built by the labor of hired workers, mainly from the central Russian provinces. As after calculated, more than 110 linen walls with all the necessary equipment and roadside infrastructure were treated at 3,59,543 rubles with silver. At the same time, the stations were erected, approximately equal to each other, as railway workers say, through the distillation. It was not done by chance: steam locomotives needed regular replenishment of water and fuel.
Over time, some gears due to the economic development of the region became large stations: Kolay (now Azov), Seitler (Nizhnegorsky), grammatico or IC (Soviet), Islam Terek (Kirovskoye), Vladislavovka.
In the Feodosia in 1913, one of the four elevators of the southern railways was located (all the Crimea railways belonged to this treason).
In 1900, a movement on Kerch Vladislavovka was opened - Kerch Kursko-Kharkov-Sevastopol Railway.
This event had a strong influence on the further development of Kerch, giving it a predominantly industrial character. First of all, the opening of the railway has finally proceeded to build Kerch sea Port.which the road was necessary for the provision and export of goods (the port of the port was approved in 1899).
For the first time, the idea of \u200b\u200blaying the railway branch to Evpatoria appeared in 1873 during the laying of the Lozovaya-Sevastopol line, but only in 1914 the issue of the railway acquires strategic importance (World War begins).
Decree of the Council of Ministers of April 22, 1915 decided to build railway line Sarabuses (now Supricovo) - Evpatoria, it allocated 2 million rubles, not counting the cost of rails and rolling stock. And on October 21, 1915, a movement was opened on a new railway line.
In 1920, the plot of Janka-Armenian was commissioned. Armenian railway station is connected by a single-rolled railway branch with a station Krasnoperekopsk, the distance is 18.2 km., Vadim station, distance - 15 km.
The railway in the north of the Arabat arrow oncely associated salt crafts, sandy careers and recreation centers with ingenious.
Construction of railways in Crimea is associated with another name - a talented Russian writer, an outstanding engineer Nikolai Georgievich Garin-Mikhailovsky participated in the design of the railway from Sevastopol to Simferopol through Yalta. Garin-Mikhailovsky insisted on the creation of an electrified railway, seeking not to cause damage to the nature of the southern shore and exclude pollution by the steamy smoke of the healing Crimean air.
The black river, by his plan, was supposed to become a source of energy. Here he planned the opening of the first hydroelectric power station in Russia. For 8 months, 22 route options were considered, but the death of Garina-Mikhailovsky prevented the construction of the road. His findings were used in the construction of a long-distance trolleybus highway Simferopol-Alushta-Yalta - the most beautiful in the Crimea.
In general, it was not easy with the railway business in the Crimea. The idea of \u200b\u200bthe road laying right along the southern bank of the Crimea in the 80s of the XIX century and at the beginning of the XX was literally the ideetix of the local community. As for the southern coast of the Crimea, so there all the undertakings pursued the evil rock, and his intervention "in the end, rudely broke the course of business and stopped him." The glitter of engineering ideas, the struggle of groups, passion, intrigue ultimately did not lead to anything - no project was not implemented. And what plans there were no plans! The project F. Batalina "Sevastopol-Yalta" with 11 tunnels and embankment along the coast of 85, the length of the length disappeared in connection with the death of Alexander III; The project of the Gronsky engineer died with him to the sea (wreck of a steamer "Vladimir"); The project of the Bakhchisarai-Yalta "background-galtman" could not assemble the necessary capital, etc., etc. In the end, in 1902 the State Interdepartmental Commission was appointed to solve the issue of the road, which established that it should be electrical, have a narrow rut and maintain all the coast. N.G. was appointed chief engineer on this issue. Garin-Mikhailovsky. However, unfortunately, neither the other was not destined to come true.
All new options appear: the road "Sevastopol-Yalta Alushta" from the prospect of extending it to Feodosia; The road "Simferopol-Alushta Yalta"; Road "Suren-Yalta" through the main ridge of the Crimean Mountains; new option Roads "Bakhchisarai Yalta" with a six-kilometer tunnel and dead-end branches for Simeiz and Alushta (project S.N. Schaeva); An option "Electric tram of Stuchenberg" with several tunnels and bridges (the main inspirer is the owner of the "Foros" by the city of Kushkov).
The endless debate was covered until 1915, when the "Society of Crimean Railways" was finally recognized and approved the final draft of the Sevastopol-Alushta road with the Ushkov joint-stock company headed and with government guarantees. Despite the first world WarThere were all the hopes that the construction will begin and will be completed. The government assumed to use South coast As a giant "sanatorium" for the wounded, that is, the railway was already needed as a strategic object. But the "evil rock" continuously followed the heels: first in the case showed some non-resident speculations and financial troubles, and then everything was lost in the approaching chaos of the revolution and Civil War. In Soviet times, this enterprise was considered unfavorable and dangerous due to possible landslides and seismic unreliability of the district. So it did not happen to be on the Crimean South Coast railway.
The article uses materials:
1. Wikipedia
2. The official website of the Sevastopol writer Ivanova V.B.
3. S.Takchenko "Crimean True"
4. N.Dremova "135 years ago in Crimea completed the construction of the railway"
5. Vladimir Shavshin "Stone Chronicle of Sevastopol"
