Orenburg region of the South Ural Railway. South Ural Railway

Today the operational length of the South Ural Railway is 4545 km, the deployed length is over 7500 km. It passes through the territory of the Chelyabinsk, Kurgan, Orenburg, partly Samara, Saratov, Sverdlovsk regions and the Republic of Bashkortostan. The number of employees is 47,185 people. Passengers transported: long-distance traffic - 6.8 million people, suburban traffic - 8 million people

On the highway site there are large industrial centers: Chelyabinsk, Magnitogorsk, Miass, Zlatoust, Orenburg, Orsk, Novotroitsk, Mednogorsk, Kurgan, in which enterprises of the mechanical engineering, metallurgical, mining, petrochemical, and construction complexes are concentrated.

The road has 247 points with track development. Of this number, there are 9 extra-class stations, first class - 10, second - 18, third - 34, fourth - 63 and fifth - 92, without class - 21. According to the nature of their work, stations are divided into: passenger - 1, marshalling - 5, freight - 34, district - 13, intermediate - 173, sidings and waypoints - 21. The number of stations on the road open for cargo operations is 152. The highway is equipped with 12 humps, 11 of which are mechanized. At the road test site, there are 6 operational locomotive depots (TCE), 4 operational car depots (VChDE), 20 track distances (RF), engineering structures distance (IF ISSO), Center for diagnostics and monitoring of infrastructure devices (DITsDM), 12 power supply distances (ES) , 10 signaling, centralization and blocking distances (SH).

There are 72 stations on the mainline site with shunting locomotives, at which 169 shunting locomotives operate, of which: 155 with thermal traction, 14 with electric traction. The number of stations with automated control systems is 219; train control stations - 22.

More than half the length of the highway is electrified, 85% of the switches are equipped with electrical centralization devices. The road is equipped with modern electrical and power supply equipment, telecontrol systems, automation and telemechanics.

Now on the territory of four regions of two states - Russia and Kazakhstan - there is a training and methodological center DMK, the Chelyabinsk Institute of Railways, two technical schools of railway transport, three children's railways in Chelyabinsk, Kurgan, Orenburg and a museum of the history of military and labor glory (since 1973 .). The highway has several schools and a wide medical and recreational base.

The South Ural Railway is located in a region characterized by a high concentration of industrial enterprises. The geographical peculiarity and economic advantage of the South Ural Railway is the intersection of the European and Asian continents on its territory. Traditionally, the structure of industrial production in the region is dominated by the mineral construction and mining complex, ferrous and non-ferrous metallurgy. The share of metallurgical complex products and construction cargo in the road loading structure accounts for at least 65%. In addition, petroleum products, chemicals, food and other cargo are shipped. In 2015, the road's freight turnover amounted to 163.8 billion tonne-kilometres.

Main cargo-generating enterprises:

Chelyabinsk region - (ferrous metals) OJSC Magnitogorsk Iron and Steel Works, OJSC Chelyabinsk Metallurgical Plant, OJSC ChTPZ, (refractories) OJSC Magnezit Plant, (construction cargo) OJSC Chelyaboblsnabsbyt, (industrial raw materials, refractories) OJSC Chelyabinsk Mining Administration, (flour, food cargo OA) ABOUT MAKFA ;
Orenburg region - (petroleum products) Orsknefteorgsintez OJSC, (chemicals) Gazpromtrans LLC, (ferrous metals) Ural Steel OJSC, (non-ferrous ore) Yuzhuralnikel OJSC, (construction materials) Orsk Quarry Management OJSC, (refractories) Orenburg Minerals OJSC;
Kurgan region - (metal structures) Kurganstalmost OJSC, (equipment) Kurgankhimmash OJSC, (industrial raw materials) Bentonite OJSC, (flour) Mishkinsky KHP OJSC.

Key indicators for 2016:

Operating length - 4,545 km

Number of employees - 40,951 people.

Freight transported - 295.4 million tons

Passengers transported: in long-distance traffic - 6.8 million people, in suburban traffic - 6.7 million people.

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South Ural Railway

The South Uraml Iron Railway is one of the branches of JSC Russian Railways, a railway running through the territory of the Orenburg, Chelyabinsk, Kurgan and parts of the Sverdlovsk region, Bashkiria and Kazakhstan. The road management is located in Chelyabinsk.

History of development

In 2009, the South Ural Railway turned 75 years old. The official history of the highway began on April 15, 1934 - three months after the formation of the Chelyabinsk region.

In December 1933, by a Decree of the Council of People's Commissars of the USSR, it was recognized that it was necessary to “disaggregate” the Perm Railway into two roads, separating the South Ural Railway from the existing Perm Railway with its location in the city of Chelyabinsk.

However, the history of the South Ural Railway began long before the official appearance of Russian railways on the map. The countdown must be started from the 19th century - from the time of the construction of the Trans-Siberian Railway.

For 20 years, a special commission under the Ministry of Railways considered various projects that would connect the European part of Russia with the Urals, Siberia and the Far East, until finally in 1884 the decision was made to build the Great Siberian Route, one of the links of which would later become the South -Ural Railway.

It was from the Miass station, located in the region of the South Ural Railway, that the first kilometers of rail tracks to the Pacific Ocean stretched.

In terms of total length - more than 7,000 kilometers - the Trans-Siberian Railway had no equal. World practice has never seen railway construction of such a scale, carried out in such difficult natural conditions and within such a time frame. It is not for nothing that contemporaries put the Trans-Siberian Railway on a par with such events in human history as the discovery of America and the construction of the Suez Canal.

The construction of the Trans-Siberian Railway entailed active economic development of vast territories of Siberia and the Far East. Stations were being set up. Passenger buildings and platforms were erected.

The main locomotive depots were built at the stations of Chelyabinsk, Kurgan, Petropavlovsk and return ones at the stations Shumikha, Makushino, Isil-kul.

Over more than a century of history, the South Ural section of the Trans-Siberian Railway has taken part in the most important historical events. During the difficult years of the Civil War, the workers of the Chelyabinsk locomotive depot restored and sent 8 locomotives with crews to Petrograd and Tikhvin, equipped the Red Sibiryak armored train for the front, which took part in the battles for the liberation of Kurgan and other stations from the White Guards.

The length of the road within the borders of 1934 was 2,420 kilometers, the total freight turnover was 4.4% of the total network. The road included 8 main and 8 revolving depots. 17 freight and 5 passenger trains departed from Chelyabinsk station per day.

During the most difficult years of the Great Patriotic War, many railway workers volunteered to go to the front. Only in the first days of the war, 14 thousand South Ural railway workers joined the ranks of our army: hundreds of them retrained as tank crews, pilots, artillerymen, and became infantrymen, machine gunners, and signalmen.

During the war years, 8 armored trains, 4 bathhouse trains, and dozens of ambulance trains were manufactured, equipped and sent to the front. The driver of the Chelyabinsk locomotive depot, Agafonov, organized a locomotive convoy named after the State Defense Committee, which during the three years of the war carried more than 2,000 heavy trains and transported them in excess of one and a half million tons of cargo, saving about 5 thousand tons of fuel.

The South Ural Road received significant technical equipment in the post-war period. The main course was taken to electrify the sections and convert the remaining sections from steam to diesel traction. In 1949, the Zlatoust - Kropachevo section was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the Chelyabinsk - Kurgan section. In 1961, after the Petropavlovsk branch was connected to the road, the closing section Makushino - Isil-kul, 272 kilometers long, was electrified.

In the 70s, 52 stations were reconstructed on the South Ural Railway, including such large ones as Kropachevo, Chelyabinsk-Yuzhny, Kartaly, Orsk, Berdyaush.

In February 1971, for the introduction of advanced labor methods and ensuring high performance indicators, by the Decree of the Presidium of the Supreme Soviet of the USSR, the South Ural Railway was awarded the Order of the October Revolution.

Throughout its history, the highway has repeatedly proven its right to be called one of the best on the network. Today, the South Ural Railway is one of the economically strong and stable enterprises in the region. This is the result of the highly professional work of the team, its dedication to the task, and the successful development of the latest technologies.

The same age as the Chelyabinsk region, over the decades the South Ural Railway has changed itself and contributed to the development of its region. In recent years, many large projects have been implemented on the Southern Railway, in which the Russian Railways company has invested considerable funds.

Construction was carried out with donations from South Ural railway workers and the railway's partner enterprises. The church was built in the style of ancient Russian temple architecture of the 12th-14th centuries. Its area is 120 square meters, height - 23 meters. The entrance to the church is decorated with a stained glass window depicting the Mother of God. A bell tower with six bells and a church shop were built next to the temple.

In December 2005, a large-scale reconstruction of the railway station was completed at the Chelyabinsk station.

The modern building not only made it possible to organize passenger service at the highest level, but also became a landmark of the city. The new building has several waiting rooms and 24 ticket offices for passengers. The nine-story building adjacent to the station houses a service center and rest rooms. There is a restaurant on the last, ninth floor.

The premises of the station were decorated with natural stone, there are many fountains and a winter garden, and the second floor of the building is decorated with Zlatoust engravings, reflecting the history of the construction and development of the Trans-Siberian Railway.

On May 9, 2005, an open-air rolling stock museum was inaugurated at the Chelyabinsk station. The exhibition includes steam locomotives, diesel locomotives and electric locomotives, wagons, platforms and tanks that were used on the South Ural Railway over the years.

In 2009, the museum was renovated. Its site was almost doubled, which made it possible to place here new exhibits - the ZUB snow removal machine, the TEP-60 diesel locomotive and third-class passenger cars. In addition, in front of the entrance to the museum, a Wall of Military and Labor Glory of Railway Heroes was built.

On December 15, 2006, the “City Express” began running on the Southern Railway on the Chelyabinsk - Shagol route. Passengers have the opportunity to travel from Chelyabinsk station to Shagol station in just 40 minutes, passing through the Sovetsky, Central, Kalinin and North-Western districts of the regional center.

Currently, three comfortable rail buses operate on the route.

On August 4, 2006, a new pedestrian bridge was put into operation at the Chelyabinsk station, connecting two districts of the regional center - Leninsky and Sovetsky.

Its length is 450.5 meters, the width of the walkway is 6 meters. The supports and parts were made of concrete with a high level of strength and frost resistance. The total construction period for the bridge was 26 months. More than 130 million rubles were allocated for its construction.

The suburban station project was implemented by Russian Railways JSC together with the administration of the Chelyabinsk region. In the new comfortable building with a capacity of about 700 people, two ticket halls and spacious waiting rooms were opened for passengers. In addition, railway workers updated the platforms, built a pedestrian bridge, and installed turnstile systems that will not allow passengers without tickets to exit onto the platforms and board the train.

On July 20, 2008, an accelerated train was launched on the Southern Railway with the Chelyabinsk - Magnitogorsk connection. As a result, travel time from one regional center to another was reduced by almost half.

The train cars are equipped with soft seats, television and video broadcasting systems. In addition, the train is equipped with the most modern heating system, as well as a modular ventilation system, which allows for the most comfortable conditions for passengers.

In July 2009, work on the construction of a new station was completed at the Chebarkul station.

The station building will be able to accommodate up to one hundred people. Its area is about 1500 square meters. In the center of the first floor there is a spacious waiting room and ticket offices. Also, rest rooms, a buffet and hand luggage storage rooms are open for passengers in the building. The area adjacent to the station has been completely landscaped, and passenger platforms have been reconstructed.

The Road Transportation Control Center was put into operation at the South Ural Railway. This is one of the largest investment projects of the Southern Railway in recent years. Its goal is to raise transportation management to a new qualitative level. More than two billion rubles were allocated for the construction and equipment of the DCUP. The Russian Railways company has not used this freight traffic control technology before, and the Southern Railway will become a testing ground.

On the eve of Railway Worker's Day, a presentation of a new accelerated comfortable electric train on the Chelyabinsk - Miass route will take place at the Southern Railway. Now passengers traveling to Miass, instead of two hours, will spend about an hour and a half on the trip (the train will make only one stop in Chebarkul).

The train will include luxury carriages equipped with a ventilation system and softer and more comfortable seats.

In 2009, the South Ural Railway became the winner of an industry competition.

In the first quarter of 2009, despite the crisis in the Russian economy, the railway staff managed to meet many volumetric and qualitative indicators of operational activity, ensure the profitability of the transportation process and the safety of train traffic.

The award for the victory was presented to the head of the Southern Railway, Vladimir Moldaver, by the first vice-president of Russian Railways, Vadim Morozov.

Structure of the South Ural Railway

The road includes 4 branches - Chelyabinsk, Orsk, Kurgan and Petropavlovsk. Previously, there were Zlatoust, Kartalinsky, and Orenburg branches. The main junction stations of the road: Chelyabinsk, Kurgan, Petropavlovsk, Troitsk, Kartaly, Magnitogorsk, Orsk, Orenburg, Berdyaush.

The South Ural Railway borders on the south with the railways of Kazakhstan, on the southwest with the Volga Railway, on the west on the Kuibyshev Railway, on the north on the Sverdlovsk Railway, on the east on the West Siberian Railway.

Today, the operational length of the South Ural Railway is 4806.6 km, the deployed length is over 8,000 km. The total area of the territory served by the road is more than 400,000 square meters. km. It passes through the territory of the Chelyabinsk, Kurgan, Orenburg, Kuibyshev and Sverdlovsk regions, the Republic of Bashkortostan and the North Kazakhstan region of the Republic of Kazakhstan.

Branches of the South Ural Railway (SUR):

Chelyabinskoe, Kurganskoe, Petropavlovskoe, Kartalinskoe, Orskoe, Orenburgskoe, Zlatoustskoe

Directorate of the South Ural Railway:

Orenburg Directorate for Passenger Services of the South Ural Railway

Chelyabinsk Directorate for Passenger Services of the South Ural Railway

The main stations of the South Ural Railway are Berdyaush, Kartaly, Kurgan, Magnitogorsk, Orsk, Orenburg, Petropavlovsk, Troitsk, Chelyabinsk.

It borders on stations: with Kuibyshevskaya railway. d. - Kropachevo and Kinel; from the Kazakh railway d. - Iletsk, Nikel-Tau, Tobol, Zolotaya Sopka, Presnogorkovskaya, Petropavlovsk; from the West Siberian railway. d. - Isil-Kul; from Sverdlovsk railway d. - Kolchedan, Nizhnyaya, Polevskoy, Mikhailovsky Plant.

The road has 282 separate points with track development, is equipped with 12 humps, 10 of which are mechanized. The road includes: 9 locomotive depots, 8 wagon depots, 23 track distances, 11 power supply distances, 11 signaling and communication distances, 7 loading and unloading distances, six passenger service directorates.

The number of stations and other separate points with track development on the road is 237. Of this number, extra-class stations are 8, first class - 12, second class - 18, third class - 32, fourth class - 59 and fifth class - 108. Based on the nature of their work, stations are divided into : passenger - 1, sorting - 4, cargo - 48, district - 18, intermediate - 166. The number of stations on the road open for cargo operations is 156.

There are 81 stations on the road that have shunting locomotives, and 170 shunting locomotives operate at them. The number of stations with automated control systems is 75; stations with automated workstations based on a PC - 123, the number of automated workstations based on a PC - 489. The number of train control stations - 18.

Features of the direction

The main highway of the Kropachevo - Chelyabinsk - Isil-Kul road is a link between the Volga region, Center and South regions with the Urals, Kazakhstan, Siberia and the Far East; the Kinel - Orenburg - Iletsk highway connects the regions of the European part with southern Kazakhstan and the republics of Central Asia; the lines Kurgan - Kolchedan, Chelyabinsk - Polevskoy, Chelyabinsk - Nizhnyaya and Berdyaush - Mikhailovsky Zavod connect the regions of the Southern and Northern Urals.

Geographically, the SUR network consists of two intersecting main passages - latitudinal and meridian. The first section is 980 km long from the station. Kropachevo to station. Isilkul is the initial link of the Trans-Siberian Railway - the Great Siberian Route from the Urals to the Pacific coast.

The site is fully electrified, with electric trains running everywhere. There is a large flow of passenger traffic, cargo traffic - up to forty pairs per day.

The second section from Chelyabinsk to Samara via Kartaly-1, Orsk, Orenburg has a length of 1237 km. Electrified from Chelyabinsk to Orenburg.

According to Art. Kartaly-1 - mandatory change of locomotives of all trains - change of current type. Movement of suburban electric trains from Chelyabinsk to Kartaly-1 and from Orsk to Orenburg. From Orenburg to Kinel (Samara) diesel locomotive traction, commuter traction, commuter trains consist of open cars (most often reserved seats, running as general ones, but there are also “airplanes”). Freight traffic is insignificant and local (no transit), up to twenty pairs per day or less.

In areas where there is no suburban traffic, almost everywhere there is movement of 600 or 950 trains. The following trains run: Chelyabinsk - Kurgan - Shadrinsk, Chelyabinsk - Magnitogorsk, Chelyabinsk - Orsk, Orsk - Magnitogorsk, Orsk - Orenburg, Orenburg - Samara, Petropavlovsk - Astana, Berdyaush - Mikhailovsky Zavod, Chelyabinsk - Yekaterinburg.

The South Ural Railway has eight main locomotive depots, which are located at the stations: Zlatoust, Chelyabinsk-Glavny, Kurgan, Petropavlovsk, Kartaly-1, Orsk-Sort., Orenburg, Buzuluk. In addition, there are small turnaround depots at the stations: Vyazovaya, Berdyaush, Nyazepetrovskaya, Miass-2, Chelyabinsk-Yuzhny, Shadrinsk, Verkhniy Ufaley, Troitsk, Isilkul, Novosergievskaya.

Stations for re-coupling locomotives or changing crews (in parentheses - for passenger trains, if in the same place, then nothing is indicated): Kropachevo (Ust-Katav), Zlatoust (none), Chelyabinsk-Glavny (sometimes Chelyabinsk-Yuzhny) - for transit freight , Kurgan, Petropavlovsk (for trains diverting to Kazakhstan) Isilkul, Kartaly-1 - for trains in the Chelyabinsk direction, a mandatory change of locomotive (change of current type), Orsk-Sort., Orenburg, Buzuluk.

South Ural locomotives leave on adjacent roads to the following stations: Kinel (Samara), Kamensk-Uralsky), Dema (Ufa), Vkhodnaya/Moskovka (Omsk-Pass.)

Technical equipment

More than half the length of the main line is electrified (2,956 km are electrified), the same length of double-track lines, almost 70% of the switches are equipped with electrical centralization devices. The road is equipped with modern electrical and power supply equipment, telecontrol systems, automation and telemechanics. The intense working rhythm of the railway is supported by over 50 thousand railway workers.

The assigned fleet of mainline diesel locomotives consists of locomotives of the 2TE10 and TEZ series. Shunting work is carried out mainly by 4MEZ diesel locomotives. Electric trains ER2, ER9P, ER9E are used in suburban traffic. At the end of the 80s. electrified lines accounted for about 60% of the road (2 times more than the network average), carrying about 86% of freight turnover; are served by AC electric locomotives of the VL80 series, DC electric locomotives of the ChS7 series, as well as the VL10 series, operated on a system of many units, which made it possible to transport heavy-duty routes weighing up to 6000 tons on the main track Isilkul - Chelyabinsk - Kropachevo without breaking the weight of the train. Reconstruction of the section stations Chelyabinsk-Yuzhny, Zlatoust, Kropachevo, Kurgan, Petrozavodsk, Shadrinsk, Orsk made it possible to carry out the formation and passage of long-train routes on 400 axles in the direction Orsk - Kartaly - Chelyabinsk - Kurgan - Petropavlovsk - Isilkul, as well as regular driving of trains with a length of 71 conditional carriage. Driving heavy and long trains required strengthening the track and reconstructing other devices. On the entire main track from Kropachevo to Isilkul and on most of the southern track (Chelyabinsk - Kartaly - Orsk - Orenburg), rails of the P65 and P75 type were laid, including 85% volumetrically hardened; all the way - on crushed stone and asbestos ballast. 82.9% of the operational length is equipped with automatic blocking and dispatch centralization, and 90% of turnouts are equipped with electrical centralization. Telecontrol and automation have been introduced in electrical and power supply systems; computer technology is used. Automated control systems for marshalling yards have been implemented at the station. Chelyabinsk, Orsk, Orenburg. Operational work is being improved through the use of an integrated automated transportation management system.

Planned reconstructions:

Comprehensive reconstruction of the Magnitogorsk-Gruzovoy station.

Comprehensive reconstruction of RHA devices on the Kurgan-Kamensk-Uralsky section

Correction (Kurgan-Shadrinsk section) 5th launch complex. Section Kosobrodsk-Okunevka-Tverdysh

A set of works for the construction of electrical centralization of post ETs-1 st. Petropavlovsk.

Transportation on the South Ural Railway

Every day, millions of tons of vital cargo are transported along the South Ural Railway from Europe to Asia and back, about 14,000 people travel, and in the summer up to 20-25,000 passengers.

Yu.-U. and. d. serves enterprises of ferrous and non-ferrous metallurgy, mining, chemical, engineering industries, coal basins, oil refineries, developed agricultural industries. areas. Freight turnover of the South-U. and. (1976) amounted to 239 billion t km, or 7.3% of the total network (3rd place among railways). In cargo shipments, the largest share is of mineral construction materials (37%), ore (17%), ferrous metals (12%), coal (9%), and in cargo turnover - coal (22%), ferrous metals (12 %), oil (10%) and construction cargo (9%). The average traffic density of the road (1976) was 50.4 million t km/km, which was 2.1 times higher than the network average; passenger turnover - 11.3 billion passengers. km or 3.6% of the total network.

Main cargo-generating enterprises:

Chelyabinsk region - (ferrous metals) OJSC Magnitogorsk Iron and Steel Works, OJSC Chelyabinsk Metallurgical Plant, OJSC ChTPZ, (refractories) OJSC Magnezit Plant, (construction cargo) OJSC Chelyaboblsnabsbyt, (industrial raw materials, refractories) OJSC Chelyabinsk Mining Administration, (flour, food cargo OA) ABOUT MAKFA ;

Orenburg region - (petroleum products) Orsknefteorgsintez OJSC, (chemicals) Gazpromtrans LLC, (ferrous metals) Ural Steel OJSC, (non-ferrous ore) Yuzhuralnikel OJSC, (construction materials) Orsk Quarry Management OJSC, (refractories) Orenburg Minerals OJSC;

Kurgan region - (metal structures) Kurganstalmost OJSC, (equipment) Kurgankhimmash OJSC, (industrial raw materials) Bentonite OJSC, (flour) Mishkinsky KHP OJSC;

Shippers of the North Kazakhstan region are commercial structures sending grain, oil products, and food cargo.

Conclusion. Development prospects

Southern Ural Railway

On May 19 (May 31, new style), 1891, not far from Vladivostok, in the Cooperovskaya Pad area, a prayer service was held on the occasion of the laying of the railway. On the same day, Tsarevich Nikolai Alexandrovich (future Emperor Nicholas II) took part in laying the first stone of the railway station in Vladivostok and a silver commemorative plate. This ceremony is considered the official beginning of the construction of the Trans-Siberian Railway.

Chelyabinsk residents met the first working train on July 5, 1892. On October 4, 1893, the first train from Chelyabinsk arrived in Kurgan. In 1895, three roads connected in Chelyabinsk: Perm, Samaro-Zlatoust and West Siberian. Basically, train traffic along the entire length of the Trans-Siberian Railway was opened in 1901.

Today, the Trans-Siberian Railway is a powerful double-track electrified railway line with a length of 9288.2 km, equipped with modern means of information and communication. Powerful locomotives are used here as traction rolling stock, which provide driving of heavy-duty trains, as well as high-speed locomotives for driving passenger and container trains. The technical capabilities of the Trans-Siberian Railway allow it to transport up to 100 million tons of cargo per year.

The road spanning 7 time zones connected the country from Europe to the shores of the Pacific Ocean. The highway plays a huge role in the socio-economic potential of the country.

In the regions through which the highway passes, 65% of Russian coal is mined, 20% of oil refining and 25% of timber production are carried out. 80% of Russia's industrial potential is concentrated along the Trans-Siberian Railway. Movement along the Great Siberian Road does not stop for a minute.

The highway, crossing almost all of Eurasia by land, provides access in the east to the railway network of North Korea, China, Mongolia and Kazakhstan, and in the west, through Russian ports and border crossings, to European countries. The greatest transportation potential today is in the Chinese direction.

In recent years, there has been an intensive process of transferring production from Western Europe and America to Asian countries, and a stable flow of goods is being formed along the transcontinental East-West direction. The basis of this transport flow is the Trans-Siberian Railway.

All this determines the priority of developing trans-Siberian transport, which can become an additional factor in expanding economic cooperation between Russia and the EU.

In addition, as part of the implementation of international projects aimed at increasing the volume of Euro-Asian transport, active interaction with foreign partners in Germany, Finland, Austria, China and other countries is developing.

Today, a lot of modernization work is being carried out, including the adoption of the “Action Program for the development of railway container transportation using the Trans-Siberian Railway for the period until 2015”.

As part of this program, the innovative transport product “Trans-Siberian in 7 days” is being developed, the implementation of which will make it possible to cover the distance from the Far Eastern seaports to the borders of the European Union in a specified time at a route speed of up to 1,500 km per day.

The program plans to gradually achieve the target characteristics of the transport product “Trans-Siberian in 7 days”:

at stage I (2009), due to organizational and technological measures, a route speed of 1100 km/day was achieved (delivery time - 9 days);

at stage II (2010-2012), by increasing the speed of container trains to 90 km/h and reducing stopping time, the target route speed of 1400 km/day will be achieved (delivery time - 7 days);

at stage III (after 2012), by increasing the speed of container trains to 100 km/h and reducing the duration of stops, route speeds of 1,500 km/day and higher will be achieved.

Currently, the Chelyabinsk region is one of the largest shareholders of the project “Ural Industrial - Ural Polar.” The Ural regions have invested more than three billion rubles in it, thus fulfilling their previously assumed obligations. For this purpose, the corporation sent an application to the Ministry of Regional Development of the Russian Federation this fall. money is needed for the construction of the Polunochnaya - Obskaya - Salekhard - Nadym railway with a total cost of 105 billion rubles. The implementation of this part of the project will mean the delivery of raw materials for metallurgical enterprises - minerals from the Northern Urals, in particular, to metallurgists of the Chelyabinsk region. , according to Andrey Kosilov, they are showing great interest in chromites and iron ore from high latitudes, while South Ural companies are ready to spend money on the project as part of a public-private partnership.

The South Ural Mainline, within the framework of the “Strategy for the Development of Railway Transport for the Period until 2030” program, has formed a package of proposals estimated at more than 600 billion rubles.

JSC Russian Railways proposed dividing the strategy into 2 stages. The first stage is until 2015, during which a radical modernization of railway transport will be carried out. The second stage is from 2016 to 2030. During this period, the most important strategic, socially significant and cargo-generating lines with a length of more than 20 thousand km should be built. Today, on the Russian road network, and, in particular, on the South Ural Mainline, detailed development of projects has begun. In particular, a technical and economic council dedicated to this issue has already been held at the Southern Railway. The package of proposals compiled by the highway specialists is estimated at more than 600 billion rubles. It includes the development of all farms of the South Ural Railway. Thus, the transportation service provides for the extension of tracks at five stations to accommodate trains weighing 9 thousand tons, the construction of double-track inserts in the most heavily loaded sections, and the reconstruction of a number of “support” stations. The Electrification and Power Supply Service proposes to develop infrastructure on the routes Kuzbass - Azov-Black Sea transport hub, Chelyabinsk - Kropachevo, which will reduce the train interval, as well as electrify the Orenburg - Kinel section. The locomotive service presented calculations of the need for new rolling stock, as well as proposals for modernization and construction of new facilities that will be required in connection with the growth in traffic volumes.

All proposals received from the services will be processed by a specially created working group, which will not only bring them into a single development program for the South Ural Railway, but also adjust it taking into account the programs proposed by other Russian highways.

According to forecasts, in general, almost 10 trillion will need to be spent on the implementation of the railway transport development program until 2030. rub. At the same time, as the President of JSC Russian Railways Vladimir Yakunin assured the Government of the Russian Federation, the country's largest transport company will be able to ensure the receipt of almost 5.3 trillion. rubles “I emphasize that these funds are needed not just to maintain the operation of the network, but to create a new railway infrastructure,” noted Vladimir Yakunin.

Table “Calculation of railway network density”

Administrative - territorial unit	Territory S, thousand km?	Population H, thousand people	Operating length of railway roads L, km	Density of the railway network

Orenburg region
Kurgan region
Chelyabinsk region
Sverdlovsk region
Bashkiria
Kazakhstan
Total by economic region

The highest density of railways is in the Chelyabinsk region, this is explained by the fact that the industrial complex of this region is represented by enterprises of the mining and processing industries

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The South Ural Railway passes through the territory of seven constituent entities of the Russian Federation, as well as through the territory of the state of Kazakhstan. The road management is located in Chelyabinsk. This route connects the Far East and Siberia with the central regions of the country.

The South Ural Railway passes through the territory of seven constituent entities of the Russian Federation, as well as through the territory of the state of Kazakhstan. The road management is located in Chelyabinsk. This route connects the Far East and Siberia with the central regions of the country.

At the end of the 19th century. Chelyabinsk was connected to Ufa and Samara only by a horse-drawn road, along which mail, cargo, passengers were transported through the Ural ridge, and political exiles were escorted to Siberia. There was also a river route along Ufa and Belaya.

In May 1870, survey work began on the section from Samara to Orenburg, the results of which were submitted to the government for consideration. And in 1871, the highest permission was received for the construction of a line from Samara to Orenburg.

On February 22, 1874, construction began on the Orenburg Railway from the right bank of the Volga at the Batraki station through Samara to Orenburg with a bridge across the Volga and a branch to the pier in Samara. Work proceeded simultaneously in several areas, which were put into temporary operation as soon as they were ready. Peasants from the Simbirsk, Samara and Orenburg provinces were involved in the construction of the railway.

Constant traffic on the Batraki - Orenburg line, stretching 507.3 versts, was opened on January 1, 1877.

They started talking about building a road from the Volga to the Southern Urals back in the late 70s. Large industrialists and merchants of the Urals were interested in the untapped riches of Siberia and new markets for raw materials that were located in the East. But numerous railway projects remained unclaimed for a long time. The Tobolsk governor stated on this occasion: “The Tobolsk province and its neighbors will more likely suffer than benefit from the railway; monitoring the preservation of order in the region will become impossible and supervision of political exiles will be difficult, due to the ease of their escape.”

For 20 years, a special commission under the Ministry of Railways considered various railway projects from Moscow to the Urals and Siberia. In 1884, a decision was made to build the Great Siberian Route, of which the South Ural Railway later became an integral part.

In 1885, construction of the South Ural Road began with funds from the treasury. The construction was supervised by railway engineer K. Ya. Mikhailovsky, his assistants were P. S. Zhukov and P. S. Mukhlinsky.

The excavation work turned out to be difficult - the builders used explosives to make excavations in the rocky soil. Everything was done by hand - with a pick and a spade. To move soil during the construction of embankments, as well as to remove rocky blocks from excavations, only stretchers and, where possible, horse-drawn carts were used.

The region was rich in turbulent, fast rivers and mountain streams, so stone retaining walls were built to protect the railway tracks. In some cases, it was necessary to divert Ural rivers by constructing a new channel for them. This is how the rivers Sim, Ai, Yuryuzan and Bolshoi Berdyaush were diverted. When constructing the channel of the latter, the builders made a hole in the rock more than 20 meters deep and over 300 meters long.

In total, about three hundred different artificial structures were built on the Ufa-Zlatoust line - bridges, pipes, drainage systems, reinforcing dams and retaining walls. Large iron bridges were erected across the Sim and Yuryuzan rivers, the author of which was the famous Russian engineer, Professor A. Belelyubsky. These bridge structures became an indicator of the high engineering art of that time. The span structure of each of them rests on an artificial abutment at one end and on a rock at the other.

On the initiative of K. Ya. Mikhailovsky, workshops were created in Chelyabinsk that supplied the construction site with parts of bridges, parts of residential and office buildings, etc.

The highway was built in record time. On September 8, 1888, train service was opened from Samara to Ufa, on September 8, 1890 - to Zlatoust, and on October 25, the first train arrived to Chelyabinsk. The road began to be called Samara-Zlatoust. The route crossed the Ural ridge and went to Western Siberia, connecting it with rail tracks to Moscow and St. Petersburg.

After inspecting the railway, the government commission of the Ministry of Railways noted that numerous technical difficulties were resolved with talent and high professionalism. Unlike the main lines of the Trans-Siberian Railway, which were built according to simplified technical conditions, the Ufa-Chelyabinsk section was completed technically impeccably, without making allowances for the difficulties of the mountainous terrain and the speed of work. On October 22, 1892, permanent traffic was opened on the Zlatoust-Chelyabinsk section with a length of 150 miles.

On January 1, 1893, the Orenburg road was added to the Samara-Zlatoust road, and the road began to be called the Samara-Zlatoust road with the Orenburg branch. Thus, the length of the road was 1410 versts, its western border was the Batraki station, and its eastern border was the cities of Chelyabinsk and Orenburg.

In June 1893, construction began on the main section of the Great Siberian Route - from Chelyabinsk to the East. For the construction and operation of the future road, metal and fuel were required. This gave impetus to the development of the metallurgical and fuel industries in the Southern Urals. The Ust-Katavsky, Zlatoustovsky, Simsky, Yuryuzansky and Katav-Ivanovsky factories produced rails and fastenings to them, as well as iron bridge structures. Thus, the entire industry of the Southern Urals worked for railway construction. To provide the road with rails and metal, the Yekaterinburg-Chelyabinsk line was built in 1896, connecting the Trans-Siberian Railway with the metallurgical plants of the Northern Urals.

In 1896, a special resettlement point was built in Chelyabinsk, through which about a million landless peasants from the central provinces of Russia passed over 10 years.

To deliver grain and agricultural products from Troitsky and Kustanai districts, the private Poletaevo-Troitsk-Kustanay railway was built in 1913.

By the end of 1916, the West Ural Railway from the station came into operation. Druzhinino to st. Berdyaush is 253 km long. It was built by a group of industrialists with Russian and French capital and connected factories located on the western slope of the Urals with rich mines and the Kizelovsky coal basin in the north of the Urals.

The South Ural Railway was formed in 1934 by dividing the Perm Railway and merging a number of lines passing through the territory of the Southern Urals.

The road received significant development in the 30s, when the lines Chelyabinsk - Sinarskaya (Kamensk-Uralsky), Kartaly - Akmolinsk were built.

During the Great Patriotic War, a large number of industrial enterprises relocated to Siberia and the Urals. The volume of transportation was many times higher than the volume of the pre-war years.

In 1981, with the commissioning of the Sakmarskaya - Muraptalovo and Krasnogravdeets - Novoperelubskaya lines, the formation of the boundaries of the South Ural Road was completed.

The following publications were used in preparing the material:

History of railway transport in Russia. T. I: 1836-1917. - St. Petersburg, 1994. Railway transport: Encyclopedia. M.: Great Russian Encyclopedia, 1994.- 559 pp.: illus;

Zenzinov N. A. Steel highways of the Urals. // Railway transport, 1978. - No. 8;

Kozyrev A.I. From the history of the South Ural Railway. Brief historical and economic sketch. - Chelyabinsk, 1957.

Russian Civilization

INTRODUCTION

1. HISTORYYUZhD

2. STRUCTURE AND ORGANIZATION OF WORK OF SUDZhD

3. PERFORMANCE INDICATORS

CONCLUSION

BIBLIOGRAPHY

APPLICATION

INTRODUCTION

railway sales market

The South Ural Railway is one of the branches of Russian Railways OJSC, a railway running through the territory of the Orenburg and Chelyabinsk regions, part of the Kurgan and Sverdlovsk regions, Bashkiria and Kazakhstan. The road management is located in Chelyabinsk.

The South Ural Road, the initial link of the Great Trans-Siberian Railway, has gone through a long development process. The beginning of the construction of railways in the Southern Urals is inextricably linked with the need to develop the untold riches of the Urals, Siberia and the need to create new markets. For 20 years, a special commission under the Ministry of Railways considered various railway projects that would connect the European part of Russia with the Urals, Siberia and the Far East. In 1891, a decision was made to build the Great Siberian Route in the direction of Miass–Chelyabinsk–Omsk–Novonikolaevsk (now Novosibirsk)–Krasnoyarsk–Irkutsk–Chita–Rukhlovo–Khabarovsk–Vladivostok. The work was carried out quickly. In 1888, traffic was opened from Moscow to Ufa, on September 8, 1890 - to Zlatoust, and on October 25, 1892, the first train arrived in Chelyabinsk.

Due to the large number and variety of artificial structures, the diversion of river beds, the construction of retaining walls, the excavation of rocky soil, and the quality of the work performed mainly by hand, the road is of significant interest from the point of view of the practice of domestic construction and the implementation of Russian engineering. All materials for the track's superstructure were manufactured at local factories.

HISTORY OF DEVELOPMENT SOUTH URAL RAILWAY

In 2009, the South Ural Railway turned 75 years old. The official history of the highway began on April 15, 1934 - three months after the formation of the Chelyabinsk region. (See Appendix 1)

It was from the Miass station, located in the region of the South Ural Railway, that the first kilometers of rail tracks to the Pacific Ocean stretched. (See Appendix 2)

The main locomotive depots were built at the stations of Chelyabinsk, Kurgan, Petropavlovsk and return ones at the stations Shumikha, Makushino, Isil-kul. (See Appendix 5)

The South Ural Road received significant technical equipment in the post-war period. The main course was taken to electrify the sections and convert the remaining sections from steam to diesel traction. In 1949, the Zlatoust - Kropachevo section was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the Chelyabinsk - Kurgan section. In 1961, after joining the Petropavlovsk branch to the road, the closing section Makushino - Isil-kul, 272 kilometers long, was electrified.

In the 70s, 52 stations were reconstructed on the South Ural Railway, including such large ones as Kropachevo, Chelyabinsk-Yuzhny, Kartaly, Orsk, Berdyaush. (See Appendix 10)

Throughout its history, the highway has repeatedly proven its right to be called one of the best on the network. Today, the South Ural Railway is one of the economically strong and stably operating enterprises in the region. This is the result of the highly professional work of the team, its dedication to the task, and the successful development of the latest technologies.

Construction was carried out with donations from South Ural railway workers and the railway's partner enterprises. The church was built in the style of ancient Russian temple architecture of the 12th-14th centuries. Its area is 120 square meters, height is 23 meters. The entrance to the church is decorated with a stained glass window depicting the Mother of God. A bell tower with six bells and a church shop were built next to the temple. (See Appendix 12)

In December 2005, a large-scale reconstruction of the railway station was completed at the Chelyabinsk station.

On December 15, 2006, the City Express began running on the Southern Railway with the Chelyabinsk – Shagol route. Passengers have the opportunity to travel from Chelyabinsk station to Shagol station in just 40 minutes, passing through the Sovetsky, Central, Kalinin and North-Western districts of the regional center.

Currently, three comfortable rail buses operate on the route. (See Appendix 15)

On August 4, 2006, a new pedestrian bridge was put into operation at the Chelyabinsk station, connecting two districts of the regional center - Leninsky and Sovetsky. (See Appendix 16)

On July 20, 2008, an accelerated train was launched on the Southern Railway with the link Chelyabinsk - Magnitogorsk. As a result, travel time from one regional center to another was reduced by almost half.