Almost all the pictures for this post were ready at the end of October, but I never got around to processing and composing them.
A section of the Savelovskaya road from Yakhroma to Iksha is part of the route of the Moscow Ring Railway - BMO. In addition, we will see the stations of Bely Rast, Ivantsevo and some other stopping points and platforms.
Bely Rast is a station on the BMO. Almost all services of the road are located here. But since recently big works are planned here . However, so far this is just talk.
The platforms are in excellent condition, but the passenger traffic here is minimal, the village of the same name is quite far away and the platform is mainly used by employees of the Moscow Railways. No wonder - passenger traffic on BMO it was almost always "technological".
Promotion of good behavior on the railway in the branded colors of the Svelovsky direction
ER2T-7166 goes to Kubinka
Track development of Bely rast station
The next stop is 109 km. It is located almost under the bridge with Dmitrovsky highway. A bizarre staircase descends from the road. I wonder whose inquisitive mind designed it and then embodied it in metal and concrete?
The path from Bely Rasta to Iksha has always been one, but there is a place for the second path under the overpass.
There are quite a few such platforms on the BMO. Specifically, this one is designed to deliver personnel to the nearest traction substation. Well, at the same time, residents of neighboring houses use it.
Connecting with the main passage, the BMO path runs parallel to it to the Iksha station. In the next picture: the far one is the path to Dmitrov, the middle one is the path to Moscow, and the right one is the BMO path.
On the outskirts of Iksha, another PPZhT track adjoins them
Ways of settling trains at the station Iksha
Passenger platforms at Iksha station
The 1st platform accepts trains from BMO (left path) and transit to Moscow (right path), and the 2nd - following from / to Iksha (left path) and transit from Moscow (right path).
Trains run to Iksha not only from the Savelovsky station, but also from the Belarusian direction: Zvenigorod, Kubinka. According to Yandex.Schedules, you can get from Kubinka to Iksha by train through BMO and through Moscow, and the travel time is approximately the same, 2 hours and 30 minutes.
Formally, the passenger service of BMO trains is interrupted in Iksha. Trains of the northern semicircle do not follow to Dmitrov. But trains ran from Naugolny to Savelovsky station in the summer. But in 2009, not a single such train was running from/to BMO. Frost platform.
For some reason, the Tourist platform is painted in the corporate (blue-gray) colors of the Yaroslavl direction.
Scheme of the Moscow Knot in relation to the Savelovsky direction
Station Yakhroma. Low platform on the left - for trains with BMO
After Yakhroma, trains following BMO get to Ivantsevo station
The next after Ivantsevo is o.p. 80 km
Once on the train, I heard a woman say to her interlocutor on the phone:
- Yes, I'm going to Drachevo ... but what else can you do there!
Although with a greater degree of probability this name comes from the pugnacious disposition of the inhabitants :)
The former station building in Drachev
Houses of railway workers in Drachev
Silhouettes of the evening electric train
A freight train follows the o.p. 68 km
The indefatigable flow of time, irrevocably counting the decades that go into the distance and making them the property of history alone, often loses in a series of bright and significant events other events, perhaps less bright, but no less significant for history itself, both covered with darkness behind the prescription of years, and and currently taking place. Together with the advent of the new millennium, the Savyolovsky radius of the Moscow railway junction modestly celebrated its centenary. The event against the backdrop of the change of millennia is certainly not so bright, but, however, it hides a lot of very interesting historical facts, incidents and drama.
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 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 Savelovskaya branch, and the distance along the Savelovskiy move is 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. Savelovsky radius today is a burden for railway workers. Cargo transportation is removed from this line - the only source of profit. The line is loaded mainly with unprofitable suburban services. With the exception of a small area in the near Moscow region, almost all stations and hauls are dominated by complete ruin and desolation. A number of stations have not been modernized since the days of locomotive traction. The main gate of the road - Savelovsky railway station in Moscow, recently reconstructed, something really interfered with the mayor of Moscow, who has long dreamed of closing it and re-equipping it into another "flea market". So why was it built at all and who needed this now forgotten and unnecessary Savelovskaya line and adjacent lines to anyone except commuters? 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, which later connected with Moscow such cities as Sergiev Posad, Alexandrov, Rostov-Veliky, Yaroslavl, Kostroma, Ivanovo, Vologda and Arkhangelsk. 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-Bologoe railway line. This line with a total length of 298 km was built in record time - in 1871 it was fully commissioned. The new road also passed through the ancient city of Bezhetsk and the village of Udomlya in the Tver province, connecting them with the capitals. To provide the new line with locomotive traction, a depot is being built at the Savelino station (now Sonkovo), and water towers are also being built at the Rybinsk, Volga, Rodionovo, Savelino, Viktorovo, Maksatikha, Brusovo, Udomlya and Msta stations. In the future, as new lines were built (Chudovo - Novgorod - Staraya Russa, Bologoe - Staraya Russa - Dno - Pskov - Vindava, Tsarskoe Selo - Dno - Novosokolniki - Vitebsk, Moscow - Voloklamsk - Rzhev - Velikiye Luki - Novosokolniki - Rezekne - Riga - Vindava), the road will first be transformed into Rybinsko - Pskovsko - Vindava, and then in Moscow - Vindavo - Rybinsk with offices in St. Petersburg and Moscow.
In 1898, the Rybinsk - Pskov - Vindavskaya railway opened traffic on the line Savelino (Sonkovo) - Kashin (55 km.), And then a year later on the line Savelino (Sonkovo) - Krasny Holm (33 km.). The line Kashin - Savelino (Sonkovo) - Red Hill is now included in the Savelovsky 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.). A small locomotive depot is being built in Rybinsk, and additional water towers are being built at Lom and Chebakovo stations. Thus, Rybinsk and Savelino (Sonkovo) become transit points on the way from Yaroslavl to St. Petersburg, Pskov, Riga and Vindava (now Ventspils is the largest port city on the Baltic Sea in Latvia).
In the late 90s of the 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 old City Dmitrov is 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 years. At the same time, the construction of this line was considered quite promising, since the main task of the Savelovskaya branch at that time was not 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 the Moscow - Savelovo railway line made it possible to significantly speed up the delivery of goods from the Volga to Moscow, since it provided the shortest route, especially since the punts on which goods were transported along the Volga from Rybinsk to Tver were quite 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 Losinoostrovskaya station, then to Beskudnikovo, and further through Yakhroma, Dmitrov, Orudyevo, Verbilki (at first the station was called Kuznetsovo - by the name of the owner of the Verbilkovsky porcelain factory), Taldom to Savelovo. This line was built quite quickly and already in 1900 the first trains arrived in Savelovo. To ensure the refueling of steam locomotives with water, large water towers were built at the Iksha, Dmitrov and Savelovo stations, which still adorn the cities of Dmitrov and Kimry with their monumental appearance. The high pace of construction was partly due to the very loyal attitude of landowners and industrialists, near whose possessions a branch passed. The names of two of them - Mark and Katuara - are immortalized in the names of Savelka stations. 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 junction - Savelovsky Station, as well as a depot. For this, the Savelovskaya branch was extended from the Beskudnikovo station to Kamer-Kollezhsky Val near Butyrskaya Zastava. However, due to various lawsuits and other bureaucratic reasons, the station was not built for a long time, and then the walls were erected and the construction site was again frozen. Trains to Savelovo continued to depart from the Yaroslavsky station, and sometimes even from Losinoostrovskaya, which caused a lot of inconvenience to passengers. Finally, in 1902, on Butyrskaya Zastava Square, the grand opening of the Savyolovsky 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." In addition to the station, the freight station, and the depot, a number of service, utility and residential buildings were erected, and the Butyrskaya Zastava Square itself was landscaped. 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 Losinoostrovskaya station of the Yaroslavl radius (both towers have survived to this day). With the opening of the Savyolovsky railway station, the Losinostrovsky - 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 cities.
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. In order to avoid confusion in the names (after connecting Kashin with Kalyazin, the Savelovo and Savelino stations turned out to be on the same branch), the Savelino junction station, the depot and the station settlement are renamed Sonkovo. 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, Kashin's industrialists proposed to abandon the construction of a road along the right bank of the Volga altogether, and build it on the left - why build a bridge across the Volga below Kimry and directly connect Savelovo 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 line Savelovo - Kalyazin - Uglich - Myshkin - Rybinsk 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. Another plan for the Rybinsk - Pskov - Vindavskaya road is the construction of the Maksatikha - Savelovo - Aleksandrov branch, which was supposed to pass through the large villages of Rameshki and Goritsy, as well as through central part Kimr remained on paper - even at that time there were simply no funds for this construction site. 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 Kalyazin - Kashin - Sonkovo - Vesyegonsk - Cherepovets at Ovinishte station. A branch from the Khvoynaya station to Borovichi was also designed.
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, constant traffic was opened along the Petersburg-Rybinsk (Mologa) route from the Mga station to the Sandovo station (the line is 356 km long). During the construction of this branch, it was supposed to locate a locomotive depot at the Kushaver station, however, in the area of \u200b\u200bthis village, the area turned out to be low and swampy. As a result, a decision is made to build a depot and a local station in Khvoynaya. After the construction of the Khvoynaya - Borovichi branch line, which never took place, this station was supposed to become a hub. Massive water towers are being erected at the Khvoynaya station, as well as at the Pestovo, Nebolchi and Budogoshch stations. In the same 1918, large-scale construction work was carried out at the Ovinishte station. Since this station was to become a hub, a water tower is also being built on it. At an accelerated pace, work was also carried out on the construction of the Ovinishte - Vesyegonsk - Suda line, which provides the shortest connection between Moscow and Cherepovets (the Suda station is located on the St. Petersburg - Vologda line not far from Cherepovets). Work was also in full swing to complete the construction of the Sandovo-Ovinishte section. Due to landscape difficulties in the section north of Ovinishte, it was decided to branch out these two branches not at the Ovinishte station itself, but a little to the west. At this place today there is a way post Ovinishte-2. It was planned to build a continuation of the Mologa way from the Ovinishche-1 station through the village of Breitovo and the city of Mologa with a connection to the Rybinsk-Bologoe branch at the Volga station. In 1919, the line Ovinishte - Vesyegonsk (42 km.) came into operation, and also, the Mologsky radius from the Sandovo station was extended to the Sonkovo - Vesyegonsk line, which he joined at the Ovinishte-2 post. 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 section from Vesyegonsk to Suda, also practically completed, was not accepted for permanent operation, since they did not have time to build a permanent bridge across the Mologa River, and the temporary one did not meet the necessary technical requirements. In the same 1919, work began on the construction of a capital bridge, but soon an order was issued to temporarily suspend the completion of this branch and the construction of the Khvoynaya-Borovichi line due to the difficult economic situation in the country. The construction from Ovinishch to Breitovo - Mologa - Volga was also postponed, which was supposed to complete the St. Petersburg - Rybinsk direction with access to Nizhny Novgorod(via Yaroslavl, Ivanovo).
In the same 1918, a section of the Savelovskaya branch from Savelovo to Kalyazin was put into operation. Works on the construction of the Kashin-Kalyazin section were also completed. After the commissioning of the bridge across the Volga, this branch joined the Moscow-Kalyazin line at the Laying junction (the so-called "Kalyazinsky triangle" with three waypoints is now located at this place). As a result, the length of the Savelovsky way Moscow - Dmitrov - Kalyazin - Sonkovo - Ovinishte - Vesyegonsk is 375 km. The opening of this section closed the reserve route from Moscow to St. Petersburg, passing through Kalyazin, Ovinishte, Khvoynaya, Mga. However, due to the same difficult financial situation of the country, the construction of the Savelovsky radius from Kalyazin through Uglich to Rybinsk (designed back in Tsarist Russia) did not begin, despite the fact that already in Soviet times there were proposals to extend this branch through Rybinsk and Poshekhonye to Vologda, creating a backup route to the north, as well as for unloading the Yaroslavl passage. It was also planned to build a branch from Danilov through Poshekhonye to Cherepovets. However, all these plans remained on paper.
The devastation and poverty that reigned in Russia after civil war never allowed the plans to be carried out. The issue of building the lines Kalyazin - Uglich - Rybinsk, Ovinishte - Breitovo - Mologa - Volga and Khvoynaya - Borovichi was generally removed from the agenda, and work on finishing the line Vesyegonsk - Ships, although carried out, but at an extremely low pace - this branch, although it existed , but was never put into permanent service. Savelovskaya branch again attracted attention only during industrialization. The master plan of the Big 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 transport network for building 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). Some of the tracks were generally moved to a new location. To ensure the delivery of building materials to the construction site of the first Volga hydroelectric complex near the village of Ivankovo, in the early 30s of the 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: Udarnaya, Competition, Tempo, 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, according to the old "royal" project, a 48-kilometer branch from the Kalyazin station to Uglich was built. The construction of the Uglich - Rybinsk section, which was supposed to pass near the ancient town of Myshkin, was never carried out, 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 vicinity of the Sknyatino stations (Savelovo - Kalyazin section) and Krasnoe (Kalyazin - Uglich section), and after the transfer, the Krasnoye station turned into an ordinary stopping point without track development. 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 - the 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 and the village of Breitovo, 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 - Suda line was stopped, as well as the unfinished new bridge across the Mologa River blown up and flooded. The construction of a new bridge across the heavily flooded Mologa was considered inappropriate. In addition, it was necessary to move the track to a new place near Suda, since in the vicinity of this village a rather vast territory, including this branch, fell under flooding. As a result, a decision was made to close this section. Also, they no longer returned to the plans for the construction of the Ovinishche - Volga line, despite the fact that after the flooding of the Mologa, it could go from Breitovo again to the Volga station past the village of Borok. 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. Additionally, in the late 1930s, the railway network in the vicinity of Leningrad was expanded for road purposes. In addition to the already existing Murmansk direction, passing near the Kirishi station of the Mologskoye move, the Chudovo - Budogoshch - Tikhvin line is also being built. The Budogoshch - Tikhvin section has survived to this day, but the Chudovo - Budogoshch section was much less fortunate - during the Great patriotic war it was destroyed and never rebuilt.
During the Great Patriotic War, the task of further development railway network in the region of Leningrad and adjacent regions. To this end, 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 the Kabozh - Chagoda and Nebolchi - Zarubinskaya lines were built in 1941. Somewhat earlier, in order to export goods from the glass factories of Chagoda and from the quarries in the Zarubinskaya area, the Okulovka - Zarubinskaya and Podborovye (Pitersko - Vologda way) - Chagoda branches were built. The role of these formations was very great, since one of the military headquarters of the Leningrad Front was located in Khvoynaya. The Nebolchi - Zarubinskaya section was built in record time, in honor of which an obelisk was erected at the Nebolchi station.
Thus, in 1942, the Savelovsky, Rybinsk and Mologa passages consisted of the following sections. As part of the Northern (Yaroslavl) railway: Moscow - Dmitrov - Verbilki - Kalyazin - Uglich; Verbilki - Big Volga; Kalyazin - Sonkovo - Ovinishte - Vesyegonsk; Yaroslavl - Rybinsk - Sonkovo - Bezhetsk; Ovinishte - Pestovo. As part of the Kalinin railway: Bezhetsk - Bologoe. As part of the Oktyabrskaya railway: Pestovo - Kabozha - Nebolchi - Budogoshch - Kirishi - Mga; Kabozha - Chagoda - Podborovye; Nebolchi - Okulovka; Budogoshch - Tikhvin. The Verbilka branch - Bolshaya Volga during the Second World War was dismantled for the needs of the army, and restored in the 50s.
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 addition, in the 1950s, the Great Moscow Ring was being built, passing through the stations of Iksha, Yakhroma and Dmitrov of the Savelovsky direction. In the 50s of the XX century, the electrification of the Savelovsky radius also 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 grew out of the station settlements, sharply increased passenger traffic on the Savelovskaya branch, and suburban trains on locomotive traction they 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, and a little later - to Kanalstroy. 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 become part of 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.
Ryazan direction of the Moscow railway- Ryazan direction of the Moscow Railway, a railway line going to southeast from Moscow. Passes through Moscow (Central, Eastern, South Eastern District), Moscow and Ryazan regions. Connects transport links ... ... Wikipedia
Smolensk direction of the Moscow railway- (also Belorusskoye, Mozhayskoye) railway lines to the west of Moscow. The main passage to Smolensk and further to the border with Belarus (to the Krasnoye station). The length of the main course is 490 km. Suburban routes follow the Smolensk direction ... ... Wikipedia
Riga direction of the Moscow railway- Riga direction of the Moscow Railway, railway lines to the west from Moscow. The main passage starts at the Rizhsky railway station in Moscow and runs through the cities of Krasnogorsk, Dedovsk, Istra, and Volokolamsk to Shakhovskaya station. Length ... ... Wikipedia
Yaroslavl direction of the Moscow railway- p o ... Wikipedia
Paveletsky direction of the Moscow railway- Paveletsky station, the starting point of the main course of the Paveletsky direction of the Moscow Railway (December 2011) ... Wikipedia
Kazan direction of the Moscow railway- The railway at the Kazan station ... Wikipedia
Gorky direction of the Moscow railway- Gorky direction of the Moscow railway line to the east of Moscow. The main passage to Vladimir, length 190 km [source not specified 934 days]. Suburban routes follow the Gorky direction ... ... Wikipedia
Kursk direction of the Moscow railway- The Kursk direction of the Moscow Railway is a railway line south of Moscow. Passes through the city of Moscow (Central, South-Eastern, Southern districts, Butovo), Moscow, Tula, Oryol and Kursk regions. The main move to Kursk ... ... Wikipedia
Kiev direction of the Moscow railway- The building of the Kyiv railway station Kiev direction The Moscow Railway has railway lines southwest of Moscow. The main passage from the Kyiv railway station to Bryansk, length ... Wikipedia
Savelovskoe direction of Moscow Railways- Savelovskoye direction of the Moscow Railway - a railway line north of Moscow. The main passage to the Savelovo station (city of Kimry) is 128 km long. The only operating branch to Dubna station, its length is 51 km. Line in ... ... Wikipedia
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!
stopping point 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 kun", or from its owners, who belonged to the noble family of the Beskunnikovs that disappeared later.
Stop "Lianozovo"
It is named so from 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 of not a revolutionary figure or a prominent scientist, or a well-known cultural figure, but an oilman, an undoubted opponent of the new government in Russia, turned out to be immortalized. 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 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 Big City, which 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 Grigorievich, 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 re-equipment of the former warehouses into the premises of a mechanical and woodworking workshop, to expand the channel of the Klyazma, thus preparing a place for the wintering of ships, to begin the 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 - residential area Sheremetyevsky and the station of the same name of 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 it was opened railroad station Lobnya. 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 village 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!” - the 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 Kachalkinsky 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 a person living nearby in the village of Nekrasovsky at the dacha Hero Soviet Union, ace pilot Alexei Maresyev, who was contacted by local residents on this issue.
The origin of the name "Nekrasovsky" is shrouded in darkness. In the handbook " place names Moscow region: toponymic dictionary"(Author Pospelov E.M.) wrote as follows: -" 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 filled up 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 besieged 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 most important 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 ancient city, which 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" - tells us the chronicle 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 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 waterway on 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 terrible conditions the prisoners who built the canal lived and worked.
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 they began to deliver the products of this weaving factory 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 clusters 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 Rus' 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, villages and villages that consisted of one peasant household were often 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 the natural, to 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 receives the status of a city and is 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 true story names - 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” (fawn - “fawn, crawl while serving, flatter, flatter, care, woo, please, drive up; 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 one, 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 says that 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 Rus' 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 Rus' 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.
