The history of the origin of railways in the North Caucasus

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

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


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

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

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

1864-1870 years

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

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

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

At the railway station in Rostov-on-Don

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

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

Drawbridge across the Don

It carried only cargo transportation in the direction of the river port. But by the beginning of the 70s of the 19th century, after the laying of an additional line through the urban area of ​​Nakhichevan, Rostov-on-Don was firmly connected to the railways of the central part of Russia.

At the station square

Cars waiting for loading at Rostov-Pristan station

1870-1917 years

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

At Vladikavkaz station

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

Machine shop depot at Grozny station

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

Train station Tikhoretskaya

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

Unloading grain from wagons at the port piers of Novorossiysk

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

View of Rostov-on-Don

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

Locomotive depot of Grzny station

1917-1941

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

Destroyed bridge on the Grozny-Petrovsk section, 1920

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

Labor Army members at the restoration of the Rostov railway junction

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

Trade school students

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

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

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

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

Electrification of the section Mineralnye Vody-Kislovodsk

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

Suburban train on the Mineralovodskaya line 1939

1941-1950s

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

Destroyed bridge across the river Don

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

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

Restoration of the track at the Krasnodar branch

At the beginning of 1943, the liberation of the North Caucasus from the Nazi invaders began. By the end of March, the completely destroyed bridge across the Don River was restored, and by July 3,062 kilometers of main and 675 kilometers of station tracks, 765 artificial structures, including three tunnels and 111 large and medium bridges, were again put into operation.

Transportation of military equipment

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

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

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

Restoration of a steam locomotive in the Rostov depot

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

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

1950-1980s

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

Locomotive depot Tuapse 1977

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

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

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

Forming a train with a teletype

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

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

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

1980-2003

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

Passenger train 1980

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

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

Electrification of road sections

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

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

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

road control room

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

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

Track development of Bataysk station

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

Locomotive depot at Timashevskaya station

2003-2014

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

Along with the reform, the road continued its progressive development. New tunnels were built and old tunnels were reconstructed, including the Big Novorossiysk. To process the growing export traffic, the Novorossiysk station underwent a major reconstruction, and a logistics center was created on the road for effective interaction between railway workers, shippers and port workers.

Big Novorossiysk tunnel after reconstruction

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

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

Electric train "Lastochka" at Sochi station

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

New railway station of Adler station

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

The railway network of the Russian Federation is quite extensive. It consists of several sections of highways owned by JSC Russian Railways. At the same time, all regional roads are formally branches of Russian Railways, while the company itself acts as a monopolist in Russia:

The road runs through the territory of the Irkutsk and Chita regions and the republics of Buryatia and Sakha-Yakutia. The length of the highway is 3848 km.

The road runs along two parallel latitudinal directions: Moscow - Nizhny Novgorod - Kirov and Moscow - Kazan - Yekaterinburg, which are interconnected by rockades. The road connects the Central, Northwestern and Northern regions of Russia with the Volga region, the Urals and Siberia. The Gorky road borders on the railways: Moscow (st. Petushki and Cherusti), Sverdlovsk (st. Cheptsa, Druzhinino), Northern (st. Novki, Susolovka, Svecha), Kuibyshev (st. Krasny Uzel, Tsilna). The total deployed length of the road is 12,066 km. The length of the main railway lines is 7987 km.

The railway passes through the territory of five constituent entities of the Russian Federation - Primorsky and Khabarovsk Territories, Amur and Jewish Autonomous Regions, and the Republic of Sakha (Yakutia). Its service area also includes the Magadan, Sakhalin, Kamchatka regions and Chukotka - over 40% of the territory of Russia. Operational length - 5986 km.

The Trans-Baikal Railway runs in the southeast of Russia, across the territory of the Trans-Baikal Territory and the Amur Region, is located near the border of the PRC and has the only direct land border railway crossing in Russia through the Zabaikalsk station. Operational length - 3370 km.

The West Siberian Railway passes through the territory of the Omsk, Novosibirsk, Kemerovo, Tomsk regions, Altai Territory and partly the Republic of Kazakhstan. The deployed length of the main lines of the highway is 8986 km, the operational length is 5602 km.

The road operates in special geopolitical conditions. The shortest way from the center of Russia to the countries of Western Europe runs through Kaliningrad. The road has no common borders with Russian railways. The deployed length of the highway is 1100 km, the length of the main lines is over 900 kilometers.

The highway passes through four large regions - the Kemerovo Region, Khakassia, the Irkutsk Region and the Krasnoyarsk Territory, linking the Trans-Siberian and South Siberian Railways. Figuratively speaking, this is a bridge between the European part of Russia, its Far East and Asia. The operational length of the Krasnoyarsk road is 3160 km. The total length is 4544 kilometers.


The railway stretches from the Moscow region to the Ural foothills, linking the center and west of the Russian Federation with large socio-economic regions of the Urals, Siberia, Kazakhstan and Central Asia. The road consists of two almost parallel lines running from West to East: Kustarevka - Inza - Ulyanovsk and Ryazhsk - Samara, which are connected at the Chishma station, forming a double-track line ending at the spurs of the Ural Mountains. Two other lines of the road Ruzaevka - Penza - Rtishchevo and Ulyanovsk - Syzran - Saratov run from North to South.

Within the current borders, the Moscow railway was organized in 1959 as a result of the complete and partial merger of six roads: Moscow-Ryazan, Moscow-Kursk-Donbass, Moscow-Okruzhnaya, Moscow-Kiev, Kalinin and Severnaya. The deployed length is 13000 km, the operational length is 8800 km.

The Oktyabrskaya highway passes through the territory of eleven constituent entities of the Russian Federation - Leningrad, Pskov, Novgorod, Vologda, Murmansk, Tver, Moscow, Yaroslavl regions, the cities of Moscow and St. Petersburg and the Republic of Karelia. Operational length - 10143 km.

The Volga (Ryazan-Ural) railway is located in the southeast of the European part of Russia in the region of the Lower Volga and the middle reaches of the Don and covers the territories of the Saratov, Volgograd and Astrakhan regions, as well as several stations located within the Rostov, Samara regions and Kazakhstan. The length of the road is 4191 km.

The highway connects the European and Asian parts of Russia, stretches from west to east for one and a half thousand kilometers and crosses the Arctic Circle in a northerly direction. Passes through Nizhny Tagil, Perm, Yekaterinburg, Surgut, Tyumen. It also serves the Khanty-Mansiysk and Yamalo-Nenets Autonomous Okrugs. Operational length - 7154 km. The deployed length is 13,853 km.

The highway originates in the center of Russia and extends far to the north of the country. Most of the Northern Railway is operated in the harsh conditions of the Far North and the Arctic. The deployed length is 8500 kilometers.


In the service area of ​​the road there are 11 subjects of the Russian Federation of the Southern Federal District, it directly borders on Ukraine, Georgia and Azerbaijan. The operational length of the highway is 6358 km.

The South-Eastern Railway occupies a central position in the railway network and connects the eastern regions and the Urals with the Center, as well as the regions of the North, North-West and Center with the North Caucasus, Ukraine and the states of Transcaucasia. The South-East road borders on the Moscow, Kuibyshev, North Caucasian, Southern railways of Ukraine. Operational length - 4189 km.

The South Ural Railway is located in two parts of the world - at the junction of Europe and Asia. It includes the Chelyabinsk, Kurgan, Orenburg and Kartalinsky branches. Several railway lines of the main line pass through the territory of Kazakhstan. The South-East road borders on the Moscow, Kuibyshev, North Caucasian, Southern railways of Ukraine. Operational length - 4189 km. The deployed length is over 8000 km.

Chapter 5

The North Caucasian road is located on the territory from the Azov to the Black Sea in the west and the Caspian in the east, from the East Don ridge in the north to the Caucasus Range in the south. The area of ​​gravity of the road almost completely coincides with the North Caucasian economic region. The road is located within the North Caucasus, and only slightly the area of ​​gravity of the road includes a small part of the Volgograd and Astrakhan regions, as well as the Kalmyk Republic.

The North Caucasian railway (see the road diagram) borders: in the north - on the South-Eastern (Chertkovo station), in the northeast on the Volga (Morozovskaya, Kotelnikovo, Oleinikovo stations), in the south with the railways of the Transcaucasian countries (Samur stations , Veseloye), in the west with the roads of Ukraine (at the stations: Kavkaz, Uspenskaya, Zakordonny, Pleshakovo, Gukovo, Olkhovaya).

road map

The main railway line stretches from the northwest to the southeast: Millerovo - Rostov-on-Don - Tikhoretskaya - Kavkazskaya - Armavir - Prokhladnaya - Gudermes - Makhachkala - Derbent. This is a double track electrified highway.

In Tikhoretskaya, it is crossed by the line Novorossiysk - Krasnodar - Tikhoretskaya - Kuberle - Kotelnikovo and further to Volgograd, which connects the Volga region with Novorossiysk. The railway line Martsevo - Rostov - Armavir - Tuapse - Sochi is part of the main resort highway of the country. Access to the Lower Volga and further to the east is provided by two sections: Tikhoretskaya - Salsk - Kotelnikovo and further to Volgograd and Kizlyar - Oleinikovo.
The most developed network of railways is in the Republic of Adygea, the Krasnodar Territory, and the Rostov Region. In the Rostov region, the road serves the eastern wing of the Donbass with its developed coal industry and mechanical engineering. In the Republic of Adygea, the density of the railway network is associated not only with a developed industry, but also with a high population density. In the Krasnodar Territory, the road provides interaction with sea and river transport.

The mountains of the Greater Caucasus hinder the further development of the North Caucasian road. In some places, the construction of the road is simply impossible, but even where it is possible, the mountains "force" to significantly lengthen the route due to the large number of curved sections that go around the mountain spurs and cross the valleys of turbulent mountain rivers.

Over 30,000 heavy trains a year are carried along the North Caucasian Railway. Most of them are formed on the Likhovsky, Krasnodar and Makhachkala sections of the road.

At present, a project is being carried out on the North Caucasus Highway to modernize the route from Siberia to the Black Sea ports of Novorossiysk and Tuapse: the Salsk-Kotelnikovo line has been electrified, the Gukovo-Zamchalovo lines with access to Ukraine and Likhaya-Morozovskaya are being electrified.

The total length of all tracks of the North Caucasian road (more than 6 thousand km) is approximately 7% of the network. This is a well-equipped highway with all main directions (948 km) electrified. More than 84% of the freight turnover of the road is carried out by electric traction.

The road is equipped with digital communications (FOCL lines), on the basis of which new information technologies are being successfully introduced. A regional transportation control center has been created in Rostov, and the information and computer complex of the railway is being modernized. The locomotive industry is developing, which has 14 main, 2 motor car and 7 turnover depots, as well as the car economy, which has 11 car depots, 27 wagon maintenance points.

The freight turnover of the railway is 69 billion t-km (2005), which is 4% of the network. This share is much less than the share in the network (see appendices 1, 2, 3), so the traffic density of the road is quite low and is only half of the average for the network.

The arrival of goods here is 2 times more than the departure. This means that the road has a passive transport balance and a large share of local traffic. The share of goods transported here is higher than the share of cargo turnover. This indicates the presence of transit cargo, which is exported not so much to other regions of the country, but abroad through the seaports of the region.

The main export goods on the road are building materials, fluxes, mixed feed and non-ferrous metal ores. Oil cargo, coal, grain, cement, chemical fertilizers, ferrous metals also have a large share in the shipment of goods.

The main goods arriving on the road are oil cargo, building materials, ferrous metals, coal, grain, products of manufacturing industries (including engineering), chemical fertilizers, cement, timber.

The North Caucasian Railway transports more fluxes (28% of the network) and a large amount of building materials than other branch roads of Russian Railways. These goods are produced within the region and are transported both within the region and are exported to other regions of the country and abroad.

Grain and milling products are produced in large quantities within the region. The North Caucasus is the breadbasket of our country. The road transports 17% of all grain cargoes of the network, this is the largest share of all branch roads of Russian Railways.

Stations serving elevators in the area are Salsk and Stavropol. The North Caucasian road also serves the agriculture of the region. For example, the Salsky section of the road (Tikhoretskaya - Salsk - Kotelnikovo) passes through the territory of rural areas of the Krasnodar and Stavropol Territories, the Rostov Region, for which it is the railway that provides the transportation of mineral fertilizers, fuels and lubricants, various agricultural machinery, grain and vegetable crops.

Coal is mined in the eastern wing of the Donetsk coal basin and is used mainly within the region. However, coal from Kuzbass and the Pechora coal basin comes here in transit, which is also used within the region and sent for export. The excess of arrival over departure of coal cargo on the road is approximately 1.5 times.

The largest cargo-generating points of the road are the coal-loading stations of the Rostov region Zverevo, Gornaya, Yubileinaya, etc.

Oil cargoes are formed both within the North Caucasus region (oil production and processing), and are imported from the Volga region and Western Siberia through the pipeline system. They are used within the region and are sent in transit for export through the ports of the Black Sea.

Krasnodar and Novorossiysk are oil discharge points from pipelines to the railway and stations serving oil refineries.

Ferrous metals and timber are the goods that are mainly imported into the region. The arrival of ferrous metals on the road is 10 times higher than their departure, and timber cargo - 26 times. But these goods are not only used in the region, but are also exported in transit abroad.

The main junction stations of the region are: Rostov-on-Don, Taganrog, Likhaya, Tikhoretskaya, Kavkazskaya, Mineralnye Vody, Krasnodar; Tuapse, Novorossiysk and others.

A special place among the transport hubs of the North Caucasus region is occupied by the southern seaports of Novorossiysk and Tuapse.

Novorossiysk is the largest transport hub in the south of Russia. The main flow of the country's export cargo passes through it, so the radical reconstruction of the Novorossiysk railway junction is the most important national task. Here, on the basis of modern technologies, a logistics center is being created, which solves the issues of receiving and sending trains to the port from all railway stations of the country. A powerful oil terminal operates here, a lot of general cargo is sent.

The second largest and most important seaport is Tuapse. Here, the capacity for transshipment of general and oil cargo is being increased, so the railway is doing a lot of work to develop the Tuapse port station.

The passenger turnover of the railway is almost 12 billion pass-km per year. In 2005, 44 million passengers were sent on the road. It ranks 3rd in the country in terms of the number of long-distance passengers.

Passenger traffic is one of the main directions of the road. For many years, the highway has traditionally occupied one of the leading places in the total volume of passenger traffic in the country and is characterized by intense passenger traffic. This is primarily due to the region's specialization in the resort economy. In Rostov-on-Don, passenger flows converge, following the resorts of the Mineralnye Vody group and the Black Sea coast of the Caucasus. Lines Rostov - Armavir - Mineralnye Vody and Rostov - Novorossiysk are among the most important routes for passenger transportation.

6 branded passenger trains are being formed on the North Caucasian railway. On the line Belorechenskaya - Tuapse - Adler, a high-speed electric train of increased comfort ED 4 M runs. For 1 month it carries more than 4 thousand passengers.

The railway works closely with other modes of transport.

Thus, the gravity area of ​​the road is crossed by many rivers flowing into the Azov and Caspian Seas. Don and Kuban are of transport importance.

The length of the navigable part of the Don is 1600 km, which allows it to be used for the economic purposes of the region. Its transport significance increased especially after the construction of the Volga-Don Canal and the formation of the Tsimlyansk Reservoir, which connected the Volga region with the sea. In the freight turnover of the Don, 70% is bread and coal. In addition, timber, oil, building materials, coal and other goods are transported along the Don. Within the limits of the road, namely, the region of its gravity, the major ports on the Don are Rostov and Tsimlyanskaya. Of no small importance is the interaction of the railway with the river ports of Azov, Volgodonsk, Ust-Donetsk.

The coastal position of the road makes the interaction of the North Caucasian road with maritime transport important. On the road there is an active development of port stations, railway approaches to seaports. This is due to the fact that recently the volume of export-import traffic in the mixed railway-water transport has significantly increased.

The road interacts with such ports as Novorossiysk, Tuapse, Temryuk, Kavkaz, Azov, Makhachkala, Yeysk. The main cargoes of departure from these ports are: cement, oil, grain (Novorossiysk, Tuapse), coal, metal (Rostov, Taganrog). A significant flow of passengers passes through the seaports.

In the near future, a new port will be built in the area of ​​Cape Zhelezny Rog on the Taman Peninsula, as part of specialized complexes for transshipment of ammonia, oil and oil products. The capacity of the new port by 2015 will be more than 30 million tons of cargo.

Pipeline transport is of great importance. Oil from oil fields goes to oil refineries. The largest oil pipelines in the region are: Grozny - Tuapse; Makhachkala - Grozny; Maikop - Krasnodar; Tikhoretskaya - Novorossiysk - Tuapse. On the basis of the richest North Caucasian deposits, gas pipelines have been built to supply gas to other regions of the country. The largest of them: Stavropol - Moscow; Krasnodar - Novorossiysk; Stavropol - Nevinnomyssk - Mineralnye Vody - Grozny.

The gravity area of ​​the road is also crossed by a number of motor roads. The important role of road transport is determined here by many factors: the resort specialization of the region, the high degree of intensity of agriculture. The area is crossed by such major highways as Rostov-on-Don - Mineralnye Vody - Vladikavkaz, Rostov-on-Don - Krasnodar - Tuapse - Sochi. Three pass roads were built through the Caucasus Range: Vladikavkaz - Tbilisi, Alagir - Kutaisi, Cherkessk - Sukhumi. These roads provide international import and export links with Georgia and other countries of the Transcaucasus.

The role of road transport is also great in the maintenance of the railway for the delivery of goods to direct recipients.

Above the area of ​​gravity of the road lie the air routes Moscow - Rostov - Krasnodar - Adler; Rostov - Mineralnye Vody - Grozny - Makhachkala, etc.

The volume of loading on the North Caucasian Railway (NCRR) for 9 months of 2017 amounted to 52.2 million tons, which is 12.1% more than the same period last year. In January-September of this year, the loading of ferrous metals increased significantly - up to 1.3 million tons (73.6%) and coal - up to 8.1 million tons (41.5%). The volume of loading of grain (29.1%), oil and oil products (20.4%) also increased. higher than the same period last year. The total freight turnover of the North Caucasus Railway for 9 months of 2017 amounted to 80.5 billion ton-km.

In January-September 2017, the number of passengers transported by the North Caucasian Railway decreased by 11.3%, the company's press center reported. The volume of suburban traffic fell most noticeably, in which the number of passengers decreased by 15%," the message says. In total, over 28 million people used the services of the North Caucasus Railway during the specified period, of which 3.7 million passengers were transported in September. It is noted that passenger traffic for the specified period decreased by 7.7%.

Since December 2017, long-distance passenger trains have been running along the new railway line Zhuravka - Millerovo. With the introduction of a new train schedule for 2017/2018, over 120 passenger and up to 30 freight trains began to run on this section daily. The Zhuravka-Millerovo highway, 137 km long, became part of a high-speed railway line connecting Central Russia with the Black Sea coast. According to the project, the maximum speed of passenger trains will be 140 km/h, freight - up to 90 km/h. The new railway passes through the territory of the Voronezh and Rostov regions. The purpose of the project is to develop the railway infrastructure in the direction of the Center - South, increase its capacity, ensure the transport security of freight and passenger traffic, bypassing the territory of Ukraine.

The program "Complex reconstruction of the section Kotelnikovo - Tikhoretskaya - Korenovsk - Timashevskaya - Krymskaya with a bypass of the Krasnodar junction" and "Comprehensive reconstruction of the section 9 km - Yurovsky - Anapa - Temryuk - Kavkaz" are being implemented on the North Caucasian Railway, designed to expand the capacity of the Volgograd - ports of the Taman Peninsula. For this, the following work is performed:

  • Construction of the second track on the line Kotelnikovo - Salsk - Tikhoretskaya;
  • Construction of the second track on the Timashevskaya - Krymskaya line;
  • Reconstruction and construction of the second track on the line 9 km - Yurovsky;
  • Construction of approaches and a railway bridge across the Kerch Strait.
  • Electrification of the site Station 9 km - Anapa.

On February 6, 2019, the movement of freight trains to the ports of the Azov-Black Sea basin was opened, bypassing Krasnodar on the new 65-kilometer section of Kozyrki - Grechanaya with two freight stations Kirpili and Beysuzhek.