At the train station plan train stations High-speed trains

AT THE TRAIN STATION

PLAN

1. Train stations

2. High-speed trains

3. Travel by train

The need to build a railway from Orenburg to Tashkent was emphasized in 1874 by a special railway commission. According to strategic considerations, it was decided to build the railway from the eastern shore of the Caspian Sea to the interior of the Central Asian deserts to Kyzyl-Arvat, Ashgabat and beyond.

Construction of the Caspian Railway began in November 1880. The railway reached Ashgabat in 1885 and Charjou in 1886. In May 1888, with the construction of 30 bridges across the Amudarya, the railway to Samarkand was opened. In 1885, the starting point of the Caspian Railway was moved from Mikhailovsk Bay to Uzun-Adad, and in 1896 to Krasnovodsk (now Turkmenbashi) to accommodate the arrival of large ships.

In 1899, two roads were built from Ursatevsk (now Hovost) station: to Tashkent and from the Fergana Valley to Andijan.

In 1899, the Caspian Railway was transferred to the Ministry of Transport and was renamed Central Asia, passing through the Syrdarya, Samarkand, Fergana, Caspian and Bukhara Khanates after joining the Samarkand-Andijan line. The total length of the railway is 2354 versts.

In the early stages of the exploitation process, its role was seen primarily in the political and military spheres, but gradually increased in the commercial sphere as well. From 1887 to 1900, freight turnover increased 7.3 times. Exports from Central Asia, such as cotton, dried fruit, silk, and astrakhan, have risen sharply. Instead, they began to export more fabrics, sugar, metals and other products from Russia. Under the influence of the opportunities opened up for export to the Russian market, there was an increase in production in Central Asian countries, certain types of industries began to develop, primarily the cotton ginning industry. The advent of the railway had a positive effect on Russia's trade with Afghanistan and Persia. If in 1896-1900 the Russian-Afghan trade turnover was 2.7 million rubles, in 1906-1910 it was 5.08 million rubles, and in 1911 it was 10.6 million rubles. The existence of the railway also influenced the development of the eastern regions of Persia and Persian-Russian trade.

The main flow of cargo passed through the port of Krasnovodsk and Ashgabat to the European regions of Russia, and through the fort of Alexandrovsk to Persia, and through the cities of Merv (now Marie), Kerki, Afghanistan to Afghanistan. Strategically, the railway provided access to the southern border via the Merv-Kushka line. By 1900, the main lines were completed: Krasnovodsk-Tashkent, Chernyaevo-Andijan (opened in 1899), Merv-Kushla (1900). The construction was carried out by military units in the difficult conditions of the Karakum Desert. The builders were the first in the world to prove that it is possible to build a railway in the conditions of arid desert and flying sand. The construction experience was then used in the construction and design of the railway in the Sahara.

Despite the constant increase in the length of the railway and its role in the life of the region, the road remained an "island" because the country was not connected to the railway system. In Krasnovodsk unloaded cargo and took it to ships. the need to switch would cause additional inconvenience and lead to an extension of their delivery times. Therefore, of course, the issue of building a new railway connecting Russia with the Central Asian region was raised many times.

Several such projects were put forward, but in 1900 the Orenburg-Tashkent route was chosen. Construction of the road began in 1901 on both sides. In January 1906, the railway was launched, opening a direct route for Central Asia to Central Russia.

By 1913, the rolling stock consisted of 531 locomotives, 7953 freight and 495 passenger cars. A depot was built on the railway, a railway workshop was built in Tashkent, and 25 educational institutions were opened. The total length of all railway lines is 2740 km. The technical equipment of the railway was low: the rolling stock was provided with low-power locomotives O, SH, N and two-axle wooden wagons with screw trailers and handbrakes; the road was paved with wooden sleepers and light rails based on sand; imperfect signaling and communication systems (jazz system and telegraph) were used; railway stations are underdeveloped. The Peregones carried trains of 2 to 12 pairs per day with a mass of no more than 600 tons, with a section speed of 13 km per hour.

During the Soviet era, the Central Asian railways connected the railways of the Uzbek SSR, the Turkmen SSR, the Tajik SSR, and partly the Kyrgyz SSR. The railway department was located in Tashkent.

Reconstruction work was carried out on the Central Asian temit roads in the 1920s and later.

Lines were built: Amudarya-Termez (1925), Termez-Jarqurghon and Fergana-Kizil-Kiya (1926), Andijan-Tentyoksay (1927), Jarqurghon-Dushanbe, Dushanbe-Yangi-Bazar, Asaka-Shahrikhan, Karasu-Osh, Jalal-Abad-Kok-Yongak (1928-1932), Konibodom-Shurob (1933), Uchkurgan-Tashkomir (1935).

During World War II, the railway connected Central Asia with the Caucasus and the center of the USSR. Measures have been taken to significantly increase its capacity, to produce unique materials and spare parts locally. In a short period of time, 9 foundry and 3 pole foundry shops were built on the Tashkent-Angren (1941-1945) and Amudarya-Dushanbe lines.

In the post-war years, new railway sections were built on the territory of present-day Uzbekistan: Salar-Barraj (1947), Charjou-Kungrad (1957), Navoi-Uchkuduk and Jizzakh-Syrdarya (now Mahnat) (1962), Keles. -Uzbekistan (1966), Barraj-Hojikent (1967), Superphosphate (now Maraqand) - Kashkadarya (1970), Termez-Kurgan-Tobe (1974), Naimankul-Nukus (1975), Nukus- Chimboy (1980).

Since 1963, there has been a ferry service connecting the Caucasus with the railway, which allows the delivery of goods without unloading from wagons.

Kungrad is an important railway line to Beineu (408 km), the commissioning of which in 1972 gave Central Asia access to the European part of the USSR. The experience of operating this line has shown its importance. In 1990, 1 billion tons of cargo and 1.3 million passengers were transported through this road. In 1982, a unified road-railway bridge across the Amu Darya River was launched in Termez district, which in turn helped to strengthen transport and economic ties with Afghanistan.

In 1931, on the Ashgabat-Dushak and Ashgabat-Bami sections of the Central Asian Railway, for the first time in the world experience, regular passenger and freight transportation by locomotive began. In 1974, the road became the first in the USSR railway network to be completely converted to locomotive traction.

In 1933, wagon service and wagon sections were established, in 1935, wagon repair points were built at Ashgabat, Charjou, Karshi, Termez, Hovost stations, and wagon depots were built at Kagan, Kokand, and Samarkand stations. Improvement of the technical base for the production and repair of wagons has begun. By the end of the 1980s, the railway had 16 wagon depots equipped with the necessary technical equipment, process equipment and machinery.

At Tukimachi, Andijan, Ashgabat stations there are repair and supply points for passenger cars, 16 points for preparation of semi-wagons and platforms, 13 points for complex preparation of closed and isothermal wagons, 5 points for washing and steaming and refrigeration. Point supply points have been set up. A refrigerated depot has been built at the Syrdarya station to repair refrigeration units. The railway had 18 main locomotive depots, which carried out all types of maintenance and overhaul of locomotives.

In almost all parts of the road, sand and gravel ballast have been replaced by sheben. Heavy-duty arrowheads, P50 and P65 heat-treated rails are installed along the entire length of the main road. The total length of sand protection structures was 2,660 km (more than 40% of all roads).

In 1971, the electrification of the suburban lines of the Tashkent railway junction began on a direct current basis, and since 1990, freight and passenger transportation is carried out on alternating current electric locomotives. The sections of Chenkeldi-Keles-Tashkent passenger-Hovost, Keles-Dalaguzor, Tashkent railway junction (Textile-Khamza-Tashkent-commodity) were electrified. 267 km of AC and 67 km of DC railways have been electrified. Electric locomotives VL60, VL80, electric trains ER9E were put into operation.

During the years of independence, Uzbekistan has done a lot to form new steel tracks (trunks). Navoi-Uchkuduk-Sultanuvaystog-Nukus railway was built in the Kyzylkum deserts, a joint railway-road bridge was built across the Amudarya, the Tashguzar-Baysun-Kumkurgan railway was built in difficult mountainous conditions. It was built with.

Significant attention is also paid to the modernization of the existing railway network. Thanks to the Asian Development Bank, two major investment projects have been implemented and roads on the Tashkent-Samarkand-Bukhara section have been rehabilitated, and more than 600 km of fiber-optic communication lines have been laid on the Keles-Bukhara section. Electrification of the Textile-Angren railway line has been completed. The construction of the new Yangiyer-Jizzakh and Yangiyer-Farhod railway lines has been completed.

The first high-speed passenger from Tashkent to Samarkand in Central Asia In 2008, Uzbekistan Railways and Talgo (Spain) signed an agreement on the purchase of two high-speed electric trains.

On October 8, 2011, the high-speed train Afrosiyob (manufactured by the Spanish company Talgo) was launched on the route Tashkent-Samarkand-Tashkent 161/162.

The new high-speed train will run between Tashkent and Samarkand, along with other electric trains operating on this route. The high-speed Afrosiyob train will cover 344 km in two hours and fifteen minutes. The maximum speed is 250 kilometers per hour.

"Afrosiyob" includes 2 locomotives and 9 comfortable cars:

2 VIP class wagons (11 seats in the wagon);

2 Business class (26 seats in the car);

4 economy class (36 seats in the car);

1 wagon-bistro

It gives the train a modern look, primarily due to its aerodynamic, optimized design for impact pressure waves and side winds. The electric train is 157 m long and 4 m high. All salons are equipped with soft, comfortable reclining seats and a built-in table, as well as a monitor for video viewing. All areas of the train are non-smoking areas.

All cabins of the wagons are equipped with hangers for clothes and a large cargo storage area, as well as traditional cargo racks. The car has the necessary facilities for people with disabilities, and the third car has special handrails with a button to call a railway employee to place a wheelchair. The fact that the floors are at the same height in the train area helps to carry wheelchairs.

Electrification of Uzbek railways on a direct basis began in 1971. One of the recent projects was the electrification of the Tokimachi-Angren railway section, which was completed in 2010. Due to the commissioning of this railway section, the length of electrified sections has reached 1601 km.

The aim of the project was to convert the existing diesel traction on this section to AC traction, which will complete the transition of all railway lines in the Tashkent region to modern technologies.

The aim of the project was to convert the existing diesel traction on this section to AC traction, which will complete the transition of all railway lines in the Tashkent region to modern technologies.

New technologies have been introduced throughout the site - SCADA remote control system, communication system, traction substations, microprocessor centralization system, electronic computing systems for bullets and telecommunications. The power supply system is designed to allow trains to travel at speeds of up to 160 km per hour.

During construction, 3 bridges with a total length of 265 m, 2258 electric towers, power substations, 6 buildings and structures for checkpoints equipped with modern equipment and control devices to ensure the safety of trains and centralized power supply posts was built.

At present, investment projects on electrification of the Marakand-Karshi, Karshi-Termez railway sections, construction of a new electrified Angren-Pop line have been implemented.

On June 22, 2016, the official opening ceremony of the Angren-Pop Electrified Railway and the Kamchik Tunnel, a major and promising project of Uzbek-Chinese cooperation, took place.

One of the most important aspects of the official opening of the Angren-Pop electrified railway and the Kamchik tunnel was the participation of the First President of the Republic of Uzbekistan Islam Karimov and the President of the People's Republic of China Xi Jinping. The whole world watched as the leaders of the two world-famous countries pressed a special button to turn on the semaphore that allows the Uzbekistan passenger train to pass through the Kamchik tunnel.

The purpose of the Angren-Pop electrified railway line is not only to create opportunities for rail and freight traffic between the Fergana Valley and other regions of the country, but also China - Central Asia - Europe. was intended to be the most important link of the new international transit railway corridor. A 19.2-kilometer tunnel has been built on the 123.1-kilometer section of the Angren-Pop railway passing through the Kamchik Pass. During these construction processes, Chinese experts were impressed by the potential of the Uzbek railways, and Uzbeks praised the Chinese skills. The great labor victory was achieved ahead of schedule due to the hard work and solidarity of both sides.

In 2017, President Shavkat Mirziyoyev visited China During his state visit to the Republic of China, he met with representatives of the Chinese business community. At the conference, the head of state thanked China Railway Tunnel Group for the successful construction of the Kamchik Pass of the Angren-Pop railway. The visit also resulted in fruitful agreements between Uzbekistan Railways and leading Chinese construction companies in many areas, including the development of transport and communication infrastructure.

Today, modern high-speed passenger trains run daily on the Tashkent-Andijan-Tashkent route. The Andijan-Bukhara-Andijan passenger train runs twice a week, and the Andijan-Urgench-Andijan and Andijan-Moscow-Andijan passenger trains run once a week. In addition, dozens of freight trains a day pass through the Angren-Pop electrified railway, delivering cargo to its destination.

In particular, the railway served more than 413,162 passengers and transported 7,395.6 thousand tons of cargo during the year. It also created 1,718 new jobs.

One of the most important issues is the implementation of a number of projects to modernize the company's locomotive fleet, passenger and freight cars. The enterprises of JSC "Uzbekistan Railways" have mastered the serial production of passenger and freight cars. These are, in particular, compartment wagons equipped with air-cooling devices, the most in-demand types of freight cars - closed, cisterns for oil products, semi-wagons and others.

In addition, great emphasis is placed on the localization of the production of spare parts, components and parts for railway infrastructure and rolling stock, and the development of import substitution.

railway station - a building or complex of buildings, structures and facilities at a railway station intended for passenger service, train traffic management and staffing; passenger platform (platform) - a platform at stations or stopping points for the convenient and safe passage of passengers to the carriages, their access to and departure from the carriages.

Passengers will be admitted to the railway station after inspection.

Passengers are free to use handcarts to carry luggage and luggage at the railway station.

Railroad crossings are allowed only in designated and equipped areas (pedestrian crossings, pedestrian bridges or underpasses).

Wheelchair users are required to cross the railway only on footpaths and, of course, with an observer.

Restrictions in the area of ​​the railway station access under the passenger platform and rolling stock, passage between wagons; crossing unmarked railway crossings;

put things on the rails; crossing the boundary lines at the edge of the passenger platform; running next to moving trains; play a variety of action games; neglect of children (for persons with children); approaching wagons until railway transport is completely stopped; boarding and (or) getting off the train while the train is running; heading out of wagon windows and drum doors; jumping from a passenger platform to the rail; damage, contamination, obstruction, removal, installation independently of objects containing signs, indicators or other sources of information; damage to railway transport infrastructure, including railway rolling stock; leaning on a standing car, climbing on the roof of a rolling stock;

suspend automatic opening and closing of car doors; obstruction of the movement of railway rolling stock; standing on stairs and walkways; access to poles and special structures of connecting networks and overhead lines and artificial devices;

touching wires passing through poles and special constructions of connecting networks and power transmission lines; smoking in places not intended for smoking; intoxication with alcohol, toxic and narcotics in railway passenger transport; damage to planted protective trees, snow barriers and other road objects, signaling devices and communication facilities; violation of sanitary legislation, sanitary norms, rules and regulations of hygiene; dumping rubbish and other items from train cars; violation of fire safety rules, public order rules and regulations in the controlled zone; carrying items and items that could injure citizens without proper packaging or sheathing.

Obligations of passengers and other persons while on the railway and passenger platforms to inform the railway station and authorized staff about the existing obstacles and other suspicious objects on the railway, as well as foreign and (or) forgotten objects in the territory of the railway station; travel a distance that is not affected by the air flow generated by the approaching rolling stock; to signal in any way possible in the event of an emergency stop of the railway rolling stock; holding or lifting children by the hand when climbing on the platform, entering and exiting the car (for children); wagons should only be accessed and / or disembarked by the passenger platform (at specially designated and adapted locations at railway stations) only when the train has come to a complete stop, without disturbing other citizens.

Conditions for people in the area of ​​the railway station

information services; favorable conditions for passengers and official delegations;

long-term rest rooms; maternity and children's rooms; waiting rooms; eating conditions; information system in case of disruptions in the movement of railway passengers due to the fault of the railway and other emergencies;

carrier services; cargo storage rooms; control system for compliance with the established norms of baggage and hand luggage transportation; safe routes for passengers to board trains; conditions for boarding (disembarking); service centers; imk safe and comfortable conditions for disabled passengers, organized groups, including children's groups, military teams to get on and off the wagons and stay at the railway station; passenger protection.