History of Uzbekistan Railways

History of Uzbekistan Railways

The need to build a railway from Orenburg to Tashkent was noted 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 - 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 checkpoints 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 of cotton, dried fruits, silk and astrakhan from Central Asia have risen sharply. In turn, Russia began to export more textiles, sugar, metals and other products. 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 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 Alexandrovsk Fort to Persia, and through the cities of Merv (now Mari), Kerki, and 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 (the movement was 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 confirm the possibility of building 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. the need to switch would create additional inconveniences and lead to longer delivery times. Therefore, of course, the issue of building a new railway connecting Russia with the Central Asian region has been 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, 7,953 freight cars and 495 passenger cars. A railway depot was built, 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 ferries carried from 2 to 12 pairs of trains 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 Uzbek SSR, the Turkmen SSR, the Tajik SSR, and partly the Kyrgyz SSR. The railway department was located in Tashkent.

In the 1920s and later, the Central Asian temit roads were reconstructed. New lines were built: Amudarya-Termez (1925), Termez-Dzharkurgan and Fergana-Kyzyl-Kiya ( 1926), Andijan-Tentyoksay (1927), Jarqurghon-Dushanbe, Dushanbe-Yangi-Bazar, Asaka-Shahrikhan, Qorasu-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, and to produce unique materials and spare parts locally. In a short period of time, 9 foundries and 3 poles 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 modern 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 cargo to be delivered without unloading from wagons.

Kungrad Beyneu (408 km) is an important railway line, 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 route. In 1982, a unified road-railway bridge across the Amudarya River was launched in Termez district, which in turn helped to strengthen transport and economic ties with Afghanistan.

In 1931, the Ashgabat-Dushak and Ashgabat-Bami sections of the Central Asian Railway began regular passenger and freight transportation by locomotives for the first time in the world. 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 Kogan, 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.

Repair and maintenance points for passenger cars at Tukimachi, Andijan, Ashgabat stations, 16 points for preparation of semi-cars and platforms, 13 points for complex preparation of closed and isothermal cars, 5 washing and steaming stations and refrigerators. Point supply points have been set up. A refrigerated depot has been built at the Syrdarya station to repair refrigeration units.There were 18 main locomotive depots on the railway, which carried out all types of maintenance and repair 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 Chenkeldi-Keles-Tashkent passenger-Hovost, Keles-Dalaguzor, Tashkent railway junction (Tokimacho-Khamza-Tashkent-commodity) sections have been electrified. 267 km of AC and 67 km of DC railways have been electrified. VL60, VL80 electric locomotives, ER9E electric trains were put into operation.

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

Significant attention is also paid to the modernization of the existing railway network. With the funds of 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 has been completed. The construction of the new Yangiyer-Jizzakh and Yangiyer-Farhod railway lines has been completed.

In order to organize the first high-speed passenger traffic from Tashkent to Samarkand in Central Asia, in 2008 between JSC "Uzbekistan Railways" and the company "Talgo" (Spain) purchased 2 high-speed electric trains. The agreement was signed.

On October 8, 2011 the high-speed train "Afrosiyob" (Spanish company Talgo) was launched with the message Tashkent-Samarkand-Tashkent 161/162.

The new high-speed train will run between Tashkent and Samarkand, along with other electric trains operating on the route. The Afrosiyob high-speed train will cover 344 km in two hours and 15 minutes. The maximum speed is 250 kilometers per hour.

Afrosiyob consists of 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 because of 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 watching videos. All areas of the train are non-smoking areas.

All cabins of the wagons are equipped with hangers for clothes and a large luggage 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 worker to place a wheelchair. The fact that the floors are at the same height in the train area helps to transport wheelchairs.

DC electrification of Uzbek railways began in 1971. One of the latest projects was the electrification of the Tokimachi-Angren railway section, which was completed in 2010. Due to the commissioning of this section of the railway, the length of electrified sections has reached 1601 km.The aim of the project was to convert the existing diesel traction on the 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 the 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, bullet and telecommunication electronic computing systems. 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 have been implemented to electrify the Marakand-Karshi and Karshi-Termez railway sections, and to build a new electrified Angren-Pop line.

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 states 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. The most important link of the new international transit railway corridor was to be built. . During these construction processes, Chinese specialists admired the potential of Uzbek railways, and Uzbeks praised the skills of the Chinese. The great labor victory was achieved ahead of schedule due to the hard work and solidarity of both sides.

In 2017, during his state visit to the People's Republic of China, President Shavkat Mirziyoyev met with representatives of the Chinese business community. At the conference, the President thanked China Railway Tunnel Group for the successful construction of the Angren-Pop Whip Pass. 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, 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 a year and transported 7,395.6 thousand tons of cargo. It also created 1,718 new jobs.

One of the most important issues is the implementation of a number of projects to upgrade 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-trailers 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.

On November 7, 1994 on the basis of the Decree of the President of the Republic of Uzbekistan No. PF-982 road company was established.

In accordance with the State Program of Railway Transport Reform of the Cabinet of Ministers established by the President of the Republic of Uzbekistan in 2001, the State Unitary Enterprise "Uzbekistan Railways" is a 100% state-owned open joint stock company. converted.

The main tasks of the industry are the modernization of the single railway transport network and infrastructure development, modernization of existing railway equipment and the creation of its own repair base, the search for alternative transport corridors to enter the world market, transit attracting cargo and other additional volumes, etc. defined.

This means not privatizing the infrastructure, the Single Dispatch Center, the locomotive industry, cargo handling units and rescue and recovery units. At the same time, enterprises engaged in the transportation of goods and passengers, providing freight forwarding and service to passengers and shippers, various service companies, etc. are organized in different organizational and legal forms. and operate on a competitive basis.

In order to ensure the implementation of the Resolution of the President of the Republic of Uzbekistan No. PP-4720 dated April 24, 2015 and at the general meeting of the Company Council and the Sole Shareholder on April 3, 2015, the State Joint Stock Railway Company "Uzbekistan Railways" Transferred to Uzbekistan Railways JSC.

Currently, JSC "Uzbekistan Railways" is a vertically integrated company due to the presence on its balance sheet of infrastructure and rolling stock (freight cars and locomotives).

The company consists of 6 Regional Railway Hubs with the right of legal entity. These include stations, road distances, signaling and communication, power supply, locomotive and wagon depots, and technical and commercial inspection points for wagons.

In the process of reform in 2002, a number of enterprises were transformed into Open Joint Stock Companies: Uztemiryolkonteyner OJSC for container transportation, Yolreftrans OJSC for the transportation of perishable goods in refrigerated compartments, international, JSC "Uztemiryolovchi" for local and suburban passenger transportation, JSC "Uztemirvagon" for the repair of freight cars, for the construction and repair of passenger cars " TashVQTZ ”OJSC.

The reforms have led to improved management, the introduction of corporate governance, an increase in the volume of services provided, an increase in their quality, an attraction of investment, an increase in net income and a certain increase in fixed capital investment.

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

We also attach great importance to the modernization of the existing railway network. With the funds of 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 has been completed. The construction of the new Yangiyer-Jizzakh and Yangiyer-Farhod railway lines has been completed.The company is implementing a number of projects to upgrade locomotive fleets, 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.

Appropriate licenses and certificates have been obtained for the production of freight and passenger wagons, the wagons meet the standards and requirements of the 1520 mm rail spacing, and a quality management system ISO 9001-2000 has been introduced in industrial enterprises. Currently, the wagons run on the railways of the CIS countries.

There is no doubt that electric traction on railways is more reliable and efficient than locomotive traction. In general, electric locomotives are simpler, easier to operate, and less polluting, which is an important factor, especially in urban settings.

DC electrification of Uzbek railways began in 1971. One of the latest projects of JSC "Uzbekistan Railways" at the expense of foreign investments and own funds was the electrification of the Tukimachi railway section. length reached 1601 km.

The aim of the project was to convert the existing diesel traction on the 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, bullet and telecommunication electronic computing systems. 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.

The implementation of this project has led to a 1.8-fold reduction in operating costs, improving the environmental situation in the region and solving the employment problem by creating 50 additional jobs. The new electrified section has increased the capacity of the railways, reduced freight and passenger delivery times, and reduced diesel fuel costs.

At present, investment projects have been implemented to electrify the Marakand-Karshi and Karshi-Termez railway sections, and to build a new electrified Angren-Pop line.

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 states 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. The new 123.1-kilometer Angren-Pop railway will be the most important link in the new international transit railway corridor.a 19.2-kilometer tunnel was built in the previous section. During these construction processes, Chinese specialists admired the potential of Uzbek railways, and Uzbeks praised the skills of the Chinese. The great labor victory was achieved ahead of schedule due to the hard work and solidarity of both sides.

In 2017, during his state visit to the People's Republic of China, President Shavkat Mirziyoyev met with representatives of the Chinese business community. At the conference, the President thanked China Railway Tunnel Group for the successful construction of the Angren-Pop Whip Pass. 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, 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 a year and transported 7,395.6 thousand tons of cargo. It also created 1,718 new jobs.

In order to improve passenger transportation by rail, JSC "Uzbekistan Railways" has completed the implementation of the investment project "Renovation of the passenger locomotive fleet" with the support of the government. As a result of this project, the locomotive fleet has increased by 15 passenger electric locomotives.

The project has reduced passenger travel time by increasing train speeds from 100 km / h to 160 km / h and has provided an advantage over other modes of transport. The use of asynchronous motors (ASD) in electric locomotives has led to a 22% reduction in electricity consumption for trains.

In addition, the application of recuperative braking ensures that the saved electricity is returned to the traction network, which leads to a reduction in the cost of electricity used to tow trains.

The high operational characteristics of the new electric locomotives in terms of overall road maintenance between repairs reduce the maintenance costs of electric locomotives in practice by half due to the low consumption of oil and other fuel components.

The new Tashguzar-Baysun-Kumkurgan railway is the first to be built in a mountainous area. It crosses a mountain at an altitude of 1,800 m, which serves as a natural border of Kashkadarya and Surkhandarya regions. The length of roads on slopes of 10-18.5% is about 64 km, on slopes of 5-10 ‰ about 35 km. 37 bridges, galleries and tunnels have been built on the new railway line.

The bridge construction zones are characterized by the Gissar mountain ranges with strong relief relief. Near the Akravat Pass, the route passes through the Chashmaihafizan, Akravat, Shurab, Sherabad river valleys. The mountain slopes are mainly 1.3-1 steep, the river valleys - steep changes of high peaks and very steep slopes - 18.5 ‰.

It should be noted that the construction of long metal bridges was the first in the country. The experience of metal production and installation in our country has previously been associated with only one example, and it is a bridge over the Amudarya.The construction of metal bridges on the new lines has been mastered using the technology of Japanese companies with sufficient experience to control quality control and construction schedule.

The launch of the new Tashguzar-Boysun-Kumkurgan railway will help to develop various industries, transport services in Kashkadarya and Surkhandarya regions, strengthen the sovereignty and independence of the Republic, increase efficiency in all sectors of the economy and significantly improve the overall scheme of transport and economic relations. 'creates favorable conditions for change.

An important result of the construction of the new railway line is that the project is fully implemented by enterprises of the Republic of Uzbekistan. Managers of different levels, designers, engineers, builders, assemblers, workers of different specialties, drivers, mechanics and other skilled workers involved in railway construction - Gained invaluable experience in the field of installation work.

The builders acquired work skills with modern technologies and methods, they mastered working with different equipment. This will be an important contribution to the further development of railway infrastructure, as this experience gained in the construction of a new railway line Hayraton-Mazar-e-Sharif in Afghanistan has benefited the experts.

In June 2003, the presidents of Afghanistan, Iran and Uzbekistan signed an agreement on the establishment of the Trans-Afghan Transport Corridor. This problem can be solved by building new railways on the route Hairatan-Mazar-e-Sharif-Herat-Kandahar, which will connect major cities in Afghanistan and provide access to highways in Uzbekistan and Iran. In the future, the Mazar-e-Sharif-Kabul railway to Pakistan could be built, which will connect Afghanistan with three major regions through Uzbekistan, Turkmenistan, Kazakhstan, Russia in the north, Pakistan and India in the east, and the west. Eron.

Uzbekistan Railways and the Government of the Islamic Republic of Afghanistan have signed an agreement on the construction of the Hayraton-Mazar-i-Sharif railway. The official start of construction was given on January 22, 2010, and on November 4, 2010 the railway was handed over to the customer. This is the first project of JSC "Uzbekistan Railways" in the construction of the railway line outside the Republic of Uzbekistan. The project includes the construction of a new single-track railway line between Hayraton railway station and Mazar-i-Sharif on the Uzbek-Afghan border, modernization of the station in Hairaton, a separate road near Mazar-e-Sharif airport. ezd) construction and construction of a new cargo yard.

The length of the line is 75 km, the top layer of the road is 105 km, including 20 km of station roads. In the non-irrigated zone, the route passes through the plains at a maximum slope of 9 ‰, 5 stations and 34 man-made structures have been built.

The new Hayraton-Mazar-e-Sharif railway line will provide rail services to Afghanistan’s most developed and densely populated northern provinces and contribute to the development of agriculture, industry, natural gas and hydropower in the region. The railway will provide low-cost freight traffic between the northern provinces of Afghanistan and Uzbekistan, as well as with other countries in the region. provides location.The construction of this section of the railway is the first stage in the creation of the Trans-Afghan Corridor, which will pass through Shibergan, Anhoy, Maimana and Herat in the future, and then to Afghanistan and Uzbekistan Bandar Abbas and Chahbahar (Iran), Karachi ( Pakistan) ports. The organization of direct rail traffic through this corridor will allow the transportation of goods from Southeast Asia to Europe by a shorter route than the Far East railway corridors.

Increasing the speed of trains was one of the main tasks of railway transport. In the context of globalization and the development of high technologies, rail transport is becoming increasingly important in international and domestic transport links.

Further development and improvement of the economy in modern conditions is unimaginable without the help of well-organized transport. The labor activity of industrial enterprises, construction and agriculture, the mood of the people and their labor efficiency depend in many respects on its accuracy and reliability.

Passenger transportation is an important part of the railway business. The Government of the Republic of Uzbekistan and JSC "Uzbekistan Railways" pay great attention to improving the level of customer service and the development of passenger transport.

In the complex transport system of Uzbekistan, passenger rail transport plays a leading role in providing services to the population. The technological process of passenger transport is inextricably linked with the provision of public services to the population. This always requires maintaining a balance between the transport needs of the population and the availability of vehicles.

The Government of the Republic of Uzbekistan pays special attention to the creation of favorable conditions for the introduction of new technologies in the field of passenger transport, the development of railway infrastructure. a proposal was made to establish.

In July 2009, Uzbekistan Railways and Talgo signed an agreement on cooperation in the railway sector.

On the basis of this Memorandum, the parties agreed to cooperate in projects and joint research on the organization of high-speed rail passenger transport in the Republic of Uzbekistan, as well as the purchase of high-speed passenger train "Talgo". The new high-speed train is named after Afrosiyob, an ancient city in the Samarkand region.

On October 8, 2011 the high-speed train "Afrosiyob" (Spanish company Talgo) was launched with the message Tashkent-Samarkand-Tashkent 161/162.

The new high-speed train will run between Tashkent and Samarkand, along with other electric trains operating on the route. The Afrosiyob high-speed train will cover 344 km in two hours and 15 minutes. The maximum speed is 250 kilometers per hour.

Afrosiyob consists of 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 because of 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 watching videos. All areas of the train are non-smoking areas.

All cabins of the wagons are equipped with hangers for clothes and a large luggage 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 worker to place a wheelchair.The fact that the floors are at the same height in the train area helps to transport wheelchairs.