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The South Ural railway is one of the largest in Russia. Today, as at the dawn of its history, it is of great importance for industry and passenger transportation.

Facts about SUR

South Uralskaya has a total length of about 8 thousand km, of which the operational length is 4545 km. Its routes pass through the territory of two countries: Russia (through the lands of Chelyabinsk, Orenburg, Samara, Kurgan, Saratov, Sverdlovsk regions, Bashkortostan) and Kazakhstan.

In 2003, the branch of the South Ural Railway became a branch of Russian Railways. Back in 1971, the highway was awarded the Order of the October Revolution.

Key stations of the Southern Urals Railways: Chelyabinsk-Glavny, Magnitogorsk, Kurgan, Orenburg, Troitsk, Orsk, Berdyaush, Orenburg, Kartaly, Petropavlovsk. are located in Buzuluk, Kurgan, Verkhny Ufaley, Zlatoust, Troitsk, Kartaly, Orsk, Orenburg, Chelyabinsk and Petropavlovsk, multi-unit cars - in Chelyabinsk, Kurgan, Sakmarskaya oblast.

More than half of the railway is electrified, electrical interlocking devices are installed at 85% of the points. Also all over Railway equipped with systems of power supply, power supply, automation, telemechanics, telesupply.

In the north, the South Ural railway connects with the similar Sverdlovskaya railway, in the east - with the West Siberian railway, in the west - with the Kuibyshevskaya railway, in the southwest - with the Privolzhskaya railway, in the south - with the railways of Kazakhstan.

Statistics

South Ural Railway in figures:

Number of employees (for 2016): 40,951 people.
Passengers carried (2016): suburban routes - 6.7 million, intercity - 6.8 million people.
Freight transported (2016): 295.4 million tons
The total area of the serviced railway track is more than 400 thousand m 2.
72 stations with 169 shunting locomotives, of which 14 work on electric traction, the rest - on heat.
219 stations have an auto control system.
The South Ural Railway has 247 track development points. Of these, 173 are intermediate, 34 are cargo, 21 are traveling, track posts, 13 are precinct, 5 are sorting and 1 passenger.
According to the class, 247 stations of the South Ural Railways are subdivided into: 9 out-of-class, 10 first class, 18 - second, 34 - third, 63 - fourth, 92 - fifth, 21 - without class.
On the entire polygon of the highway, there are 20 track distances, 12 - power supply, 10 - centralization, blocking and signaling, and there are also ISSO PChs (distance engineering structures), DICDM (diagnostics and monitoring of infrastructure devices).
12 11 of them are mechanized.
The railway has 4 carriage depots and 6 locomotive depots.

The following elements are also related to SUR:

Chelyabinsk Institute of Railways.
DMK training center.
Two technical schools railway transport.
Three children's railways (Chelyabinsk, Kurgan, Orenburg).
Medical and recreational recreation centers.
A number of foster schools.
Museum of the History of the South Ural Railways (Chelyabinsk, Tsvillinga, 63) and the open-air museum of railway equipment.

Industry and South Ural Railways

SUT stands out not only for its location at the intersection of Europe and Asia, but also for its industrial orientation. 65% of the trains passing here are commercial. In 2015, the turnover of goods was equal to 163.8 billion ton-kilometers.

Each of the regions through which the South Ural Railway passes has a different character of cargo:

Kurgan region - metal structures, industrial raw materials, equipment, flour.

Construction cargo, chemicals, petroleum products, non-ferrous ore, refractories, ferrous metals.

- ferrous metallurgy products (the overwhelming number of cargoes from the Magnitogorsk Iron and Steel Works), refractories, industrial raw materials, construction cargo, food, incl. flour.

Department of the South Ural Railway

The main managing building is located in Chelyabinsk, at Revolution Square, 3.

The guidelines are presented to date by the following individuals:

Popov Viktor Alekseevich - Head of the South Ural Railway.
Sergeevich - first deputy.
Selmenskikh Alexander Viktorovich - 1st deputy. on finance, economics, administrative coordination.
Khramtsov Anatoly Mikhailovich - chief engineer.
Smirnov Anatoly Vasilievich - chief auditor for the safety of movement of trains.
Zharov Sergey Ivanovich - deputy. on social issues and personnel.
Dyachenko Mikhail Evgenievich - deputy. for safety.
Antonov Sergey Pavlovich - deputy. on interaction with power structures.

The beginning of the history of the railway

The history of the South Ural railway is closely connected with the construction of the Great Siberian Railway. The work was carried out at an enviable pace:

1888 - the Moscow-Ufa train was launched.
1890 - the direction Ufa-Zlatoust was opened.
1892 - the arrival of the first train to Chelyabinsk.
1893 - the Chelyabinsk-Kurgan route was opened.

After the opening of the Kurgan-Omsk section in 1896, the Transsib began to function at full capacity. There were 29 steam locomotives and over a thousand covered wagons and platforms. Freight turnover exceeded the expectations of the tsarist government, which made it necessary to lay a second line of routes. So, in 1914 it was equal to 5.4 million tons. However, the flight Chelyabinsk-Tomsk at that time lasted a whole month.

In the first world war the highway was completely abandoned.

A new page in the history of South Ural Railways

The revival began in 1917 after the expulsion of Kolchak by the Red Army. It was carried out at an amazingly fast pace. The Ural workers not only quickly restored the mobile track, but also provided assistance to other roads.

In 1920, the first steam locomotive "Kommunar" was repaired, which in 4 days brought a train with bread to Moscow (earlier the journey took up to 12 days).

In 1934, the modern section of the South Ural Railways was formed. Later, additional lines were completed, second tracks, part of the highway was equipped with automatic blocking. Powerful steam locomotives SO, IS, FD arrived at the site. The reconstruction, which took place in 1940, increased the turnover of goods by 2.4 times.

During the war years, the workers of the South Ural Railroad helped the front by building armored trains, ambulances, and bath cars. After the Victory, the electrification of the road began, diesel traction was introduced on a number of sections, and new branch lines were completed.

SUR, which has more than a century of history, is today an important section of Russian Railways both for the transport of passengers and for the carriage of goods, because it passes through the territory of the industrial donor regions of our country.

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

V late XIX v. Chelyabinsk was connected with Ufa and Samara only by a horse-drawn road, along which mail, cargo, passengers were transported through the Ural ridge and were escorted by political exiles to Siberia. There was also a river route along Ufa and Belaya.

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

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

Permanent traffic on the Batraki - Orenburg line with a length of 507.3 versts was opened on January 1, 1877.

They began to talk about the construction of a road from the Volga to the South Urals back in the late 70s. Large industrialists and merchants of the Urals were interested in the untapped riches of Siberia and new markets for raw materials, which were located in the East. But numerous railroad projects for a long time remained unclaimed. The Tobolsk governor declared in this regard: "The Tobolsk province and its neighbors would rather suffer than benefit from the railway; monitoring the maintenance of order in the region will become impossible and the supervision of political exiles will become difficult, due to the facilitation of their escape."

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

In 1885, the construction of the South Ural road began at the expense of the treasury. The construction was supervised by a railway engineer K. Ya. Mikhailovsky, his assistants were P. S. Zhukov and P. S. Mukhlinsky.

Excavation work was not easy - builders used explosives to make excavations in rocky soils. Everything was done by hand - with a pick and a spade. Only stretchers and, where possible, horse-drawn carts were used to move the soil during the construction of embankments, as well as to remove stony blocks from the excavations.

The region was rich in turbulent, fast rivers and mountain streams, so stone retaining walls were built to protect the railroad tracks. In some cases, it was necessary to divert the Ural rivers by arranging a new channel for them. So the rivers Sim, Ai, Yuryuzan and Big Berdyaush were assigned. When constructing the channel of the latter, the builders punched a hole in the rock with a depth of more than 20 meters and a length of over 300 meters.

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

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

The highway was built in record time. On September 8, 1888, train traffic from Samara to Ufa was opened, on September 8, 1890 - to Zlatoust, and on October 25, the first train came to Chelyabinsk. The road became known as Samara-Zlatoustovskaya. The route crossed the Ural ridge and went to Western Siberia, connecting it by rail with Moscow and St. Petersburg.

After examining the railway, the government commission of the Ministry of Railways noted that numerous technical difficulties were resolved with talent and high professionalism. Unlike the main lines of the Transsib, built on lightweight technical specifications, the Ufa - Chelyabinsk section was executed technically flawlessly, without allowances for the difficulties of mountainous terrain and the speed of work. On October 22, 1892, permanent traffic was opened on the Zlatoust - Chelyabinsk section of 150 versts.

On January 1, 1893, the Orenburg road was attached to the Samara-Zlatoust road, and the road became known as the Samara-Zlatoust road with the Orenburg branch. Thus, the length of the road was 1,410 versts, its western border was the Batraki station, and the eastern border was the cities of Chelyabinsk and Orenburg.

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

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

For the delivery of grain and agricultural products from the Troitsk and Kustanai districts in 1913, the private railway Poletaevo - Troitsk - Kustanai was built.

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

The South Ural railway was formed in 1934 by splitting the Perm railway and merging a number of lines passing through the South Urals.

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

During the Great Patriotic War, a large number of industrial enterprises... The number of transports exceeded the volume of the pre-war years many times.

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

South Ural Railway

Full name Branch of JSC "Russian Railways" - South Ural Railway Abbreviated name SUZD Date of formation December 13, 1933 Track gauge 1520 mm Operational length 4545.2 km States of Russia Adjacent roads Sverdlovsk
West Siberian
Privolszhkaya
Kuibyshevskaya Subordination of JSC Russian Railways Headquarters Chelyabinsk Head Viktor Popov Website (s) http://yuzd.rzd.ru Awards

South Ural Railway(South Ural Railways) - one of the branches of Russian Railways, a railway running through the territory of the Orenburg, Chelyabinsk, Kurgan and parts of the Sverdlovsk region, Bashkortostan and Kazakhstan. The road administration is located in Chelyabinsk.

Story

Development of a stone excavation on the Samara-Zlatoust railway. 1888 year

Zlatoust is the terminal point on the Ufa - Zlatoust railway section. 1890s

The South Ural Railway - the initial link of the Great Trans-Siberian Railway - has passed a long way of formation. The beginning of the construction of railways in the South Urals is inextricably linked with the need to develop the wealth of the Urals and Siberia and the need to create new sales markets. For 20 years, a special commission under the Ministry of Railways has been considering various railway projects that would connect the European part of Russia with the Urals, Siberia and The Far East... In 1891, it was decided to build the Great Siberian Route in the direction of Miass - Chelyabinsk - Omsk - Novonikolaevsk (now Novosibirsk - Krasnoyarsk - Irkutsk - Chita - Rukhlovo - Khabarovsk - Vladivostok. Work was carried out at a rapid pace. In 1888, traffic from Moscow to Ufa, September 8, 1890 - to Zlatoust, and on October 25, 1892, the first train arrived in Chelyabinsk.

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

After the completion of the construction of the Samara-Zlatoust railway in the summer of 1892, the construction of a line to Western Siberia from Chelyabinsk to the Ob began. On October 4, 1893, the first train arrived from Chelyabinsk to Kurgan. Then - the construction of a bridge across the Tobol River and a steel track from Kurgan to Omsk. On the Chelyabinsk - Omsk line, there were 29 three-axle steam locomotives and 1010 two-axle covered wagons and platforms with a carrying capacity of 12-15 tons. The carriages were equipped with hand brakes and wooden brake pads were used until 1903. The flight from Chelyabinsk to Omsk took a month.

So train traffic was opened on the first section of the Siberian railway with a length of 746 versts, and in October 1896 trains went in all directions from Chelyabinsk to Ob. After the completion of the construction of the line to Yekaterinburg in Chelyabinsk in 1895, three roads were connected: Ural (later Perm), Samara-Zlatoust and Siberian. Despite the low tariffs for transportation, the Trans-Siberian Railway turned out to be highly profitable. Suffice it to say that only the first section - the Samara-Zlatoust road - since 1893, yielded a profit of about 0.5 million rubles. in year. From 1893 to 1903, passenger traffic increased 2.25 times, and incomes - 3 times, the amount of goods transported at high speed - 11 times, and at low speed - 2.25 times.

When designing the railway, the tsarist government did not count on a large cargo turnover. Immediately after the launch, it turned out that it was necessary to transport 3 times more cargo. All this led to the need to strengthen the existing lines by replacing the rails with heavier ones, wooden bridges with metal ones, as well as laying second tracks, which began already in 1896 and was subsequently carried out continuously. Thanks to this, the transportation of goods in 1914 on the Samara-Zlatoust road reached 5.9 million tons, and on the Siberian road - 5.4 million tons per year.

During the First World War, the Trans-Siberian Railway also fell into a state of complete neglect. After the revolution of 1917 and the expulsion of Kolchak from the South Urals, a difficult time came for the railway workers to restore the transport economy. As on the war fronts, the workers of the railway junctions displayed massive labor heroism. V as soon as possible in the course of mass subbotniks, they restored not only the rolling stock and the track in the South Urals, but also provided assistance to other roads. Workers of the Chelyabinsk steam locomotive depot restored and sent 8 steam locomotives with crews to Petrograd and Tikhvin. At the same time, the same team equipped the Krasny Sibiryak armored train for the front, which took part in the battles for the liberation of Kurgan and other stations from the White Guards.

On April 4, 1920, workers at the mid-repair steam locomotive depot at Chelyabinsk station solemnly celebrated the release of the Kommunar steam locomotive from repair as their first victory in the fight against devastation in railway transport (now this steam locomotive is installed on a pedestal near the Palace of Culture of railway workers in Chelyabinsk). The best train drivers of the depot in 4 days led a train with bread to the capital and were received by Lenin. At that time, trains from Chelyabinsk to Moscow usually took 12 days. The labor feat of the South Urals formed the basis for organizing high-speed routes with bread from Siberia.

The state policy of unbundling a number of railways, pursued in order to effectively and competently manage Soviet highways, and the corresponding resolution of the Council of People's Commissars dated December 13, 1933, allocated a 1000-kilometer section of the Transsib to the South Ural railway with control in Chelyabinsk.

At that time, 17 freight and 5 passenger trains were sent from Chelyabinsk station per day. The main type of locomotives were locomotives of various series, and only 38-40% of them were new, powerful for that time steam locomotives of the E, EU, EM series in freight traffic, S, SU - in passenger traffic... Railroad and telegraph communication was used to restrain the movement of trains, and only on the main line from Kropachevo to Chelyabinsk was there a semi-automatic blockage.

In the pre-war years, the South Ural railway received second routes from Chelyabinsk to Makushino, automatic blocking was introduced on the entire main route from Kropachevo to Makushino, more than 900 km of new lines were put into operation, repair and operation of powerful steam locomotives of the FD and IS series were mastered. The track length at the stations was increased to 850 meters. In 1940, the first land harvester of the inventor of the road, Viktor Balashenko, appeared.

Significant technical equipment The South Ural road received in the post-war period. The main course was taken on the electrification of sections and the transfer of the remaining sections from steam traction to the locomotive. In 1949, the Zlatoust - Kropachevo section was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the Chelyabinsk - Kurgan section. In 1961, after the Petropavlovsk branch was connected to the road, the last closing section of Makushino - Isilkul, 272 km long, was electrified. The reconstruction of the road economy, carried out over the years of the post-war five-year plans, in combination with the introduction of a complex of organizational and technical measures, made it possible to increase the volume of traffic from year to year.

Statistics

Today the operational length of the South Ural Railways is 4562 km, the extended length is over 7500 km. It passes through the territory of Chelyabinsk, Kurgan, Orenburg, partly Samara, Saratov, Sverdlovsk, Omsk regions, the Republic of Bashkortostan and Northern Kazakhstan.

Large industrial centers are located on the main line: Chelyabinsk, Magnitogorsk, Miass, Zlatoust, Orenburg, Orsk, Novotroitsk, Mednogorsk, Kurgan, in which enterprises of machine-building, metallurgical, mining, petrochemical, and construction complexes are concentrated.

with track development on the road 237. Of this number of out-of-class stations - 8, first class - 12, second - 18, third - 32, fourth - 59 and fifth - 108. By the nature of the work, the stations are subdivided into:

More than half of the length of the highway is electrified, the same is the length of double-track lines, almost 70% of the points are equipped with electrical interlocking devices. The road is equipped modern equipment electrical and power supply, telecontrol systems, automation and telemechanics. The staff of the road is over 40 thousand people.

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

The first section of the railway in the South Urals was opened on January 1, 1877 during the construction of the Samara-Zlatoust railway.

The main sections of the Samara-Zlatoust railway were built in 1876-1914, the first of which was the Orenburg - Kinel section. A test train to the Orenburg railway station from Samara approached on October 22, 1876. On January 1, 1877, the movement of mail, passenger and freight trains was opened on the line from Batraki station (common with the Morshansko-Syzran railway) to Orenburg, where by that time a locomotive depot and a station were built.

The opening of the Orenburg railway contributed to the development of trade between Russia and Central Asia. In 1877, 2 post-passenger and 2 goods-passenger trains ran on the Orenburg road.

Further construction of the Samara-Zlatoust highway took place on the Kinel - Ufa - Zlatoust - Chelyabinsk section. The traffic to Ufa was opened on September 8, 1888 (the Samara-Ufa railway was put into operation). On September 8, 1890, the Ufa - Zlatoust line was connected to the road. From that time on, the road became known as Samara-Zlatoustovskaya.

In 1892, the Zlatoust - Chelyabinsk section, which was put into operation on October 22, was added to the road. After the completion of the construction of the Samara-Zlatoust railway in the summer of 1892, the construction of a line to Western Siberia from Chelyabinsk to the Ob began.

On October 25, 1892, the first freight-passenger train from Moscow arrived at the Chelyabinsk station. On January 1, 1893, the Orenburg railway was connected to the Samara-Zlatoust railway. The road management was transferred from Samara to Chelyabinsk. The Samara-Zlatoust railway became the main section of the future Trans-Siberian Railway.

First effect

Thus, train traffic was opened on the first section of the Siberian railway with a length of 746 versts, and in October 1896 trains went all the way from Chelyabinsk to the Ob. After the completion of the construction of the line to Yekaterinburg in Chelyabinsk in 1895, three roads were connected: Ural (later Perm), Samara-Zlatoust and Siberian. Despite the low tariffs for transportation, the Trans-Siberian Railway turned out to be highly profitable. Suffice it to say that only the first section - the Samara-Zlatoust road - since 1893, yielded a profit of about 0.5 million rubles. in year. From 1893 to 1903, passenger traffic increased 2.25 times, and incomes - 3 times, the amount of goods transported at high speed - 11 times, and at low speed - 2.25 times.

Labor heroism

During the First World War, the Trans-Siberian Railway also fell into a state of complete neglect. After the revolution of 1917 and the expulsion of Kolchak from the South Urals, a difficult time came for the railway workers to restore the transport economy. As on the war fronts, the workers of the railway junctions displayed massive labor heroism. In the shortest possible time, during the mass subbotniks, they restored not only the rolling stock and the track in the South Urals, but also provided assistance to other roads. Workers of the Chelyabinsk steam locomotive depot restored and sent 8 steam locomotives with crews to Petrograd and Tikhvin. At the same time, the same team equipped the Krasny Sibiryak armored train for the front, which took part in the battles for the liberation of Kurgan and other stations from the White Guards.

On April 4, 1920, workers of the mid-repair steam locomotive depot at Chelyabinsk station solemnly celebrated the release of the Kommunar steam locomotive from the repair as their first victory in the fight against devastation in railway transport (now this steam locomotive is installed on a pedestal near the Palace of Culture of railway workers in Chelyabinsk). The best train drivers of the depot in 4 days led a train with bread to the capital and were received by Lenin. At that time, trains from Chelyabinsk to Moscow usually took 12 days. The labor feat of the residents of South Urals formed the basis for organizing high-speed routes with bread from Siberia.

Effective management

At that time, 17 cargo and 5 passenger trains per day. The main type of locomotives were locomotives of various series, and only 38-40% of them were new, powerful for that time steam locomotives of the E, EU, EM series in freight traffic, S, SU - in passenger traffic. Railroad and telegraph communication was used to restrain the movement of trains, and only on the main line from Kropachevo to Chelyabinsk was there a semi-automatic blockage.

In the pre-war years, the South Ural railway received second tracks from Chelyabinsk to Makushino, automatic blocking was introduced on the entire main route from Kropachevo to Makushino, more than 900 km of new lines were put into operation, repair and operation of powerful steam locomotives of the FD and IS series were mastered. The track length at the stations was increased to 850 meters. In 1940, the first land harvester of the famous inventor of our road, Viktor Balashenko, appeared. The Stakhanov-Krivonos movement, which developed throughout the country, played a large role in improving the work of transport. The first followers of Peter Krivonos were heavy-weight machinists Ivan Blinov from Kurgan, Pyotr Agafonov and Ivan Martynov from Chelyabinsk, who became the first order bearers of our road.

Development during the war years

During the Great Patriotic War, when a significant part of industrial enterprises were relocated from the western regions to the Urals and Siberia, the transportation of passengers and goods increased sharply. It was necessary to urgently resolve the issue of a sharp increase in the freight and bandwidth roads. Despite the enormous difficulties experienced by the country, the State Defense Committee adopted a resolution to transfer to electric traction the most difficult mountainous section of Chelyabinsk - Kropachevo with a length of 320 kilometers. Electrical equipment for 10 traction substations and engineering personnel were removed from the Kirov railway, which was in the battle zone. November 2, 1945 machinist V.N. Ivanov on the VL19 electric locomotive drove the first freight train weighing 1200 tons along the electrified section Chelyabinsk - Zlatoust. This was the beginning of the electrification of the Trans-Siberian Railway.

Evaluating the special role of railway transport, the government allocated 250 million rubles for the development of the railway during the war years. Workers of the road made a significant contribution to the victory in the Great patriotic war, showing examples of labor feat and courage. Driver locomotive depot Chelyabinsk Agafonov organized a locomotive convoy named after the State Defense Committee, which in the three years of the war held more than 2,000 heavy trains and transported 1.5 million tons of cargo in excess of the norm, saving about 5 thousand tons of fuel. The same columns were organized by the machinists Blinov and Ugryumov at the Kurgan depot, Teftelev in Troitsk, and others. The first war winter was especially difficult, when many railway workers volunteered for the front. Teenagers, women came to the transport, pensioners returned. The women stood at the machines and began to work as machinists. During the war years, 8 armored trains, 3 bath trains, and dozens of sanitary trains were manufactured, equipped and sent to the front.

Post-war reconstruction

The South Ural road received significant technical equipment in the post-war period. The main course was taken to electrify the sections and transfer the remaining sections from steam traction to diesel locomotive. In 1949, the Zlatoust - Kropachevo section was electrified, in 1955 - Berdyaush - Bakal, a year later - Kurgan - Makushino, and in 1957 - the Chelyabinsk - Kurgan section. In 1961, after the Petropavlovsk branch was connected to the road, the last closing section of Makushino - Isilkul, 272 km long, was electrified. The reconstruction of the road economy, carried out over the years of the post-war five-year plans, in combination with the introduction of a complex of organizational and technical measures, made it possible to increase the volume of traffic from year to year.

Today is

Today, the South Ural railway, with an extended length of over 7.5 thousand kilometers, is one of the largest railways in the country. It serves the territories of 7 constituent entities of the Russian Federation: Chelyabinsk, Kurgan, Orenburg, partially Kuibyshev, Saratov, Sverdlovsk region, the Republic of Bashkortostan and Northern Kazakhstan. On October 1, 2003, the South Ural Mainline became a branch of the Russian Railways company.