PERM RAILWAY was founded in Jan. 1900 with the center in the city of Perm at the confluence of the Perm-Tyumen and Perm-Kotlas railways. etc., and the Ural Mining Railway, the oldest in the Urals, became the core of the first. In 1905-09. the section Perm - Yekaterinburg was built, connecting these cities through Kungur along a shorter and more favorable direction in terms of terrain compared to mining. In 1910 Perm. and. The village consisted of the lines: Main: Vyatka - Perm - Kungur - Yekaterinburg - Chelyabinsk (1107 km), Ural mining: Perm - Chusovskaya - Goroblagodatskaya - Yekaterinburg (500 km). Vyatka - Kotlas (383 km), Chusovska:ya Usolskaya (208 km), Yekaterinburg - Tyumen (325 km), branches: Saldinskaya (56 km) and Lysvenskaya (21 km). As a result of the entry of roads Obukhovo (near St. Petersburg) - Vyatka in 1906 and Tyumen-Omsk in 1913 Perm. and. d. became part of the shortest route between St. Petersburg and Siberia, acquired the most important importance in the railway network. country. Ch. nar.-economic function Perm. and. d. became the provision of transit traffic between the Central and Eastern regions of the Russian state and local freight and passenger traffic, including due to the introduction in the mid-1910s. "lateral" lines and branches of Lysva - Kuzino - Druzhinino - Berdyaush, Chaikovskaya - Nytva and some in the Trans-Urals. Many of them, being privately owned, after the nationalization in 1918 were attached to the state Perm. and. etc., which shifted the center of gravity of the work on the leadership of the railway. the network of the Urals to the region of Yekaterinburg, therefore, in the latter in 1919, the administration of Perm was transferred from Perm. and. d. In the mid-20s. length Perm. and. reached 3340 km. In con. 20s - early 30s on the territory of Perm. region small branches of Komarihinskaya - Verkhnechusovskie Gorodoki (Uralneft station), Usolskaya - Solikamsk, Overyata - Krasnokamsk, Kurya - Zakamsk (Khimgrad station) were built. In 1934, a number of plots from Perm. and. were transferred to the newly formed South Ural Railway. etc. In 1936, Perm. and. d. renamed to w. d. im. L. M. Kaganovich.
In June 1939, the railway was separated from the latter as an independent railway. d., again received the name of Perm, with a center in Perm, as part of the departments of Zuevsky, Perm., Kungursky, Chusovsky, Kizelovsky. "Border" stations: Kirov from the Gorky railway. v. Shalya, Kyn, Goroblagodatskaya d. im. L. M. Kaganovich (in 1942 it was renamed the Sverdlovsk Railway); in connection with the introduction in 1944 of the g. The village of Pibanshur-Izhevsk has a new separate point post 262 km. from the Kazan railway e. The main cargoes of the "new" Perm. and. became coal, ferrous metals, timber, mineral fertilizers, machinery, paper. Perm played a big role. and. in providing military transportation in 1941-45. In Apr. 1953 disbanded by transferring Zuevsk. departments in Gorky, the rest of the departments in Sverdlovsk - well. etc., and the Kungur branch was attached to the Perm branch, the Kizelovsky branch to the Chusovsky branch.

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The history of the construction of Perm-Kotlasskaya railway. Part 2.

When choosing the direction of the road, it was understood that in addition to the transit value (carriage of goods from Siberia), the highway should also satisfy the economic interests of those provinces where it was planned to be laid, primarily the Vyatka province, where most of the road was located. Consequently, the railroad had to be built with such a deviation from the shortest path that, without a significant increase in costs, would take into account local interests. It was decided that the road should pass through the provincial center - the city of Vyatka, and then in the northern section - to Kotlas - along the shortest path. In the southern section, two directions of the road were initially chosen: 1) along the watershed of the Cheptsa and Kilmezi rivers, 2) along the valley of the Cheptsa river through the city of Glazov. As a result, preference was given to the second direction, since here the road was shorter by 72 versts and cheaper by 2.2 million rubles.

In the spring of 1895, final surveys were carried out, and on August 19, the first work on the construction of the highway began. The road construction department was located in the city of Vyatka, and the railway engineer, titular adviser Ignaty Nikolaevich Bykhovets, was appointed its head.

The line of the proposed road was divided into nine sections:

1) the city of Perm (including the construction of a bridge across the Kama River),

2) station Ochara, Perm province,

3) the city of Glazov, Vyatka province,

4) Kosinskaya factory of the Ryazantsevs in the Sloboda district,

5) the city of Vyatka - south direction,

6) Vyatka - northern direction (including the construction of the Zagarsky bridge across the Vyatka river),

7) Murashi station of the Oryol district,

8) the village of Skryabino, Pikolsky district, Vologda province,

9) Kotlas station in the Vologda province (including the construction of a bridge across the Luza River).

There were three main engineering structures on the railway - bridges across the Kama, Vyatka and Luza rivers. The caissons for the installation of supports for the Zagarsky bridge across the Vyatka and the metal structures of the span were manufactured by the Perm railway workshops. Part of the orders were carried out by the Votkinsk plant. The building system was contracted. Railway engineers who managed the construction of a certain section found contractors for individual works. Under the management of the road, a sanitary unit was created (headed by A.Yu. Levitsky, later - director of the railway hospital in Vyatka).

The construction of railway stations and depots was immediately planned. On June 1, 1897, the laying of the building for the railway station in Vyatka took place, on June 3 - the laying of the first caisson of the Zagarsky railway bridge. Unfortunately, already during the construction of the road, the first major accident occurred - on July 22, 1897, a freight train derailed near the village of Posevy.

On June 20 and 21, 1898, the Minister of Railways, Prince M.I., visited the Vyatka province on the construction of the road. Khilkov. On June 21, the Vyatka City Duma elected Prince Khilkov an honorary citizen of the city of Vyatka. On October 21, 1898, passenger and freight traffic was opened on the section between the Vyatka and Glazov stations (199 versts), on November 25 of the same year - from the city of Glazov to the Kama River (253 versts) and from the city of Vyatka to the Zagarsky bridge (17 versts). On December 22, 1898, traffic was opened along the Zagarsky bridge, on January 1, 1899 - from the Vyatka bridge to Kotlas (340 versts). On January 1, 1899, the Vyatka governor Nikolai Mikhailovich Klingenberg, in a speech at a festive congress in a public meeting, noted that the past year had given the city of Vyatka the completion of the construction of the railway, and in the coming year the city water supply system would be built; then the head of the province proclaimed a toast to the welfare and prosperity of Vyatka. In February 1899, the construction of the Kamsky bridge and the last section of the road were completed in the city of Perm; On March 1, through traffic was opened from Perm to Kotlas. Despite the difficult terrain conditions (especially on the northern section of the route) and the predominance of manual labor, all work was completed within three years.

Although the picture is dedicated to the Ural railway, but also for the Perm-Kotlas railway. such a landscape was quite typical.

August 26, 1899 began inspection of the constructed road admission committee. Engineers and road builders begin to disperse. In the city of Vyatka, announcements of vacant apartments appear on the gates and windows of houses, which has not happened for 3 years even on the outskirts of the city, and apartment prices have long been 50-100% higher than usual. On October 27, an exhibition of models of buildings and bridges of the Perm-Kotlas railway, prepared for the Paris World Exhibition, was opened in Vyatka.

According to the estimates of the management of the Perm-Kotlas railway in 1899, 166 thousand passengers and 14 million pounds of commercial cargo were expected to be transported. In reality, from January 1 to October 1, 138 thousand passengers and 2.2 million pounds of cargo were transported. The expected amount of cargo did not materialize. This was partly due to the fact that merchants had not yet had time to understand the benefits of the new path. Many firms, after the opening of the road, sent inquiries whether the road was really operating. Many of the merchants directly stated that in 1899 they would hardly have time to send anything along the Perm-Kotlas railway. In addition, the shortage of goods was affected by: too high initial tariffs, a complicated procedure for transferring goods, imperfections on the road and a poor harvest in 1898 in the Vyatka province.

The handover of the road to a special commission followed on November 1, 1899, from that day the road was open to constant traffic. The line was attached to the Perm-Tyumen railway. road and at this merger was named Perm railway. On January 1, 1900, the Perm-Kotlasskaya line was included in direct passenger traffic with the introduction of a common passenger tariff. In total, 32 stations and 2 passenger platforms were built on the new road from Perm to Kotlas: 6 stations and 1 platform in Perm province (139 versts), 16 stations and 1 platform in Vyatskaya (424 versts), 10 stations in Vologda (255 versts) .

In the future, the Perm-Kotlas road also did not justify the overly optimistic initial transportation plans. As for Siberian bread, here are the data on its export for 1900: “Only 5,475,282 pounds of grain cargoes were sent to the northern and form: to Arkhangelsk through Kotlas - 1.073.447 p., to Arkhangelsk through Moscow - 106.365 p., to the Baltic ports (Riga, Libava, Revel, S.-Pb.) - 2.241540 p., to the southern ports (Odessa, Nikolaev , Rostov-on-Don, Novorossiysk) - 940.400 p. Total - 4.363.752 p. waterways of Siberia - 157.056 p. Total - 5.632.338 p. (Ergin A. Significance of the Perm-Kotlas railway. Memorial book of the Vyatka province. 1902. P. 144) Such far from brilliant results of the export of Siberian bread through the port of Arkhangelsk forced the government to create a special protective tariff for this direction, significantly lowering and payment for the transport of grain from the busiest stations of the Siberian railway to Kotlas.

However, the construction of the road is by no means a failure. Later, in 1905-1906, the Perm railway was connected to the Northern railway. - from Vyatka to Vologda and St. Petersburg, and the section of the Vyatka-Perm road received outstanding importance for the transit transportation of goods and passengers. At the same time, a railway was built in the city of Vyatka. a branch that connected the station with the steamship pier. In 1910-1912. the Perm-Vyatka section was reorganized: wooden bridges were replaced with iron bridges and embankments with stone pipes, the lowered and elevated parts of the road were leveled. We must not forget about the local significance of the road. For example, immediately after its opening, it became easier to provide bread to those areas of the province where there was a crop failure - both due to local movements of grain, and due to its supply from other provinces. Accordingly, the price of bread during crop failures increased less. In the northern part (Vyatka-Kotlas), the road passed through uninhabited wilderness areas - and settlements began to appear along the road. In the city of Vyatka, the first large industrial enterprise appeared - railway workshops. In general, the road greatly influenced the revival of industry and trade in the province.

The railway from Kotlas to Perm is still operating today throughout its entire length, although it is not electrified on the Kirov-Kotlas line. Since 1953, parts of the former Perm-Kotlas railway. included in the Gorky, Sverdlovsk and Northern railways. By the way, the northwestern regions (Luzsky, Podosinovsky and Oparinsky) were attached to the Kirov region precisely because of the connection of these regions by rail with the city of Kirov and the region.

Dmitry Zelenin in the book "Kama and Vyatka. Guide" (1904), in the chapter devoted to the Perm-Kotlas railway, cites two characteristic anecdotes. “When the question arose about the construction of a railway within the Vyatka province, one Kazan newspaper joked that they didn’t even know how to ride carts in Vyatka, but they traveled in sledges for a whole year. Strange as it may seem, they know how to get along completely without them.In the entire Afanasievskaya volost, numbering up to 10 thousand of both sexes, according to the census, there were only 20 carts, including the road wagons of the Zemstvo station and the carriages available to the clergy and merchants. There is not a single forge in the Afanasyev and Biserov volosts.Since in some cases it is impossible to do without any summer transportation device, for example, when transporting sheaves from the fields, hay from the mowing, etc., the Zyuzda people invented something very simple, but at the same time expedient time. This is the so-called "drag". It is made of two long poles with highly curved ends, between which two crossbars are nailed ..." Another anecdote: "What an impression The railway made a great impression on the local residents, the following correspondence from the Pinyuzhansky volost of the Oryol district tells us about this: “One peasant, wanting to look out for a locomotive and, in general, a cast iron, went to the nearest railway station for this purpose. As soon as he arrived at the station, a whole train was rolling at that time. Seeing how incredibly, in his opinion, the speed of the car flies and assuming that it could crush him, the peasant started to run home in fear ... He comes and tells the first fellow villager he meets such a fantastic story: “I just went to look at the car. to the post (station), she goes: her eyes are green, big... As soon as she saw me, she puffed, puffed! .. I run - yes into the forest, she snorted, snorted - yes after me; stump; she follows me, and keeps snorting. I ran, ran, and into the bush, she looked at me, snorted, and back again "(p. 112-113).

At the end of the note, I invite readers to make a trip along the Perm-Kotlas road in 1899. This short essay on the railway was published in the Memory Book of the Vyatka province of 1901. I will only note that this is a description of the road immediately after its opening, when there were still many troubles on it, later corrected.

"Kotlas, the end point of the Perm-Kotlas railway, is a small village, like the majority of us, with a small and poor church, which made up the entire population of Kotlas before the construction of the railway. The place cannot be called beautiful, it really looks like a hollow, the vegetation is very poor "The bank of the Dvina River is very steep, precipitous and is not destroyed by the action of water. All cargo received from the railway is unloaded directly from the wagons onto barges. The station building and other railway services are located a verst from the barns and half a verst from the river along forward direction. Just opposite the station are the steamship piers.

Kotlas in 1899, in the midst of navigational time, could not be called lively. There are few people and few goods. There was no movement of significant cargo, and those millions of pounds of Siberian bread, which the newspapers once reported, did not reach Kotlas. Up to June 12, cargoes were delivered through the shipping company of the joint-stock company (other shipping companies received very little railway cargo) up to 100 thousand rye flour, up to 30 thousand wheat, up to 46 thousand seed, 9 thousand tow, 13 thousand matting, 25 thousand grains, total 230-250 thousand pounds. And this is just the experience of the enterprising Arkhangelsk exporter Lindes. Other firms did almost nothing.

There were also few passengers in 1899, but even those for the most part were railway employees or workers traveling on free tickets. Classes I, II, and III are completely empty, and only livelier in class IV, where the entire so-called black public travels: pilgrims who went to worship the Solovetsky saints, and laborers. In class III, there is a whole compartment for each passenger and rarely two people in the compartment.

From Kotlas, the areas cut through by the railway are forest, swamp, forest and forest, but the forest is bad, as is usually found in damp places. The population is nowhere to be seen - it remains far from the line on the right hand. Spruce is replaced by birch, birch by spruce and rarely by pine; the vegetation is poor, bad and monotonous. Only after driving a hundred versts from Kotlas, having crossed the Luza River, we meet in a larger number with a pine forest, and between it young birch thickets flash here and there, indicating that there were new ones in this place not so long ago. But the old and good forests are still not visible. This monotony of flora continues to Murashi station in the Vyatka province, 250 versts from Kotlas. There are no more than half a dozen mendings in all this distance, but even those are far from the stations. Therefore, you will not find milk, eggs, or bread at the stations, except in buffets. The fourth-graders are very unhappy with this deprivation. Buying at the buffet is expensive, beyond the means, and whoever did not know this, did not stock up on provisions in Kotlas, is forced to subsist on dry eating.

Pinyug station is located among forests and swamps, the nearest village is 3-6 versts from it. There is no place where one can stay, no horses on which one could ride; either wait for a fellow traveler, or walk to the nearest village and pay exorbitant prices. There were cases when travelers unfamiliar with these conditions sat here for days or more waiting for horses. The county authorities set up a zemstvo station 8 versts from the station, and only for themselves. They come and go on horseback from this station, and an unofficial layman can even go on foot. The road from the Pinyug station goes through the forest, and the nearest path, where the zemstvo tract is planned, is in an impassable condition. The Pinyug station is the only one near the populated areas of Nikolsky uyezd, and its purpose is to serve the entire uyezd.

From the Murashi station, the railway goes through the populated area. Forests and swamps have disappeared, and one is driven to pass through fields, pastures, and villages can be seen nearby. The places are hilly, there are no mountains, but there is no steppe either. Having traveled 250 miles through the forest and swamp and tired of the monotony of views, here you begin to relax. Here and there fields covered with manure are visible, fields of rye give an interesting spectacle when a wave from the wind passes over them.

Vyatka is a provincial city, located, like the whole province, on the hills, on the banks of the Vyatka River. From Vyatka, the railway goes through an even more populated area. There are no longer huge uninhabited places, and forests come across not so often. The closer to the border with the Perm province, the more mountainous the terrain and again the population is rarer, the more forest. Finally, in the Perm province there are both mountains and ravines, which is almost not noticeable in the Vyatka province. In general, it seems that the Perm province is more reminiscent of our northeastern districts than the Vyatka province. There are much more passengers from Vyatka to Perm than from Kotlas.

At Perm, the right bank of the high-water Kama is uninhabited, low-lying, covered in a large area by a small forest. You have to go to Kama along a huge embankment, and in the distance you can see a giant railway bridge (it seems more than 400 fathoms in length). The embankment offers an excellent panorama of the city, located on the slope of a decent mountain, on the left bank of the Kama. Below, on the very bank of the Kama, one can see the railway station, and against it a whole flotilla of steamers and barges. Almost at the very railway bridge, on the side of Perm, here, where the city already begins, is Zaimka station. From the station Zaimka the road goes along the banks of the Kama, upstream along the river, and in fact already the city. At 5 versts from Zaimka, almost at the end of the city, there is the Kama (or Perm) station.

The Bor-Lenvinskaya narrow-gauge railway was a timber-carrying, “floating” railway, owned by the Dobryansky timber industry enterprise. The length of the narrow gauge railway, according to the maps, was about 40 kilometers. There was a forest village of Tyus (on maps published before the 1980s, it is signed as Quarter 130).
The narrow gauge railway was built approximately in the 1930s.
The configuration of the line changed after the flooding of coastal areas by the Kama Reservoir in the 1950s. The lower warehouse has been moved.
According to information from A. Sergeev, the last section of the narrow gauge railway was dismantled approximately in 1989. As of the 2000s, separate wagons were preserved in the village of Bor-Lyonva.
The Mutninskaya narrow-gauge railway was a timber-carrying, "floating" railway, owned by the Vetlyansky timber industry enterprise. The approximate period of opening the first section of the narrow gauge railway is the 1930s. The lower warehouse (the place for unloading the timber, taken out by narrow-gauge railway, for further rafting) was located on the right bank of the Chusovaya River. In the 1950s, the Chusovaya River turned into a bay of the Kama Reservoir.
On the narrow gauge railway there was a forest settlement Lesnoy. The length of the narrow gauge railway (according to the maps of the 1970s edition), taking into account all the branches shown, was about 45 kilometers.
The narrow gauge railway was completely dismantled. Approximate liquidation period: early 1990s.
__________________________________________________________________________________________________
Severo-Vetlyanskaya (?) narrow-gauge railway. The starting point is the village of Vetlyany.

Narrow gauge railway on a topographic map at a scale of 1:100,000,
published around 1960.

Narrow gauge railway on a 1:100,000 scale topographic map published by
in 1977 (applied conditionally, based on the data of the previous map).
The narrow-gauge railway was a logging, "rafting" one. The approximate period of opening the first section of the narrow gauge railway is the 1930s. The name mentioned in the documents of the Ministry of Forest Industry (information from S. Kostygov) is “S.-Vetlyanskaya narrow-gauge railway”. According to different versions, the full name is “North-Vetlyanskaya narrow-gauge railway” or “Syro-Vetlyanskaya narrow-gauge railway”.
The length of the narrow gauge railway, according to the maps, was small (about 7 kilometers).
According to information from Mehis Helme, based on archival documents, steam locomotives VP1-221 (built in 1948), VP1-614 (built in 1949), VP2-551 (built in 1949) were supplied to the Vetlyansky timber industry enterprise.
The neighboring larger Mutninskaya narrow-gauge railway also belonged to the Vetlyansky timber industry enterprise. Steam locomotives could be delivered not to Vetlyany, but to Mutnaya.
__________________________________________________________________________________________________
Sukhorechensk narrow-gauge railway. The starting point has not been set.
The Sukhorechensk narrow-gauge railway was a timber-carrying, “floating” one, had access to the Chusovaya River. Information about it was found by S. Kostygov in the documents of the Ministry of Forest Industry (1950s). The narrow-gauge railway belonged to the Polazninsky timber industry enterprise.
The route of the narrow gauge railway has not been established.
The narrow gauge railway was completely dismantled. Approximate liquidation period: 1960s.
__________________________________________________________________________________________________
Narrow-gauge railway of the Dobryansk Metallurgical Plant. Location - the city of Dobryanka.

Area where the narrow-gauge railway is located on a topographic map
scale 1:100,000, published in 1977.

Workshops of the Dobryansk Metallurgical Plant. Approximately 1920s.
Photo from the book "Dobryansk region: four centuries of our history",
published in 2005, author - M. A. Kalinin.

Dobryansky plant in the 1940s. Photo from the book "Dobryansk region: four centuries
Our History”, published in 2005, by M. A. Kalinin.

An electric locomotive on the narrow-gauge railway of the Dobryansky Metallurgical Plant.
Approximately early 1940s. Photo from the book "Dobryansk region:
four centuries of our history”, published in 2005, by M. A. Kalinin.

Flooding of the territory of the former Dobryansky metallurgical plant. 1950s.
Photo from the book "Beyond the Horizons of Years and Centuries",
published in 2008, author - M. A. Kalinin.

Enlarged fragment of the same photo. Motor locomotive (?) and platforms.
The Dobryansky Metallurgical Plant (originally a copper-smelting and ironworks) was founded in 1752 by the industrialists Stroganovs. Since at least the 1900s, narrow gauge railroads operated at the plant, on which horse traction was used.
Around the 1920s, the narrow gauge rail track became a narrow gauge railway - the plant received steam locomotives. According to information from P. Bonaker, the narrow gauge railway had an unconventional gauge - 610 mm.
Quote from the material “Old Dobryanka. Industry and trade” (http://olddobryanka.narod.ru/7step.htm):
The heart of the old Dobryanka, which had been tirelessly beating for more than a century and a half, came to life again with deployment in Soviet Russia industrialization (industrialization - the creation of large-scale machine production). The power equipment of the plant (steam and electric machines) gradually changed. On the intra-factory narrow-gauge railway, horses were replaced by steam locomotives, and then by motor and electric locomotives.
In the 1930s, the narrow gauge railway was partially electrified. Electric locomotives began to be used on it (the manufacturer has not been established).
In the 1950s, the Dobryansky metallurgical plant was closed, its territory was subject to flooding with the waters of the Kama reservoir. On January 17, 1956, the last factory whistle sounded.
Quote from the material “Old Dobryanka. Construction of the Kamskaya HPP and consequences” (http://olddobryanka.narod.ru/18step.htm):
We already know that during the Great Patriotic War at the Dobryansk metallurgical plant there was a significant increase in production. However, this was already the last "song" of the old factory. At the end of the 30s, a formidable “axe” was brought over it in the form of a project for the construction of the Kama hydroelectric power station and the flooding of the enterprise with the waters of the man-made sea. This “ax” hit the plant in the mid-50s. Work on the dismantling (dismantling) of factory equipment began in the spring of 1954. The buildings that were in low places were the first to be dismantled. In the same year, a detailed plan was drawn up for the liquidation of all the main workshops.
In the summer of 1955, the refractory shop and the timber exchange stopped their work, in September-December the pile driver (koper - an installation for breaking up scrap metal and blocks of open-hearth slag), open-hearth and rolling shops stopped. As the head of the capital construction department of the plant, Koshkin, reported, as of November 20, 1955, out of 534 objects located in the flood zone of the KamGES reservoir, 466 objects were dismantled. All remaining objects: shaped-foundry, mechanical and repair and construction shops, garage, storage and power equipment - were dismantled and taken out by April 1956. But even before that, an event occurred that still tears apart the hearts of Dobryansk metallurgists.
On January 17, 1956, at 15:30, the foreman of the electrical shop of the Dobryansk Metallurgical Plant, N.A. Kopylov, turned off the last switch of the factory power plant, and the head of the steam economy, N.P. Yemelyanov, gave the last factory whistle in Dobryanka. This whistle put an end to the history of the plant. Many factory workers sobbed along with the horn. In their opinion, it was not even a whistle, but a real cry of an old Ural factory. “The liquidation of the plant was a tragedy for the workers. Most of the city's population had on it permanent job and one generation of metallurgists was replaced by another for 200 years,” say former metallurgical workers.
The veterans are echoed by the author of the book “Secrets of the Ural Dungeons” V.M. Slukin: “The plant was flooded - it turned out to be cheaper ... The issue was unequivocally decided by the economy. And no one put on the scales the architectural significance of structures, history, the memory of generations ... that is, concepts that are extremely important, but not expressed in rubles and tons.
It was economically unprofitable to transport the plant to a new location. The equipment available on it was mostly old, and it was simply impossible to move such units as open-hearth furnaces made of special refractory bricks. Old equipment was sold as scrap metal, and those mechanisms and machine tools that were of value were sent to other metallurgical plants in the Urals. Part of the equipment was transported to the mechanical repair plant (RMZ) opened in Dobryanka in 1953. It repaired cars and tractors. This enterprise to some extent solved the problem of employment.
The narrow gauge railway was completely dismantled. Date of liquidation - 1956.

The Perm Territory is crossed by two latitudinal railways. This is the main passage of the Sverdlovsk road and a section of the Gorky road (Agryz - Druzhinino), which leads to large transit transportation of goods and passengers between the European and Asian parts of Russia through the Perm Territory. The main course (or main direction) of the Sverdlovsk road - a link of a large latitudinal direction (Moscow - Kirov - Yekaterinburg - Omsk) passes through powerful freight transit flows and along which most long-distance passenger trains cross the Urals. This move has powerful technical equipment and is electrified all the way. In Perm, the Gornozavodskaya line adjoins this course, passing through st. Chusovskaya (Chusovoy). This line, crossing the Ural Range, provides links between the industrial eastern slope of the Middle Urals and the Perm Territory. The line is fully electrified, but has steep slopes and a complex layout. These two latitudinal highways (the main direction and mining) are crossed in the meridional direction by the line Solikamsk - Kizel - Chusovskaya - Kalino - Druzhinino. On the section from Solikamsk to Chusovskaya, this highway is electrified. To unload the Chusovsky railway junction and increase the capacity, the Ugleuralskaya - Perm line was built. Branches of local importance are: Overyata - Krasnokamsk, Chaikovskaya - Nytva, Vereshchagino - Ocher, Komarihinskaya - Uralneft, Armyaz - Saigatka.

Operating length of the railway network common use in the Perm Territory is 1499 km, incl. the length of sections with two or more tracks is 761 km (50.8%). The total length of railways served by electric traction is 1107 km of operational length (73.9%). The average density of public railways in the Perm Territory is 93 km of tracks per 10,000 km2 (49th place in Russia). The length of the railway lines of enterprises and organizations is about 2 thousand km.

Enterprises of the Perm Territory have close economic ties both within the territory of the Territory and with enterprises from adjacent regions (especially the Sverdlovsk Region). Therefore, despite the transit position of the region between the European and Asian parts of Russia, a significant proportion of freight traffic is carried out in local and intra-district traffic. With economic growth, there is a trend towards an increase in demand for railway transport services, especially transit cargo, and its significant increase in the forecast perspective. Therefore, in the transport system of the Perm Territory, the problem of cargo transit through the Perm railway junction remains and will become more acute.

Growing problems for the economy of the Perm Territory are the lack of meridional railway lines connecting the Territory with the neighboring republics of Komi and Bashkiria, as well as the congestion of the Perm railway junction.

World practice shows that, to solve the transport problems of large agglomerations (Paris, Moscow), the railway infrastructure is widely used. Due to the elongation of Perm along the left and right banks of the Kama for more than 70 km difficult problem is the organization of intracity transportation of passengers. In solving this problem of the city, a certain role should belong to the intracity railway communication, which would connect the northern and southern, left-bank and right-bank parts of the city.

An important problem for the regional center is the construction of a new railway station station Perm-II, instead of the obsolete one.

One of the significant social problems associated with railway transport is the elimination of socially significant departmental railways. So the lines Vizhay - Middle Usva, Chad - Sars, a number of narrow gauge roads(Sim - Red Coast, etc.).

tornado_84Part 1 - The history of the construction of the Perm-Kotlas railway.
When choosing the direction of the road, it was understood that in addition to the transit value (carriage of goods from Siberia), the highway should also satisfy the economic interests of those provinces where it was planned to be laid, primarily the Vyatka province, where most of the road was located. Consequently, the railroad had to be built with such a deviation from the shortest path that, without a significant increase in costs, would take into account local interests. It was decided that the road should pass through the provincial center - the city of Vyatka, and then in the northern section - to Kotlas - along the shortest path. On the Perm-Vyatka section, two directions of the road were initially chosen: 1) southern - along the watershed of the Cheptsa and Kilmezi rivers, 2) northern - along the valley of the Cheptsa river through the city of Glazov. As a result, preference was given to the second direction, since here the road was shorter by 72 versts and cheaper by 2.2 million rubles.

In the spring of 1895, final surveys were carried out, and on August 19, the first work on the construction of the highway began. The road construction department was located in the city of Vyatka, and the railway engineer, titular adviser Ignaty Nikolaevich Bykhovets, was appointed its head.
The line of the proposed road was divided into nine sections:
1) the city of Perm (including the construction of a bridge across the Kama River),
2) station Ochara, Perm province,
3) the city of Glazov, Vyatka province,
4) Kosinskaya factory of the Ryazantsevs in the Sloboda district,
5) the city of Vyatka - south direction,
6) Vyatka - northern direction (including the construction of the Zagarsky bridge across the Vyatka river),
7) Murashi station of the Oryol district,
8) the village of Skryabino, Pikolsky district, Vologda province,
9) Kotlas station in the Vologda province (including the construction of a bridge across the Luza River).
Perm-Kotlas railway according to surveys in 1894.
The dotted line indicates the option of the road, which will later be given preference.
From here - Encyclopedia "Perm Territory"
There were three main engineering structures on the railway - bridges across the Kama, Vyatka and Luza rivers. The caissons for the installation of supports for the Zagarsky bridge across the Vyatka and the metal structures of the span were manufactured by the Perm railway workshops. Part of the orders were carried out by the Votkinsk plant. The building system was contracted. Railway engineers who managed the construction of a certain section found contractors for individual works. Under the management of the road, a sanitary unit was created (headed by A.Yu. Levitsky, later - director of the railway hospital in Vyatka).
The construction of railway stations and depots was immediately planned. On June 1, 1897, the laying of the building for the railway station in Vyatka took place, on June 3 - the laying of the first caisson of the Zagarsky railway bridge. Unfortunately, already during the construction of the road, the first major accident occurred - on July 22, 1897, a freight train derailed near the village of Posevy.
Railway bridge across the Kama River near Perm. 1909 Author of the photo - S.M. Prokudin-Gorsky.
On June 20 and 21, 1898, the Minister of Railways, Prince M.I., visited the Vyatka province on the construction of the road. Khilkov. On June 21, the Vyatka City Duma elected Prince Khilkov an honorary citizen of the city of Vyatka. On October 21, 1898, passenger and freight traffic was opened on the section between the Vyatka and Glazov stations (199 versts), on November 25 of the same year - from the city of Glazov to the Kama River (253 versts) and from the city of Vyatka to the Zagarsky bridge (17 versts). On December 22, 1898, traffic was opened along the Zagarsky bridge, on January 1, 1899 - from the Vyatka bridge to Kotlas (340 versts). On January 1, 1899, the Vyatka governor Nikolai Mikhailovich Klingenberg, in a speech at a festive congress in a public meeting, noted that the past year had given the city of Vyatka the completion of the construction of the railway, and in the coming year the city water supply system would be built; then the head of the province proclaimed a toast to the welfare and prosperity of Vyatka. In February 1899, the construction of the Kamsky bridge and the last section of the road were completed in the city of Perm; On March 1, through traffic was opened from Perm to Kotlas. Despite the difficult terrain conditions (especially on the northern section of the route) and the predominance of manual labor, all work was completed within three years.
V.G. Kazantsev. At the station. Winter morning on the Ural railway. 1891
Although the picture is dedicated to the Ural railway, but also for the Perm-Kotlas railway. such a landscape was quite typical.
On August 26, 1899, the examination of the constructed road by the selection committee began. Engineers and road builders begin to disperse. In the city of Vyatka, announcements of vacant apartments appear on the gates and windows of houses, which has not happened for 3 years even on the outskirts of the city, and apartment prices have long been 50-100% higher than usual. On October 27, an exhibition of models of buildings and bridges of the Perm-Kotlas railway, prepared for the Paris World Exhibition, was opened in Vyatka.
According to the estimates of the management of the Perm-Kotlas railway in 1899, 166 thousand passengers and 14 million pounds of commercial cargo were expected to be transported. In reality, from January 1 to October 1, 138 thousand passengers and 2.2 million pounds of cargo were transported. The expected amount of cargo did not materialize. This was partly due to the fact that merchants had not yet had time to understand the benefits of the new path. Many firms, after the opening of the road, sent inquiries whether the road was really operating. Many of the merchants directly stated that in 1899 they would hardly have time to send anything along the Perm-Kotlas railway. In addition, the shortage of goods was affected by: too high initial tariffs, a complicated procedure for transferring goods, imperfections on the road and a poor harvest in 1898 in the Vyatka province.
Vyatka station. Railway station. 1900s
The handover of the road to a special commission followed on November 1, 1899, from that day the road was open to constant traffic. The line was attached to the Perm-Tyumen railway. road and at this merger was called the Perm railway. On January 1, 1900, the Perm-Kotlasskaya line was included in direct passenger traffic with the introduction of a common passenger tariff. In total, 32 stations and 2 passenger platforms were built on the new road from Perm to Kotlas: 6 stations and 1 platform in Perm province (139 versts), 16 stations and 1 platform in Vyatskaya (424 versts), 10 stations in Vologda (255 versts) .
In the future, the Perm-Kotlas road also did not justify the overly optimistic initial transportation plans. As for Siberian bread, here are the data on its export for 1900: “Only 5,475,282 pounds of grain cargoes were sent to the northern and form: to Arkhangelsk through Kotlas - 1.073.447 p., to Arkhangelsk through Moscow - 106.365 p., to the Baltic ports (Riga, Libava, Revel, S.-Pb.) - 2.241540 p., to the southern ports (Odessa, Nikolaev , Rostov-on-Don, Novorossiysk) - 940.400 p. Total - 4.363.752 p. waterways of Siberia - 157.056 p. Total - 5.632.338 p. (Ergin A. Significance of the Perm-Kotlas railway. Memorial book of the Vyatka province. 1902. P. 144) Such far from brilliant results of the export of Siberian bread through the port of Arkhangelsk forced the government to create a special protective tariff for this direction, significantly lowering and payment for the transport of grain from the busiest stations of the Siberian railway to Kotlas.
Protective tariff for transporting Siberian bread to Kotlas.
However, the construction of the road is by no means a failure. Later, in 1905-1906, the Perm railway was connected to the Northern railway. - from Vyatka to Vologda and St. Petersburg, and the section of the Vyatka-Perm road received outstanding importance for the transit transportation of goods and passengers. At the same time, a railway was built in the city of Vyatka. a branch that connected the station with the steamship pier. In 1910-1912. the Perm-Vyatka section was reorganized: wooden bridges were replaced with iron bridges and embankments with stone pipes, the lowered and elevated parts of the road were leveled. We must not forget about the local significance of the road. For example, immediately after its opening, it became easier to provide bread to those areas of the province where there was a crop failure - both due to local movements of grain, and due to its supply from other provinces. Accordingly, the price of bread during crop failures increased less. In the northern part (Vyatka-Kotlas), the road passed through uninhabited wilderness areas - and settlements began to appear along the road. In the city of Vyatka, the first large industrial enterprise appeared - railway workshops. In general, the road greatly influenced the revival of industry and trade in the province.
The railway from Kotlas to Perm is still operating today throughout its entire length, although it is not electrified on the Kirov-Kotlas line. Since 1953, parts of the former Perm-Kotlas railway. included in the Gorky, Sverdlovsk and Northern railways. By the way, the northwestern regions (Luzsky, Podosinovsky and Oparinsky) were attached to the Kirov region precisely because of the connection of these regions by rail with the city of Kirov and the region.
Perm-Kotlasskaya railway Great station. 1899
Dmitry Zelenin in the book "Kama and Vyatka. Guide" (1904), in the chapter devoted to the Perm-Kotlas railway, cites two characteristic anecdotes. “When the question arose about the construction of a railway within the Vyatka province, one Kazan newspaper joked that they didn’t even know how to ride carts in Vyatka, but they traveled in sledges for a whole year. Strange as it may seem, they know how to get along completely without them.In the entire Afanasievskaya volost, numbering up to 10 thousand of both sexes, according to the census, there were only 20 carts, including the road wagons of the Zemstvo station and the carriages available to the clergy and merchants. There is not a single forge in the Afanasyev and Biserov volosts.Since in some cases it is impossible to do without any summer transportation device, for example, when transporting sheaves from the fields, hay from the mowing, etc., the Zyuzda people invented something very simple, but at the same time expedient time. This is the so-called "drag". It is made of two long poles with highly curved ends, between which two crossbars are nailed ..." Another anecdote: "What an impression The railway made a great impression on the local residents, the following correspondence from the Pinyuzhansky volost of the Oryol district tells us about this: “One peasant, wanting to look out for a locomotive and, in general, a cast iron, went to the nearest railway station for this purpose. As soon as he arrived at the station, a whole train was rolling at that time. Seeing how incredibly, in his opinion, the speed of the car flies and assuming that it could crush him, the peasant started to run home in fear ... He comes and tells the first fellow villager he meets such a fantastic story: “I just went to look at the car. to the post (station), she goes: her eyes are green, big... As soon as she saw me, she puffed, puffed! .. I run - yes into the forest, she snorted, snorted - yes after me; stump; she follows me, and keeps snorting. I ran, ran, and into the bush, she looked at me, snorted, and back again "(p. 112-113).
At the end of the note, I invite readers to make a trip along the Perm-Kotlas road in 1899. This short essay on the railway was published in the Memory Book of the Vyatka province of 1901. I will only note that this is a description of the road immediately after its opening, when there were still many troubles on it, later corrected.
"Kotlas, the end point of the Perm-Kotlas railway, is a small village, like the majority of us, with a small and poor church, which made up the entire population of Kotlas before the construction of the railway. The place cannot be called beautiful, it really looks like a hollow, the vegetation is very poor "The bank of the Dvina River is very steep, precipitous and is not destroyed by the action of water. All cargo received from the railway is unloaded directly from the wagons onto barges. The station building and other railway services are located a verst from the barns and half a verst from the river in a straight line Just opposite the station are the steamship piers.
Kotlas in 1899, in the midst of navigational time, could not be called lively. There are few people and few goods. There was no movement of significant cargo, and those millions of pounds of Siberian bread, which the newspapers once reported, did not reach Kotlas. Up to June 12, cargoes were delivered through the shipping company of the joint-stock company (other shipping companies received very little railway cargo) up to 100 thousand rye flour, up to 30 thousand wheat, up to 46 thousand seed, 9 thousand tow, 13 thousand matting, 25 thousand grains, total 230-250 thousand pounds. And this is just the experience of the enterprising Arkhangelsk exporter Lindes. Other firms did almost nothing.
There were also few passengers in 1899, but even those for the most part were railway employees or workers traveling on free tickets. Classes I, II, and III are completely empty, and only livelier in class IV, where the entire so-called black public travels: pilgrims who went to worship the Solovetsky saints, and laborers. In class III, there is a whole compartment for each passenger and rarely two people in the compartment.
Perm-Kotlasskaya railway Zaimki station. 1899
From Kotlas, the areas cut through by the railway are forest, swamp, forest and forest, but the forest is bad, as is usually found in damp places. The population is nowhere to be seen - it remains far from the line on the right hand. Spruce is replaced by birch, birch by spruce and rarely by pine; the vegetation is poor, bad and monotonous. Only after driving a hundred versts from Kotlas, having crossed the Luza River, we meet in a larger number with a pine forest, and between it young birch thickets flash here and there, indicating that there were new ones in this place not so long ago. But the old and good forests are still not visible. This monotony of flora continues to Murashi station in the Vyatka province, 250 versts from Kotlas. There are no more than half a dozen mendings in all this distance, but even those are far from the stations. Therefore, you will not find milk, eggs, or bread at the stations, except in buffets. The fourth-graders are very unhappy with this deprivation. Buying at the buffet is expensive, beyond the means, and whoever did not know this, did not stock up on provisions in Kotlas, is forced to subsist on dry eating.
Pinyug station is located among forests and swamps, the nearest village is 3-6 versts from it. There is no place where one can stay, no horses on which one could ride; either wait for a fellow traveler, or walk to the nearest village and pay exorbitant prices. There were cases when travelers unfamiliar with these conditions sat here for days or more waiting for horses. The county authorities set up a zemstvo station 8 versts from the station, and only for themselves. They come and go on horseback from this station, and an unofficial layman can even go on foot. The road from the Pinyug station goes through the forest, and the nearest path, where the zemstvo tract is planned, is in an impassable condition. The Pinyug station is the only one near the populated areas of Nikolsky uyezd, and its purpose is to serve the entire uyezd.
List of stations of the Perm-Kotlasskaya railway Commemorative book of the Vyatka province, 1901.
From the Murashi station, the railway goes through the populated area. Forests and swamps have disappeared, and one is driven to pass through fields, pastures, and villages can be seen nearby. The places are hilly, there are no mountains, but there is no steppe either. Having traveled 250 miles through the forest and swamp and tired of the monotony of views, here you begin to relax. Here and there fields covered with manure are visible, fields of rye give an interesting spectacle when a wave from the wind passes over them.
Vyatka is a provincial city, located, like the whole province, on the hills, on the banks of the Vyatka River. From Vyatka, the railway goes through an even more populated area. There are no longer huge uninhabited places, and forests come across not so often. The closer to the border with the Perm province, the more mountainous the terrain and again the population is rarer, the more forest. Finally, in the Perm province there are both mountains and ravines, which is almost not noticeable in the Vyatka province. In general, it seems that the Perm province is more reminiscent of our northeastern districts than the Vyatka province. There are much more passengers from Vyatka to Perm than from Kotlas.
At Perm, the right bank of the high-water Kama is uninhabited, low-lying, covered in a large area by a small forest. You have to go to Kama along a huge embankment, and in the distance you can see a giant railway bridge (it seems more than 400 fathoms in length). The embankment offers an excellent panorama of the city, located on the slope of a decent mountain, on the left bank of the Kama. Below, on the very bank of the Kama, one can see the railway station, and against it a whole flotilla of steamers and barges. Almost at the very railway bridge, on the side of Perm, here, where the city already begins, is Zaimka station. From the station Zaimka the road goes along the banks of the Kama, upstream along the river, and in fact already the city. 5 versts from Zaimka, almost at the end of the city, is the station Kama (or Perm)..."
Train on the stretch Pinyug-New. Kotlas-Kirov line of the Gorky railway Kirov region. 2010

Tags: Perm, what, railway, road

Russia's first high-speed railway Moscow - Kazan - Perm

It was formed in 1900 when the Perm-Tyumen (until 1897 - the Ural railway) and Perm-Kotlas roads were merged. Main lines...‎ Prehistory - ‎ History - ‎ Notes - ‎ Archival sources

The history of the construction of the Perm-Kotlas railway.

tornado_84 Until 1861, the Vyatka bread was exported only through Arkhangelsk. In the 1850s, up to 7 million poods of grain were sent by horse-drawn transport alone from the Vyatka province to the piers of the Northern Dvina, Luza and Vychegda rivers. In 1869, grain began to be exported from the province along the Vyatka River on steamboats, the amount of cargo sent to Arkhangelsk fell sharply. Meanwhile, if the railway was built, the northern route for the export of Vyatka bread could become more profitable than the southern river route (cheaper and much faster) and would contribute to the development of not only the southern districts of the province, but also the northern ones. It should be noted that the Vyatka merchants had previously applied to the government with a request to build a railway from the Vyatka province to the Northern Dvina. In 1872, by order of the Ministry of Railways, surveys were carried out for the future line, planned from Vyatka to the Kotlas churchyard. Two years later, the ministry notified the Vyatka governor that the construction of the Vyatka-Dvinskaya road at the expense of the treasury would not take place, but private capital for the construction of the road was not found. Trade between Vyatka and Arkhangelsk continued to weaken.

Perm-Kotlas railway. Bridge across the Bolshaya Kordyaga River, verst 360 (section Zuevka-Kordyaga). 1901
Things got off the ground only in the 1890s, when the interests of the Vyatka merchants coincided with the interests of the government. In 1891 in Russian Empire construction of the Siberian railway began. In 1894, with the completion of the construction of the Omsk-Chelyabinsk section, it turned out that the only rail track connecting Siberia with central Russia (Chelyabinsk-Syzran) was not able to meet the growing demands on it. The expansion of the path seemed extremely difficult because of the highly mountainous terrain. In addition, purely commercial fears arose that Siberian bread would flood the Baltic ports and lower the price of central Russian bread already going there. In Western Siberia, wheat yields grew from year to year, and it cost 40-45 kopecks per pood, while in the center of Russia its price was 60-70 kopecks per pood. Something had to be done to protect the central agricultural regions of the country and protect them from competition with suppliers of cheap Siberian grain. The exit was found in the building new road from Perm to Kotlas (to deliver bread to Arkhangelsk) and the Yekaterinburg-Chelyabinsk connecting branch.
Perm-Kotlas railway. The main railway workshops in the city of Vyatka (now Kirovsky
May 1 Machine-Building Plant), turning, machine, boiler and battery departments.

In 1893, the Vyatka governor Anisin submitted to Emperor Alexander III a most humble report on the need to build a railway in the Vyatka province. The report reported that the inclusion of the Vyatka region in the network of railways is an urgent need for the development of export grain trade in the province and, consequently, the development of the entire Agriculture. Representatives of the Vyatka zemstvo, the governor reported, believe that the construction of a railway in the direction of Arkhangelsk would have the most beneficial consequences for the province. Against these words in the report Alexander III made a note: "Absolutely, pay attention to it." The note of the Vyatka governor, on the tsar's instructions, was submitted to the Committee of Ministers. Great Project Implementation Services railway track in the Vyatka province was provided by the chairman of the provincial zemstvo council Avksenty Petrovich Batuev.
Perm-Kotlas railway. Station station Vyatka (now - Kirov-Kotlassky).
View from the west, from the side of the tracks. 1901
At a meeting on January 31, 1894, the Committee of Ministers considered the report and decided to report it to the Minister of Railways for proper execution. Minister of Finance S.Yu. Witte expressed the opinion that the construction of the railway in the Vyatka province should be carried out at the expense of the treasury, and the management of the work should be entrusted to the Administration for the Construction of the Siberian Railway. The line should be laid from the city of Perm to the pier near the village of Kotlas, which lies at the confluence of the Vychegda River with the Northern Dvina. On April 24, 1894, Witte submitted to the committee of the Siberian Railway in a special note his thoughts on why it was necessary to build a railway line from Perm to Kotlas.
Perm-Kotlas railway. Construction of a bridge across the Vyatka River (?). 1901
The note stated that the purpose of the construction was: 1) to open a cheap and fast route for grain cargo from Siberia and the Vyatka province to Arkhangelsk, than to protect the ports of the Baltic Sea from the expected excessive load of Siberian bread, 2) to have a beneficial effect on the economy of both Vyatka and Perm and Vologda provinces adjacent to it. The note went on to say that western Siberia in good years could produce several tens of millions of poods of grain for export. The appearance of such a quantity of grain in the Baltic ports may cause a decrease in world prices. These unfavorable consequences for Russian agriculture and trade could be eliminated if Siberian bread went to the world market not through the ports of the Baltic, but through Arkhangelsk, where the supply of grain is currently quite negligible. The Northern Dvina to the north of Kotlas is quite full of water, and near Arkhangelsk it is an excellent harbor. After the construction of the Perm-Kotlas line, the delivery of bread from Siberia to London, according to Witte, would cost no more through Arkhangelsk than through St. Petersburg. Trade in Arkhangelsk will revive significantly, and the port will begin to develop. In addition, the new railway will give a significant impetus to the prosperity of the vast Vyatka province, from where not only bread, but also other goods, for example, the products of local factories and plants, will be exported.
Perm-Kotlas railway. Staroverskaya station. 1901
Thus, the main purpose of the railway line Chelyabinsk-Perm-Vyatka-Kotlas, according to the government, was to divert Siberian grain cargo from domestic markets and Baltic ports and to protect the domestic grain producer from a dangerous competitor, which was Siberian bread. The interests of the Vyatka, Perm and Vologda provinces in this case were given a secondary place, and their benefits from the railway were assumed, so to speak, in passing.
But the construction of the Perm-Kotlas road alone was hardly able to divert Siberian grain from moving in an undesirable direction. To achieve the same goal, the Chelyabinsk tariff break was established.
Perm-Kotlas railway. Depot at Murashi station. 1901
To discuss the issue of building the Perm-Kotlas railway, representatives of the Committee of the Siberian Railway, the Department of State Economy and the State Council formed a special presence, which decided to conduct economic studies and technical reconnaissance of the Perm-Kotlas line. In the summer and autumn of 1894, these works were carried out, they led to the following conclusions. Grain surpluses of Siberia according to experience recent years can be determined at 9-12 million poods, and these surpluses will only grow as a result of the resettlement of peasants and the plowing of new lands. Existing freight rates along the Northern Dvina and from Arkhangelsk to London are currently too high, but should decrease as turnover increases. Even with high cost freight delivery of Siberian bread to London through Arkhangelsk after the construction of the railway line to Kotlas will be more profitable than through St. Petersburg. As for the Vyatka grain, its delivery to London will already be much cheaper. In addition, the supply of bread to Arkhangelsk itself will improve. The total amount of surplus grain in the area of the road can be determined at 4-6 million poods, then you need to add bread delivered to Vyatka and Perm by waterways (2-3 million poods) and Siberian bread (16 million poods). In total, up to 27 million poods of cargo for the new railway was planned. Under such conditions, the expected gross income could be approximately 3.5-4.2 million rubles. The cost of building the road was set at 37.5 million rubles. Hence the net return on capital employed could be 3%.
Unfortunately, the government's expectations turned out to be too optimistic. Later, the main shortage of cargo fell mainly on Siberian bread and other transit cargo. Subsequently, the poor results of the export of Siberian grain through Arkhangelsk forced the government to adopt a special protective tariff, which significantly reduced the freight charge for grain to Kotlas from the busiest stations of the Siberian railway. As for the transportation of goods in its area, the road from the very beginning fully met the estimated expectations, although in the Vyatka province, even after the construction of the road, a lot of goods continued to be moved by water and horse-drawn transport.
Perov V.G. The scene at the railroad. 1868
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Photos - Along the Perm-Kotlasskaya railway. 1901
Literature:
Ergin A.A. The value of the Perm-Kotlas railway for the Vyatka region. Commemorative book of the Vyatka province for 1900, 1901, 1902
Naumov P.I. Railway projects in the interests of the Vyatka province. Commemorative book of the Vyatka province for 1909.