Vitebsk train schedule and locations. Vitebsk direction railway

Vitebsk Railway now it is the western border of Kupchin. The name “Vitebskaya” itself is not official. It would be more correct to say – railway tracks in the Vitebsk direction. But this name is not accurate either. According to railway standards, this is the St. Petersburg - Vitebsk region of the October Railway (NOD-2) - one of the six regions of the October Railway, in the recent past - the Leningrad-Vitebsk branch.

The highway has an ancient and very interesting story. To begin with, this is the first railway in Russia. Decree of Emperor Nicholas I the construction was announced on April 15, 1836. Construction lasted a year and a half. The construction was supervised by visiting engineer Franz Anton Ritter von Gerstner.

The gauge chosen for the Tsarskoye Selo Railway was six feet, or 1829 mm, which was very different from George Stephenson's gauge (4 English feet and 8½ inches or 1435 mm), now known as the "European gauge". According to F. Gerstner, the increased width was supposed to increase the capacity of the road, as well as accommodate a larger number of passengers in the carriages with maximum convenience.

The width of the roadbed was designed for two tracks - about 5.5 m. However, initially the railway line had only one track, the second track was built only in 1876. Average height embankments - 2.9 m above the ground surface. The construction of bridges was planned at the intersections of the railway with rivers, streams, ravines and roads. In total, the project included 22 bridges with spans from 2 to 4 m. Three bridges were built near Kupchin across the Black River, which inappropriately meandered in the path of the road builders. It is surprising that the designers did not think of straightening the river bed, thus excluding two bridges from the project. In the end, this was done, but already in the 20th century.

N. S. Samokish the First passenger train on the Tsarskoye Selo railway. 1837, reproduction

The total length of the line was 25½ versts (about 27 km). In addition to the terminal stations in the station in St. Petersburg, Tsarskoe Selo and Pavlovsk, there was a train passing area near the Moskovskoye Highway. At the beginning of the 20th century, the crossing received the name “Middle Platform”; now this platform is known as “Shushary”.

The grand opening of the Tsarskoye Selo Railway took place on October 30 (November 11, new style) 1837. At first, trains ran on horse-drawn trains on weekdays and steam-powered trains only on Sundays. The road was completely converted to steam traction in 1838. For more than ten years, the St. Petersburg – Pavlovsk line remained the only one in Russia. It had no serious economic significance and served mainly for pleasure trips of the nobility.

The event was construction on the second track. To cover these construction costs, bonds in the amount of 1 million 800 thousand rubles were issued in 1874. The opening of the second track took place on June 5, 1876.

In 1900, the Tsarskoye Selo Railway, which brought in extremely little income and was experiencing great financial difficulties, was purchased by the Moscow-Vindavo-Rybinsk Railway Society. Soon the railway was changed (rebuilt) to Russian gauge (1524 mm), which was first used in the Russian Empire during the construction of the Nikolaev railway (St. Petersburg - Moscow). Almost the same gauge is used in Russia to this day on railways and most urban tram networks. The only change to the gauge began in 1970, and was expressed in a reduction in width by 4 mm (the current gauge of the Russian Railways: 1520 mm with a tolerance of +6 −4 mm).

In 1900, by decree of Emperor Nicholas II, the construction of the “third path” began, which would later be called “”. Special mention should be made about him.

Construction of the first Imperial branch in 1895. From the funds of TsGAKFFD

Back in 1895, to receive imperial trains arriving through the Aleksandrovskaya station, near the village of Bolshoye Kuzmino, it was built. In the same year a short railway track from the station of the Aleksandrovskaya Petersburg-Warsaw railway. This path later became known as the “first branch of the Imperial Road.” The length of the first branch was 2.6 versts (2.8 km). Imperial trains carried the Tsar and his family along it to Gatchina. But movement from Tsarskoye Selo towards St. Petersburg was possible only with a change of direction at Aleksandrovskaya, which caused some inconvenience.

In 1897, the “second branch of the Imperial Road” was created, which allowed traffic from the Tsar’s Pavilion to St. Petersburg directly, without changing the direction of movement. The length of the branch was 1.4 versts (1.5 km).

Imperial Pavilion in St. Petersburg 1901. From the funds of the Central State Academic Agricultural Fund

In December 1902, after almost two years of construction, the “third track” of the Imperial branch of the Tsarskoye Selo railway was put into operation. The road was built by the Moscow-Vindavo-Rybinsk Railway Company. In St. Petersburg, a personal royal one was erected in the Art Nouveau style in the track system, but separately placed closer to the Obvodny Canal next to the Vvedensky Canal. The path itself was a unique engineering structure. Being laid on a special, additionally reinforced embankment along its entire length, it was able to withstand the movement of heavy (up to 15 cars) imperial trains at high speeds. Other Russian railways were not capable of this.

The path ran to the west, along two tracks of the Moscow-Vindavo-Rybinsk railway up to the 16th verst, and only there the rails went southwest, into the fields, towards Bolshoy Kuzmin. Thus, the “third path” became not only the third path along which imperial trains traveled, but also the third path (track) as part of the railway line that passed near the village of Kupchino.

The movement of any trains, except imperial ones, on the third track was prohibited. At every switch and at every bridge there was a soldier of the First Imperial Railway Battalion (in 1909 deployed into a regiment). The military was responsible for the protection, operation and repair of the road.

In 1912, the wooden station in Tsarskoe Selo burned down, and in its place, according to the design of the architect V. A. Pokrovsky with the participation of the artist M. I. Kurilko, a new building was erected, from which a highway was laid through the territory of the Fermsky Park to the Alexander Palace.

In 1918, the station was renamed the Uritsky Pavilion, and by the middle of the 20th century it was closed. The main volume of the building with stone carvings on the facade, as well as paintings on the arches of the front porch and some interiors, has been preserved to this day. The hundred-meter landing stage was dismantled in the 1930s. The tent over the front porch is missing. The building has never been restored and is now in a deplorable state. The prospects for the use of the building have not been determined.

Imperial Pavilion in Pushkin 2008. Photo by Fyodor Ragin

The embankment of the Imperial branch, which ran parallel to the tracks, gradually merged with the main embankment of the October Railway. With a certain degree of convention, we can say that trains of odd directions (from St. Petersburg) now move along the former Imperial Track almost to the Locomotive Museum platform.

The part of the embankment running southwest from the main railway is still quite visible today. It was along this route that, in accordance with the original plans, it was planned to build a new route for the Malaya Oktyabrskaya Railway. But, alas, these plans were not realized.

At the beginning of the 20th century, the Moscow-Vindavo-Rybinsk Railway Society built a new railway from Tsarskoe Selo to Dno. In 1903, traffic was opened on the Vitebsk – Tsarskoe Selo road. In 1904, daily direct trains from St. Petersburg to Vitebsk were installed.

In September 1918, the railway was nationalized and transferred to the authority of the People's Commissariat of Railways. In 1920, the Petrograd network of the Moscow-Vindavo-Rybinsk Railway was annexed to. In 1929 - merged with, which received this name in 1923. From 1940 to 1953 - Leningrad Railway. In 1953 it was again merged with the Oktyabrskaya Railway.

In the first months of the Great Patriotic War, mainly military trains traveled by rail. During the war, an access road was built from the main line to the territory of the village of Kupchino, where at that time units of the 192nd anti-aircraft artillery regiment, an air defense military unit, were stationed. Obviously, the path was intended exclusively for military purposes. After the war the route was completely dismantled.

With the beginning of the siege of Leningrad, the railway ceased to be used for its intended purpose. The embankment acquired strategic defensive importance. Bunkers, reinforced concrete bunkers, bunkers were set up in it. The last of the defensive fortifications built in the railway embankment were the long-term firing points of the Izhora defensive line, erected from May to October 1943. It is these structures that can still be seen today on the eastern side of the embankment.

Who hasn't passed through Kupchino by rail? And “Bogatyr”, and “Elephant”, and “Eagle”, and “Lion”. And “stagecoaches” with “charabans”, and “Berlins” with “waggons”. And the august persons, perhaps, looking out of the windows, noticed the village church, which stood very close to the railway track. And military echelons from the First World War, and ambulance trains and armored trains of the revolution. And they all rushed past, giving the merchants only the opportunity to stare at the trains leaving into the distance. This was the case until the early 1920s. By 1922, a stop was finally established near the village, which naturally received the name of the village. This is how the platform, now known as

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Vitebsk is a large railway junction in Belarus to Smolensk, St. Petersburg, Gomel, Polotsk. This is the junction railway station of the Vitebsk branch of the Belarusian Railway. The station is served by a railway station, the reconstruction of which was completed almost recently. A new suburban station building with a cafeteria and a bank branch has been added to the old building. There are 2 panoramic elevators in the main station building. The platforms and the transition bridge between them were covered with roofs. In 2013, Vitebsk Station was recognized as the best in Belarus. In the ticket office building at the terminals, you can buy tickets for regional routes using bank cards.

The traffic is served by the operating company of the Belarusian railway network, Belarusian Chygunka. The same company creates the timetable.

The Vitebsk railway junction operates in 4 directions: Orel (closest - Smolensk station), Daugavpils (closest - Polotsk station), Zhlobin (closest - Orsha station), Novosokolniki. Trains of international importance pass through the station, connecting Vitebsk with Ukraine, Russia, and Moldova. Capital of Ukraine Kyiv And northern capital Russia is connected by the Kyiv-St. Petersburg route (the train is served by Ukrainian Railways). The St. Petersburg-Minsk route is served by the Zvezda branded train. The Moldovan train St. Petersburg-Chisinau (CFM) passes through the station. Before St. Petersburg(600 km) there are routes from Gomel, Dnepropetrovsk, Bender (Moldova), Kaliningrad, Brest. In St. Petersburg, all trains arrive at Vitebsky Station. In summer, additional routes to the south are introduced: to Evpatoria , Simferopol , Odessa.

The branded “Dvina” runs from Polotsk to Moscow (550 km). The train runs daily through Smolensk and Vyazma. The train includes SV cars with video systems and paid meals. Direct trains run to Berlin and Prague. On the territory of Belarus, from Vitebsk you can reach Minsk (280 km), Baranovichi, Grodno, Brest, Gomel and other cities without transfers.

Suburban traffic is developing in four directions. High-speed express trains go to Orsha, Mogilev, Bykhov. In the Orsha direction, several daily locomotive-hauled diesel trains run to Orsha. There is an express train to Polotsk once a day and several daily pairs of regular electric trains. Suburban trains run towards Smolensk to Rudnya and Zaolsha. Three pairs run daily to Ezerishte commuter trains.

Information on train and train schedules at Vitebsk station:

The schedule of trains and trains at the Vitebsk station currently includes 69 trains long distance, commuter trains and electric trains (including diesel engines) - 40, 40 of them passing and 69 - begin or end their journey in this locality. Most trains arrive in the morning. The first, according to the schedule, departs at 00:10 in the direction of the Minsk-Pass station, and the last arrives at 23:43. The average parking time on the platform is 0:28.
Some trains passing through Vitebsk station do not run every day (they have a special schedule).
The train and train schedule for the Vitebsk station presented on this page takes into account seasonal changes, that is, winter and summer schedule options are always available.
Tickets for trains and electric trains at Vitebsk station can be purchased online or at the ticket office.