Kazakhstan railways Ktzh, or the country of stormy stops. An excerpt characterizing Kazakhstan Railways

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Purchasing an electronic ticket on the website is a modern and fast way to issue a travel document without the participation of a cashier or operator.When purchasing an electronic train ticket, seats are redeemed immediately at the time of payment.After payment, to board the train you need to either register electronically or print a ticket at the station.Electronic registration Not available for all orders. If registration is available, you can complete it by clicking on the appropriate button on our website. You will see this button immediately after payment. You will then need your original ID and a printout of your boarding pass to board the train. Some conductors do not require a printout, but it is better not to risk it.Print e-ticket You can do so at any time before the train departs at the ticket office at the station or at the self-registration terminal. To do this, you need a 14-digit order code (you will receive it via SMS after payment) and an original ID.

the website issues train tickets for all directions served by KTZ JSC. This means that you can book a train ticket for all cities of Kazakhstan and not only. The most popular areas: Aktobe, Almaty, Shymkent, Taraz, Zhezkazgan, Atyrau, Karaganda, Kokshetau, Kostanay, Kyzylorda, Moscow, Family, Petropavlovsk, Pavlodar, Aktau, Tashkent, Taldykorgan, Nur-Sultan, Ust-Kamenogorsk, Uralsk.

the site invites you to book tickets for the Kazakhstan Temir Zholy (KTZ) train in any available direction. Easily book cheap seats on popular flights to cities such as Almaty, Shymkent, Aktobe, Taraz, Atyrau, Zhezkazgan, Karaganda, Kokshetau, Kostanay, Kyzylorda, Semey, Petropavlovsk, Pavlodar, Aktau, Tashkent, Taldykorgan, Astana, Ust-Kamenogorsk, Uralsk, Moscow and others.

The largest railway carrier in Kazakhstan has been providing first-class service and offering low prices for train tickets for more than 20 years. Your journey will take place in spacious carriages of any comfort class: passengers can choose an inexpensive reserved seat, a comfortable compartment or a secluded suite. KTZ has more than 1,500 locomotives in its fleet, and the company's trains travel along the entire length of the country's railways - a total of 14,000 km.

Our service provides full information about flight schedules: you can choose a convenient day for your trip, specifying the departure and arrival times, and then immediately book train tickets online. No more queues at the box office and resellers!

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After confirmation of payment, the electronic ticket will be available in your personal account, its re-sale is prohibited. You can print it out and take it with you as a reminder. Please note: a travel document without online registration must be exchanged for a strict reporting form at the station at least one hour before departure.

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KTZ tower among new buildings

"Kazakhstan railways» (Kaz. Kazakhstan Temir Zholy- Kazakhstan Railway) - operator of the main railway network of Kazakhstan. Full name - Joint-Stock Company“National Company “Kazakhstan Temir Zholy”. Headquarters - in Astana.

The Republican State Enterprise “Kazakhstan Railways” was created by Decree of the Government of the Republic of Kazakhstan dated January 31, 1997 No. 129 “On the reorganization of railway enterprises of the Republic of Kazakhstan” by merging three RSE: the Office of the Almaty Railway, the Office of the Tselinnaya Railway and the Office of the West Kazakhstan Railway roads. The purpose of the merger was to optimize the management structure of the transportation process and eliminate unnecessary links, as well as the financial and economic recovery of the railway industry.

By Decree of the Government of the Republic of Kazakhstan dated March 15, 2002 No. 310 “On the creation of the Closed Joint Stock Company “National Company “Kazakhstan Railways””” CJSC “National Company “Kazakhstan Railways”” was formed by merging the RSE “Kazakhstan Railways” with its subsidiaries . One of the differences between a RSE and a joint stock company is that a (Z)JSC can have a profit and pay dividends, while a RSE operates at break-even. In the case of KZD, the company pays dividends in favor of its sole shareholder - Samruk-Kazyna - and the national fund pays dividends to the republican budget.

On April 2, 2004, in accordance with the Law “On Joint-Stock Companies” dated May 13, 2003, CJSC NC KTZ was re-registered into JSC NC KTZ.

Owners and management

The sole shareholder of the company is the Samruk-Kazyna national fund, 100% of whose shares belong to the Republic of Kazakhstan. The fund solves problems of improving the quality of corporate governance, increasing budget transparency, manages the activities of KTZ through the board of directors, without interfering in operational work.

The activities of KTZ are controlled by the Ministry of Transport and Communications, which, as an authorized body, ensures the implementation public policy in the field of railway transport, as well as the state Agency for the Regulation of Natural Monopolies.

Samruk-Kazyna approves the company’s board of directors, which in turn approves the company’s president and annual reports. The candidacy for the president of the society is proposed by the president of the country.

Since June 2009, the post of Chairman of the Board of Directors of KTZ has been occupied by Timur Kulibayev.

Board composition

• Chairman of the Board, President of NC KTZ JSC - Askar Mamin (April 2008)
• Vice President - Ermek Kizatov (2008)
• Vice President for Support - Erik Sultanov (2008)
• Vice President for Economics and Finance - Kanat Alpysbaev (2008)
• Vice President for Human Resources and Social Affairs - Askhat Akchurin (2008)
• Vice President for Logistics - Erkhat Iskaliev (2011)
• Advisor to the President - Beibit Zhusupov
• Managing Director, Chief of Staff - Kanat Almagambetov
• Managing Director for Legal Affairs - Rustem Khasenov
• Managing Director for Economics - Almas Lepesbaev
• Managing Director for Finance - Elena Lepskaya
• Managing Director for Operations - Baurzhan Urynbasarov

Asset structure

Currently, KZD has a holding structure. The company's asset portfolio includes 26 subsidiaries, affiliates and jointly controlled organizations with a geographical presence throughout Kazakhstan.

Activity

Railway transport is the most important component of the industrial infrastructure of Kazakhstan. Due to geographical features - the lack of direct access to the sea and navigable rivers, the vastness of the territory, the raw material structure of production and the location of productive forces, the underdevelopment of the road transport infrastructure - railway transport plays an extremely important role in the country's economy.

The railway industry of Kazakhstan is a fast-growing market, the production and technical potential of which is steadily increasing in Lately [When?] and provides employment to more than 140 thousand people.

The company's activities are regulated by the laws of the republic “On railway transport” and “On natural monopolies and regulated markets”.

Performance indicators

Freight transportation

In 2010, freight turnover amounted to 213 billion t km. The total volume of cargo transportation in 2009 amounted to 268 million tons, of which 35% was in export traffic, 53% in interregional traffic, 6% in import traffic and 6% in transit traffic.

Passenger Transportation

Joints

The Kazakhstan Railway borders on the Volga Railway (at Ozinki and Aksarayskaya stations) in the west, with the South Ural Railway (at Iletsk-1, Nikeltau, Tobol, Presnogorkovskaya, Petropavlovsk stations) in the north, and with the West Siberian Railway (along Kulunda and Lokot-Altaisky stations) in the northeast, with the Lanxin Railway (China) along the cross-border crossing Dostyk (Friendship) - Alashankou in the southeast and (Korgas station on the Zhetygen - Korgas highway) in the east, with The Uzbekistan railway (via Oasis and Sary-Agach stations) in the south, with the Turkmen railway (via Bolashak station on the Uzen - state border with Turkmenistan highway) in the southwest.

Quality

The electric locomotives used to pull the Spanish Talgo 200 high-speed trains between Astana and Almaty may be good, but the Spanish cars included are worse than compartment cars (made in Russia or Soviet Union). I was convinced of this from December 14, 2012 to December 15, 2012 (landing at 20.00 in Almaty (station - Almaty-2), arriving at Karaganda on March 6). Very noisy carriage tin, all shaking and swaying, I very much regretted that I did not go in an ordinary compartment carriage. The price for a seat cost me 18,800 tenge. By plane it would cost an average of 15,000. You have to try very hard to fall asleep in such a noisy carriage. The compartment room has a radio station (from the 70s) - why???, there is no TV, but there is a proud inscription above the ceiling - Wi-Fi. The dispenser installed at the beginning of the car is so wobbly that it seems like it will fall in the aisle; disposable cups are rolling around on the shelf next to it, but I never saw a trash can for their disposal. There are no seats in the restaurant, the impression is that everyone is hungry. My neighbor was brought a drink to his room without a glass. The impressions from the trip in the Spanish carriages of train No. 001 remained negative.

Links

• Kazakhstan: results of railway transport in 2006

Notes

1. Bond price information on Kazakhstan Temir Zholy Finance B.V. 6.375% 06/10/2020 (ISIN XS0546214007). (Russian) (Retrieved July 16, 2011)
2. Eurobonds “Kazakhstan Temir Zholy Finance B.V.”, 05/11/2016, 7.0% (ISIN XS0253694755). (Russian) (Retrieved July 16, 2011)
3. Consolidated financial statements for the year ended 31 December 2010 and independent auditors' report, pp. 6, 10, 30, 43, 54. (Russian) (Retrieved May 4, 2011)
4. Annual report 2009, p. 53. (Russian) (Retrieved May 4, 2011)
5. Group structure (Russian) (Retrieved May 4, 2011)
6. Charter of the joint stock company “National Company “Kazakhstan Temir Zholy”” (Russian) (Retrieved May 4, 2011)
7. According to the company's charter, the official name in Russian is JSC National Company Kazakhstan Temir Zholy (sic).
8. (Russian) (Retrieved May 26, 2011)
9. (Russian) (Retrieved May 26, 2011)
10. Decree of the Government of the Republic of Kazakhstan dated March 26, 2010 No. 239 (Russian) (Retrieved May 26, 2011)
11. (Russian) (Retrieved May 26, 2011)

▼ ( lesion)
- 460.0 billion tenge (2015)

Number of employees

▼ 145,901 people (2015)

Parent company Affiliated companies

JSC "Almaty Car Repair Plant"
JSC "Militarized Railway Security"
JSC "Vokzal-service"
JSC "Kaztransservice"
JSC "Kaztemirtrans"
JSC "KTZ Express"
JSC "Lokomotiv"
JSC Lokomotivny service center»,
JSC "Remlokomotiv"
JSC "Passenger Transportation"
JSC "Temirzholsu"
JSC "Transtelecom"
JSC National Company Aktau International Sea Trade Port,
JSC "Transport Service Center"
LLP "Lesozashchita"
JSC “International Center for Cross-Border Cooperation “Khorgos”,
Akzhaiyk-Zapad 2006 LLP,
LLP "Research Institute of Transport",
LLP "Repair Corporation "Kamkor"
JSC "Kazakh Academy of Transport and Communications",
Logistic System Management B.V. (LSM B.V.),
JSC "Lokomotiv Kurastyru Zauyty"
JSC "Doszhan Temir Zholy"
JSC "Temirzhol Zhondeu"
JSC "Kaskor-Transservice"

Auditor Website K:Companies founded in 1997

"Kazakhstan Railways"(Kaz. Kazakhstan Temir Zholy- Kazakhstan Railways) is the largest operator of the main railway network in Kazakhstan. Full name - Joint Stock Company "National Company "Kazakhstan Temir Zholy"". The main office of KTZ is in Astana.

Owners and management

The sole shareholder of the company is the Samruk-Kazyna national fund, 100% of whose shares belong to the Republic of Kazakhstan.

The post of Chairman of the Board of Directors of KTZ from June 21, 2015 to April 11, 2016 was held by the Managing Director of Samruk-Kazyna JSC N. T. Baidauletov. On April 11, 2016, Adamas Ilkevichyus was elected Chairman of the Board of Directors of JSC NC Kazakhstan Temir Zholy.

Board composition

• Chairman of the Board, President of NC KTZ JSC - [Kanat Alpysbaev]
• Vice President - Bauyrzhan Urynbasarov
• Vice President for Support - Adelsha Ermukhanov
• Vice President for Economics and Finance - Almaz Lepesbaev
• Vice President for Human Resources and Social Affairs - Ermek Kizatov
• Vice President of Logistics -
• Ombudsman - Beibit Zhusupov
• Managing Director Chief of Staff - Nurdaulet Kilybay
• Managing Director for Legal Affairs - Rustem Khasenov
• Managing Director for Operations - Oralkhan Kulakov

Asset structure

Currently, KZD has a holding structure. The company's asset portfolio includes 26 subsidiaries, affiliates and jointly controlled organizations with a geographical presence throughout Kazakhstan.

Activity

The railway industry in Kazakhstan provides employment to more than 156 thousand people. The company's activities are regulated by the laws of the republic “On railway transport” and “On natural monopolies and regulated markets”.

Performance indicators

The volume of capital investments in 2012 amounted to 499 billion 515 million tenge, which is 1.3 times more than in 2011. Freight turnover exceeded the 2011 level by 5.4% and amounted to 235.7 billion ton-km. At the end of 2012, passenger turnover amounted to 16.7 billion passenger-km, which is 14% higher than in 2011. Net income amounted to 116.7 billion tenge, which is almost 2 times the level of 2008. Labor productivity in 2012 reached 5.3 million tenge per person, which is 15.2% higher than in 2011.

Infrastructure and rolling stock

The length of the main railway tracks is more than 14 thousand km. The freight car fleet is more than 44,000 units, the locomotive fleet is more than 1,500 units. Traction rolling stock includes diesel locomotives, electric locomotives, electric trains, diesel trains, railcars, railcars and other self-propelled equipment. Non-traction rolling stock - various cars (passenger, freight, tank cars).

Large projects

The large industrial projects implemented by KTZ include two transit highways of strategic importance (Khorgos - Zhetygen and Uzen - the state border with Turkmenistan) and four large engineering enterprises (locomotive assembly plant, electric locomotive assembly plant in Astana, passenger car production plant in Astana and freight car assembly plant in Ekibastuz). On July 3, 2012, the construction of two new intrastate highways began in Kazakhstan: Arkalyk - Shubarkol (214 km) and Zhezkazgan - Saksaulskaya (517 km) - Shalkar - Beineu (496 km). Construction of the lines was completed in August 2014.

High speed movement

In February 2011, a memorandum of cooperation in the construction of the Astana-Almaty high-speed railway between KTZ and the Ministry of Railways of the People's Republic of China was signed in Beijing. The estimated speed of the train is 350 km/h. Construction of the line is scheduled to begin in 2014. Currently, work is underway on a feasibility study.

Joints

The Kazakhstan railway borders:

• With Privolzhskaya Railway Russia (in the west):
  • according to Art. Kigash - on the line (Volgograd) - Aksarayskaya - Makat,
  • according to Art. Ozinki - on the line Saratov - Ershov - Uralsk;

• With South Ural Railway Russia (in the north):
  • according to Art. Iletsk-1 - on the line Orenburg - Iletsk - (Kandagach),
  • according to Art. Nikeltau - on the line Nikel - Nikeltau - (Kandagach),
  • according to Art. Tobol - on the line Kartaly - Tobol - Yesil - Astana,
  • according to Art. Kaerak- on the line Chelyabinsk - Troitsk - Kaerak - Kostanay,
  • according to Art. Presnogorkovskaya - on the line Kurgan - Presnogorkovskaya - Novoishimskaya,
  • according to Art. Petropavlovsk - on the line Kurgan - Petropavlovsk - Omsk;

• With West Siberian Railway Russia (in the northeast):
  • according to Art. Kulunda - on the line Barnaul - Kulunda - Pavlodar,
  • according to Art. Lokot-Altaisky - on the line Barnaul - Rubtsovsk - Lokot - Semey (Semipalatinsk);

• With Lanxin Railway (China)(in the east):
  • according to Art. Dostyk (Friendship) Dostyk (Friendship) - Alashankou on the line Aktogay - Dostyk (Friendship) - Alashankou - Jinghe (PRC),
  • according to Art. Korgas - at the Korgas - Khorgos cross-border crossing on the Zhetygen - Altynkol - Korgas (ROK) - Khorgos (PRC) - Jinghe line (this new cross-border crossing opened on 12/22/2013);

• With railway of Kyrgyzstan(in the southeast):
  • according to Art. Lugovaya - on the line Lugovaya - Kaindy - Bishkek - Tokmak;

• With Uzbekistan Railway(on South):
  • according to Art. Sary-Agach - on the line Arys - Sary - Agach - Tashkent,
  • according to Art. Oasis - on the line Makat - Beyneu - Oasis - Kungrad;

• With Turkmen railway(in the South-West):
  • according to Art. Bolashak - on the line Zhanaozen - Bolashak (Kazakhstan) - Serhetyaka (Turkmenistan) - Kyzylkaya - Bereket - Etrek (Turkmenistan) - Gorgan (Iran) of the Kazakhstan-Turkmenistan-Iran railway corridor.

The Kazakhstan section of the Zhanaozen - Bolashak - state border (with Turkmenistan) of the Kazakhstan-Turkmenistan-Iran corridor was opened in May 2013. As of January 1, 2014, the entire railway corridor from Kazakhstan to Iran has not yet been opened.

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Links

• [schedule.kaz/station/Schedule of electric trains of the Republic of Kazakhstan]

Subsidiaries

Notes

An excerpt characterizing Kazakhstan Railways

The deacon stepped out onto the pulpit, straightened it, holding his thumb wide, long hair from under the surplice and, placing a cross on his chest, loudly and solemnly began to read the words of the prayer:
- “Let us pray to the Lord in peace.”
“In peace - all together, without distinction of classes, without enmity, and united by brotherly love - let us pray,” thought Natasha.
- About the heavenly world and the salvation of our souls!
“For the peace of angels and the souls of all incorporeal creatures that live above us,” Natasha prayed.
When they prayed for the army, she remembered her brother and Denisov. When they prayed for those sailing and traveling, she remembered Prince Andrei and prayed for him, and prayed that God would forgive her for the evil that she had done to him. When they prayed for those who loved us, she prayed for her family, for her father, mother, Sonya, for the first time now understanding all her guilt before them and feeling all the strength of her love for them. When they prayed for those who hated us, she invented enemies and haters for herself in order to pray for them. She counted creditors and all those who dealt with her father among her enemies, and every time, when she thought about enemies and haters, she remembered Anatole, who had done her so much harm, and although he was not a hater, she joyfully prayed for him as for enemy. Only during prayer did she feel able to clearly and calmly remember both Prince Andrei and Anatol, as people for whom her feelings were destroyed in comparison with her feeling of fear and reverence for God. When they prayed for the royal family and for the Synod, she bowed especially low and crossed herself, telling herself that if she did not understand, she could not doubt and still loved the ruling Synod and prayed for it.
Having finished the litany, the deacon crossed the orarion around his chest and said:
- “We surrender ourselves and our lives to Christ God.”
“We will surrender ourselves to God,” Natasha repeated in her soul. “My God, I surrender myself to your will,” she thought. - I don’t want anything, I don’t desire anything; teach me what to do, where to use my will! Take me, take me! - Natasha said with tender impatience in her soul, without crossing herself, lowering her thin hands and as if expecting that an invisible force would take her and deliver her from herself, from her regrets, desires, reproaches, hopes and vices.
Several times during the service, the Countess looked back at the tender, sparkling-eyed face of her daughter and prayed to God to help her.
Unexpectedly, in the middle and not in the order of service, which Natasha knew well, the sexton brought out a stool, the same one on which kneeling prayers were read on Trinity Day, and placed it in front of the royal doors. The priest came out in his purple velvet skufia, straightened his hair and knelt down with an effort. Everyone did the same and looked at each other in bewilderment. It was a prayer just received from the Synod, a prayer for the salvation of Russia from enemy invasion.
“Lord God of hosts, God of our salvation,” the priest began in that clear, unpompous and meek voice, which is read only by spiritual Slavic readers and which has such an irresistible effect on Russian heart. - Lord God of hosts, God of our salvation! Look now in mercy and generosity on your humble people, and kindly hear, and have mercy, and have mercy on us. Behold, the enemy has troubled your land and, although he has left the entire universe empty, has risen up against us; All these lawless people have gathered together to destroy your property, to destroy your honorable Jerusalem, your beloved Russia: desecrate your temples, dig up your altars and desecrate our shrine. How long, Lord, how long will sinners be praised? How long to use illegal power?
Lord God! Hear us praying to you: strengthen with your power the most pious, autocratic great sovereign of our Emperor Alexander Pavlovich; remember his righteousness and meekness, reward him according to his goodness, with which we, your beloved Israel, protect us. Bless his advice, undertakings and deeds; establish his kingdom with your almighty right hand and grant him victory over the enemy, as Moses did against Amalek, Gideon against Midian, and David against Goliath. Preserve his army; put the bow of the coppers on the armies that have taken up arms in your name, and gird them with strength for battle. Take a weapon and a shield, and rise up to help us, so that those who think evil against us will be ashamed and put to shame, may they be before the face of your faithful army, like dust before the face of the wind, and may your mighty angel insult and persecute them; let a net come to them that they do not know, and let their catch, having hidden it, embrace them; let them fall under the feet of your servants and be trampled underfoot by our howls. God! You will not fail to save in many and in small; You are God, let no man prevail against you.
God our father! Remember your generosity and mercies, which have existed since time immemorial: do not cast us away from your presence, abhor our unworthiness, but have mercy on us according to your great mercy and, according to the multitude of your generosity, despise our iniquities and sins. Create a pure heart in us, and renew a right spirit in our womb; Strengthen us all with faith in you, confirm us with hope, inspire us with true love for each other, arm us with unanimity for the righteous defense of possession, which you and our father gave to us, so that the rod of the wicked does not ascend to the lot of the sanctified.
Lord our God, we believe in him and we trust in him, do not disgrace us because of the hope of your mercy and create a sign for good, so that those who hate us may see Orthodox faith ours, and they will be put to shame and perish; and let all countries know that your name is the Lord, and we are your people. Show us, Lord, now give us your mercy and your salvation; make the hearts of your servants glad because of your mercy; defeat our enemies, and crush them quickly under the feet of your faithful. For you are intercession, help and victory for those who trust in you, and we send glory to you, father and son and holy spirit, now and ever, and forever and ever. Amen".
In the state of spiritual openness in which Natasha was, this prayer had a strong effect on her. She listened to every word about the victory of Moses against Amalek, and Gideon against Midian, and David against Goliath, and about the destruction of your Jerusalem, and asked God with that tenderness and softness with which her heart was filled; but she did not understand well what she was asking God for in this prayer. She participated with all her soul in asking for a right spirit, for the strengthening of the heart with faith, hope and for the inspiration of their love. But she could not pray to trample underfoot her enemies, when a few minutes before that she only wished to have more of them, to love them, to pray for them. But she also could not doubt the correctness of the kneeling prayer read. She felt in her soul a reverent and trembling horror of the punishment that befell people for their sins, and especially for her sins, and asked God to forgive them all and her and give them all and her peace and happiness in life . And it seemed to her that God heard her prayer.

From the day when Pierre, leaving the Rostovs and remembering Natasha’s grateful look, looked at the comet standing in the sky and felt that something new had opened up for him, the question that had always tormented him about the futility and madness of everything earthly ceased to appear to him. This terrible question: why? for what? - which had previously presented itself to him in the middle of every lesson, was now replaced for him not by another question and not by an answer to the previous question, but by a presentation of her. Whether he heard or carried on insignificant conversations, whether he read or learned about the meanness and senselessness of people, he was not horrified as before; did not ask himself why people were fussing when everything was so brief and unknown, but he remembered her in the form in which he had seen her for the last time, and all his doubts disappeared, not because she answered the questions that presented themselves to him , but because the idea of ​​her instantly transported him to another, bright area of ​​mental activity, in which there could be no right or wrong, to the area of ​​beauty and love, for which it was worth living. No matter what everyday abomination presented itself to him, he said to himself:
“Well, let such and such rob the state and the tsar, and the state and the tsar give him honors; and yesterday she smiled at me and asked me to come, and I love her, and no one will ever know this,” he thought.
Pierre still went out into society, drank just as much, and led the same idle and distracted life, because, in addition to those hours that he spent with the Rostovs, he had to spend the rest of his time, and the habits and acquaintances he made in Moscow irresistibly attracted him to the life that captured him. But recently, when more and more alarming rumors came from the theater of war and when Natasha’s health began to improve and she ceased to arouse in him the former feeling of thrifty pity, he began to be overcome by a more and more incomprehensible anxiety. He felt that the situation in which he found himself could not last long, that a catastrophe was coming that would change his whole life, and he impatiently looked for signs of this approaching catastrophe in everything. Pierre was revealed by one of the Freemason brothers the following prophecy regarding Napoleon, derived from the Apocalypse of John the Theologian.
In the Apocalypse, chapter thirteen, verse eighteen, it is said: “Here is wisdom; Let those who have intelligence respect the number of animals: the number is human, and its number is six hundred and sixty-six.”
And of the same chapter in verse five: “And a mouth was given unto him, saying great things and blasphemous things; and he was given the domain of creation for a month of four to ten and two.”
French letters, like the Hebrew number image, according to which the first ten letters stand for units, and the rest tens, have the following meaning:
a b c d e f g h i k.. l..m..n..o..p..q..r..s..t.. u…v w.. x.. y.. z
1 2 3 4 5 6 7 8 9 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
Having written the words L "empereur Napoleon [Emperor Napoleon] using this alphabet in numbers, it turns out that the sum of these numbers is equal to 666 and that therefore Napoleon is the beast about which was predicted in the Apocalypse. In addition, having written the words quarante deux using the same alphabet [ forty-two], that is, the limit that was set for the beast to say great and blasphemous, the sum of these numbers depicting the quarante deux is again equal to 666, from which it follows that the limit of Napoleon’s power came in 1812, in which the French emperor turned 42 This prediction greatly amazed Pierre, and he often asked himself the question of what exactly would put a limit to the power of the beast, that is, Napoleon, and, based on the same images of words with numbers and calculations, Pierre wrote. in the answer to this question: L "empereur Alexandre? La nation Russe? [Emperor Alexander? Russian people?] He counted the letters, but the sum of the numbers came out much more or less than 666. Once, while doing these calculations, he wrote his name - Comte Pierre Besouhoff; The sum of the numbers also did not come out far. He changed the spelling, putting z instead of s, added de, added article le, and still did not get the desired result. Then it occurred to him that if the answer to the question he was looking for lay in his name, then the answer would certainly include his nationality. He wrote Le Russe Besuhoff and, counting the numbers, he got 671. Only 5 were extra; 5 means “e”, the same “e” that was discarded in the article before the word L "empereur. Having discarded the "e" in the same way, although incorrectly, Pierre received the desired answer; L "Russe Besuhof, equal to 666 ti. This discovery excited him. How, by what connection he was connected with that great event that was predicted in the Apocalypse, he did not know; but he did not doubt this connection for a minute. His love for Rostova, the Antichrist, the invasion of Napoleon, the comet, 666, l "empereur Napoleon and l "Russe Besuhof - all this together was supposed to ripen, burst out and lead him out of that enchanted, insignificant world of Moscow habits in which he felt himself captive, and lead him to great feats and great happiness.
Pierre, on the eve of that Sunday on which the prayer was read, promised the Rostovs to bring them from Count Rostopchin, with whom he was well acquainted, both an appeal to Russia and the latest news from the army. In the morning, having stopped by Count Rastopchin, Pierre found him having just arrived a courier from the army.
The courier was one of the Moscow ballroom dancers Pierre knew.
- For God's sake, can you make it easier for me? - said the courier, - my bag is full of letters to my parents.
Among these letters was a letter from Nikolai Rostov to his father. Pierre took this letter. In addition, Count Rastopchin gave Pierre the sovereign’s appeal to Moscow, just printed, the latest orders for the army and his latest poster. Having looked through the orders for the army, Pierre found in one of them, between the news of the wounded, killed and awarded, the name of Nikolai Rostov, who was awarded the 4th degree by George for his bravery in the Ostrovnensky case, and in the same order the appointment of Prince Andrei Bolkonsky as commander of the Jaeger regiment. Although he did not want to remind the Rostovs about Bolkonsky, Pierre could not resist the desire to please them with the news of his son’s award and, leaving with him the appeal, poster and other orders, in order to bring them to dinner himself, he sent a printed order and a letter to Rostov.
A conversation with Count Rostopchin, his tone of concern and haste, a meeting with a courier who carefreely talked about how badly things were going in the army, rumors about spies found in Moscow, about a paper circulating in Moscow, which says that Napoleon promises to to be in both Russian capitals, talking about the expected arrival of the sovereign the next day - all this with new strength aroused in Pierre that feeling of excitement and expectation that had not left him since the appearance of the comet and especially since the beginning of the war.
Pierre had long had the idea of ​​enrolling in military service, and he would have fulfilled it if he had not been hindered, firstly, by his belonging to that Masonic society, with which he was bound by an oath and which preached eternal peace and the abolition of war, and, secondly, what he, looking at a large number of Muscovites, who put on uniforms and preached patriotism, were for some reason ashamed to take such a step. The main reason why he did not carry out his intention to enter military service was the vague idea that he was l "Russe Besuhof, having the meaning of the animal number 666, that his participation in the great matter of setting the limit of power to the beast, which says great and blasphemy, it was determined from eternity and that therefore he should not undertake anything and wait for what must happen.

"Trains in these parts ran from east to west and from west to east.
And on the sides of the railway in these parts lay great desert spaces - Sary-Ozeki, the Middle Lands of the Yellow Steppes. In these parts, any distances were measured in relation to the railway, as from the Greenwich meridian. And the trains went from east to west and from west to east..." - perhaps the most famous lines of the most famous book in Kazakhstan, “And the day lasts longer than a century...” by Chingiz Aitmatov. And although they were written several decades ago, hardly anything has changed in the remote steppes. The extent of Kazakhstan railways at first glance are not so large - about 15 thousand kilometers, less than in Ukraine - but in a huge and deserted country the railway is not only transport, but also the framework of KTZ ("Kazakhstan Temir Zholy" - that is, "Iron". roads of Kazakhstan") occupies an almost more prominent place here than in Russia, Russian Railways, and one and a half hundred thousand people work on it - that is, almost every hundredth resident of Kazakhstan.

About the history of KTZ and their features, including in comparison with Russian Railways - in a combined post based on materials from several trips: I spent probably a couple of weeks of pure time in the carriages of Kazakhstani trains.

It’s hard to imagine now, but the Kazakh steppe first heard a locomotive whistle a little over a century ago. In 1894, the Ryazan-Ural road, which had been growing for almost 30 years, finally reached its furthest point: a branch to Uralsk, the largest city at that time in the territory of present-day Kazakhstan, was extended from Saratov, or rather the current one on the other side of the Volga. The oldest station in Kazastan could have looked like this - but has not survived:

2a.

In 1896, the Trans-Siberian Railway passed through Petropavlovsk - and there the old station next to the new, larger one is still standing - and apparently this is the oldest station in Kazakhstan:

2.

And only in the twentieth century did the railway finally risk piercing the Great Steppe right through - after all, there was nothing in the Steppe at that time, but beyond the Steppe there was rich Turkestan, by that time already penetrated by the military Trans-Caspian railway, and its “capital” Tashkent with population of one hundred thousand. The Orenburg-Tashkent highway was built in 1901-08, and almost its entire length is on the territory of Kazakhstan - 1660 kilometers.

3.

The penultimate great highway of Tsarist Russia, it became a real masterpiece both in terms of equipment and station architecture. Moreover, there were no wars with the use of heavy weapons, so it was preserved almost in its original form, right down to the colonial interiors:

4.

The Tashkent railway opened access to the ore riches of the Steppe. An interesting artifact associated with it is the English Bridge in a town near Zhezkazgan: in 1909, the British received the right to build a copper smelter there, equipment to which was transported along a “transfer narrow-gauge railway” from the Dzhusaly station - an 11 km long section was assembled, a train was driven along it, then again was disassembled and reinstalled in front of the locomotive. Now there is no railway here.

5.

Before the revolution, a couple more small lines were built on the peripheries of the future Kazakhstan. So, the Saratov-Astrakhan railway crosses the border several times, but the trains here go non-stop, and to be honest, I could not understand which side we were on at that moment.

6.

In 1915, a line was opened connecting Chelyabinsk on the Trans-Siberian Railway through the rich merchant Troitsk with the young provincial Kustanai. Its small section of Troitsk, by the way, is walked in the same way without stopping:

7.

And here is the view from the bus of one of its stations on the way to Kustanay:

8.

Before the revolution, the construction of the Turkestan-Siberian railway began, which was interrupted Civil War... on the eve of which they managed to build, to this day, the largest railway bridge in Kazakhstan across the Irtysh in Semipalatinsk, beyond which until 1926 the rails abutted a dead end:

9.

It was completed in 1930, passing through Alma-Ata - now the railway reached all pre-revolutionary regional centers and covered the Great Steppe along the far edge.

10. Almaty region, Saryozek-Ushtobe section.

And the next stage was the connection of this circuit with the Trans-Siberian Railway, which began in the 1920-30s. The Soviet government generally had huge (and subsequently realized!) plans for the development of the Steppe; it was not for nothing that Kazakhstan was called the “Second Siberia”... although it is no secret that its first builders were the inhabitants of, and. In 1950, trains ran not only “from east to west and from west to east,” but also “from south to north and from north to south,” along the Petropavlovsk - Kokchetav - Akmola (Astana) - Karaganda - Chu highway (connection with Turksib).

11. Karaganda.

In general, in the 1950s, the length of Kazakhstan’s railways doubled, a second “horizontal” appeared through Akmola and Pavlodar and many dead-end and intermediate branches - to the copper (1954), bauxite (1964), to the Semipalatinsk nuclear test site... By 1960- m years, the “framework” of Kazakhstan was basically formed, which gave impetus to the Development of Virgin Lands, but the construction of railways in Kazakhstan continued all this time and continues to this day (for example, the flow of Alma-Ata - Khorgos into China or Zhezkazgan-Beineu).

12. Furmanov station on the approaches to Astana from the west.

However, due to the fact that the peak railway construction in Kazakhstan fell on the era of the “struggle against architectural excesses”; Kazakhstan is depressingly poor in interesting station architecture. In fact, it is only on the Tashkent Mainline, and the average Kazakh station looks like this at best, and most likely even more primitive:

13. Small station on the line.

Station square near Sary-Shagan station:

14.

In addition, in the 1970s, the sprawling cities of Kazakhstan were swept by massive reconstruction of stations - so the average station in the regional center is something like this:

15.

Some (Kokchetav, Aktyubinsk, Pavlodar) are interesting at least as examples of late Soviet architecture, but most (Kustanay, Uralsk, Atyrau, Semipalatinsk, Chimkent, Taraz and even Alma-Ata-1) are unbearably dull. Among the regional centers, pre-revolutionary stations have been preserved only in Kyzylorda (as the main one) and Petropavlovsk (as part of the complex), Stalinist ones - in Karaganda and Alma-Ata-2 (the main ones), Pavlodar and Astana (part of the complex). The same station in Uralsk also fell victim to this reconstruction:

16.

Many of these stations have been renovated, such as Alma-Ata-1:

17.

But I remember a completely modern station only in Astana... which, by the way, while still being Tselinograd, turned into the largest railway junction in Kazakhstan:

18.

But still, the true face of KTZ is not city stations, be it in big cities or small ones, but those very “storm stops” past which trains pass without stopping. There are often no villages near them - only the houses of railway workers in the middle of nowhere. They just serve the paths between major cities, remaining only the cogs of a steel frame. Many don't even have station buildings.

19.

20.

21.

And it’s even stranger to think about them when looking at the luxurious KTZ office in Astana, right at these twin towers on the left. This is the third tallest building in the country (40 floors, 174 and 156 meters respectively):

22.

The same towers on the other side during the day. The frame also includes the first and second tallest buildings in Kazakhstan - “Emerald Quarter” (210m, left) and “Northern Lights” (180m, right). KTZ has a cooler office than Russian Railways will have...

23.

For the first time, a single Kazakhstan railway was created in 1958 by combining the Turkestan-Siberian, Orenburg-Tashkent, Karaganda railways and several other sections on the territory of the republic, and became the longest in the USSR (11 thousand km). In 1977, it was again divided into Tselinnaya (Tselinograd), Alma-Ata and West Kazakhstan (Aktyubinsk), but KTZ, a state monopoly similar to the pre-reform Russian Railways, was formed after the collapse of the Union.
Now, as already mentioned, the total length of Kazakhstan’s railways is 15 thousand kilometers (1/3 of them are electrified, slightly less than half are double-track), they account for 68% of the freight turnover and 57% of the country’s passenger turnover. And the local stations do not stand idle - locomotives are constantly scurrying along the tracks, freight trains and passenger trains arrive, and the platforms and waiting rooms are crowded with people in the summer and quite crowded in the winter:

24.

At the same time, KTZ is very strongly integrated with Russian Railways - for example, it has access to the Express-3 system. Moreover, there is even territorial interpenetration - for example, the section of the Trans-Siberian Railway with Petropavlovsk belongs to the South Ural Railway Russian Railways, and the Sol-Iletsk station in the Orenburg region belongs, respectively, to KTZ. However, outwardly, Petropavlovsk and Iletsk are no different from other stations in their countries.

25. Sol-Iletsk, August 2009.

KTZ tickets are almost no different from Russian Railways tickets, except perhaps for the printing of the stations at which the ticket was sold. To convert prices into rubles, divide by 5 and keep in mind that this is a coupe - in Kazakhstan it is cheaper than our reserved seat. There is, however, one catch: Russian Railways sells these tickets at a huge markup, but the solution is simple - KTZ has its own website and electronic ticketing, which is somewhat less convenient than Russian Railways and not for all trains, but still allows you to save a lot. Tickets issued via the Internet are usually received at the box office; terminals are not available everywhere: the website says that in Almaty, Astana and Aktobe, and it was in the latter that I received the ticket:

26.

However, any traveler who has even planned a route around Kazakhstan knows that the real disaster of KTZ are “hares”. For conductors, boarding stowaways is a very good income, and people have no other choice, and on the Internet there are many terrible descriptions of a Kazakh reserved seat carriage, which actually turns into a general one - people ride on the third berths, and on each lower one there is a seated stowaway. Actually, it was these descriptions, which I not only read, but also heard first-hand, that encouraged me to travel around Kazakhstan in a coupe... but I also traveled in a reserved seat, and for some reason I never came across something like this. Many Kazakhs (especially non-Kazakhs) also shrug their shoulders and tell how “a couple of years ago we went to Russia - so we haven’t had a mess like yours on our railways for a long time!” In general, I don’t know why I haven’t encountered this chaos - but in compartment cars, I’ve seen a bunch of people in the corridor, standing and on folding seats, more than once.

27.

And frankly speaking, “we don’t have such a mess” is an extremely doubtful statement. Most often, a KTZh train is a falling apart clunker with dirty, creaky carriages, dense dust in the air and windows tinted from adhering dirt. Most stations (especially small ones) are not particularly clean, and discipline here is weaker; delays are not that uncommon. In principle, passenger trains in Kazakhstan are better than in Ukraine - but much worse than in Russia. Apparently, KTZ, like Russian Railways, is involved in passenger transportation in the same way, but they took different paths: Russian Railways raises the price, KTZ lowers costs.

28.

Most of the trains at the stations are still freight trains. The non-branded carriages here, as you may have noticed, are painted in a characteristic turquoise color, and the locomotives are painted blue:

29.

The local analogue of the Sapsan is the Tulpar (Pegasus) train produced by the Spanish Talgo (they are now assembled in Astana), connecting the two capitals - it covers the journey from Astana to Almaty not in 20 hours (like others), but in just in 12. reaching speeds of up to 160 km/h. Recently, their routes have been laid throughout the country: Alma-Ata - Chimkent (10 hours instead of 14), Alma-Ata - Petropavlovsk (19 hours instead of 32), Astana - Semipalatinsk (13 hours instead of 16), Astana - Aktyubinsk (16 hours instead of 30!), Astana - Atyrau (23 hours instead of 35), and this is impressive - it seems to me that Russia really lacks something like this. - He, of course, has his shortcomings.

30.

But the suburban connections here are even worse than in Russia. I saw an electric train in Kazakhstan once in Karaganda, but for example, not a single (!) commuter train runs from Almaty. Most often, however, the “suburb” here is a jalopy with common carriages and a route of 7-10 hours (for example, Saksaulskaya-Turkestan or Aktogay-Dostyk), from the outside almost no different from a long-distance train. In general, you can travel in these, but be prepared for constant conversations with fellow travelers who have never seen a tourist before.

31.

Passenger locomotives here, as a rule, do not shine with novelty:

32.

But the dynamics are impressive. The pride of Kazakhstan is the TE33A, also known as "Evolution", developed with the help of Genetal Electric and produced at a specially built plant in Astana. A beautiful and powerful car, also distinguished by an unusual “voice”, very similar to a locomotive whistle (it seems to be an American standard).

33.

34.

But the KZ4A electric locomotive, which also pulls the Tulparas, was not built ourselves, but was ordered from the Chinese at the famous Zhongzhou locomotive plant. Alas, for some reason I don’t have better shots of them:

34a.

Branded train cars were also purchased there, in China. At one time, a similar train in its historical homeland was shown in detail by Periscope - there are many differences in details, but in general the essence is recognizable.

35.

Coupe. Pay attention to the bottle - this is freshly squeezed birch sap with pulp, in fact artificial (which is not even denied on the label), but very tasty - I drank it all the time in Kazakhstan. In general, both Kazakhstan and Kyrgyzstan have succeeded quite well in producing their own “iced teas,” but I didn’t particularly like them, as well as ordinary juices, but the birch one is good. In the compartment, as you can see, there is a screen (I haven’t seen it working), there is a socket and a light bulb above the seat, but the window cannot be opened completely, as in Russia, and this is a problem - they are not accustomed to washing windows regularly, even on branded trains.

36.

View in reverse side. The shelf can be folded out in any way - even a lying one, even a sitting one for three places, or even a folding table. The thing at the top is a locker:

37.

And this is an SV car, I was traveling in it because I had to urgently change my ticket and there weren’t even compartment cars (this is about the question of why there are so many “hares”). but I suddenly discovered that the SV here is still affordable for me, about one and a half times more expensive than our reserved seat. But I myself can’t understand why, and I didn’t like SV:

38.

The Chinese origin of the carriage is best seen in the toilet - at one end of the carriage there is a regular toilet, and at the other - like a “hole in the floor” (but at the same time there is a hole leading to a dry closet!). Cleanliness, as you can see, is average:

39.

But the hieroglyphs remained on the tap:

39a.

Again, Periscope says that the border of the Russian world in the mental sense is where the trains end, where tea is served in cut glasses with metal cup holders. So, if Ukraine, even western Ukraine, is still within these borders, then Kazakhstan is no longer there. As in Russia, here at the end of the carriage there is an electric titanium with boiling water, which can be heated with wood, but it is poured from it not into a faceted glass, but into a teapot, which is given one per compartment/reservation seat + bowls according to the number of people who ordered. The first time, out of habit, I only took a bowl without a teapot and, of course, burned my hand (after which the compassionate conductor supplied me with tea for free). Usually the kettle is red, but on the train where I finally decided to take a photo of it, they gave me a white one:

40.

The types of passengers in Kazakhstan are very diverse:

41.

42.

In the south, platform trade is also very developed (despite the fact that in the north there is slightly more of it than in Russia). Here is the abundance of melons at the Chiili station in the depths of the oasis:

43.

Along the Syrdarya and near Balkhash they sell smoked fish:

44.

In Almaty - apples:

45.

The main thing is to protect your goods from the Sun when the train starts moving:

46.

View from the rear window. The road and the pillars and the highway in parallel are a thin thread in the steppe emptiness:

47.

In some places along the tracks there are fences from snow drifts in winter and stupid cattle in summer:

48.

Fleets of snowplows at stations:

49.

Here the Tashkent-Moscow train goes through the void, like an obsession, and its noise can be heard for kilometers:

50.

And in the roadside grass, the gophers, standing in a column, follow the trains with their eyes:

51.

It's good to take pictures from these trains - the old windows open to the full width (in otherwise it’s simply impossible to photograph anything - there’s such a dense layer of dirt on them), there are no trees growing along the paths, guides most often (but not always!) treat tourists with understanding. At the stations - it is already much more alarming, but on the whole tolerable - the Kazakh law enforcement officers are most photoparanoid not about transport (like ours), but about administrative buildings and shopping centers.

And in general, the feeling of traveling by rail in Kazakhstan is somehow, I would say, cosmic - along a narrow strip through immensity.

The next part is about the three Kazakh zhuzes that connect these roads.
About all the cities and villages mentioned in this post -