Victory Road Leningrad second name. The high price of the road to victory. The impact of war on the car

The duration of the siege of Leningrad was 872 days. It was a difficult time: captured by enemy troops in a deadly ring, the city experienced an acute shortage of food and fuel. Hundreds of thousands of inhabitants died as a result of the effects of hunger and cold.

From the first days, the Soviet command tried to break the blockade, the fighting continued for a year and a half, many soldiers died under enemy fire, a large number of military equipment was ruined - all to no avail. Only on January 18, 1943 were the armies of the Leningrad and Volkhov fronts able to unite in the Shlisselburg area, breaking through the blockade of Leningrad. These facts are familiar to everyone. However, few people know that when the whole city was celebrating a joyful event, the State Defense Committee adopted a resolution on the construction of a small but very important railway line, 33 kilometers long, capable of connecting the city with the mainland.

German propaganda wrote that the narrow strip of swamps near the front line, which the Russians were able to conquer, would not be able to help the city in any way. But Soviet commanders knew how important these peat bogs were, stretching along Lake Ladoga. They also understood that if no action was taken, the enemy would again try to close the blockade ring. It was clear that it was necessary to regroup the troops, bring in more military equipment and ammunition, and also provide the residents of Leningrad and the troops with food. Thus, the new section of the route was supposed to connect the internal railway network with the external one leading to Volkhovstroy. It was this small railway line from Shlisselburg to the town of Polyany that was called the Corridor of Immortality, the Road of Life.

Immediately after breaking the blockade, all necessary resources were allocated. The task seemed almost impossible - after all, the railway had to be built in just 20 days. IN Peaceful time for such a construction it would take at least a year. The construction was headed by I. G. Zubkov, who before the war led the construction of the metro in Leningrad.

And so, in the January frosts, approximately five thousand people began to implement this daring plan. People cut down trees in the surrounding forests and made rails and sleepers. Surveyors, railway workers, and military personnel worked almost around the clock. Construction was also complicated by the fact that the area where the new line was supposed to pass - the former Sinyavinsk peat mining - was absolutely unsuitable for railway: marshy, rugged. Due to the lack of roads, it is difficult to transport materials; mines and unexploded shells are hidden in the ground. The swamp had to be filled in, in some places the embankment had to be raised - the soil was transported in bags from the quarries on sleds, pieces of roofing iron, everything that was possible was adapted for this purpose.

They decided to build the new line using lighter technical conditions, and to build a pile-ice bridge across the Neva to reach the Shlisselburg station. Piles were driven into the bottom of the river, sleepers were frozen directly into the ice on top, and rails were laid on them. The bridge had a length of 1300 meters and was designed for operation only in winter.

The winter of 1943 turned out to be harsh: severe frosts, snowstorms, and piercing winds. In addition, about 5-6 kilometers from the construction site, on the Sinyavinsky Heights, enemy troops settled, who at first could not understand what the Russians were doing, and when they understood, they began to shell the construction site with continuous artillery fire. At the same time, newly constructed sections of the road were often destroyed. Soviet anti-aircraft guns covered the construction site from enemy shelling as best they could from the ground, and fighters did this from the air. And in record time - in 17 days, three days earlier than scheduled, the Shlisselburg highway was built.

The first train with food entered Leningrad on February 7, people cried with joy, hats flew up! Led the train with Mainland senior driver of the Volkhovstroy depot I. P. Pirozhenko. After this day, food and other goods began to be regularly brought to the city. But few people knew at what price this came.

Hitler was informed about a new railway line built by the Russians. The Fuhrer demanded to bomb the route along which every day trains delivered food and ammunition to the blockaded city. German officers complained that the trains were driven by suicide bombers released from Soviet prisons, who didn’t even care about the devil himself. But they were very mistaken, because the drivers who were recalled from the front were driving along the “death corridor”; many were taken to Leningrad by plane. Young girls - yesterday's Leningrad schoolgirls who survived the blockade, in the direction of the Komsomol became stokers, assistant drivers, switchmen and conductors. For the movement of trains along the Shlisselburg highway, the 48th locomotive column was created. Thirty powerful locomotives were allocated from the special reserve of the NKPS.

Due to constant shelling by the Nazis, trains could only move at night with the lights dimmed. Most of the “corridor” was clearly visible from the Sinyavinsky Heights; the enemy’s aircraft searchlights and sound detectors made it easy to spot the train. Exploding shells made the ground stand on end, and the rails twisted like wire. The railway track had to be repaired several times a day, and entire trains were derailed. During the night, only three trains could pass to Leningrad and the same number back. It was not possible to increase their number for a long time.

The situation could be improved a little with the help of an automatic lock, but its construction required time and money. Then it was decided to temporarily create the simplest signal posts, a kind of “living traffic lights”. The essence of this “live blocking” was that special posts were installed at a distance of 2-3 kilometers from each other, where there was a traffic light - a kerosene lamp with red and green glass. The person operating such a traffic light turned the lantern with a red or green light towards the train.

With the “live blocking” in place, trains could now follow one after another, with 20-25 trains passing per night. Food was transported to the city on trains, equipment and various materials were sent back, and the disabled population was also evacuated. Their movement was covered by anti-aircraft machine gun platoons and aircraft. Just two weeks after the completion of construction of the Shlisselburg highway, the bread ration of Leningrad residents was equal to that of Moscow. Residents of the city began to receive cereals, butter, and fresh meat using cards.

After the opening of traffic on the Shlisselburg-Polyany branch, the construction of another high-water railway bridge across the Neva on pile supports with fencing began at the same time. After the construction of the permanent bridge was completed, they wanted to dismantle the pile-ice bridge, but then decided to leave it. The fact is that the new bridge was often subjected to artillery shelling, and train traffic had to be stopped. Therefore, the temporary building was left as a backup, especially since its design was relatively simple and was restored in the shortest possible time.

In addition, on March 19, 1943, the Military Council of the Leningrad Front adopted a resolution to build a bypass route of 18.5 kilometers on the Shlisselburg-Polyany highway. This path was 2-3 kilometers from the main road. Not only was it further away from the front line, but it was also better covered, thanks to the terrain and bushes. Traffic along it began on April 25, 1943; by the end of May, up to 35 trains arrived in Leningrad per day. The city finally came to life, and on the Leningrad Front they quickly forgot what the “shell ration” was, which the soldiers received from the very beginning of the blockade.

Despite the heroism and courage of the railway workers, the losses were very high. Out of a locomotive column of 600 people, every third person died, and it is impossible to calculate how many more died during the construction, defense and restoration of the Railway of Life. All of them fearlessly fulfilled their duty, ensuring the continuity of train movement along the Shlisselburg - Polyany route.

Road construction

see also

Literature

• E. N. Boravskaya. Victory Road // History railway transport Russia and Soviet Union. 1917-1945 - St. Petersburg: “Ivan Fedorov”, 1997. - T. 2. - P. 350 - 356. - ISBN 5-85952-005-0
• Soloviev V. One hundred stories about the underground city
• Gusarov A.Yu. Monuments military glory Petersburg. - St. Petersburg, 2010. - ISBN 978-5-93437-363-5

Notes

Links

Wikimedia Foundation.

• 2010.
• Road (single)

Road to Baghdad

See what “Victory Road” is in other dictionaries:- “Road of Victory”, temporary railway line Polyana Shlisselburg, built in 1943 after breaking the siege of Leningrad and liberating the city of Shlisselburg and the southern coast of Ladoga by troops of the Leningrad and Volkhov fronts on January 18... ... Encyclopedic reference book "St. Petersburg"

Victory Road- temporary railway line Polyana Shlisselburg, built in 1943 after breaking the blockade of Leningrad and liberating the city of Shlisselburg and the southern coast of Lake Ladoga by troops of the Leningrad and Volkhov fronts on January 18 (width 8 11 ... St. Petersburg (encyclopedia)

VICTORY ROAD- This was the name of the railway line laid in 1943 between Shlisselburg and the section of the Northern Railway, along which the first post-blockade train arrived in Leningrad in February 1943... Petersburger's Dictionary

The road of life- This term has other meanings, see Road of Life (marathon). UNESCO World Heritage Site No. 540 036b ... Wikipedia

The road of life- Commemorative kilometer sign on the Kushelevka Piskarevka railway section, near the Theological Cemetery “Road of Life” during the Great Patriotic War the only transport route across Lake Ladoga. During periods of navigation on water, ... ... Wikipedia

Road to slavery- The Road to Serfdom Cover of the first edition of the book ... Wikipedia

Road construction

see also

Literature

• E. N. Boravskaya. Victory Road // History of railway transport in Russia and the Soviet Union. 1917-1945 - St. Petersburg: “Ivan Fedorov”, 1997. - T. 2. - P. 350 - 356. - ISBN 5-85952-005-0
• Soloviev V. One hundred stories about the underground city
• Gusarov A.Yu. Monuments of military glory of St. Petersburg. - St. Petersburg, 2010. - ISBN 978-5-93437-363-5

Notes

Links

Wikimedia Foundation.

Road to Baghdad

See what “Victory Road” is in other dictionaries:- “Road of Victory”, temporary railway line Polyana Shlisselburg, built in 1943 after breaking the siege of Leningrad and liberating the city of Shlisselburg and the southern coast of Ladoga by troops of the Leningrad and Volkhov fronts on January 18... ... Encyclopedic reference book "St. Petersburg"

Temporary railway line Polyana Shlisselburg, built in 1943 after breaking the siege of Leningrad and liberating the city of Shlisselburg and the southern coast of Lake Ladoga by troops of the Leningrad and Volkhov fronts on January 18 (width 8 11 ... St. Petersburg (encyclopedia)

VICTORY ROAD- This was the name of the railway line laid in 1943 between Shlisselburg and the section of the Northern Railway, along which the first post-blockade train arrived in Leningrad in February 1943... Petersburger's Dictionary

This term has other meanings, see Road of Life (marathon). UNESCO World Heritage Site No. 540 036b ... Wikipedia

A memorial kilometer sign on the Kushelevka Piskarevka railway section, near the Bogoslovskoe cemetery “Road of Life” during the Great Patriotic War, the only transport route across Lake Ladoga. During periods of navigation on water, ... ... Wikipedia

The Road to Serfdom Cover of the first edition of the book ... Wikipedia

Victory Road

Victory Road

temporary railway line Polyany - Shlisselburg, built in 1943 after breaking the blockade of Leningrad and liberating the city of Shlisselburg and the southern coast of Lake Ladoga by troops of the Leningrad and Volkhov fronts on January 18 (width 8-11 km). On January 19, the State Defense Committee adopted a resolution on the construction of a 33 km long railway line connecting Leningrad with the country's railway network through the Volkhovstroy station. Construction of ʼʼD. The p.ʼʼ was headed by I.G. Zubkov (Head of the Department of Military Reconstruction Works No. 2 - UVVR 2). The road route was laid along the edges of the Sinyavinsky swamps, 3-5 km from enemy positions, and was subjected to artillery and mortar fire. The main construction project - a bridge across the Neva with a length of 1300 m - at the first stage was built as a low-water pile-ice overpass with 2 meter spans. The first through train from the mainland to Leningrad passed through the bridge, built in 11 days, on the night of February 6-7. The train approached the platform of the dilapidated Finlyandsky station in Leningrad at 10 hours and 9 minutes. Among other cargo, he delivered 800 tons of food - a gift from Chelyabinsk. Soon after entering ʼʼD. p.ʼʼ, on February 23, the standards for the distribution of food to Leningraders increased. More capital high-water railroad bridge across the Neva was built on March 25, 1943. To reduce the effectiveness of enemy shelling, an 18-kilometer bypass was built parallel to the road, 1.5-2 km closer to the lake. The road also had another name - “Corridor of Death”. Therefore, trains moved only at night, one after another, within sight of the tail signals. To increase the capacity of the line, on May 7, 1943, a “live blocking” was introduced, which was carried out by railway workers standing along the entire route at a distance of visibility of light signals (24 trains arrived in Leningrad on the first night). On May 25, the “live blocking” was replaced by a semi-automatic one, which increased the road capacity to 32 trains per night. In 1943, 4.4 million tons of various cargo were delivered to Leningrad (2.5 times more than along the “Road of Life”). After the complete lifting of the blockade of Leningrad, the road lost its significance and was partially dismantled.

Commemorative coin issued in 2000 (denomination 2 rubles),

which depicts a lorry breaking through

through the blockade on the ice of Lake Ladoga.

Leningrad Front created on August 27, 1941 on the basis of a directive from the Supreme Command Headquarters of August 23, 1941, during the division of the Northern Front from formations fighting on the immediate approaches to Leningrad. The front included the 8th, 23rd, 48th combined arms armies, Koporye, Southern and Slutsk-Kolpino operational groups. Subsequently, the front included the 6th, 10th Guards, 4th, 20th, 21st, 22nd, 42nd, 51st, 52nd, 54th, 55th , 59th, 67th combined arms armies, 1st, 2nd, 4th shock armies, 3rd, 13th, 15th air armies. The front was faced with the task of covering the immediate approaches to Leningrad and preventing it from being captured by the enemy. On August 30, 1941, it received operational subordination of the Red Banner Baltic Fleet. From September 8, 1941, the fighting took place under a blockade of the city. By the end of September of the same year, the active advance of enemy troops was stopped. On December 17, 1941, formations of the left wing of the front were transferred to the formation of the Volkhov Front. Several attempts to release Leningrad were unsuccessful. On November 25, 1942, the 13th Air Army was formed from front air forces. In January 1943, front troops, together with formations of the Volkhov Front, broke the blockade of Leningrad and restored the city's land connection with the country. The blockade was finally lifted during offensive operations in early 1944. On April 21, 1944, the 3rd Baltic Front was created from the formations of the left wing of the front. Subsequently, front units participated in the liberation of the Karelian Isthmus and Vyborg, which created the conditions for Finland’s withdrawal from the war. In September - November 1944, front units took part in battles in the Baltic states and liberated the continental part of Estonia and the Moonsund archipelago. This was the end of the front's offensive actions. On October 16, 1944, the 67th Army from the disbanded 3rd Baltic Front joined the front. On April 1, 1945, formations of the Courland Group of Forces, formed on the basis of the 2nd Baltic Front, were included in the ᴇᴦο composition. These formations continued to block the enemy group on the Kurland Peninsula.

They worked day and night, despite the cold and enemy shelling. The blockade survivors needed food, and the front needed weapons and ammunition. On February 5, 1943, a railway appeared, connecting besieged Leningrad with the mainland. The route, which went down in history as Victory Road, was built in just 17 days.

By decision of the State Defense Committee, on January 22, 1943, construction began on a new 33-kilometer-long Shlisselburg-Polyany railway with an ice overpass across the Neva.

At the same time, about five thousand people from the west and east began to work: surveyors, railway workers, and military personnel.

The task was extremely difficult. Firstly, the swampy and rugged terrain was very inconvenient for railway construction. Secondly, the lack of roads complicated the delivery of necessary materials. Thirdly, the peat bogs were located in close proximity to the front line - 5-6, and in some places 3-4 km. The work was carried out under constant artillery and mortar fire.

Every day the workers risked their lives, rebuilt what had been destroyed by the enemy, and moved forward. In harsh winter conditions, builders carried heavy bags of soil, cut down trees, and made sleepers and rails.

There was no soil nearby. They began to build a road from the quarry to the embankment. - recalled the commander of the railway battalion, Major Yashchenko. — Waist-deep snow, frost, and under the snow the water squelches. Cars can't get through. (...) There was not enough daylight, people worked at night.

In parallel with the laying of the rail track, the construction of a temporary low-water bridge across the Neva began. To select the construction site, city archives along the river, as well as documents of the Baltic Shipping Company, were studied. As a result, it was possible to find a place where the maximum depth of the river reaches 6 m. The construction of the crossing was entrusted to the metro builders, to whose aid more than two thousand siege survivors arrived from Leningrad.

So, on February 5, 1943, just 17 days after the start of construction, track workers and bridge workers of the western and eastern sections of the new railway line met.

The road, which went down in history as Victory Road, was given life.

Already on February 7, Leningraders at the Finlyandsky Station greeted the first train with food with jubilation. The train from the mainland was brought by the senior driver of the Volkhovstroy depot I.P. Pirozhenko.

Later, also ahead of schedule, a permanent bridge was built across the Neva, and the low-water crossing began to be used as a backup route.

It was necessary to pay a high price for the delivery of goods. The Germans, entrenched on the Sinyavinsky Heights, constantly fired at the trains with cannons and mortars.

The death of drivers, destruction of cargo, and destruction of the railway track were commonplace.

For secrecy, the trains moved only at night, and in order to provide the city with everything necessary, they followed one after another.

“While driving the train, the driver had to constantly monitor everything that was happening ahead, so as not to crash into the tail of the train in front. At the same time, he was required to closely monitor the condition of the firebox, boiler, and the operation of all locomotive mechanisms. — Deputy Head of the Traffic Service A.K. Ugryumov wrote in his memoirs. “The heating of the locomotive could not be sharply boosted by using artificial methods of increasing traction, since this would inevitably cause fire to burst out of the chimney, and thereby reveal movement in front of enemy observers.”

Driver V.M. Eliseev said that every trip along the Victory Road is a game with death. And this was not an exaggeration.

During the operation of the Shlisselburg highway - until March 10, 1944 - 110 people died, another 175 were injured.

The railroad workers called the route “Death Road.”

But it was along this route that the bulk of the cargo was brought to Leningrad and the exhausted siege survivors were evacuated. Thanks to it, it became possible to provide the city with food and supply the army with sufficient equipment and ammunition. The Road of Death, or the Road of Victory, allowed the troops of the Leningrad Front to go on the offensive and liberate the long-suffering besieged city.