Train timetable: Kazakhstan. Ktzh, or the country of blizzard stations Kazakhstani trains

Just as Kazakhstan in its present form began as a territory between Russia and Central Asia, so Kazakhstani railways began their history as a link between the main part of the Soviet Union and its southeastern outskirts - both from the west, from the Urals and the Volga region, and from east, from Siberia and Altai.
The first railway on the territory of the Kazakh state within its current borders is the Ryazan-Ural railway, which connected Uralsk with Saratov and Central Russia in 1893.

A little later, a section of the southern course of the Trans-Siberian was built, passing through Petropavlovsk in 1894.
However, in those years, Petropavlovsk was not perceived otherwise as part of Siberia, and even now the 200-kilometer segment looks very modest against the backdrop of the expanses of Kazakhstan lying to the south.

And the first major railway that passed through the interior and through the original Kazakh lands was the Tashkent railway, which by 1906 connected Moscow, Orenburg and the Turkestan capital, passing through Mugodzhary, the western part of the Turgai steppes, the Aral semi-deserts and along the Syr Darya.

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A trip along this line can even now replace a full-fledged trip around Kazakhstan - the reality surrounding the railway tracks and dusty stations with beautiful stations has basically not changed much over the past century.

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Only pillars appeared in huge quantities, and the beautiful Kazakh cemeteries, with the spread of modern brick, probably became a little larger:

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This immutability of the landscape is not surprising, given that in the first Soviet decades, when the Kazakh economy proper, industry and, accordingly, the network of cities began to take shape, development continued to a large extent closer to the outskirts of the country, without moving away from the Central Asian mountains, oases and from the green plains and forests of the North.

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The development of railways at the end of the 19th century and in the first decades of the 20th century was not limited to long trunk lines; in addition to them, several branches were put into operation, entering the borders of modern Kazakhstan from the adjacent Volga (Saratov - Uralsk), Ural (Chelyabinsk - Troitsk - Kustanai), Siberian (Petropavlovsk - Borovoe) and Altai (Kulunda - Pavlodar) lands.

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Suffice it to recall that the capital of the Kazakh SSR was Alma-Ata, located on the southeastern outskirts of Kazakhstan; and new railway lines continued to be built as transit lines.

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Following the Tashkent railway, which connected European Russia with Tashkent, already in the 1910s, the Turkestan-Siberian Railway, adjacent to it, was built, designed to connect Central Asia with Siberia.
It was put into operation at the very end of the 1920s, giving modern transport to the new republican capital of Alma-Ata and at the same time covering the south-eastern border of the Union, which was quite transparent in those years.
The third railway crossing the whole of Kazakhstan was built in the 1930s - 1940s. This highway, the shortest of the three, connected Western Siberia and the Trans-Urals with Central Asia, passing along an almost meridional (north-south) direction; starting in Akmolinsk/Tselinograd/Akmola/Astana, it adjoins the Turkestan-Siberian railway at Chu station several hundred kilometers west of Alma-Ata. During the war years, a railway line was brought to the then Akmolinsk from the industrial Urals (Magnitogorsk), and the previously built Trans-Siberian (Petropavlovsk) - Borovoye line was continued to it). The construction of the Trans-Kazakhstan railway was largely associated with the beginning of the industrial development of the interior regions of Kazakhstan, based on the development of mineral deposits of the Kazakh uplands, primarily in the Karaganda region. At the same time, the southern part of the Urals Rokada passed through Western Kazakhstan, connecting new and old industrial centers to the east of the Ural Range with mineral deposits in the Aktyubinsk and Guryev / Atyrau regions. The construction of this railway was part of the organization of large-scale production in the rear during the war.
Thus, by 1950, the structure of the Kazakh railway network was formed - three main lines coming from the northwest, north and northeast and converging in South Kazakhstan.
Intra-Kazakhstan economic development continued and accelerated many times with the beginning of the development of virgin lands in the 1950s. Then the railway network of Northern Kazakhstan reached the density of the railway network of Southern Siberia or even the Urals: latitudinal lines were built / completed, parallel to the southern route of the Trans-Siberian Railway (Magnitogorsk - Tobol - Tselinograd - Ekibastuz - Pavlodar - Barnaul and Chelyabinsk - Kustanai - Kokchetav - Irtyshskoye - Karasuk - iron road Novosibirsk - Barnaul).

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However, these lines also largely had a transit purpose, providing the shortest connection between the Urals and Kuzbass; in addition, until the 2000s, a significant part of passenger trains to the Russian Altai followed through Northern Kazakhstan.
Another significant event in the railway history of Kazakhstan during the development of virgin lands was the construction of a line from the Aktogay station on the Turkestan-Siberian road to the Dostyk (Friendship) station on the Chinese border. However, the Soviet-Chinese friendship soon ended, and the acquisition of a transit function by the Kazakhstani railway network was no longer Union, and the Eurasian scale was postponed for several decades.
In the late Soviet decades, the development of railways in Kazakhstan slowed down - as did the development of the whole country. The main object put into operation after 1965 was the transit railway in Western Kazakhstan (Astrakhan / Aksaraiskaya - Guryev / Atyrau - Beineu - Uzbekistan), which connected the railway network of European Russia and the European part of the USSR with the western part of Central Asia and the valley along the shortest route. Amu Darya. However, by this point, domestic needs in Kazakhstan were already much more important than in previous decades: this line serves oil fields in the lower reaches of the Urals and Emba (Guriev / Atyrau), a branch to Aktau / Shevchenko was built, providing high-capacity transport for the rapidly developing industrial complex of Mangyshlak .
It was planned to build another railway connecting Western Kazakhstan and Central Russia along the very shortest route - from the Beyneu station it would continue the line from Uzbekistan to the northwest, and approach the Alexandrov Gai station in the Saratov region from the southeast. Construction in these places was carried out back in the 1910s - 1920s (the Algemba project), but was stopped, and in the late 1980s a section from Beyneu to Inder (Inderborsky village) was built on the banks of the Ural River.
In the early 1960s, the electrification of the Kazakh railway network began; however, the first railway line on electric traction on the territory of the Kazakh SSR was the section of the Southern passage of the Trans-Siberian Railway (Petukhovo - Petropavlovsk - Isilkul, 1961)
A little later (1964) a section of the railway in the interior (Tselinograd / Astana - Karaganda) was electrified; soon the main line from Astana through Tobol to Kartaly and Magnitogorsk was electrified. The Kazakh SSR was far from the last union republic to acquire electrified railways - they appeared later in Uzbekistan, Latvia, Lithuania, and did not appear at all in Kyrgyzstan, Tajikistan, Turkmenistan, and Moldova. But electrification covered only a small area in the north of the republic; until the end of the 1970s, no new electrified sections were put into operation.

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In the late 1970s - mid-1980s, the electrification of the northern part of the republican railway network (Tselinnaya Railway) continued.

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In the late 1980s, the electrification of the southern part of the Trans-Kazakhstan railway (to Chu station) was completed.

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In the mid-1980s, the electrification of the Turkestan-Siberian railway began from Uzbekistan; however, by 1991 it reached only the eastern border of the South Kazakhstan region (Tulkubas station).
In general, despite the great length and extremely important role in the relations of the main part of the country with Central Asia, the railways of Kazakhstan have never been among the busiest in the Union, and rarely found themselves in the center of attention of the Union Center - perhaps with the exception of Northern Kazakhstan. The low share of electrification can serve as an indirect sign of this: from the main roads, by the end of the Soviet period, only transit lines in the north, including the southern route of the Trans-Siberian Railway, and part of the Trans-Kazakhstan railway, were electrified.

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In Kazakhstan, suburban rail transportation has received relatively little development; any significant volumes of electric train traffic are currently present only in the North.

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However, Stepnogorsk in the vicinity of Tselinograd/Astana, with its city electric trains, the relatively frequent movement of which remains today, is one of the few examples of this type of transport in the post-Soviet space.
Despite the large number of intra-republican lines and the more complex structure of the network, by 1991 the Kazakh railway network remained largely torn and incomplete, like the whole country. It was still based on trans-Kazakhstan lines; it was difficult to move within the country in a direction that did not coincide with the directions of these trans-Kazakhstan lines: to travel from Western Kazakhstan to Northern or from Northern Kazakhstan to Eastern, one had to go to neighboring Russian regions.
So the optimization of the railway network and the increase in its connectivity were not the last point in the measures taken by Nazarbayev to consolidate the country; it is logical that the economic-geographical and natural differences between the West, the North and the East and the South could not but be accompanied by socio-economic and ethnic differences that Ukraine could not dream of.
Thus, in the 1990s and 2000s, links between the West and the North (Aktyubinsk - Tobol in the Kustanai region), the North and the East (Pavlodar - Semipalatinsk) were built in Kazakhstan, the railway system in the Ust region was connected to the main Kazakh network. -Kamenogorsk (from Ust-Kamenogorsk - Charsk station on Turksib).

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The construction of these lines was also associated with the transfer of the capital to Astana - if from Alma-Ata, from the southeastern corner of the country, it was possible to get to almost all Kazakhstani regions in the best way along the existing railway lines, which, in fact, connected all parts of the country with the South , then from Astana it was no longer possible, in order to reach the Kazakh West or East, it was necessary to overcome a huge extra distance. Largely due to the implementation of these projects, Kazakhstan has taken the undisputed first place in the CIS in terms of railway construction.
The only regional center, and now cut off the territory of Russia from the main railway network of Kazakhstan, is Uralsk. However, there Kazakhstan got out of the situation by managerial methods: under an agreement between the Kazakh operator of the railways "Kazakhstan Temir Zholy" and the Russian "Russian Railways", the section in the Sol-Iletsk region connecting Uralsk with Aktobe is controlled by "KTZ", and the section of the Southern area of ​​Petropavlovsk - "Russian Railways".
In the same years - although at a slower pace, given the sharp deterioration in the socio-economic situation of the country - electrification continued; by the mid-1990s, electrification had reached Chu station from the west, and Central Asia was finally connected by a high-capacity electrified railway to Russia. In 2001, the southern capital of Alma-Ata was finally provided with electric traction.

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In the post-Soviet period, the number of transit trains decreased, in some places they disappeared completely - for example, on the North Kazakhstan transit lines. At the same time, the number of domestic trains has increased, which has become much more justified after the optimization of the structure of the railway network.

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Compared to Russia, Kazakhstan has more connections between regional centers, without calling at the capitals, although the concentration of traffic in Astana and Alma-Ata is also very high - about two-thirds of long-distance trains call either in the southern or northern capital.

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The country has become much more isolated from neighboring states in terms of rail connections - now long-distance trains go through 12 border crossings (9 with Russia, 2 with Uzbekistan, 1 with China), but mostly in a small volume. The only exception is the volume of passenger traffic to China, which develops along with Kazakh-Chinese relations; now there are trains from both Kazakh capitals to western China's Urumqi. However, the outlying regions, which surpass many of the country's interior regions in terms of population and industrial potential, still gravitate towards the adjacent Russian regions, one of the signs of this is the long-distance trains that still run, connecting these Kazakh outskirts with neighboring, larger Russian cities (Atyrau - Astrakhan and Ridder/Leninogorsk - Ust-Kamenogorsk - Barnaul - Novosibirsk - Tomsk). In addition, there are trains to Central Russia from both Kazakh capitals, as well as from Karaganda (there is also one train from the latter to Belarus).

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In the 2010s, a new stage of railway construction began - these are lines in the interior of the country between Dzhezkazgan, Kzyl-Orda, Aktobe and Mangyshlak, designed to directly link the center and the resource-rich west of the country, and reduce the size of the inner periphery that remains in the very center of Kazakhstan. In addition, a line was built to Turkmenistan along the eastern coast of the Caspian Sea. There was also an additional link with China - almost directly from Alma-Ata. With the advent of new latitudinal railways in the center of the country, the shortage of latitudinal connections (east-west) will decrease, and lines passing closer to the northern and southern borders of the country will somewhat unload. Speaking in topological terms, in Kazakhstan - if we compare the structure of the railway network now and in 1991 - most of the country's territory is covered by cycles of one tier of the railway network. Kazakhstan maintains its leadership in the construction of railways in the post-Soviet space - at least if we talk about absolute indicators. In terms of the relative growth of the railway network, neighboring Turkmenistan can compete with Kazakhstan.
As for the prospects for the national railway network, they are quite optimistic. Infrastructure projects generally occupy an important place in Kazakhstan's economic planning; Despite the accelerated development of the road network, which has been outlined in recent years, considerable attention is also paid to railways. After the commissioning of railway lines in the central part of the country, the main construction / formation of the framework of the Kazakhstani railway network as a whole has been completed; most of the projects are devoted to further electrification; first of all, this is the main line to China (Aktogay - Dostyk), connecting it with South Kazakhstan section of Turksib (Alma-Ata - Aktogay) and a segment between Turksib and the Trans-Kazakhstan railway (Aktogay - Balkhash - Mointy). The implementation of this project, like many trans-Kazakhstani transport projects, is in line with one of the many projects to create additional links between China and Central/Central Asia and Europe.

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Now the length of railways in Kazakhstan exceeds 15,000 km - 20th place in the world, 3rd place in the post-Soviet space; 6,000 km of railways are double-tracked.
Kazakh railways are electrified by a third (5,000 km, 16th in the world and 3rd in the CIS in terms of the absolute length of electrified railways); on a global scale and by the standards of the post-Soviet space, this is an average figure.
At the same time, electrification is distributed extremely unevenly across the country - in the north and south, more than half of the railways are provided with electric traction in some regions, while in the west and east there are no electrified railways at all.

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However, the lack of electrification on many main lines contributes to the fact that a train ride in Kazakhstan is more like a real journey, when you have time to take pictures and even a little look at the reality passing by.

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Now about 70 trains run on the Kazakh railway network, of which 42 are internal Kazakhstan (only 1 of them partially passes through the lines of Russian Railways), 17 are transit.

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The pride of the passenger traffic of Kazakhstani railways is the high-speed trains "Tulpar" based on the Spanish trains Talgo 250.

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These trains run on 13 routes, connecting all major cities and major hubs of the Kazakh railway network.
They slightly reduce the huge Kazakhstani distances, shortening the route by an average of one and a half times.

In the hinterland, the railway and railway stations are often the focus of life to a much greater extent than in Central Russia; with the arrival of the train, everything comes to life, deserted sun-drenched platforms and station squares are filled with life.

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It seems that the intensity of freight traffic in Kazakhstan is no less than on the main railways of Russia.

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The Kazakh economy, which is based on large metallurgical enterprises and chemical enterprises and the extraction of minerals (coal, ferrous and non-ferrous metal ores, uranium), needs high-carrying transport, such as rail.

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In recent decades, the median Trans-Kazakhstan road has become the busiest railway line in the country; it is logical that after the transfer of the capital to Astana, the role of this line became even higher. Now up to 30% of all Kazakhstani long-distance trains pass through it.

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And a new station Nurly Zhol ("Bright Way") is being built on the eastern outskirts of the city.
In general, there are many old stations in Kazakhstan only on the old Tashkent railway.

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In Central Russia, there would be nothing particularly surprising in them, but here, in a steppe country, where architecture began to appear in large numbers only in the era of the development of virgin lands and later, these stations look almost like the churches of the pre-Mongol era with us.
In the rest of Kazakhstan, the stations at best look something like this:

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And more often like this:

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The Chu station, where the Trans-Kazakhstan and Turkestan-Siberian railways merge, exceeds the Astana railway junction in terms of traffic, including due to the not very extensive railway network in South Kazakhstan - you can only get from the east and from the north of the country to the south through this station.

The next railway in terms of passenger traffic in Kazakhstan is the southern passage of the Trans-Siberian Railway, passing through the republic in a relatively short section, this is the only section of the national railway network, where more than half of the long-distance trains are transit; although here, too, their number has declined markedly compared to the late 1980s.
Petropavlovsk, where the Trans-Kazakhstan Railway connects to the Trans-Siberian Railway, is also one of the most significant railway junctions in Kazakhstan.
Approximately the same as the Petropavlovsk section of the Trans-Siberian Railway, the old Tashkent railway is loaded in the section from Arys in the Chimkent region to Aktobe.

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Many Kazakh trains run along this line, connecting the south of the country with the west, but there are also several trains from the European part of Russia to Central Asia, and one train from Russia to Alma-Ata.

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The southern section of Turksib does not lag behind this line - between Arys / Chimkent and Alma-Ata; the flow passes here both from north to south, and most of the trains to Alma-Ata. However, with the gradual transfer of part of the trains to the new railway line Dzhezkazgan - Saksaulskaya - Beyneu, this segment may somewhat unload.
Alma-Ata remains the third railway junction of Kazakhstan in terms of traffic volume - about a third of long-distance trains running on the Kazakhstani railway network pass through the southern capital.
Turksib northeast of Alma-Ata is noticeably less busy - there are much fewer transit trains from Russian Siberia to Central Asia (more precisely, there is only one left), and there have never been many internal ones, because the eastern outskirts of the country are quite deserted even by Kazakh standards.
The country's other major railway junctions are Arys, located at the junction of Turksib and the Tashkent railway, and neighboring Chimkent, the capital of southern Kazakhstan, rivaling Astana for the title of the country's second most populous city.
The main railway junction of Western Kazakhstan is Kandyagash, located at the intersection of the Tashkent railway and the old Ural rokada, along which trains now run to Atyrau and Aktau (Mangyshlak), rich in raw materials.
Eastern Kazakhstan is perhaps the poorest region of Kazakhstan in terms of long-distance trains; the main hub here is Semipalatinsk, where a new railway from Pavlodar adjoins the Turkestan-Siberian Railway.
, whose main station is called "Protection" - a secondary hub, but loaded thanks to the industrial power of the city; until recently - before the construction of the line to Turksib - it was generally isolated from the national railway network, communicating with it only through the Russian Altai Territory (Lokot station).

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Over the past decades, the role of the North-Kazakhstan latitudinal railway lines (Ural - Altai) has changed the most, where most of the trains were transit, and now they are not left there at all. Now there is no through traffic on these railways, in some places there is no passenger traffic at all, all the remaining trains are connecting the new Kazakh capital Astana with the western and eastern regions of the country.
The situation with electric trains and commuter trains in general in Kazakhstan is in many ways similar to the Russian one, only, perhaps, tougher: if we have cases of complete abolition of suburban traffic are not so frequent, then in Kazakhstan this occurs more frequently.

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It can be said that suburban traffic on most Kazakhstani railway lines has never been particularly intense - after all, the population density in the country is quite low.

But after 1991 commuter trains also disappeared in many densely populated areas, especially in the south; perhaps the most egregious situation has developed in the one and a half millionth agglomeration of Alma-Ata, where until recently there was only one suburban train (not every day), but now, it seems, there are none left at all. The sections of main rail lines electrified after 1991 are largely non-commuter, which is rather unusual by our country's standards, where commuter service on mainline electrified lines tends to be the last to disappear.

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Suburban electric trains are preserved in the north - Karaganda - Astana - Borovoe - Kustanai and Astana - Ekibastuz - Pavlodar, not counting the urban electric trains of Stepnogorsk, also on the Trans-Siberian Railway, in the Petropavlovsk region, and also in the vicinity of Kustanai. Along with Astana, the main suburban traffic hub is Karaganda, which has an extensive network of local lines, including one of two lines in Kazakhstan where only electric trains run (Kokpekty - Temirtau).

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In the area of ​​Chimkent and Arys, commuter trains run on locomotive traction along electrified sections; in other regions, suburban trains run mainly in remote places where the roads are worse, or where there are no long-distance trains.
Another interesting feature of the suburban rail service in Kazakhstan is that cross-border suburban trains remain here, in contrast to the Russian-Ukrainian and even Russian-Belarusian borders. On some cross-border sections (Pavlodar - Kulunda, Tobol - Kartaly) they are the only representatives of the passenger railway communication, in some places (Uralsk - Ozinki) they supplement the long-distance communication. Most likely, this is due to the same economic and geographical specifics of Kazakhstan, where the outskirts are more densely populated and more developed than the central regions, and gravitate towards large cities located across the border (North-Western Kazakhstan - to the metropolis of the Urals, Western Kazakhstan - to Astrakhan , Northern Kazakhstan - also to the Urals, and to Omsk, Eastern Kazakhstan - to Barnaul and Novosibirsk, Southern Kazakhstan - to Tashkent). The border areas have been developed to a greater extent, and suburban transportation is more in demand here.

The railway complex of any country is the most important component of its transport system. Kazakhstan is no exception. Its transport system developed taking into account the formation of the most important sectors of the economy, including fuel and energy, construction, agro-industrial, mining and metallurgical and other sectors of the national economy. At the same time, it provided the interconnection between all these types of industries.

Current state

The most important branch of Kazakhstan has an extensive network of roads. The length of the country's railways is 15,341 km. Of these, 6 thousand are double-track, and about 5 thousand are electrified. The length of the main tracks of the Kazakhstan railway industry is 18.8 thousand km, and the length of special and station tracks is 6.7 thousand km.

The importance of this industry is very high. And this is confirmed by the fact that the share of the Kazakhstan railway accounts for more than 68 percent of all cargo transportation in the country and over 57 percent of its passenger traffic. Also, this industry employs about one percent of its inhabitants.

Most of the networks are operated by the Kazakhstan Railways. And only a small share of them belongs to the oil and mining industry.

The beginning of a long journey

The Kazakhstan railway appeared in 1893-1894. It was during this period that a narrow-gauge line was built connecting Pokrovskaya Sloboda and Uralsk. Its length was 369 km, 113 of which ran through the territory of Kazakhstan.

Across the country, in the region of Petropavlovsk, 190 km of the Trans-Siberian Railway was also carried out.
Nevertheless, 1904 is considered the year of foundation of the Kazakh railway. It was then that the first major construction of tracks in the country began. It was the Orenburg-Tashkent highway, put into operation in 1905-1906. The road connected Central Asia with European Russia.

Industrial centers and cities of Turkestan and Aktyubinsk, Aralsk, Novokazalinsk, Kyzylorda and many others grew up along this railway line. The development of the railway network of Kazakhstan continued during the Soviet era. In 1964, the first electrified section between Karaganda and Tselinograd appeared in the country. In Stepnogorsk, a city train began to carry passengers.

Independence

Some difficulties began to experience the Kazakh railway, which became independent in the 90s of the last century. After all, communication between its individual regions was difficult due to the need to cross Russian borders. In this regard, three sections of railway lines were built in the country, which were completely located on the territory of the Republic.

In May 2013, a route was opened from Kazakhstan to neighboring Turkmenistan. In July 2012, the construction of two highways of national importance began. The implementation of these projects has significantly reduced the distance from Zhezkazgan and Astana to the southwestern regions of the Republic.

The formation of the structure

On October 19, 1940, a joint Decree of the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of the NKSSSR was issued, according to which a new enterprise was organized, called the Karaganda Railway. This document laid the foundation for the process of creating the structure of the railway transport of Kazakhstan. The new Government Decree was issued on 07/01/1958. According to it, the "Kazakh Railway" was formed, which was the largest in the USSR. Its length in those years was more than 11 thousand km, and the structure included 15 branches, uniting highways connecting the republic with the Urals and Siberia, Kyrgyzstan, Central Asia and the Volga region.

The restructuring of the enterprise took place in April 1977. Then three roads were formed on its basis - Alma-Ata, Tselinnaya and West Kazakhstan. But after they were merged. As a result, a new state-owned republican enterprise arose, which was called "Kazakhstan Temir Zholy". It was created in accordance with the Decree, which was adopted by the Government of the Republic of Kazakhstan on January 31, 1997, No. 129. Its main issue was the reorganization of enterprises operating in the railway sector. The purpose of the merger of the Directorates of three different roads was to optimize the structure that manages the transportation process. At the same time, unnecessary links were eliminated, which led to the financial and economic recovery of the railway industry.

On March 15, 2002, a new Government Decree No. 310 was issued. It became the beginning of the creation of a closed joint-stock company called National Company Kazakhstan Temir Zholy. It was formed on the basis of the state republican enterprise of the same name.

On April 2, 2004, in accordance with the law "On Joint Stock Companies", CJSC "NC KTZ" was re-registered. After that, it became known as NC KTZ JSC.

Owner and management

The company has one shareholder. This is "Samruk Kyzyna" - a national fund, one hundred percent of whose shares are under the control of the state. Having the legal authority to do so, the fund contributes to solving problems that make it possible to increase the transparency of the JSC's budget, as well as to implement better corporate governance. In addition, he manages the activities of KTZ through the board of directors. Operational work of the enterprise is not affected.

The work of KTZh is controlled by the Ministry of Transport and Communications of Kazakhstan. At the same time, being an authorized body, it provides assistance in the implementation of the Government's policy in the field of railway transport. Together with the Samruk-Kazyna agency, which deals with the regulation of the work of natural monopolies, the Ministry of Transport approves the list of members of the board of directors, who, in turn, decide on the appointment of the chairman of this board of directors and on the adoption of annual reports. The candidate for this position is proposed by the President of the country. Since June 2009 this post has been held by Timur Kulibaev.

Rail transport in Kazakhstan is managed using a vertical system. This allows you to significantly optimize the material and technical supply, as well as quickly manage all available inventories. All this has a positive impact on the efficiency of transportation and its further optimization. Today, active work is being carried out to improve the organizational structure of KTZ JSC.

Composition of the board

The list of management of the Kazakhstan Railways includes:

1. Askar Mamin. Since April 2008, he has been the Chairman of the Board, President of NC KTZ JSC.
2. Yermek Kizatov, since 2008 - Vice President.
3. Erik Sultanov, since 2008 - Vice President for Supply.
4. Kanat Alpysbaev, since 2008 - Vice President for Finance and Economics.
5. Askhat Akchurin, since 2008 - Vice President for Social Affairs and Human Resources.
6. Erkhat Iskaliyev, since 2011 - Vice President for Logistics.
7. Beibit Zhusulov - Advisor to the President.
8. Kanat Almagametov - Chief of Staff, Managing Director.
9. Rustam Khasenov is the managing director dealing with legal issues.
10. Almas Lepesbaev - Managing Director for Economics.
11. Elena Lepskaya - financial managing director.
12. Baurzhan Urynbasarov is the Managing Director in charge of the operational work.

Subdivisions

The railway infrastructure of NC KTZ JSC includes 13 branches. Their list includes the following:

1. Akmola.
2. Kostanay.
3. Karaganda.
4. Semipalatinsk.
5. Almaty.
6. Zashchitinskoe.
7. Dzhambul.
8. Shymkant.
9. Kyzyl-Orda.
10. Aktobe.
11. Pavlodar.
12. Ural.
13. Atyrau.

Activity

The railway industry is one of the most important links in the production infrastructure of Kazakhstan. The country has no direct access to the sea. It is also characterized by the absence of navigable rivers. In this regard, and also due to the low development of road transport, rail transport has to solve the most important tasks in the economic sphere of the whole country.

The main part of the tracks of NC KTZ JSC is located on the territory of the Republic. This is 97.5% of their total length. And only a small length of lines (2.5%) is located in the border zones with Russia.

Cargo transportation

To date, among the main customers of the railway of Kazakhstan are the largest enterprises that are part of the structure of the extractive industry. It is their orders that provide 80% of KTZ freight traffic. Such enterprises include such joint-stock companies as:

• LLP "Tengizchevrostroyl".
• "Kazzinc".
• Kazakhmys Corporation.
• PetroKazakhstan.
• "Aluminum of Kazakhstan".
• TNK Kazchrome.

All these enterprises operate in the Karaganda and Ekibastuz coal basins. According to the data for 2010, the freight turnover of the Kazakhstan Railway amounted to 213 billion ton-kilometers. At the same time, the volume of transported goods in 2009 reached 268 million tons. Thirty-five percent of this amount was exported. On interregional lines, cargo transportation accounted for 53%. Import work was carried out with 6% of deliveries. 6% of cargoes also passed through the Republic in transit.

Passenger transportation

On July 14, 1998, a subsidiary appeared in the structure of the state republican enterprise "Kazakhstan Temir Zholy". Thanks to this, passenger transportation of KTZh was transferred to the rails of independent activity. They called this subsidiary state enterprise Passenger Transportation. In 2002, in connection with the reorganization of KTZh, a joint-stock company of the same name was formed on its basis.

In 2004, further changes affected the provision and service activities of this joint-stock company. As a result of the work done, some separation was made. This, in turn, resulted in a change in targeted subsidies for passenger transportation. His JSC began to receive from local and republican budgets.

The restructuring program provided for the creation of seven joint-stock companies, which became part of Passenger Transportation JSC. Among them:

1. "Almaty car repair plant".
2. "Suburban transportation".
3. "Station-service".
4. "Baggage".
5. Wagonservice.
6. "Passenger Carriage Leasing Company".
7. Zholserik-Almaty LLP, renamed in 2005 into Zholaushylartrans.

On December 25, 2004, the Government of the Republic of Kazakhstan adopted a Resolution, according to which Passenger Transportation JSC received the status of a national carrier.

To date, the structure of this joint-stock company has four branches:

1. "Express".
2. "Northern".
3. "West".
4. "Southern".

Included in the structure and three subsidiaries:

1. JSC "Vagonservice"
2. JSC Leasing Passenger Company.
3. JSC Suburban Transportation.

All of them have a 100% participation in the activities of Passenger Transportation JSC.
It is worth noting: according to statistics for 2010, the passenger turnover of the Kazakhstan Railway was formed in the amount of 13.9 billion RMB.

Number of rolling stock

In 2003, Kazakhstan Railways had 1,770 locomotives on its balance sheet, including 53 steam locomotives, 590 electric locomotives, and 1,126 locomotives of special systems and diesel locomotives. The total capacity of this rolling stock was 6450 thousand kW.

In addition, passenger and cargo transportation in the same 2003 was carried out using 282 railcars, 135 baggage and 2559 passenger cars. In addition, 70,366 freight cars owned by KTZ, as well as 18,360 privately owned, moved along the country's railways.

The rolling stock also included diesel trains, railcars and other self-propelled equipment.

Wagon repair

The railway needs the constant presence of serviceable rolling stock necessary for the transport of passengers and goods. For the sake of fulfilling this task, JSC "Almaty car repair plant" works. This is a technically advanced, modern enterprise. Its history began during the construction of Tursib. After the completion of the laying of the Turkestan-Siberian Railway in 1933, workshops engaged in the repair of wagons began to operate in Alma-Ata. As the railway of Kazakhstan developed and the need for repair of its rolling stock increased, a depot was created on the basis of the workshops.

Today it is a joint-stock company that provides a huge range of services. The plant repairs railcars, including overhaul, overhaul and overhaul with service life extension. He is engaged in restoration repairs, as well as the manufacture of components and spare parts for passenger cars. This allows to ensure a high level of safety and quality, taking into account the rational use of resources.

Locomotive production

After the collapse of the USSR, Kazakhstan faced the problem of updating the fleet of rolling stock available in the Republic. To solve it, many options were considered, which included the purchase of new locomotives, the modernization of existing ones, etc. After an analysis regarding the needs of the country, it was decided to launch a new production, which became Lokomotiv Kurastyru Zauyty JSC. It was a subsidiary of NC KTZ JSC and was opened on July 3, 2009.

The plant was one of the first signs, foreshadowing the beginning of serious structural changes in the country's economic growth. At the same time, he allowed to move away from the raw material orientation and began the history of heavy engineering in the Republic.

The main goal of this enterprise is to make a worthy contribution to increasing the competitiveness of the entire railway transport system of the country, as well as to its industrial and innovative development.

In 2006, the specialists of NC KTZ JSC entered into an agreement with the American company General Electric and began to carry out work to develop a Kazakh diesel locomotive that meets the climatic features of the region. At the same time, the width of the rail bed, the specifics of the transported goods and modern requirements for environmental friendliness and compliance with sanitary standards were taken into account. The result of the work done was the creation of the first mainline freight single-section diesel locomotive, which, in terms of its level, belonged to the fifth generation. The assembly of this locomotive was carried out in Kazakhstan.

To date, these diesel locomotives continue to roll off the assembly line of the plant. To assemble them, the production uses the equipment of the world's leading machine tool manufacturers.

At high speeds

In February 2011, a memorandum of cooperation was signed in Beijing regarding the construction of a railway line. It was announced that the Astana-Almaty train would run along it at a maximum speed of 350 km/h. The memorandum was signed by the Ministry of Railways of China and KTZ.

Astana and Almaty are the two largest cities in the Republic. The main events of the country take place there. Of course, the distance between them is quite decent. It is 1200 km. That is why ordinary passenger trains overcome it only in 18-20 hours. Of course, such figures do not correspond to the modern rhythm of life. However, everything changed after the implementation of the project, which was launched in 2011. Today, the Astana-Almaty train can cover the distance between cities in 4 hours. Three high-speed trains run on this line per day. Such a schedule was approved by Passenger Transportation JSC to meet customer demand.

However, the work on "reducing" the distance between cities has not been completed. Currently, there is an idea that proposes the construction of an even faster express train between megacities, capable of reaching speeds of up to 400 km / h.

The creator of this project, designer and architect Semyon Bolotnik, named it "Berkut". And this is no coincidence. After all, this bird is a symbol of speed, strength and self-confidence. The designer decided to endow the train he created with the same qualities. The implementation of the project will reduce the travel time between Astana and Almaty to 157 minutes. And this figure is worthy even for Japan and Western Europe. True, this will slightly shorten the route of movement. It will decrease from 1,200 to 1,050 kilometers due to the construction of a 5-kilometer railway bridge that will pass through Lake Balkhash. The movement will be carried out on a separate branch, which will allow not to interfere with the express freight and passenger trains.

Kazakhstan's partner in solving this ambitious task is still China. By the way, in the Celestial Empire, trains moving at a similar speed already exist and are very actively used.

Landmark of the Republic

Every inhabitant of the Republic knows the Temir Zholy tower. This is the building of the Kazakhstan Railways, which has an original silhouette.

It is one of the high-rise dominants of Astana and is included in the list of 12 tallest buildings in the Republic. This modern skyscraper is considered one of the attractions of the metropolis. Its height is 175 m. The building includes a huge complex of premises for offices, which are equipped with the most modern technological equipment and utilities.

Conclusion

Of course, rail transport is a very complex production. It links together the locomotive and track facilities, signaling, communications, etc. However, low tariffs and the ability to overcome significant distances for transportation make it very attractive for the country.

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KTZ tower among new buildings

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

The Republican State Enterprise "Kazakhstan Railways" was established by the 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 Almaty Railway Department, the Virgin Railway Department and the West Kazakhstan Railway Department roads. The purpose of the merger was to optimize the structure of the management of the transportation process and eliminate unnecessary links, 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 establishment of the Closed Joint-Stock Company “National Company “Kazakhstan Railways”””, CJSC “National Company “Kazakhstan Railways” was established by merging RSE “Kazakhstan Railways” with its subsidiaries . One of the differences between a RSE and a joint-stock company is that a (Z)JSC can make a profit and pay dividends, while a RSE operates at a break-even level. In the case of KZD, the company pays dividends to its sole shareholder, Samruk-Kazyna, while 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 as JSC NC KTZ.

Owners and management

The sole shareholder of the company is the national fund "Samruk-Kazyna", 100% of whose shares are owned by the Republic of Kazakhstan. The Fund solves the tasks 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 KTZh are controlled by the Ministry of Transport and Communications, which, as an authorized body, ensures the implementation of state policy in the field of railway transport, as well as the state Agency for the Regulation of Natural Monopolies.

Samruk-Kazyna approves the board of directors of the company, which in turn approves the company's annual reports as president. The president of the country proposes the candidacy of the president of the society.

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

Composition of the board

• Chairman of the Board, President of NC KTZ JSC - Askar Mamin (April 2008)
• Vice President - Yermek 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 Iskaliyev (2011)
• Presidential Adviser - Beibit Zhusupov
• Managing Director, Head 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 entities 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 road infrastructure - rail transport plays an extremely important role in the country's economy.

The railway industry of Kazakhstan is a rapidly growing market, the production and technical potential of which has been steadily increasing in recent years [ when?] and provides employment for more than 140 thousand people.

The activity of the company is regulated by the laws of the republic “On railway transport” and “On natural monopolies and regulated markets”.

Performance indicators

Freight transportation

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

Passenger Transportation

joints

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

Quality

The electric locomotives used in the traction of the Spanish Talgo 200 high-speed trains between Astana and Almaty may be good, but the Spanish cars in the composition are worse than compartment cars (made in Russia or the Soviet Union). I was convinced of this from 12/14/2012 to 12/15/2012 (20.00 landing in Almaty (station - Almaty-2), arrived 06.03 in Karaganda). A very noisy car, like a tin can, shaking and shaking all over, very much regretted that I did not go in an ordinary compartment car. The price for a place cost me 18800 tenge. On an airplane, it would cost an average of 15,000. To fall asleep in such a noisy car, you have to try very hard. A radio station (70s) is installed in the compartment room - 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 wobbles so much that it seems to fall in the aisle, disposable cups roll around on the shelf next to it, but I never saw a bin for their disposal. There are no seats in the restaurant, the impression is that everyone is hungry. My neighbor brought a drink to the room without a glass. 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 of Kazakhstan Temir Zholy Finance B.V., May 11, 2016, 7.0% (ISIN XS0253694755). (Russian) (Retrieved July 16, 2011)
3. Consolidated financial statements for the year ended December 31, 2010 and independent auditors' report, pp. 6, 10, 30, 43, 54. (Russian) (Retrieved 4 May 2011)
4. Annual Report 2009, p. 53. (Russian) (Retrieved 4 May 2011)
5. Group structure (Russian) (Retrieved 4 May 2011)
6. Charter of the Joint-Stock Company "National Company "Kazakhstan Temir Zholy"" (Russian) (Retrieved 4 May 2011)
7. According to the charter of the company, the official name in Russian is National Company Kazakhstan Temir Zholy JSC (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)