as a very young man, he joined the ukrainian galician army. there, they were trained as scouts for saboteurs. and, of course, monsters, the holocaust in lviv was organized by the ukrainians, 6,000 bandera people were destroyed. western intelligence services kept used in anti-soviet activities.

now, to the message that comes to lenta news agencies, as reported by tass in the zaporozhye region, a citizen of ukraine was detained who planned a terrorist attack against an employee of the regional administration, this is reported by the fsb department e. more about we'll talk about that in the next chat. and now the program of kirill vyshinsky, typical, novorossiya, the iron heart of russia why is donbass called that and what role did railway magnates play in the development of the region in the 19th century, as well as the fate of the first enterprise since the time of the russian empire in the official name of which the term novorossiya appeared.

hello. kirill vyshinsky is with you, and this is a program typical of novorossiy, our name says it all, we are talking about the territory that has returned to its historical roots with the help of novorossiy a close look at history. we will try to reveal the originality of her present day, find both typical features and recognizable signs of the past. and that's what we'll talk about today. the draft power of industrialization, how did novorossia change in the 19th century? why roads became arteries conversation with the program expert, a special caste of railway magnates samuil polyakov in the second half

of the 19th century, the railway became the main factor in the rapid industrialization of novorossia and the entire russian empire. there were several good reasons for this in the middle of the century, novorossia was the largest exporter of russian grain, if before that trade went mainly through the baltic, now through the azov and black seas, almost 2/3 of the grain was exported to deliver it to the ports through the steppe roads, it stopped more and more difficult and expensive until spring. they turned into impassable need for railways and showed the sad experience of the crimean war. without them, the army could not move quickly and was deprived of operational supplies. in the first, the main roads in novorossia were built by private traders. they received concessions from the state available loans and

even state guarantees on bonds of joint-stock companies. it was a profitable business, in which russian merchants, who created initial capital in the alcohol trade at wine farms, hurried to invest in 1868, were successful . at the end, this young businessman samuil polyakov received for the construction of the road from the kursk province to the sea of ​​\u200b\u200bazov, he paved more than 800 km of the way to the records. for that time, the terms for a year and 10 months in 3 years 1.871 roads from the kharkov province. the crimean merchant old believer peter the great began to build the train, it passed to sevastopol after 4 years in 1875. at the same time, construction began. donetsk stone coal road, it connected shakhty sports mariupol joint-stock

company headed by a merchant and philanthropist sava mamontov 3 years later the road was commissioned. all three highways successfully worked and brought profit and in the late nineties of the xix century they were bought out by the state; on their basis , a single network was created, which was called the catherine's railway. she passed through the kharkov province of all novorossia and the territory of the don cossacks , connecting the donetsk coal and krivoy rog iron ore basin. and on several of its branches. they transported coal, ore, metal to the southern ports of russia, and so began the rapid growth of mining and the development of heavy industry. in novorossia, on a well-known poster of that time , it was the railways that became the blood arteries that connect the region with the rest of russia. all these changes brought

donbass the glory of the iron heart of russia so long ago, by decision of the russian government , the former sections of the dnieper and donetsk railways of ukraine were merged into a new enterprise. it got the name of the railway in a twist about yesterday and today's highways in anna efimova's story . knocked out walls burned from the station building, in fact, the concrete box remained and, miraculously, the preserved clock on the tower, as a reminder of the train here, should always be on time, but

now there is a mountainous message from here. can you get there? is it to volnovakha that's all the way 24:44 minutes the ticket price is 27 rubles. many large transport hubs of novorossiya. after the fighting, they were cut. now the main task is to re-link the railway network and this will be done by the newly created railways and novorossiya. serious knots were damaged. this is volnovakha or the troops. donetsk is three year program. we are going according to the plan, and in the twenty-third year it is the restoration of 60 km of the way. this is me rehabilitating this infrastructure. we also plan to lay down 76 turnouts. it is on the territory of the luhansk and donetsk railways that there are a lot of restoration projects and the building of the structure, so now

the reconstruction of the mariupol railway station is underway and let passenger traffic not be in great demand for the time being. you are in mariupol , only a few hundred passengers go back every day, nevertheless less than in the special military operation zone in the lpr and dpr alone, more than 30 suburban trains run , among them yasinovataya debaltsevo lugansk where baltsev tore salavatsky mariupol volnovakha and also the passenger train makeevka luhansk demand, given the hostilities is low, but still it is at the moment. e formed the structure of the railways, which will be included in the donetsk lugansk or kherson railway. here is the staffing table. no, and measures to transfer employees. how will it be happening at the moment? are you ready to say yet? but all people will be transferred, this will allow us to switch to the standard that is applied by the russian federation to tighten all the documentation

of the infrastructure requirements that are on the agenda. and st. petersburg, but also rostov-on-don in voronezh can open up new perspectives. message on this route donetsk lugansk and to moscow or other destinations. therefore , the entire infrastructure for these routes is ready. we, as road builders, are ready to provide these transportations, where the actual development of logistics for the industrial sector of donbass, which , despite the war, continues to give the big country tens of millions of tons of coal metal products of the chemical industry and mechanical engineering, this list can be continued , and feedback in the war-torn regions. donbass need to import

special equipment from building materials. and here without railway transportation to nowhere, the program for their restoration must be implemented in the shortest possible time. this will allow us to duplicate the crimean bridge in cargo traffic from central russia. in addition, for some cargo flows, especially those that go a-a from the central region. this will reduce the distance by 30%, that is, due to the fact that they will pass along the newly formed railway. they will hit the crimea faster. now the issue of building a highway is being worked out, uh, for duplication it is closer to the sea of ​​azov through berdyansk, which will allow to ensure the operation of the promotion of cargo flows in modern conditions, and will already begin to pay back those funds and investments that will be invested in the development of this company, and yet, despite the planned renewal of the wagon fleet, despite all the hypothetical routes and other innovations under the threat of new arrivals. it is hardly

possible now to talk about the full restoration of railway communication to the regions. in addition, against the background, the ongoing special military operation by the railroad novorossiya. and sometimes you have to solve problems that are not the responsibility of the majority, in superbly peaceful territories, which is probably why the novorossiya railway was not included in the newly formed enterprise in the crimean railway. it is necessary to understand the state of these railways, it is necessary to understand what the load on the railway inside the donbass will be. that is, this is a whole bunch of highly specialized issues. this is how it looks like, according to the map, that the gain will be again positive measures, that is it is necessary to somehow restore the main southern passage through kharkov and dnepropetrovsk, the creation of a new enterprise on the crimean model. outside the russian railways system, it can be said that in this way they tried to withdraw the railway monopolist from the passive strike

. however, given that sanctions have already become commonplace for most russian companies , it is unlikely that the decision to create a separate structure of novorossia railways was dictated only by these. there is still a problem, russian railways itself, it cannot now conduct two large project sites, that is, relatively speaking, until the eastern training ground is completed. but at full power, they cannot deploy in the southern direction. i think that if with the eastern test site until the year 25 the main part is completed, then from the year 25 we can still see quite actively the restoration and development of the further southern electricity of the southern cluster. however , this is just the case when time endures and the saying goes more quietly, you will here fully justify itself, by the way , the government’s decision to create a new structures for the first time introduced the concept of novorossiya into official circulation, and, as you know, it is not limited only to donbas kherson and

zaporozhye anna efimova valery savelyev anastasia popova is a typical novorossiya. we will talk about the prospects for the development of this industry in new territories with our permanent expert, historian and political scientist alexander vasiliev. sasha good afternoon. hello , the construction of railways in the era of rapid development of capitalism, well, it became like this. uh, as it is now fashionable to speak as a driver in various european countries. but what are the features of this process, on the contrary, when the russian government took care of the need for railways, and the word railway, it implies that the most important thing is the rails. yes, and that these rails should not be carried. where to produce them on the spot, but from the thought among such a plant.

so, the equipment for this plant, and the famous industrialist john hughes da brought it on a steamer to the ports of azov and from there. the future is the basis of this railway, so to speak, these jerks were dragged on the shafts details. there, these future blast furnaces, some other mechanisms there, and in the place where the yuzafka later arose, today known as donetsk and the actual enterprise that was created, it was called the novorossiysk joint-stock company of the fireplace of coal rail production. yes, because this idea now will be a plant, which, on the one hand , that is, roads are being built, and on the other hand, as if this plant is located in the center of the region, which is connected with railways, and with the surroundings. this was very important, and of particular importance, of course, was the road that crossed it to russia from north to south. yes, uh, which connected petersburg moscow the black earth region via kharkov and then the end point

was sevastopol the russian empire was building a railroad in borussia the soviet union developed this network. what happened? ukrainian times e with the railways of novorossiya, well, in ukrainian times we know before the enterprise of ukrainian railways. yes , it means it existed, and uh, you can’t say, that is, it was by ukrainian standards, very successful enterprise. we especially remember the times of the era, uh, minister, kirpa, eh yes, when such a renaissance railway and rolling stock was updated and so on late kuchma yes, it seemed that everything was said so, well, a cloudless future for all this, and economy. oh well, remember in general, here is a map of the railways of ukraine. yes, and er, the name of these railways, they often look rather strange. for example, the southern railway, its center was in kharkov and it was not very good by ukrainian standards. it's clear? why southern life practically, but the thing is that

it was preserved for a minute, the tour of the russian empires, which really, kharkov was in charge, that is, the railway, which i said, which led from the center. russia to the crimea , and then here in this southwestern railway, which here also covered western ukraine in it. why was it gas, because it was under the russian empire, the southwestern region. yes, that is , this structure, it is a railway, such a very conservative history. it's been set up, in fact. e in tsarist times soviet time. it has not changed so much in quality, let's say, but of course, 2014, but very seriously, and the whole story, so to speak, e changed yes, because but especially for the donbass, of course, it was very hard, and the blow and, well yes, of course, that is, as if already functioning fully, even in the donetsk railway. it turned out to be, uh, only parts of it. uh, inside the dnr and lnr. and only then, when, for example, and after the debaltsevo operation, yes, the fifteenth year . here, the debaltsevo operation was the most important

railway junction, and uh, here it is, if we assume there, and in donetsk there are miners and metallurgists. gorlovka is there. according to chemists, but the debaltsev are railway workers. it 's just like, well, the main figure, or something, urban, here, uh, or, for example, ilovaisk we remember the battles for him, too, in the fourteenth year. yes, here is the ilovaisk cauldron, these are the names that today for us look like milestones in military history. this is actually a very important junction station of these railways, and of the donbass and. of course they they suffered very badly even just during the hostilities created this year. the first state enterprise, the name of which sounds like the word novorossiya railway in russia as it will affect the development of the region and the industry for the first time, and since the time of the russian empire, a certain official institution has appeared, the name of which is the term, but is used and, of course, today in front of the railways in russia i am here specially, uh, before that, so to speak, before

recording our conversation, i consulted with experts in this field. of course, it’s worth it. well a huge number of problems. eh, the military is understandable. yes, of all this, i already said that some part of it is very strong. the uh infrastructure has suffered during the fighting over the years. that's what was directly damaged there, more or less restored, but a number of some branches there. it just wasn't used. that is, this equipment after such a long downtime. well, of course, uh problems how its functioning arise, but that's not not the whole problem. the fact is that well, without going into the essence of railway mechanics, it is very difficult. that's what, ah we have railways, so we have diesel locomotives. yes, electric locomotives. yes , respectively, it also means if they are either identified or qualified. and those that are electrified, they are on direct current and alternating current. yes, and that's how it happened. it is simply because of historical reasons that the donetsk railway is the basis for which today it will be the railway in russia. here this

direct alternating current it does not correspond from the side. e, rostov region railways and so on. it's impossible to be rough saying sit down. and it’s simple, and even where there are railway tracks, you need to change them. yes, yes, and in the azov section , right here in the direction of the crimea, there is no electrified section at all. yes, that is, these are huge, very serious infrastructural ones, but the problems and all this territory will essentially need to be, well, in a new way, but simply build it for the first time since that era. here is the railway boom. and when it originated and experts even say, and there is such a directly confident opinion that a significant least it will be easier to build a new railway line, and along the sea of ​​azov. here, south of the already er, existing new railway line. and why try to somehow modernize already existing in this direction, and ways and

such, by the way, just at the same time in the early 19th century, the donbass industrialists already had a plan. lay this railway route like this. it did not take place then, as it were, yes, but today it is as relevant as never because i will say this hmm, as it were, what is it to set on fire, but the demon is here such a full-fledged railway communication. here is our land corridor to the crimea , it cannot be called full-fledged, if we are talking only about cars without iron. thank you very much for an interesting story. if the highest ice of novorossia at first were the military and administrators from the aristocratic class, prince potemkin, the duke of tauride, da richelieu, prince vorontsov and many others, then at the end of the 19th century. people who did not have ranks and titles quickly burst into it. but they were enterprising and skillfully

organized mining and smelting metal and the movement of financial flows. a special caste of railway tycoons among them came from ancient communities , pious and hardworking people who rose from the very bottom of the former fortress peter ionovich. bunin started as a bricklayer, then took up contracts for the construction of bridges and railways to build the sevastopol road, received the rank of real state councilor and hereditary nobility for the children of another well-known railway oligarch, salomonauts. he became famous not only for his ambitious projects, but also as a philanthropist and patron of famous russian artists and artists.

having inherited shares of the railway company from his father, he set about building the donetsk coal road, the project was risky ; mamontov’s commercial courage sometimes bordered on adventurism, but in the end it paid off and began to make a profit, in addition to the business , mamontov created a private opera pipe in which chaliapin sang a man to whom novorossia owes the largest highway to the kursk-azov, and now donetsk samuil solomonovich polyakov, he was the youngest and most energetic of railroad oligarchs in their short lives. he died at 50 poles built more than four thousand kilometers of tracks and became the railway king of russia for speed and reliability in construction in 1878. he received the highest award at the world exhibition in paris. more about this person in the story of olga mokhova railway ace, this is what

the contemporaries of somyl solomonovich polyakov called the outstanding builder of russian railways. the first skills of businessmen. he acquired by helping his father a small wine farmer. and although samoilo's education was limited to elementary school, the talent of an entrepreneur allowed him to make a dizzying career and be the entrance to the high bureaucratic offices of the russian empire. it was a time of general revival of industry. the revival of the economy is on the crest of this hype. naturally. new people new faces were erected. and polyakova was just one of them. this was a man who became a household name, at least as rich as polyakov was. here's something like a saying getting a hand on the so-called petitny gathering samuil polyakov all the supply of materials for the construction of the highway of the moscow district of the ways of communication here he meets the future minister of post and telegraph count tolstoy, and he instructs the young entrepreneur to clean up his estate.

polyakov quickly builds a profitable distillery and , as a thank you , receives several postal stations from the count. polyakov was apparently from birth a supernatural organizer and supernaturally sensitive person in the field of what needs to be done well, it’s not for nothing that count tolstoy made his jews in a period when attitudes towards jews were far from positive, managing the path, that is, at that time. this colossal trust until the second half of the xix century. they were exploited in the russian empire. mainly waterways and postal routes in 1867 . the first minister of communication pavel melnikov returned. coming from a trip to the usa where the railroads were built using accelerated technology, he makes a plan to create a russian railroad network construction is trusted by local entrepreneurs based on concluded between them and the state concession. uh, the private concession system,

which has been very debatable in terms of the concessionaires' decency and the quality of the conduct. so to speak, financial activity, nevertheless, made it possible to increase the railway network five times in 10 years compared to the previous period, to adapt the system of accelerated railway construction to russian realities. care for the workers in polyakov's settings employed up to 70,000 people. at the same time, the mortality rate in production was not high , colossal support, construction was also provided by the state, for example, each of the 170 versts of the kozlovsky voronezh road cost the treasury 75,000 silver, which more than covered production costs.

train tickets they were metal and at the end of the journey. they needed to be returned, and this is the first railway passenger road, launched in 1837, in general in the history of the development of the railway the networks of the russian empire distinguish three main periods. two of them fell on the time of samoilo polyakov, in total he built nine large railways and roads. their total length is more than 4,000 km, march 1, 1868 . samuil polyakov received a concession for 85 years for the construction and operation of the kursk-kharkov-azov road. it became the core highway of the donbass, crossing its most coal-bearing regions. it must be understood that at that time the southern direction for russia was of strategic importance, especially after the crimean war, when it became clear that to transport guns, weapons, machines from the urals to the crimea, it is a long way to develop industry in the south. and for this it was necessary at least to build a railway to the south of the main line, kursk rostov-on-don

, with a length of more than 750 miles , was built by polyakov in record time for a year and 10 months, and after its commissioning for a long time. he actually remained its owner, the road connected the capital of the empire with the ports of the sea of ​​azov, the crimea and the caucasus, along it and the adjacent branches they transported coal , ore, grain, salt, cast iron, products, the length of the section of the road through the donbass was about 350 miles. it was divided into three segments lozovaya slavyansk slavyansk-nartsyzsk, khartsyzsk taganrog, the road connected many enterprises, new factories appeared near it , mines, worker settlements polyakov not only built railways and earned a lot of money on them throughout his life. he invested at least 3 million rubles. in the creation of various institutions in the process of building the kursk kharkov azov road. he established in gorlovka the first prikorsunsky cop in the south

in russia, the mining school of another school, zheleznodorozhnaya appeared financial support in kharkov in 1870 left me with few monuments of this charity , in particular the synagogue in moscow and st. petersburg , with his participation, he opened gymnasium schools in different places in just a few decades of the russian state. covered by the railroad network by 1913. their length was almost 80,000 km, so russia outperformed great britain, france and germany among other railway magnates. considerable in this merit belongs to samoilova polyakova olga mokhova anastasia popova valery savelyev is a typical new russia. that's all we wanted to talk about. kirill vyshinsky was with you today. see you soon. we look to know everything about russia the best historical series.

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