Railway to Crimea map. Railways of Crimea. Development of the Crimean Railway
The construction project of the Crimean Bridge provides that its automobile component will go into operation in December 2018. The launch of traffic on the railway part of the bridge is scheduled for December 2019.
The start of the bridge's operation should open a new page in the life of the Crimean Railway, which is currently undergoing a period of large-scale modernization.
Kyiv left Crimea, taking wagons and locomotives
The railway came to Crimea in 1874, when train traffic from Melitopol to Simferopol was opened.
All the main branches connecting the peninsula with other regions of the country went through Ukraine. This most logical option turned into a problem after the Crimean spring and the return of the peninsula to Russia, when official Kyiv headed for a transport blockade of Crimea.
To begin with, the Ukrainian authorities tried to remove all movable property. Analysts at the Kyiv Center for Transport Strategies reported in March 2014 that the new Ukrainian authorities tried to remove everything newer, including ChS7 passenger locomotives, track machines and new series of cars.
The Gudok newspaper, citing its sources, reported that former head of the Simferopol locomotive depot Viktor Mandyk Even on the eve of the referendum, he drove the newest locomotives 2TE116 and ChS7 to Melitopol, quit his job and left for Dnepropetrovsk. As a result, in the spring of 2014, Crimean railway workers had to use ChS2 locomotives produced in the early 1960s to provide passenger traffic.
The difficult legacy of the Ukrainian period
In Ukraine, for more than three years they have been fond of talking about “colossal losses incurred as a result of the annexation of Crimea.” In fact, the situation is the opposite - throughout the entire period of independent Ukraine, the infrastructure of the peninsula, created during the Soviet period, was destroyed with the complete indifference of the Kyiv authorities.
The Crimean Railway is no exception. Russian specialists received the farm in a terrible state.
In October 2014, specialists from Russian Railways and Goszheldornadzor, who assessed the Crimean railway, concluded that the KZD infrastructure, namely the superstructure of the tracks and turnouts, was in an unsuitable condition. On many sections of the railway, experts from the supervisory agency recommended reducing the speed of trains to 40, 25 and even 10 kilometers per hour. Only at this speed limit was it possible to ensure safe movement.
It was necessary to almost completely change the rolling stock, modernize existing lines and build new ones.
Transport blockade
From that moment on, messages “There is no more railway in Crimea!” began to appear regularly in the Ukrainian media. or “The transport blockade made the Crimean train stations empty.”
The cessation of the movement of passenger and freight trains through Ukraine, of course, had a negative impact on the life of the Crimean railways.
But, on the other hand, every cloud has a silver lining. The reduction in traffic made it possible to prepare in freer conditions for a new stage in the life of the Crimean Railway. A stage that will begin in December 2019.
Back in 2014, the Moscow-Simferopol passenger train was launched, which went to the peninsula via a ferry crossing. This practice is not new - some trains from the eastern regions of the RSFSR in the Soviet years moved to Crimea through the ferry crossing. However, now, after several months of working according to this scheme, it was decided to abandon this practice. Transporting tourists with a single ticket on buses from the railway stations of Anapa and Krasnodar turned out to be faster and easier than using a ferry to transport passenger trains.
Large construction site
Therefore, the restoration of the movement of freight and passenger trains to Crimea will occur after the launch of the Crimean railway bridge.
In addition to the work being carried out in Crimea, as well as the construction of the bridge itself, no less significant tasks are being solved by railway builders in Taman.
From Vyshesteblievskaya station, construction is underway on a 42-kilometer section that will lead directly to the bridge. The Kerch section from Bagerovo station to the bridge will be 17.8 km.
The construction of the section on the Taman Peninsula was envisaged during the construction of the Taman port and included the construction of a new Portovaya station 8 km from the transport crossing. A Taman-passenger station is planned near the village of Taman. On the Kerch section, passing through Cementnaya Slobodka, a branch to the Kerch-Yuzhnaya station and the creation of a new park are provided. Also on this site it is planned to build four overpasses, two bridges and a tunnel.
24 hours from Moscow to Simferopol
Until recently, skeptics expressed doubts about whether the intentions of the Russian authorities are realistic? But the pace of construction of the Crimean Bridge, the successful implementation of the most complex operation of transportation and installation of railway and automobile arches, indicate: when people work and do not reason, almost everything is doable.
Summer 2017 General Director of the Federal State Unitary Enterprise "Crimean Railway" Alexey Gladilin stated that for the trains that will go to Crimea after the opening of the bridge, it is planned to purchase 800 cars, most of them are double-decker sleeping cars in a compartment design.
Speaking in Alushta at the IV Crimean Transport Forum, Gladilin said: “It is planned to purchase 15 pairs of passenger trains. Moreover, they will be distributed as follows: two trains each to Sevastopol, Evpatoria and Feodosia, the rest to Simferopol.” The approximate travel time of the train from Simferopol to Moscow will be from 24 to 28 hours.
In the future, it is planned to make the railway route to Crimea a high-speed one, reducing travel time from the capital to Simferopol to 18 hours.
The launch of passenger trains to Crimea is only the first stage of the new life of the peninsula’s railways. But, probably, it will make sense to talk about the future later, as plans turn into real actions.
They started talking again about the possibility of building a straightening line from Kerch to Simferopol. The topic has been discussed for days. We agreed that it was necessary to build a high-speed line: “The Crimean Bridge cannot abut the old railway (through Dzhankoy - ed.) on diesel locomotive traction. For an effective transport corridor, a modern railway connection is highly desirable. There are several options, one of them is the construction of a direct high-speed section from Kerch to Simferopol, Andrei Melnikov told reporters..."
It’s worth noting right away that no “...direct high-speed section from Kerch to Simferopol...” can be built. A new highway was planned for construction from Vladislavovka (where the turn to Feodosia) to Ostryakovo (Proletnaya) station. It is technically possible to launch a new line directly to the Simferopol-Pasazhirsky station, but it is not rational. This will require very large costs to change the existing buildings in the eastern part of the city. Yes, and you need to remember about Evpatoria. It is not for Simferopol and Sevastopol alone to build a new highway. So there is exactly one option: Vladislavovka - Belogorsk - Ostryakovo.
That's it, a little over 100 kilometers -
Maybe they measured the distance from Kerch?
As practice has shown, using the example of the construction of a new double-track line "Zhuravka - Millerovo", it is quite possible to build some 100 kilometers of a new railway in modern Russia in a couple of years, without any strain. So there is no doubt: if they decide to start building in 2018, then by 2020 trains will already be running through Belogorsk. If they start small, with the construction of a single-track line (there are also such ideas), then they will manage it even faster.
They write: “The Crimean bridge cannot abut the old railway with diesel locomotive traction...”
God! And he won’t rest against anything! Firstly, it has long been clear to everyone: the old Kerch-Dzhankoy road will also be electrified. Even if not immediately, not in one fell swoop, this will not affect railway traffic through the Kerch Strait. Secondly: there will be enough diesel locomotives.
Recently there was this news: “Russian Railways OJSC announced a tender for the right to conclude a subcontract agreement for the development of working documentation and construction of approaches to the transport crossing across the Kerch Strait. The money is planned to be allocated from the federal budget. The winner will be determined in early December 2017. According to the conditions tender, the subcontractor will have to complete the development of documentation by March 25, 2018..."
Maybe some people are scared by this? In Taman, new interchanges and roads are being built in full, but there is still no project for a railway line to the bridge. Just recently they announced a tender and plan to receive project documentation by the end of March 2018.
Nothing wrong with that. I have already covered a similar situation regarding electrification on Dzhankoy: “The project for electrification of the Kerch - Dzhankoy section will be done with the snap of a finger. There is nothing complicated in adapting standard solutions to the conditions of the Crimean highways. For comparison, remember: how long it took to develop the project for a transport crossing to Crimea "In April 2014 they announced that they would build, by the end of summer everything was ready. Then time was spent only on examination and approvals. In 4-5 months they drew a unique structure of two parallel bridges with huge arches..."
So there’s nothing wrong with the fact that they’re just starting to create working documentation. Today's CAD systems are capable of a lot. No large construction project in Russia is carried out in a chaotic manner. Before approaching the stage of working documentation (DD), they go through geology, geodesy, preliminary designs, and simple designs (P) and much more. Construction technology is always followed. Yes, mistakes happen. But such objects are managed by certain project managers, there are work schedules, everything is planned in advance, what to do to whom and when. Ordinary people see only the tip of the iceberg: the construction work itself and the finished objects. They can be absolutely calm: they are not building for nothing.
So the malicious laughter of fools: “Ha ha, but there is no project yet!” - just the malicious laughter of fools. Fools have no idea what project documentation is like, what stages there are and what sections it contains.
What does the example of the beginning development of working documentation on the Taman approaches show? The fact that in just three months, the builders will be fully provided with all the necessary documentation for the work and will have time to build the approaches by the time the railway bridge for the transport crossing across the Kerch Strait opens.
Could it be possible to make it (working documentation) faster? Of course you can. Was this necessary?
So it is in the case of the new railway to Simferopol. As soon as a fundamental decision is made - to build, research, development of all sorts of projects and its construction is just a matter of technology.
They decide to build - great! If they don't decide, that's okay. It will be like with the tunnel under the Kerch Strait: they made noise in the media and postponed it for later.
When driving speeds on the Kerch - Dzhankoy section are increased to 120 - 140 km/h, the detour through Dzhankoy will not be particularly noticeable.
So stop talking from empty to empty about the construction of a new highway. It will be in demand, but its absence will not bring any negative consequences. Either let them start building, or let them stall with this topic.
This year, or rather, a week before the new year, something happened that, in principle, was a logical result of the annexation of Crimea to Russia - the complete cessation of railway communication with Ukraine, both passenger and freight. Which meant the beginning of an era of unprecedented stagnation of the Crimean railways until the most important transport artery for the peninsula was built - a bridge across the Kerch Strait, which would connect Crimea with mainland Russia. Anyone who thought and hoped that the holiday season was disrupted should be disappointed, because... Simferopol Airport handled the task of receiving tourists to the peninsula perfectly, where in the summer planes landed or arrived every 5 minutes + the Caucasus-Crimea ferry crossing worked like clockwork this year and there weren’t any big queues for the ferry, except perhaps on peak days in the end of August, when people poured out of the resorts en masse.
As for the railway, we have a system of essentially inactive lines with a single passenger train No. 561/562 Moscow-Simferopol-Moscow, going through the ferry crossing, not so intense freight traffic (about 2-3 pairs to Sevastopol, rare cargo to Evpatoria) and the prevailing commuter train traffic:
- Simferopol - Evpatoria only 4 couples
- Simferopol - Sevastopol 5 pairs
- Simferopol - Dzhankoy - Salt Lake about 8 pairs
- and on average 3-4 couples on diesel locomotives
That seems to be all that the Crimean Railway could boast of this year. The main innovation of this season is the introduction of commuter trains with all-metal locomotive-hauled cars on electrified sections. This is explained by the fact that due to the cancellation of trains through Ukraine, a huge staff of conductors and logistics crews at the Simferopol depot were left out of work and, so that they could have at least some work, they were assigned to suburban routes. + it can be assumed that the fleet of electric trains at the home of the Simferopol multiple unit depot was already in unsatisfactory condition - the promised electric trains from the mainland never arrived, and ER1, which should have been immediately abandoned on the day of joining with Russia, had all heavy repairs, starting with TR -2 were previously carried out at the Nikopol and Dnepropetrovsk depots of the Pridneprovskaya railway - naturally, the road there is now closed. This summer, only 6 trains assembled from more or less serviceable sections operated on the line; of course, such a number of electric trains could not ensure the stable movement of all pairs of commuter trains; here ChS2T and pass cars came to the rescue.
So, about all my trips in order:
July 11, 2015
He made his first foray on the very first evening after arriving in Crimea. According to tradition, it took place on the Evpatoria-Ostryakovo branch, next to which I have been vacationing for 15 years now. As I already wrote, on this line this summer, well, at least during my stay there, there was a minimal number of trains in comparison with at least last season - only 4 pairs of commuter trains (as in the winter schedule - previously 4 more were added in the summer), a very rare freight train to Evpatoria-commodity, and PDS, as you know, are no longer here - in general, the line is dead... So, the purpose of the foray was the last train to Evpatoria:
1. Electric train ER1-117 on the Saki-Pribrezhnaya section
July 12, 2015
The next morning I got out there in the same place, but this time behind a commuter train on a locomotive. Unfortunately, he came across a fucked-up mansion:
2. Electric locomotive ChS2T-1020 with the commuter train Evpatoria-Kurort - Simferopol arrives at the checkpoint. College, route Pribrezhnaya - Saki.
In it I got to the neighboring Saki station. God, how long has it been since I traveled along this line in a passenger train...
And he removed the departure of this train from the station:
3. Electric locomotive ChS2T-1020 with the commuter train Evpatoria-Kurort - Simferopol departs from Saki station
July 13, 2015
The lack of movement in long-established places served as a motivator for trips to new ones (well, at least new ones for oneself, but well known to many). True, behind the same minimum of movement - the world is on a thread. This time I finally decided to go to Inkerman for the same one a stretch where ferroequinologists and Orthodox believers make pilgrimages - those who are in the know will understand where I ended up - and for those who do not understand, the answer is further =). But before that, it was decided to remove the only PDS in Crimea (if you had said this a year or two ago, they would have taken you for a crazy person) before reaching Simferopol. I had to get up at 4 in the morning and take the first train to Evpatoria, and since it went from Ostryakovo to Simferopol without stops, including the platform I needed, I had to change trains in Ostryakovo to the Elka from the Dzhankoy direction. Morning train at Ostryakovo station, carrying people to work in Simferopol:
Got off at the next stop - op. 1450 kilometer, I’m filming my section at the tail:
4. Electric train ER1-199 departs from the checkpoint. 1450 km, Ostryakovo-Simferopol sectionBefore ERka had time to hide behind the curve, a commuter under the tower came towards her. And yes, fucked again:
5. Electric locomotive ChS2T-1045 with the suburban train Simferopol - Mamut on the Simferopol-Gruzovoy - Ostryakovo section
In theory, it should be followed by the Moscow train, but for now an electric train has arrived from Ostryakovo:
6. Electric train ER2-425 at the checkpoint. 1450 km, Ostryakovo - Simferopol-Gruzovoy section
At the time of filming, it was the newest train in Crimea. ED4M-0415, which was skied here last season, was declared unsuitable for use in Crimea and was returned back to the mainland.
The crew turned out to be quite friendly. However, this is understandable, because Vladimir Ivanyura, a machinist and part-time good railway photographer, sits at the controller. 
7.
I take a shot of the Erka in the tail; PDS is already approaching from the direction of Simferopol:
8. Electric train ER2-425 on the Ostryakovo - Simferopol-Gruzovoy section
Yes, I'm lucky with these red devils. Considering that out of the 6 remaining on the peninsula, only these 2 (1020 and 1045) are fed, then this is, damn it, a “success” ..
9. Electric locomotive ChS2T-1020 with train No. 562 Simferopol - Rostov-on-Don (VBS Simferopol-Moscow) on the section Simferopol-Gruzovoy - Ostryakovo
Simferopol-Moscow, in fact, is said loudly. Upon arrival at the port of Crimea, passengers are disembarked and transported to the port of Kavkaz and put on another train. The carriages were transported only for the first month after the appointment of this train, but then this idea was recognized as never rational (although in the Soviet years trains operated by ferry quite well).
The goal of the morning set has been fulfilled - now it’s time to go to the Sevastopol branch. I boarded the train from Dzhankoy and, having arrived in Simf, changed trains to Sevastopol.
So, the stage that interests me is, yes, the star of all railway photo galleries - Inkerman-II - Mekenzievy Gory, standing on a par with such “monsters” as Revda-Reshety and Khovrino-Moscow-Tov.))
I go out to the op. 1528 km and I take a photo of the departing Elka in the tail - well, it turned out well:
10. Electric train ER1-218 on the Mekenzievy Gory - Inkerman-II section
A shot taken from the platform towards the Mekenzi Mountains. Eh, beauty - a train would come here :( 
11.
And I begin a walk through the battlements of this stretch. After walking a little, I come to the top place of this stage)). View of the Kalamitsky fortress and the St. Clement's Monastery as if carved out of it.
12.
Alas, it was irrelevant to shoot from this place - backlight. So I moved on.
The previous shot was taken from the left rock:
13.
14. St. Klimentevsky Monastery, Inkerman
Of the planned substations to be removed, there was only a return train. With a view of the caves of the Kalamitic fortress:
15. Electric train ER1-140 on the section Inkerman-II - Mekenzievy Gory
I didn’t really plan to stay any longer. He was just about to return when something seemed to disappear from Inkerman... Chmukha! Once again I was convinced that spontaneous photos come out better:
16. Diesel locomotive ChME3-4247 on the Inkerman-II - Mekenzievy Gory section
That’s actually all that pleased me with the piece of iron that day. Next I spent the day in the hero city of Sevastopol. By the way, unexpected photos, incl. from Sevas you can see - the album is still being replenished as of 11/27/15.
July 17, 2015
On this day I again hunted for the Teremkovsky suburb of Evpatoria-Simferopol. This time I went to Lake Sasyk-Sivash, the shore of which goes around the railway. Here, quite unexpectedly for myself, I crossed paths and met one of the authors of the project railwaysband
. Well, I finally got lucky with the right Czech!
17. Electric locomotive ChS2T-1024 with the commuter train Evpatoria - Simferopol on the section Evpatoria-Tovarnaya - Pribrezhnaya
July 21, 2015
This year was marked for me by the discovery of Crimea in a new way. The piece of iron did not escape this fate either - I finally decided to visit the diesel locomotive railways of Crimea and made my way to Feodosia. So, again getting up at 4 am on the first electra to Symph - there’s not much choice here. This time I took a few photos along the way. Electra arriving at my platform (photo taken before sunrise):
18. Electric train ER1-199 arrives at the checkpoint. College, Pribrezhnaya-Saki section
We arrive at Yarkaya station. Here our section is leaving the same Teremkovo suburban. Electric car drivers meet motor cars :) .
19. Electric locomotive ChS2T-1025 with the commuter train Simferopol - Evpatroiya at Yarkaya station
Arriving in Simferopol, I headed towards the bus station. And along the way I take a photo of the Moscow train a few minutes before departure:
20. Electric locomotive ChS2T-1056 with train No. 562 Simferopol - Rostov-on-Don at Simferopol station
I got to Feodosia by bus. In the Feodosia railway research program, 3 commuters were planned, which should take place within 2 hours. The first, the chmukho-suburban Vladislavovka-Feodosiya, was filmed almost immediately upon arrival at the Aivazovskaya station. The popular name of this train is "Wave"
21. Diesel locomotive ChME3-3767 with the Vladislavovka-Feodosia commuter train at Ayvazovskaya station
The following shots were taken on the Aivazovskaya-Feodosia stretch - it runs along streets and parks and, in fact, along the Black Sea coast.
Suburban Armensk-Feodosia under half of the Boeing:
22. Section of diesel locomotive 2TE116-1591 with the Armyansk-Feodosia commuter train on the Aivazovskaya-Feodosia section
And the suburban Feodosia-Kerch is under a slipper. Now I caught an October calf on a diesel locomotive in Crimea:
23. Diesel locomotive TEP70-0195 with the commuter train Feodosia-Kerch on the Aivazovskaya-Feodosia section
As a result, I filmed all types of suburban ones, or rather all possible locomotives underneath them.
On the morning of this day, purely for fun, I decided to take a ride there and back on a commuter under the tower to Evpatoria. I was driven by 1025 Czech, who had taken off on the Bright Trip earlier. Arriving in Evpatoria, the electric locomotive uncoupled and began performing maneuvers:
24. Electric locomotive ChS2T-1025 at the Evpatoria-Kurort station
And he entered the lineup:
25. Electric locomotive ChS2T-1025 with the Evpatoria-Simferopol commuter train at the Evpatoria-Kurort station
And now the way back. After getting off the train, I took a picture with a commuter at the checkpoint. Technical College:
26. The electric locomotive ChS2T-1025 with the commuter train Evpatoria-Simferopol departs from the checkpoint. College, Pribrezhnaya-Saki section
And in the evening I decided to get out again on the same branch and catch that very rare freighter to Yevpatoria-Tovarnaya. Based on EXIF photographs from the lucky people who photographed a freight train here earlier this summer, I knew the approximate time of the train's passage. I drove closer to him. I decided to choose the opp district as the location. The sun is between Pribrezhnaya and Yevpatoriya - I got to it by bus and there I already started waiting for the freight one. Alas, in 1.5 hours nothing passed except the train:
27. Electric train ER1-218 on the stretch Pribrezhnaya - Evpatoria-Tovarnaya
Without losing hope for the cargo, I decided to change the place and take the train to the next checkpoint. - 54 km - a freight truck can be allowed to follow the train. But unfortunately this did not happen either. Nothing passed before the return train and I left with the crowd of vacationers from the beach on this section:
28. Electric train ER1-218 at the checkpoint. 54 km, section Evpatoria-Tovarnaya - Pribrezhnaya
And I got to Saki station:
29. Electric train ER1-218 departs from Saki station
This was the last shot from the railway in Crimea this year and, it seems, the last shot from ER1 in my life. As soon as I left, ER2Ks from Oktyabrskaya and Kuibyshevskaya railways began to arrive in Crimea. Soon they managed to oust all the ERKs inherited by the Crimean Railway from the Dnieper Railway.
On all other days, the heat on the peninsula was simply unbearable for any trips, so part of what was planned remained unrealized and on all other days I didn’t want to do anything other than be at sea all the time. But I’m glad about this too, because this year I looked at Crimea in a new way and not only at the hardware. I hope next year I will be able to be there and continue what I started.
Thank you all for your attention and see you again!
In 2018, with the participation of the Ministry of Economic Development of Crimea, a project of a direct railway from the bridge towards Simferopol across the Kerch Strait is being created.
An interdepartmental working group has already considered a project for the development of railways on the peninsula.
The project allows for the possibility of constructing a railway in a common corridor with the Tavrida highway. 
How will the railway work in Crimea?
This option has high social significance and undeniable economic advantages. Experts believe that the railway will receive the status of the shortest route between Simferopol and Kerch. This direction will also become part of the railway communication through the Kerch Strait.
The head of project management of the Rostransmodernizatsiya Federal State Institution reported that the railway is being built without joints. Rail strands with this construction method are several times longer than a standard rail (standard length: 25 meters).
The use of long rails reduces the number of joints on the railway track. Trains will move along it without the characteristic sound of wheels, almost silently and smoothly. According to a representative of the Rostransmodernization Federal Institution, such a road is convenient to operate, and its service life is noticeably increased. Designers call this path “velvet”.
At the same time as the railway tracks, the Taman-Passenger station was constructed. Trains will move through it in the direction not only Crimea and Krasnodar Territory, but regions remote from the southern part of Russia for thousands of kilometers.
In addition, the project includes the construction of several more junction railway stations intended for freight trains. The Dzhankoy station and the section of the road from Feodosia to Simferopol will be reconstructed. It is also planned to build and reconstruct carriage and locomotive depots, which are currently located in Feodosia and Simferopol.
The Russia Crimea railway from the Taman Peninsula has two tracks. It is formed by sleeper-rail structures up to eight hundred meters long. Sleeper-rail structures are laid on a specially prepared layer of crushed stone and sand, then connected to each other. Construction and installation are carried out along the entire route simultaneously.
According to the information center, right now the construction of the roadbed and embankment is 100 percent complete, and the construction of the upper track structure is at the completion stage. 130 turnouts have already been assembled, and more than two thousand catenary poles and reinforced concrete supports have been installed. Artificial structures have different levels of current readiness - from 60 to 100 percent. About a thousand workers work at the site, more than a hundred pieces of special equipment are involved.
The concept developers estimate the first phase of railway construction at 35 billion rubles. We are talking about the Simferopol - Kerch section. The section passes through Belogorsk and its length will be 215 kilometers. Money for construction is planned to be taken from extra-budgetary sources based on the issue of bonds or sponsorship agreements.
When will the opening take place?
According to the designers, the first stage is the launch of the Kerch-Feodosia railway line. Completion of construction is scheduled for 2018-2019. The length of the road is just over 94 kilometers. Then another settlement will be added (Simferopol), and the route will increase by 27 kilometers. By 2020, it is planned to launch railway stations, transport hubs and several new stations in these settlements.
The second stage of the project is the launch of the railway line - Simferopol - Bakhchisaray - Sevastopol. Its length will be slightly more than 120 kilometers. Also, as part of the second stage of construction, two small sections will be launched:
- Simferopol - Saki - Evpatoria;
- airport - railway station (Simferopol).
The second stage is planned to be completed by 2022.
The Crimean Railway company is preparing to operate the bridge from the end of 2019. The enterprise managed to prepare a train schedule for 2020, but for now it remains preliminary. Experts suggest that in the first year of railway communication between the continental part of the country and the Crimean peninsula, the road will be heavily congested. There will be 29 passages here in 24 hours. The main load on the railway tracks will come from short- and long-distance passenger trains. Commuter and freight trains will also pass through here daily.
The total capacity of the railway is 47 trains in any direction per day. We are talking about both passenger and cargo trains. This information was confirmed by one of the managers of the infrastructure projects department of the Stroygazmontazh enterprise.
As of August 19, 2018, construction work continues at full speed. What is happening today can be seen in the photo: 
P.S. As of November 23, 2018, the railway project on the approach to the bridge is changing its direction due to the discovery of the ancient Monitra estate. Read more.
The Crimean Railway, 1325 km long, was formed on March 26, 2014 on the basis of the Transnistrian Railway of Ukraine and now belongs to the State Unitary Enterprise of the Republic of Crimea.Traces of ancient man's habitation on the Crimean land go back about 100,000 years. Having survived the Neolithic, Chalcolithic, as well as the Bronze and Early Iron Ages in Crimea, the peoples of the Dnieper region were replaced. Despite the strife and wars in the era of antiquity and the Middle Ages, the Crimean Khanate and the Ottoman Empire, the economy of Crimea changed and developed rapidly.
The first railway line on the Melitopol-Simferopol peninsula was put into operation by the Russian Empire on October 14, 1874. Then they were put into operation in turn: Simferopol - Sevastopol (1875), Dzhankoy - Feodosia (1896), Vladislavovka - Kerch (1900), Ostryakovo - Evpatoria (1915), Dzhankoy - Armyansk (1935) , Armyansk - border of the Ukrainian SSR (1944), Kerch - port of Crimea (1951), Inkerman I - Inkerman II (1953) and Inkerman II - Kamyshovaya Bay (1969). These railway lines are served by more than 150 stations, locomotive depots in Simferopol, Dzhankoy, Kerch, a carriage depot in Dzhankoy, passenger depots and other structural units.
In the future, it is planned to build a railway bridge across the Kerch Strait Taman - Kerch, reconstruct the Kerch - Armyansk line, as well as construct the Proletnaya - Kerch road and new stations.