August 7, 1987 at 1 hour 35 minutes at the Kamenskaya station of the Likhovsky branch of the South-East railroad there was a crash of passenger train No. 335 on the route Rostov - Moscow with human casualties. This train was sent from the Likhaya-Kamenskaya station, followed by freight train No. 2035, following automatic blocking signals.

In the process of following a long descent, the locomotive crew of a freight train revealed the absence of a braking effect, which subsequently caused a significant increase in the speed of movement. The measures taken by the locomotive brigade did not exclude a collision with a passenger train stopped at the Kamenskaya station. As a result, two passenger cars, 53 grain carriers and an electric locomotive were broken, train traffic was interrupted for a long period. The reason for the failure of the brakes in the freight train is being investigated, which will be reported additionally.

An emergency situation was created on a number of other railways, including in passenger traffic. Numerous cases of marriage, each of which is potentially a crash or accident, lead to major moral and material losses, cause indignation of the Soviet people. The reason for this state of emergency lies, first of all, in the irresponsible attitude of the commanding officers, auditors and instructors and direct executors of the transportation process to fulfill their duties to ensure traffic safety.

The Ministry of Railways requires all transport commanders to inform each railroad worker about the emergency of the current situation with ensuring traffic safety, urgently conduct additional instructions in all shifts, brigades and workshops, and mobilize labor collectives for trouble-free work.

Telegram
The section of the road with its telegram No. 4-URB of 05.10.88 informs that the Prosecutor's Office of the USSR has completed the investigation of the criminal case on the crash of passenger and freight trains at the Kamenskaya station on 08/07/87 and sent a submission to the Ministry of Railways in connection with this.

The prosecutor's office, as well as the commission of the Ministry of Railways, which carried out the investigation, concluded that the cause of the crash was the departure of train # 2035 from the Likhaya station with a brake line valve closed between the cars. At the same time, the investigation established the following: the end crane was blocked between the first and second carriages when the electric locomotive was uncoupled by the assistant driver of the locomotive brigade, which brought the train to the Likhaya station. This is caused by a malfunction of the crane of the first car on the locomotive side. The overlap of the brake line was revealed by the inspectors-repairmen Trusov and Puzanov, who, during the maintenance of the train in violation of the requirements of the technical regulations, the carriage was not carried out.

The inspector of the cars also did not fulfill the requirement of clause 3.10 of the Operating instructions for rolling stock brakes and, without finding out the result of measuring the density of the brake network, arbitrarily indicated in the certificate of the VU-45 form the standard density value corresponding to the given series of locomotives and the length of the train.

The engine driver Batushkin and his assistant Shtykhno, who showed complete indifference and indifference to the preparation of train No. 3035 for the trip, are directly related to the indicated gross violations.

The People's Court of the RSFSR has begun hearing a criminal case on the fact of this crash. The submission of the USSR Prosecutor's Office indicates the unsatisfactory use of the rheostat brake during the operation of the corresponding series of electric locomotives and the unpreparedness of the locomotive crews for its use. It was also noted that at present, many railway workers associated with the movement of trains have not yet been trained in the order of actions in non-standard situations.

The Commission for the Investigation of the Transport Accident found out that during technological operations in the head carriages of train No. 2035, an unknown person blocked the end valve of the brake air line between the fifth and sixth cars. This malfunction was supposed to be identified and eliminated by the inspectors of the cars of the Likhaya Trusov and Puzanov station. They did not do this, for which they were brought to justice under Article 35 of Part 1 of the Criminal Code of the RSFSR. They were sentenced to 12 years. The wine-locomotive crew of the freight train No. 2035 is quite obvious.

At the Kamenskaya station there was no catching dead end, there was no normal communication between the drivers and the station attendant, there was no developed instruction on how to behave for movers in emergency situations.

On August 7, 1987, at 1:30 am, one of the biggest tragedies in the history of railways took place at the Kamenskaya station of the Likhovsky branch of the South-Eastern Railway. A freight train # 2035 (three-section electric locomotive VL80 ° -887 / 842, driver of the locomotive depot Rossosh Batushkin SV, assistant driver Shtykhno Yu., 55 cars, more than 5 thousand tons of Kuban grain), traveling from Armavir, happened here. The section from the Likhaya station to the Kamenskaya station was 24 kilometers by the freight train # 2035 at high speed. At the entrance switch No. 17, the cars did not fit into the turn.

One of the first cars went off the rails, and all the other cars were perched on top of it. The detached locomotive rushed along the station tracks and, having passed 464 m, collided with passenger train No. 335 from Rostov-Moscow (electric locomotive ChS4t-489, locomotive depot driver Likhaya Britsyn, driver assistant Panteleichuk, 13 cars). The tail carriages have turned into an accordion. Three passenger cars and two sections of an electric locomotive were destroyed to the point of being excluded from inventory. During the derailment, 54 wagons of the grain carrier were destroyed to the point of being excluded from inventory. Damaged 300 m of track, 2 turnouts, 8 overhead supports, 1000 m of overhead wires. 106 people died. The movement of trains on a cargo-intensive direction on an even track was interrupted for 82 hours 58 minutes, for an odd one for 90 minutes.

Passenger train # 335 departed from the Likhaya station at 0 hours 55 minutes after the passenger train # 347 on the route Krasnodar-Moscow, which left the Likhaya station at 0 hours 45 minutes. Ahead of these passenger trains was freight train # 2081, which, due to improper brake control by the Rossosh depot driver Serobabin, overestimated the travel time by 5 minutes. This caused the passenger train # 347 to stop for two minutes before the entrance signal of the Kamenskaya station. The next passenger train # 335 also stopped at the closed entrance! signal. After train # 335 at 01:02 am, freight train # 2035 was sent from Likhaya station. This train changed to Likhoy! electric locomotive. Having attached a new locomotive to the train, the team had to check the action of the brakes. To do this, the driver turns on the brake, and two locksmiths-rey-carriages must go along the train and make sure that the brake pads are pressed against the wheel rims of all cars.

But the workers of the car depot Trusov A and Puzanov N. showed criminal carelessness: they made a short test of the brakes, and not from the head of the train, but from the eighth car and did not find the closed air valve of the brake line, which actually paralyzed her. Having handed over to the driver Batushkin a certificate of the VCh-45 form about the provision of the train with brakes, they went on a direct violation of the PTE. The driver was also the immediate culprit in the crash. He could have prevented the tragedy twice. At the Likhaya station, he withdrew himself from a complete test of the brakes, agreeing to a simplified check by carriages. And when I left Likhoi, I did not pay attention to the slowness of the movement, although I felt the difficult start of the train. Then, at high speed, when checking the action of the brakes on the move, he noted their weak efficiency, but did not raise the alarm, did not apply emergency braking. The driver's assistant Shtykhno said: “We tested the brakes at a speed of 40 km / h in the established place. Nothing alarming was noticed. Before Kamenskaya there is a protracted slope (11 thousandths). When the train got on it at a speed of 65 km / h, the driver gave the first stage of service braking. There was no effect. Gave an additional discharge: no change. Applies emergency braking: the train picks up speed. Twice tried to apply rheostatic braking, counter current: all to no avail. At the entrance to the Kamenskaya station, the speed reached 140 km / h. " 10 kilometers before the station, the driver called the dispatcher. Batushkin shouted over the radio: “The train has lost control, the brakes do not work. Take it to the free path. " But they were not in Kamenskaya. In front of the station attendant Skuredina and the dispatcher Litvinenko, there was a real threat of a crash. They decided to let train # 335 through without stopping, regardless of the output signal. However, it was not possible to contact the brigade of the passenger train. Train # 335 stopped at 1 hour 28 minutes on track 5. Confusion arises: how it was possible to take a train that lost control to the passenger platform, and not on any other track, albeit occupied by a freight train. After standing for a minute (according to schedule No. 335 it costs 5 minutes), the train, by order of the station attendant, moved towards the yellow signal of the exit traffic light H-5. At this time, the conductor of car 10, G. Turkin, not knowing the situation, tore off the stop valve in order to disembark the passengers and receive new ones, as required by the instructions. At this moment, the collision occurred.

Tragedy at the Lychkovo station. In the small village of Lychkovo, Novgorod Region, there is an unnamed mass grave of the Great Patriotic War... One of many in Russia ... One of the saddest ...

Lychkovo is not just a point on the Novgorodskaya map. This small village has gone down in history forever as a sad place associated with the tragedy of Leningrad children. A tragedy that was erased from the official annals of Leningrad during the war years for a long time. The first wave of evacuation of residents from Leningrad began on June 29, 1941. It was produced in Demyansky, Molvotitsky, Valdai and Lychkovsky districts, then the Leningrad region. Many parents asked those accompanying the train: "Save my child too!", And they took the children just like that. The composition gradually increased, and by the time it arrived at the Staraya Russa station, it already had 12 heating cars, in which there were about 3,000 children and their accompanying teachers and medical professionals... On the evening of July 17, 1941, the train arrived on the first track of the Lychkovo station, waiting for the approach the next group children from Demyansk. In the afternoon of July 18, newly arrived children from Demyansk began to be accommodated in the train cars. On the second track, an ambulance train arrived, from which lightly wounded Red Army soldiers and nurses began to get out in order to replenish food supplies at the station market. “The boys calmed down only after taking places at the tables. And we went to our carriage. Some climbed onto the bunks to rest, others rummaged in their things. We eight girls stood at the door. - The plane is flying, - said Anya, - ours or German? - Say it too - "German" ... He was shot down in the morning. - Probably ours, - added Anya and suddenly shouted: - Oh, look, something is pouring out of him ... And then - everything drowns in hiss, and roar, and smoke. We are thrown from the doors onto the bales to the back of the car. The carriage itself shakes and sways. Clothes, blankets, bags ... bodies are scattered from the bunks, and from all sides with a whistle something flies over the heads and pierces the walls and the floor. Smells burnt like milk burnt on the stove. " - Evgenia Frolova "Lychkovo, 1941". A German plane bombed a train with little Leningraders, the pilots did not pay attention to the red crosses on the roofs of the cars. Women from this village rescued the survivors, buried the dead. Exact number the children who died in this tragedy are unknown. Very few were saved. The children were buried in a mass grave in the village of Lychkovo, in the same grave with them were buried the accompanying teachers and nurses killed by bombing. Memories of students of the Dzerzhinsky District: On July 6, 1941, students from schools in the Dzerzhinsky District of the city on the Neva and several teachers led by a senior teacher of botany from School No. 12 set off by passenger train from the Vitebsk railway station to Staraya Russa. The Leningrad children were supposed to be temporarily placed in the villages of the Demyansk region, away from the approaching front line. Three of our family were traveling: myself (I was 13 at the time) and my nieces, twelve-year-old Tamara and eight-year-old Galya. From the Staraya Russa station to the village of Molvotitsy, the children were to be transported by buses. But this option was changed due to the alarming situation (it was already the third week of the war). It was decided to take the children by train to the Lychkovo station, and from there by buses to Molvotitsy. There was an unexpected delay in Lychkovo. The buses had to wait seven days. We arrived in Molvotitsy in the evening, spent the night at school in a marching way, and in the morning the children were to be taken to the designated villages. The director of school №12 Zoya Fedorovna left at the beginning of July to stay with her husband, who had been transferred to Moscow the day before. Having learned from the reports of the Sovinformburo that approximately at the place where her schoolchildren were placed, one of the probable directions of the enemy's attack passes, she, leaving everything, came to the village of Molvotitsy to save the guys ... Arriving in Molvotitsy, Zoya Fedorovna found a commotion in our camp. After assessing the situation, Zoya Fedorovna, who arrived in Molvotitsy, insisted that the guys be immediately returned to the Lychkovo station. In the evening, some on buses, some on passing cars, we got to Lychkov and settled with their things near the freight cars allocated to us. Once again, we had dinner with dry rations: a piece of bread and two sweets. We spent the night somehow. Many boys scampered around the station in search of food. Most of the guys were taken away from the station, to the potato field and to the bushes. The Lychkovo station was completely packed with echelons with some kind of cisterns, cars and tanks. In some of the carriages, the wounded were lying. But there was also an empty one. The morning for the guys began with breakfast and loading their belongings into the carriages. And at this time, fascist vultures flew into the station. Two aircraft made three bombing runs while simultaneously sweeping the station with machine-gun fire. The planes took off. The carriages and cisterns burned, crackling and spreading choking smoke. Frightened people ran between the cars, children screamed, the wounded crawled, asking for help. Rags of clothing hung from the telegraph wires. Several guys were wounded by a bomb that exploded near our cars. My classmate Zhenya's leg was torn off, Asya's jaw was hurt, Kolya's eye was knocked out. The headmaster of the school, Zoya Fyodorovna, was struck to death. The children buried their beloved mentor in a bomb crater. Her two patent leather shoes, set by the children at the grave, looked bitter and lonely ...

Lychkovo station. Memorial to the dead children. Officially, practically nothing was said about the terrible incident. The newspapers only sparingly reported that a train with children had undergone an unexpected airstrike in Lychkovo. 2 cars were broken, 41 people were killed, including 28 children from Leningrad. However, numerous eyewitnesses, local residents, the children themselves saw a much more terrible picture with their own eyes. According to some estimates, on that summer day, July 18, more than 2 thousand children were killed under Nazi shelling. In total, during the years of the blockade, almost 1.5 million people were evacuated from Leningrad, including about 400 thousand children. Few, very few survivors - wounded, crippled, were saved by the local residents. The rest - the remains of the innocent victims, torn apart by shells, the children were buried here in the village cemetery in a mass grave. These were the first mass casualties Leningrad, around which the ring of the Nazi land blockade was closed on September 8, 1941, and which heroically had to bravely withstand this almost 900-day siege and defeat, defeat the enemy in January 1944. The memory of those who died in a distant war for new generations is still alive today. It seemed that the children were being taken away as far as possible from the trouble that threatens the city - Leningrad. However, fatal mistakes led to terrible tragedy... In the first weeks of the war, the leadership was confident that the danger to Leningrad was threatened from Finland, so the children went to those places that they considered safe - southern regions Leningrad region... As it turned out, the children were being taken directly to meet the war. They were destined to get into the fiery hell. The tragedy that occurred at the Lychkovo station through the fault of short-sighted officials should have simply been forgotten, as if it had not happened. And they seem to have forgotten about it, without mentioning it in any official documents and publications. Immediately after the war, a modest obelisk with an asterisk was erected at the children's grave in Lychkovo, then a plate with the inscription “To Leningrad Children” appeared. And this place became sacred to local residents... But the scale of the tragedy of the city of Leningrad was difficult to comprehend - many of these parents had long been lying at the Piskarevskoye cemetery or died at the front.

At about five o'clock in the evening on February 17, 1982, Muscovites working near the Aviamotornaya station were heading home. As always at this time, the metro was filled with people and the station attendant turned on the backup escalator so as not to create a crowd. Less than half an hour later, one of the most tragic events in the history of the Moscow Metro took place.

Due to the breakdown of the trolley mechanism, the stairs lost their adhesion to the engine, and the escalator began to crawl downward, picking up speed. The ladder was rushing at a speed 2.5 times faster than normal.

People lost their balance and fell down, sliding down the steps and blocking the passage at the lower exit platform.

The total weight of passengers on the escalator was 12 tons, and almost all of them in a few seconds formed a mountain of bodies at the bottom of the escalator.

The tragedy lasted 110 seconds. At 17.10 the entrance to the station was restricted, at 17.35 it was closed. Ten minutes later, the station itself was closed, trains passed by without stopping. The ambulance brigades were called to the station.

In the 1980s, newspapers didn’t talk much about such things. The next day, Vechernyaya Moskva published only a few lines: “On February 17, 1982, an escalator accident occurred at the Aviamotornaya station of the Kalinin radius of the Moscow Metro. There are casualties among the passengers. The causes of the accident are being investigated. "

But the word of mouth worked great.

The city was filled with rumors of hundreds of victims who fell into the engine room under the escalator and were torn to pieces by working mechanisms, about the station covered in blood.

“It should be noted that the floor of Aviamotornaya is indeed paved with reddish marble, reminiscent of caked blood,” writes Matvey Grechko, author of the book “Moscow's Secret Metro Lines in Schemes, Legends, Facts”. “Realizing that it is rather difficult to remove any contamination from porous marble, and completely forgetting that the floor of the station looked exactly the same as a year ago, Muscovites counted these“ bloody stains»Proof of the veracity of the most creepy gossip. Many, not wanting to walk by blood, began to avoid the strange station, and Aviamotornaya became deserted and deserted for a long time. "

A few months later, in April 1982, the newspaper Novoe Russian word»Very colorfully described what happened:

“According to eyewitnesses, as a result of the collapse of the overcrowded escalator, several hundred people fell into the mechanism that continued to rotate, dozens were crushed, more than a hundred were crippled. All this happened in front of the eyes of people moving on a parallel escalator. Panic arose among them, causing additional casualties: several people died in the crowd. "

In fact, of course, nobody was drawn into the mechanisms. People were injured and died in the resulting crush. Some passengers, trying to get out of it, climbed onto the balustrade. Thin, only 3 mm, plastic lining could not stand it and collapsed, but below there were not terrible mechanisms that turned respectable citizens into bloody stuffing, but stable concrete foundations. People who fell from a two-meter height received bruises, but survived.

Nine months later at the meeting The Supreme Court The RSFSR named the exact number of victims: 30 wounded and eight dead.

As the investigators found out, the reason was the incorrect operation of the new brakes installed on the Aviamotornaya escalators in December 1981. Metro employees, not having familiarized themselves with the new requirements, regulated their work according to the old instructions. As a result, the escalators worked in emergency mode for three months. During the accident, one of the steps broke and, passing the lower comb of the escalator, it deformed and destroyed it. The protection was triggered and the electric motor turned off. But the emergency electromagnetic brake was able to develop the required braking torque only when the braking distance was more than 11 m. And the mechanical emergency brake did not work, because the speed of the web did not reach the threshold value.

A very difficult situation has developed for the leadership of the metro. The escalators of this series have already been repeatedly complained about, and, of course, after the incident it was necessary to check all of them. But then almost two dozen stations would have to be closed, which would paralyze the work of the metro and lead to a scandal.

As a result, it was decided to close only Aviamotornaya. The repairs lasted three weeks and went around the clock, teams of 70 people worked at the station in three shifts, seven days a week. At the rest of the stations, escalators were gradually repaired, strengthening the steps, modernizing the brakes, changing the main drive shafts and balustrade shields.

Are you writing such dregs for the sake of money or ideological? In the first case it is disgusting, in the second it is disgusting in a cube.

International rules for the treatment of prisoners were enshrined at the Hague Conference of 1899 (convened at the initiative of Russia, which at that time was the most peaceful of the great powers). In this regard, the German General Staff developed an instruction that retained the basic rights of the prisoner. Even if a prisoner of war tried to escape, he could only be subject to disciplinary punishment. It is clear that during the First World War the rules were violated, but no one questioned their essence. V German captivity for the entire time of the First World War, 3.5% of prisoners of war died of hunger and disease.

In 1929, a new, Geneva Convention relative to the Treatment of Prisoners of War was concluded, which provided prisoners with an even greater degree of protection than previous agreements. Germany like most European countries, signed this document. Moscow did not sign the convention, but it ratified the concurrently concluded convention on the treatment of the wounded and sick in war. The USSR has demonstrated that it is going to act within the framework international law... Thus, this meant that the USSR and Germany were bound by common international legal norms for waging war, which were binding on all states, regardless of whether they joined the relevant agreements or not. Even without any conventions, it was unacceptable to destroy prisoners of war, as the Nazis did. The USSR's consent and refusal to ratify the Geneva Convention did not change the situation.

It should also be noted that the rights Soviet soldiers were guaranteed not only by general international legal norms, but also fell under the Hague Convention, which was signed by Russia. The provisions of this convention remained in force even after the signing of the Geneva Convention, of which all parties, including German lawyers, were aware. The German collection of international legal acts of 1940 indicated that the Hague Agreement on the Laws and Rules of War was valid even without the Geneva Convention. In addition, it should be noted that the states signatories to the Geneva Convention assumed the obligation to treat prisoners normally, regardless of whether their countries signed the convention or not. In the event of a German-Soviet war, concern should have been caused by the situation of German prisoners of war - the USSR did not sign the Geneva Convention.

Thus, from the point of view of law, Soviet prisoners were fully protected. They were not placed outside the framework of international law, as the haters of the USSR like to say. The prisoners were protected by general international norms, the Hague Convention and Germany's obligation under the Geneva Convention. Moscow also tried to provide its prisoners with maximum legal protection. Already on June 27, 1941, the USSR expressed its readiness to cooperate with the International Committee of the Red Cross. On July 1, the "Prisoners of War Regulations" were approved, which strictly corresponded to the provisions of the Hague and Geneva Conventions. German prisoners of war were guaranteed dignified treatment, personal safety and health care... This "Regulation" was in effect throughout the war, its violators were prosecuted in disciplinary and criminal procedures. Moscow, recognizing the Geneva Convention, apparently hoped for an adequate response from Berlin. However, the military-political leadership of the Third Reich had already crossed the line between good and evil and was not going to apply to the Soviet "subhumans" neither the Hague nor the Geneva Conventions, nor the generally recognized norms and customs of war. Soviet "subhumans" were going to be massacred.

Unfortunately, the excuses of the Nazis and their defenders were gladly taken up and are still being repeated in Russia. The enemies of the USSR so want to expose the "bloody regime" that they even go to justify the Nazis. Although numerous documents and facts confirm that the destruction of Soviet prisoners of war was planned in advance. No action Soviet authorities could not stop this cannibalistic machine (except for complete victory).