The Saint Petersburg to Moscow railway (1855–1923 – Nikolaevskaya railway) runs for through four oblasts: Leningrad, Novgorod, Tver and Moscow. It is a major traffic artery in the north-west region of Russia, operated by the October Railway subdivision of Russian Railways.
History
Context
On 1 February 1842, Tsar Nicholas I issued a ukase ordering the railway's construction. The railway was a pet project of Pavel Melnikov (1804–1880), an engineer and administrator who supervised its construction and whose statue may be seen near the southern terminus, the Leningradsky railway station in Moscow. The idea of a railway connecting the two capitals gave rise to a prolonged controversy, with some reactionary officials predicting social upheaval if the masses were allowed to travel. It was decided that only the affluent would be allowed to use the line; every passenger was to be subjected to strict passport and police control.
Although the Tsarskoye Selo Railway, built by German engineer Franz Anton von Gerstner in 1837, was Russia's first public railway line, the cost overruns led Tsar Nicholas I and his advisors to doubt Gerstner's ability to execute the planned St. Petersburg–Moscow line. So Melnikov and another colleague traveled to the United States in 1839 to study railroad technology, where they met George Washington Whistler, who designed the Canton Viaduct for the Boston and Providence Railroad.
Upon Melnikov's recommendation, Tsar Nicholas I invited Whistler to help build the railway. Whistler left for Russia in June 1842, accompanied by imperial engineer Major Ivan F. Bouttatz, who would become Whistler's friend. He received the Order of Saint Anna by the Russian Emperor in 1847 but contracted cholera and died on 7 April 1849, in Saint Petersburg, Russia, two years before the line was completed.
It was built by serfs with heavy loss of life, a fact bemoaned by Nikolay Nekrasov in his 1864 poem The Railway. After ten years of construction, the line opened on 1 November 1851. The first passenger train left Saint Petersburg at 11:15 and arrived in Moscow at 21:00 the next day. When completed, the line was the longest double-track railway in the world.
The ruler legend
Tsar Nicholas I figures in an urban legend about the railroad. When it was planned in 1842, he supposedly demanded the shortest path be used despite major obstacles in the way. The story says he tried to use a ruler to draw the railroad in a perfectly straight line. By the Msta River the tsar's pencil hit an awkwardly placed finger which he was using to hold down the ruler, creating a bend in the road. The legend says that the engineers wanted to execute the tsar's order exactly, and the result was a perfectly straight road with a single bend. The false story became popular in Russia and Britain as an explanation of how poorly the country was governed. By the 1870s, Russians were telling a different version, claiming the tsar was wise to overcome local interests that wanted the railway diverted this way and that. A similar story is told about the Ulm-Friedrichshafen railway that includes a remarkably straight stretch bypassing many settlements - as the story goes due to endless debates between local advocates about what village to serve, which were ended when the King of Württemberg took out a ruler and drew a straight line saying "this is how I want my railway built".
What actually happened was that the road was laid out by engineers and he endorsed their advice to build in a straight line. The curve, also called the Verebinsky bypass, was actually built in 1877, 26 years after the line came into being, to circumvent a steep gradient that lasted for . Heading for St Petersburg, trains would pick up so much speed that they steamed straight past the next station, while those heading for Moscow needed four locomotives to get up the hill. In 2001, the bypass was closed as a new viaduct had been opened.
In 2001, Russia's first high-speed rail line was planned to be constructed along the same route, but the project was eventually shelved amid ecological protests and concerns about the fragile environment of the Valdai Hills. In 2019, the start of a new design phase was given approval, though construction is yet to begin.