The Railways of Toms Altbergs Karīna Augustāne Ieva Pētersone THE RAILWAYS OF LATVIA

Translated by Daina Grosa UDK 656.2(474.3)(091) Ra 314

Foreword

Th is book was published with the support of State Joint Stock Company “Latvijas dzelzceļš” Th e national of Latvia — State Joint Stock Company Latvijas dzelzceļš which recently became a concern, is one of the nation’s largest companies and one of the strongest economically. Th e history of the railways in the territory of Latvia dates back 150 years. Latvian State Railways was founded on 5 August 1919. Th e Railway Central Board took on the task of transforming the railways that had been Design Jānis Jaunarājs devastated by and the chaos that followed and over a 20 year Managing Editor Evija Veide period established one of the most extensive and modern railway networks Copy Editor Marianna Auliciema in Europe. Th e network was founded on the legacy of tsarist , with over 800 km of railways constructed, and so a structurally well-balanced railway system was established. Th is provided domestic and transit trans- The photographs and documents used in this book have been sourced from the collections at the Power Industry Museum, National History Museum of port services to the east and the west. Working on the railways symbolised Latvia, Latvian Railway History Museum, October Railway Central Museum stability and being a railwayman became one of the most prestigious and and the Lithuanian Railway Museum as well as the private archives of Vladimirs Eihenbaums, Dainis Punculs, Arnis Dambis, Dzintra Rupeika, Manfred best-paid professions. Hohmann and Peter Lindemann. Over the years, strong traditions have evolved among the employees of Latvijas dzelzceļš, as well as a strong sense of community, common ties and AUTHORS pride in the profession. When Latvijas dzelzceļš renewed its independent Toms Altbergs: Rītupe–, Rīga–Daugavpils, Daugavpils–Zemgale, Daugavpils–Indra, status in 1992, pre-war railwaymen’s traditions were gradually reinstated Rīga–, Liepāja–Vaiņode, Rīga–Mangaļi, Rīga–Bolderāja, Grīva–Eglaine, and the profession regained its prestige. Th is is a result of sound economic Jelgava–Reņģe, Rīga–, Rīga–, Valka–Ipiķi, Liepāja–, management as well as the eff orts of railway historians and well-wishers. –, Abrene–Sita, Pļaviņas–Valka, Ainaži–– and As time goes by and the company develops it is important to look at cur- Pāle–, Ieriķi––Sita, Priekule–Kalēti, Jelgava–Meitene, Viesīte field railways, –Ventspils field railways, Meitene–, rent aff airs omfr a historical perspective. Th is book was writt en to concisely Aizpute–, Liepāja–Rucava, Sita–Rēzekne, Pakalnieši–Kūdupe, recount the history of the development of the railways in the territory of Liepāja–Kuldīga and Alsunga–Ventspils Latvia since the mid-19th century. Th e book contains a chronological his- Karīna Augustāne: Liepāja–Glūda tory, with an accent on railway lines and stations. I am convinced that this book, rich in facts and illustrations and co- Ieva Pētersone: Cycles in Latvian railway history, Rīga–Ērgļi––Lubāna–Kārsava, authored by experts at the Latvian Railway History Museum, will be an Krustpils–Jēkabpils, Rīga–Rūjiena interesting read and will help to understand the railway sector—one of the pillars of our nation’s economy.

ISBN 978–9984–38–776–5 © State Joint Stock Company “Latvijas dzelzceļš”, 2010 © Toms Altbergs, Karīna Augustāne, Ieva Pētersone, text, 2009 Uģis Magonis, © Daina Grosa, translation, 2010 Chairman of the Board © Jānis Jaunarājs, design and layout, 2010 © Publication in English, “Jumava” publishers, 2010 Joint Stock Company Latvijas dzelzceļš Index Introduction, overview of sources and literature

INTRODUCTION, OVERVIEW OF SOURCES AND LITERATURE 7 Th e railway network of Latvia reached its peak in 1938/1939, when Fund also provided technical information on the condition of the the total length of the network was 3350 kilometres. During the railways in existence at the time and the construction of new lines. CYCLES IN LATVIAN RAILWAY HISTORY years of Latvia’s independence the railways provided the backbone Th is information was fi rstly gleaned from the minutes of technical Th e origin of the railways in Latvia (1860–1918) 9 for the transport system and the economy as a whole. Having ex- committ ee meetings; it was also found in technical materials such Latvian State Railways (1919–1940) 11 perienced the rapid development of automobile and air transporta- as sketch albums, plans of railway lines, stations and bridges. Doc- during World War II (1940–1945) 15 tion, Europe is now, at the start of the 21st century, returning to rail umentation could not be found in relation to all lines and railway Th e railway during the Soviet occupation regime (1945–1991) 16 transport, recognising it as an environmentally friendly, economical, structures, and thus, as the Railway Central Board Fund was not How Latvian Railways regained independence (1991–1992) 18 convenient and safe mode of transport. Th e aim of this book is to comprehensive, it could only serve as a partial and incomplete his- describe the origin and development of the railway network until it torical source when researching this book. RAILWAY LINES IN LATVIA Rītupe–Daugavpils 20 Ainaži–Valmiera–Smiltene and Pāle–Staicele 116 reached its peak and to outline the fate of the lines until 1991, when Th e Latvian State Historical Archives could provide detailed in- management of the railway was taken over again by the independent formation on the operations of two private railway joint stock com- Rīga–Daugavpils 25 Ieriķi–Gulbene–Sita 121 Latvian state. In 1994 the state-owned joint stock company Latvijas panies (the Valmiera Narrow Gauge Branch Line and the Liepāja– Daugavpils–Zemgale 37 Priekule–Kalēti 126 Daugavpils–Indra 39 dzelzceļš founded a museum responsible for studying railway herit- Aizpute Railway) from 1924 to 1938, however this information does Jelgava–Meitene 128 age and establishing a museum collection. At last all the information, not contribute much to the analysis of the development trends of Rīga–Jelgava 43 Viesīte fi eld railways 130 Liepāja–Vaiņode 48 images and cartographic material relating to the railway network in the Latvian railway network. Stende–Ventspils fi eld railways 136 Latvia have been collected and housed in one place. Th e book pro- An important primary source that is still overlooked is the Army Rīga–Mangaļi 54 Meitene–Bauska 146 Rīga–Bolderāja 56 vides a description of the railways, arranged in chronological order Military Field Transport Central Board Fund No. 3593 within the Aizpute–Saldus 148 Grīva–Eglaine 62 of construction, revealing the unique details of each line and its fate. Latvian State Historical Archives. Th ese documents relate to the Liepāja–Rucava 150 Jelgava–Reņģe 64 Th e photographs of stations and halts, gleaned from the museum taking over of management of railway lines and stations following Rīga–Tukums 68 Liepāja–Glūda 153 collection and the collections of railway enthusiasts, provide an German occupation as well as the period of the struggle for inde- Rīga–Valka 76 Sita–Rēzekne 162 insight into changes in the appearance of the railway surroundings pendence 1919–1920. Valka–Ipiķi 84 Pakalnieši–Kūdupe 164 over the years. Information about railways in the territory of Latvia 1940–1941 Liepāja–Aizpute 86 Liepāja–Kuldīga and Alsunga–Ventspils 166 Although the research includes an extensive range of histori- and 1944–1992 can be found in the State Archives of Latvia Fund Ventspils–Zilupe 90 Rīga–Ērgļi–Madona–Lubāna–Kārsava 174 cal sources and literature, many questions still remain unanswered. No. 93, entitled Baltijas dzelzceļa pārvalde un tai pakļautās nodaļas Abrene–Sita 108 Krustpils–Jēkabpils 179 During the course of writing this book, the authors consulted archi- (Th e Baltic Railway Board and its subordinate departments). A large val material and publications, but it is the meticulous comparison volume of information is available here, although it has not been fully Pļaviņas–Valka 110 Rīga–Rūjiena 182 and scrutiny of annual reports, train schedules, maps, regulations as catalogued. In writing this book, information has been included on APPENDIX well as eyewitness accounts that have aimed to dispel inaccuracies the structure of railway management as well as the restoration and Bibliography 192 that have crept in over the years, and to collate all the information construction of railway lines. Th is archival material was essential in Alphabetical list of persons 194 scatt ered in many locations. helping to narrow down some key dates such as the construction List of stations, crossing loops, passing loops and halts 197 Documents located in the Latvian Railway Central Board Fund of buildings built during the Soviet era, the dates when services on No. 4592 of the Latvian State Historical Archives were used as a pri- specifi c sections of the line were reopened and the dates when lines mary source for the period between 1919 and 1945, as were some were electrifi ed. documents from the turn of the 20th century. It has been diffi cult to Th e other listed archival funds were used to obtain information locate an extensive collection of materials in the archives pertaining regarding sidings constructed to provide access to factories built to the period up to the founding of the Republic of Latvia. Informa- during the Soviet era, various government enterprises, military tion about the more important resolutions regarding railway policy zones, ports, forests, peat bogs and granite quarries. and the development of the railways was gleaned from other docu- Maps and charts were an invaluable resource, as were postcards ments in the fi le: minutes of the meetings of the Railways Board, and photographs from the Latvian Railway History Museum and management directions and directions of the Minister of Transport. the private archives of Toms Altbergs and Dainis Punculis. Viewed Th e internal communications of the Railway Central Board were in the context of timetables for working and public trains, these pho- also studied, as was the communication between Latvian ministries tos provide an insight into the history and names of the stations, as and foreign railway companies. Th e Latvian Railway Central Board well as their changes of location. 8 9 Th e most extensive range of historical resources were documents vides an analysis of the operations of fi ve broad gauge railway lines as- relating to the railway lines of independent Latvia. Dzelzceļu vēstnesis sociated with ports. Th e book outlines the economic motivation for the Cycles in Latvian railway history is a collection of offi cial regulations which is a more accurate source of construction of these lines, the founding of companies and the progress information than the archives, providing news on the offi cial openings of construction work, the volume and range of goods transported, stress- The origin of the railways in Latvia (1860–1918) of services on particular lines, the offi cial dates of openings, closures ing the dependence on the Russian railway network and market. An im- or name changes of particular stations and halts. Th e annual reports of portant publication used as a reference in the description of the longest Th e history and development of the railways in Latvia is infl uenced saw arterial, played a minor role in the growth of the local economy. railway companies in tsarist Russia as well as those of the Latvian Na- railway line in Latvia was Спутник по Московско-Виндавской железной by the geographic location of our country and the frequently chang- Th e Rīga–Daugavpils line (1861), however, constructed on the old tional Railways provide accurate information about the changes in the дороге. A whole chapter has been devoted to the development of the rail- ing socio-political situation. Global economic trends and technologi- trade route along the banks of the River, was not only a more total length of the railway network, the construction of station build- way network in the book titled Latvijas dzelzceļi 1918–1938, where the cal advances have also had an infl uence. eTh construction of railway convenient and more cost-eff ective route to the Port of Rīga. Th e ings, the volume of goods transported and rolling stock. development of the railway lines up to World War I is mentioned, fol- tracks in Latvia is closely tied in with the policies of the Russian Em- railway also promoted the growth of new craft s and trading centres, Transcripts from (parliamentary) sessions provide infor- lowed by a detailed description of every railway line constructed in in- pire in the second half of the 19th century. Th e Baltic provinces served provided a means of transportation of agricultural produce, and moti- mation on public political debates justifying the need to construct cer- dependent Latvia up until 1938. Th e monograph by Arnolds Aizsilnieks, as a transit link, contributing to the transport of agricultural export vated to learn the skills required for railway construction and tain railway lines; the direction of these lines and changes to the termi- Latvijas saimniecības vēsture 1914–1945, is the most extensive evaluation and raw materials for the development of industry. Th e fi rst railways operations. Th is laid the foundation for the local railway network. In nals; the importance of the construction of railways in general as well of the post-war period, touching on both World Wars, as railway tracks in Latvia were arterial sections in the east-west direction with ports as the decade to follow, this new mode of transport expanded rapidly in as fi nancial models for this construction. At fi rst glance this may seem changed considerably in wartime. Th ere was no research conducted on the terminals for the lines. Having secured foreign capital, local busi- the Baltic provinces. Aft er almost eight years of batt ling to be granted to be quite chaotic, as the gauge and direction of the lines changed dur- the railways during Soviet occupation. In 1974 a propaganda-style book nessmen formed the fi rst railway ompaniesc in the Baltic provinces. In building approval, in 1868 a railway track was opened from Rīga to ing the course of the debates. Th is has led to inaccuracies in even the appeared, with the title Магистраль дружбы. Co-authored by Baltic order to fully understand the reasoning behind the construction and Jelgava, a in Zemgale that was a hive of activity at the time. In the most recent Latvian historical research. railway employees, its main purpose was to provide an argument for the direction of the lines, it is important to not merely look at the map early 1870s railway lines to Mangaļi and Bolderāja were constructed Th e largest volume of articles on the development trends, op- the idea of celebrating the centenary of a united Baltic railway network of Latvia, but rather the entire European part of the . in Rīga to promote the development of the Port of Rīga. Th e ice-free portunities and results regarding the Latvian railway network relate in 1973. Some chapters were devoted to the achievements of the Soviet Only by looking at the big picture is it possible to make sense of the Port of Liepāja facilitated the construction of the Liepāja–Kaišadore, to the fi rst Republic of Latvia, when there was a systematic approach railways and the development of the network, with particular empha- fact that the fi rst railway line operating in the territory of Latvia, the Radiviliškis–Grīva and Jelgava–Mažeikiai railway lines and at the same to the construction of railway lines with the aim to boost the national sis on post-war reconstruction, the electrifi cation of suburban lines and Rītupe–Daugavpils line (1860), a section of the St. Petersburg–War- time helped expand the railway network in the territory of . economy. Besides the publication Dzelzceļu vēstnesis. Neofi ciālā daļa, new structures. Following the renewal of Latvian independence, a book published by Latvian Railways, there are two other publications on was published with the title Valsts valstī writt en by Leonīds Ļubimovs this subject: Ekonomists and Satiksme un Tehnika. Emigré railwaymen and Toms Altbergs; the fi rst att empt to evaluate the development of published a magazine, Dzelzceļnieks trimdā, which featured memoirs the railways during the period of occupation. Besides archival material, of their employment on the railways and analytical articles, including another valuable source of information about the events during World analyses of the Soviet era. Publications in the local press provide an in- War II is the book Latvijas dzelzceļi 1919–1940 (II daļa) un 1941–1945. sight into public sentiment during a particular era, depicting the proc- A comprehensive publication with a detailed listing of USSR railway ess of construction of each building, providing a detailed account of stations is Архангельский А. С., Архангельский В. А. Железнодорожные the opening ceremonies and outlining how the station buildings and станции СССР: Справочник. В двух книгах published in 1981. Descrip- bridges were opened for operations. tions of each station include the USSR railway line the station is affi liated Some of the books published on this subject to date provide an with and the year it was opened, which unfortunately does not always overview of the development of the railway network in Latvia, but this correspond with information gleaned from other sources. has never been the primary purpose of these books. One of the fi rst de- To avoid confusion regarding railway terminology — the legacy of scriptions of all railways and branch lines in tsarist Russia until 1897 can diff erent eras and languages — the book only uses the terminology of be found in the book published by the Russian Ministry of Transport, the fi rst period of Latvian independence, as well as the railway section titled Исторический очерк развития железных дорог в России с их of a book published in exile, titled Latviešu techniskās terminoloģijas основания по 1897 г. включительно. A detailed description of all lines vārdnīca, and Krievu–latviešu dzelzceļa terminu vārdnīca, published in managed by the Rīga–Orel Railway Board can be found in the book, Rīga in 1998. Th is book att empted to once again “Latvianise” the ter- Краткий исторический очерк объединения и эксплуатации Риго- minology used in the railway sector. Орловской железной дороги ко дню Пятидесятилетия постройки None of the previously mentioned books, reports or publications Риго-Двинского участка, как самостоятельной в свое время Риго- or any of the encyclopedias published to date provides accurate in- Динабургской жел. д. published in 1911. formation on all the railway lines, stations and halts on the lines that Both of these books were used as sources for the description of the currently exist or once existed in Latvia. Th is set the challenge for the fi rst railway lines in Latvia. Th e railways constructed during tsarist Rus- employees of the railway history museum — to summarise all the sian rule have also been described in a book by Lidija Malahovska, titled knowledge and information acquired over the past 15 years about the Latvijas transporta vēsture. XIX gs. otrā puse–XX gs. sākums. Th is book pro- heritage of our national railways. View of the Port of Liepāja in the early 20th century. The railway lines were constructed right up to the port Ieva Pētersone environs, railway workshops, the Naval Port and various state enterprises, warehouses and piers 10 11 With the opening of the Rīga–Tukums line in 1877, active investment nobility in had also opened two branch lines: Pļaviņas–Valka of private capital ceased and so the fi rst railway construction boom and Ainaži–Valmiera–Smiltene. In 1902 a project was draft ed and work Latvian State Railways (1919–1940) in Latvia ground to a halt. Th e railway lines that had been opened to- commenced on the reconstruction of the Rīga junction. Th is recon- In November 1918, following the proclamation of the Repub- talled 799 km in length and stimulated the development of and struction included the opening of a new railway bridge across the Dau- lic of Latvia, the management of the railways in the territory of ports. New factory complexes and warehouse precincts sprang up in gava River, viaducts, a number of goods stations and railway branch Latvia became part of the portfolio of the Ministry for Trans- towns located near railway lines. Large grain silos, refrigeration plants lines. In 1914 the total track length of the whole railway network was port and Employment; the ministry took over the management and sidings were constructed at the ports. Local farmers and small fac- 1941 kilometres. Regional network density was not evenly distributed. from the authorities established by the German occupation. Th e tory owners started making use of the railways. Th ere were 3.8 km of railways to 100 km2 of land in , 2.8 km in fi rst railway operations department was established in Liepāja. Railway politics experienced signifi cant changes throughout Rus- Vidzeme and 1.7 km of railways to 100 km2 in Kurzeme. In the fi rst months of 1919, three diff erent structures were at- sia on the eve of the 19th century. Management was centralised and uni- During World War I the railways in the Russian Empire were tempting to manage the railways in Latvia: the government un- fi ed, the state started investing government funds in the development taken over by the military with its main purpose to meet the needs der the leadership of Pēteris Stučka had established the LSSR of the railway sector. Th e fi rst railway line in Latvia to be constructed of the army: transport of troops, food supplies, arms and ammuni- Railway Board in Vidzeme and Latgale, while the government with government funding was the Rīga– railway (1889). Th e tion. For the fi rst time in the history of the world, mass evacuation of under the leadership of Andrievs Niedra founded the Railway state took over the largest private companies to ensure that the railways civilians, factories, government departments, artworks etc. was made Board in Rīga in May. Not long aft er, the Interim Railway Board were utilised effi ciently to boost the economy as well as for the pur- possible because of the railways. Th e German Army constructed Feld- of Northern Latvia was founded on 14 June. poses of the military. In 1907 three diff erent boards managed the state bahn (600 mm gauge) railway networks in its occupied territories in In the summer of 1919, following the liberation of Rīga from railways that were operating in the territory of Latvia: the Rīga–Orel Kurzeme and Zemgale, in the regions of Ventspils–Stende and Viesīte. the , the government under the leadership of Kārlis Railway Board (the Rīga–Daugavpils, Daugavpils–Indra, Rīga–Jelgava, Th e 12th Russian Army constructed the 750 mm Ieriķi–Gulbene– Ulmanis founded its own railway board. Engineer Gustavs Jelgava–Reņģe, Rīga–Tukums, Rīga– Bolderāja and Rīga–Mangaļi rail- Sita railway line in Vidzeme and relayed the tracks of the Pļaviņas– Klaustiņš was appointed as Managing Director of the Railways way lines), the Northwestern Railways Board (the Rītupe–Daugavpils, Gulbene railway line, changing the gauge from 750 mm to 1524 mm. on 19 July, and on 5 August the Railway Central Board started Daugavpils–Zemgale and Rīga–Valka, Abrene–Sita railway lines) and During World War I there was a total of 822 km of tracks in the CYCLES IN LATVIAN RAILWAY HISTORY managing the Latvian State Railways, with Klaustiņš at the helm the Liepāja–Romny Railway Board (the Liepāja–Vaiņode and Grīva– territory of Latvia. Th e Latvian railway network had fi ve diff erent until 1 September 1940. Th e state took over all the broad gauge Eglaine railway lines). In 1897 the fi rst narrow gauge (750 mm) railway track gauges: K or 1524 mm, N or 1435 mm, 1000 mm, P or 750 mm, tracks and most of the narrow gauge tracks. By 1938 there were was opened in Latvia, running from Valka to Pärnu via Ipiķi and con- L or 600 mm.1 Warfare and the location of the front line in the centre also two private railway companies in Latvia with services from Portrait of the Managing Director of Latvijas dzelzceļi, Kārlis Bļodnieks, ca. structed by the First Branch Line Company of Russia. Th e same year of Latvia for a lengthy period of time — along the Daugava River — 1925. Bļodnieks started his career with Latvian State Railways in 1919 as Di- Liepāja to Aizpute and from Ainaži to Smiltene. saw the founding of the –Windau–Rybinsk Railway Company. reduced the railways to a pile of rubble. Sleepers had not been up- rector of Operations. He held the position of Managing Director from 1921 Th e administrative functions of the Latvian Railway Central to 1924 and from 1931 to 1940. He was a member of the Latvian Railwaymen Th is company constructed the broad gauge railway from Moscow to graded for years, tracks were dilapidated, telegraph and water Board were allocated to various divisions: Operations, Techni- Association. He was arrested in , deported and shot in a concentra- Ventspils and this came to be the shortest route to the ice-free ports on supply systems had broken-down, locomotives and wagons were in tion camp in 1942 the Baltic Sea. At the beginning of the 20th century, the railway com- need of repair, bridges and buildings had been bombed, there was a cal, Rolling Stock and Spare Parts, as well as the Financial De- pany established by the nobility in the Liepāja region opened services dire need of fuel and lubricants, etc. Such was the state of the railways partment. Th e Central Statistics Department and the Health or on the metre-wide Liepāja–Aizpute railway line. By World War I the when the Latvian state started forming the state railways. Medical Treatment Department reported directly to the Managing Director. Th e whole railway network was divided into operations

1 K was the Russian gauge, N the standard gauge, P the departments (originally fi ve; from 1921 there were three; all were narrow gauge and L the fi eld gauge. abolished in 1931), which all reported to the Director of Opera- tions and managed railway operations. To manage the railway and building construction departments eff ectively, the railway network was divided into railway districts, managed by the Technical Divi- sion. Th e Rolling Stock and Spare Parts Department managed six rail car districts and two Central Railway Workshops. If an issue had to be resolved by more than one division, or the matt er was not the director’s area of responsibility, it was resolved by the council of the Railway Central Board. Th is comprised of all the directors of the Divisions and was chaired by the Managing Director. Until 1940, three highly acclaimed engineers held the position of Man- aging Director: Gustavs Klaustiņš (1919–1921), Kārlis Bļodnieks (1921–1924 and 1931–1940) and Andrejs Rode (1924–1931). In the autumn of 1919 Latvia had a railway network with a to- The location of the Ministry of Transport and the Latvian Railway Central Board, located at Gogoļa Street 3. Built in the early 20th century as the headquarters of View of the Port of Liepāja tal length of 2763 km, while only 928 km were in use: Rīga–Krust- the Rīga-Orel Railway Board. The location of the Ministry of Transport, Latvian in the early 20th century pils, Krustpils–Atašiene, Rīga–Valmiera–Strenči, Rīga–Priedaine, Railwaymen Association and Art Academy of Latvia from 1919 to 1940 12 13 Ieriķi–Vecgulbene, Pļaviņas–Vecgulbene, Valmiera–Ainaži, Valm- iera–Smiltene and Rīga–. Every line had an average of two trains running daily. Interim tariff s were announced in November and the fi rst list of railway station names approved. Station names were changed from German to Latvian. When the batt le for inde- pendence ended in 1920, the Railway Central Board ensured that services were resumed on practically the whole railway network. Not only was the Railway Central Board in charge of regulat- ing rail services and managing passenger and goods transport, it also formed a new governing body, commissioned the develop- ment of Latvian railway terminology, draft ed technical regula- tions, instructions and the Saeima (parliament) passed a Rail- way Act in 1927. A new generation of railwaymen was raised and educated in Latvian educational institutions over this 21 year Single trip tickets on the Latvian State Railways in the 1930s. Platform tickets period. In 1920 the Railway Central Board had 7327 employees were used at stations where passenger platforms had no public access. People Parents’ Day concert at the Latvian Railwaymen Association’s children’s sana- with around 1000 positions still to be fi lled. Qualifi ed industry who did not have tickets for travel but wished to access the platform had to torium in Bulduri. The Latvian Railwaymen Association (1920–1941) estab- purchase a platform ticket lished a sanatorium and recreation house in Jūrmala. 1930s. Photographer specialists were still sought: engineers, commercial and opera- T. Grīviņš, Rīga tions auditors, surveyors, architects, doctors, fi erstt etc. ones. However, the railways had issued a directive to construct tensions or connections. Over a fi een-yearft period, the state had Th is problem was solved gradually when many railwaymen re- modern railway station buildings, ensuring comfortable facilities funded the construction of 839.3 km of railway, while 250 km of turned from exile, as during the rule of tsarist Russia many young and amenities for railway employees and passengers. A total of 121 tracks had been dismantled due to their poor technical condition. engineering graduates had been commissioned to work on the rail- new station buildings were built by 1940, with the largest stations Th e development and modernisation of the railways was CYCLES IN LATVIAN RAILWAY HISTORY ways in diff erent parts of the Empire. Th e Railway Central Board built at Lielvārde, Meitene, Zemgale, Ķemeri, , Gulbene, not only limited to the construction of railway lines. Th e main established an Education Department that organised courses for Dzērbene, Piebalga, Stende, Lizums, and Saldus, among achievements were an increase in train velocity, the centralisation (1919–1940) dzelzceļi valsts Latvijas train conductors, station att endants, telegraphists, cashiers, points- others. Other buildings were residential buildings for employees, of electrical points and signals, the opening of new stations and men, engine-drivers, yard couplers and other trades and Latvian working buildings, goods and luggage stores, butt er cellars, goods halts. Services with combined goods-passenger carriages ceased. language courses so that Latvian would be the only language spo- ramps, water towers and sheds for locomotives and wagons. New passenger, goods and postal carriages were constructed in ken in the railway industry. Th e new railway engineers were edu- In 1927 the Managing Director of the Railways, Andrejs the Fenikss factory, the Liepāja Naval Port workshops and the cated at the Faculty of Mechanics at the University of Latvia. Th e Rode, addressed the Economic Council of the Ministry of Fi- main workshops of the State Railways. A direct rail link to Eu- Central Railway Hospital and Pharmacy and a Medical Treatment nance with this comprehensive description of the transport pol- rope had already been renewed in 1921. On 28 May 1928 the Department were established to provide health care for employees. icy: “Th e railway is the foundation of the entire national economy, Railway Central Board received its order of three Tk series loco- Until World War I the railways in Latvia served mainly as a or a prerequisite for the prosperity of the nation. Raw materials motives from ; this marked the fi rst step of the project Membership card Nr. 939/2 of Jānis Eklons, member of the Ventspils branch transit provider, with the railway lines heading in the direction of for local industry are delivered via railway, with timber compris- draft ed by the Rolling Stock Division to modernise the locomo- of the Association of Locomotive Drivers (1927–1935) the ports. In the 1920s and 1930s Latvia no longer had the status ing the majority of goods transported (60%), and Latvia is a na- tive shed and rolling stock. By 1940 a total of 73 locomotives had of a nation focused on transit, nor was it considered an industrially tion suited for transit because of its ports. It is therefore necessary been either purchased by the Railway Central Board or built in developed region. Latvia was an agricultural nation and not only to expand the railway network so that it provides transport to all the main workshops of the State Railways. Railcars, rail buses was its transport system structured on the existing railway network, the regions in Latvia. Th e role of the government is to make this and locotractors were put into service on less traffi cked lines. it also invested a large amount of government funds into extend- essential mode of transport as effi cient as possible”. Th e Railway Central Board built saw mills for the production ing the network. Th e idea of developing the railway network was Th e founding of the Liepāja–Glūda Railway Construction of sleepers, shingles for roof construction and fi rewood, woodwork- based on the following goals: ease of access, cost-eff ectiveness and Board on 1 April 1925 marked the beginning of the railway line ing and mechanics workshops for the production of tables, station convenience of transport. It is worth noting that this not only in- construction program. Construction work on the line, which was benches, ticket cabinets, windows and doors. An electromechanical cluded the construction of new lines but also the tariff policy for 164 km in length, was completed in 1929. It linked up Kurzeme workshop produced telegraphs, telephones and other devices. Celt- the railway, the opening of new stations and halts every 9 km on and the Port of Liepāja with the capital . Construction work rans, the State Railways travel agency, took advance ticket bookings, average instead of every 20–30 km as was the previous policy, an on other railway lines did not eventuate because of a shortage of organised luggage delivery, organised tours, published train timeta- increase in the speed of services, the construction of new carriages, funds. By the summer of 1940, however, three more broad gauge bles and provided general information. Th e travel agency organised an increase in the number of trains, etc. Th e opening of the fi rst railways were operational: Rīga–Ērgļi (1935), Madona–Lubāna tourist or leisure rail routes which proved to be very popular. new railway station building in Ķemeri on 15 May 1922 was sym- (1937), Dzirnupe (Mangaļi)–Rūjiena (1937), Pakalnieši–Kūdupe In 1939–1940 the Railway Central Board was the largest gov- bolic, as it marked the beginning of the extensive railway construc- (1934), two branch lines: Liepāja–Alsunga, with a branch line to ernment institution — with 13 400 employees. Th e total value of An advertisement for goods deliveries via a railway auto service. In the 1930s, Celtrans, the travel and tourism office of the State railways, offered a new serv- tion program. Stations were oft en initially set up in goods wagons Pāvilosta (1932) and Sita–Rēzekne (1934), a fi eld railway from its fi xed and movable assets mounteda to 9% of the national econ- ice: “Door-to-door deliveries” when services were resumed on old lines or begun on newly-built Ventspils to Dundaga (1934), as well as forest railways and line ex- omy, and railway employees comprised 35% of the total number 14 15 Latvian Railways during World War II (1940–1945) Latvia was occupied in the early hours of 17 June 1940, followed gust railway management was taken over by the Northern Cen- by the establishment of the Soviet regime. Sovietisation also tral Board2 and established the Railway Board.3 By the summer changed the Latvian railway system. On 8 July Jānis Jagars, the of 1943, the Latvian railway lines managed by the and Minister of Transport (the government was now led by Augusts Latvians operated simultaneously. Th e Latvian transport sector Kirhenšteins) appointed Alfrēds Spilleris, formerly an employee was managed by the Director-General of Latvian Transport. Th e at a locomotive depot, as Managing Director of the Railway Cen- National Transport Board,4 with its headquarters in Rīga, united tral Board. Th e previous managing director, Kārlis Bļodnieks, the railways of Latvia, and Lithuania, and established was released from his responsibilities. Th is was followed by the boards according to the German model. All leadership positions termination of employment of other directors and lower ranking were fi lled by Germans. railway employees. Th e positions were fi lled by experts from the During the German occupation the broad gauge rail- railway boards of the USSR. ways were reconstructed to standard gauge, and Čiekurkalns, On 26 August the occupation government carried out the di- Zemitāni, Šķirotava, Jelgava, Daugavpils and Rēzekne Stations rective to abolish the Ministry of Transport and hand the railways were extended. New locomotive turning depots and standard over to the USSR People’s Commissariat of Transport (NKPS). depots were constructed, as well as automobile and wagon re- Latvian Railways was abolished. On 1 September the USSR NKPS pair workshops, water supply and other railway equipment. A Latviyskaya zheleznaya doroga (Latvian Railway) commenced second track was constructed for some of the railway lines. In operations with its management located in Rīga. Th e new author- September and October 1944 the army evacuated the National ity comprised fi ve branches — in Rīga, Daugavpils, Gulbene, Jel- Transport Management Board, railway workers and equipment gava and Liepāja — and was a government body operating under to Kurzeme and later on to Germany. Station buildings on some CYCLES IN LATVIAN RAILWAY HISTORY the authority of the . Andrejs Vorobjovs, formerly lines were blown up and tracks were either ploughed or blown the Director of Kirovskaya zheleznaya doroga (Kirov Railways) up. Having consolidated positions of troops in the Kurzeme For- was appointed the Director of the Railways. From 1 October on- tress5 in 1945 the army actively continued to use the railways The staff at Zasulauks Station in 1935. The photograph was a present from the staff to station master Vladimirs Priedulājs, celebrating the anniversary of wards, two languages were used on the railways — Latvian and in that region, among them was the Liepāja–Alsunga–Vents pils his long service Russian. Th e systematic restructure of the Latvian railway system railway line, opened in December 1944. to correspond with the structure of the Soviet railway system be- of persons employed in Latvia. Th e total length of the Automobile transport proved to be stiff competition for the rail- gan on 19 October. All public service branches and divisions were 1 Feldeisenbahndirektion (FBD4). 2 Haupteisenbahndirektion Nord (HBD). network operating in 1939 was 3223 km, with 497 halts and sta- ways, particularly in regions where unsealed roads ran beside rail- established by mid-November, at which time regulations, techni- 3 Eisenbahndirektion (EBD2). tions. Th e Valmiera Narrow Gauge Branch Line Company owned way lines. As the length of unsealed roads increased, the quality cal rules and a rail timetable had been draft ed. 4 Reichsverkehrsdirektion . (RVD) the branch lines with a total length of 127 km. Th e railways trans- of roads improved and the number of cars on the roads grew, and Th ere were hundreds of railway employees among the thou- 5 Kurzeme Fortress refers to the 's blockade or encirclement of Axis forces on the ported an average of 3.4 million tonnes of goods annually, with further arguments stressing the need to extend the railway net- sands of people deported from Latvia to Siberia on 14 June 1941, Kurzeme peninsula during the closing months of World War II the largest proportion of goods being timber. Th e second most work did not achieve the desired result. As an interim measure, the including almost all the stationmasters, employees at the Central Construction of the Džūkste–Bērzupe temporary railway in September 1944. popular type of goods transported was agricultural produce: sugar Railway Central Board helped alleviate the situation by introduc- Board, road workers and general offi ce workers. Railwaymen who This hastily-built railway, built along the front line, helped the German Army evacuate numerous echelons that had been ambushed beets, rye, milk, export butt er and bacon. Th is was followed by ar- ing bus and automobile services for goods transport. In the late were deployed in the Aizsargi Regiment of the Railways, Railway- tifi cial fertiliser and construction materials: rocks, bricks, cement, 1930s the least profi table lines were the Abrene–Daugavpils and men Association or involved in any other community organisation soil, gravel and wood planks. Regarding passenger transport, the Jelgava–Reņģe lines, the Vidzeme branch lines and most of the had been arrested earlier, in 1940. A few years later, in 1944, when number of passengers reached a total of 16.6 million in 1939. Rīga, 600 mm gauge railways. Th e Rīga–Rūjiena line had not yet reached the German occupation regime took over from the Soviets, hun- Jūrmala and their surrounds comprised 53% of the total number its peak in economic effi ciency but the Rīga–Jelgava line was dreds of the more prominent railway employees left the railways of passengers, event hough the length of the lines totalled 10% the fi rst to fall because of the competition posed by automobile and fl ed into exile. And so the whole generation of railway engi- of the total length of the rail network. Passenger services on the transport. Ambitious projects for the construction of new lines neers that had been raised in independent Latvia was destroyed. suburban rail network were most heavily used during the Har- remained on paper. Beside the Rīga–Kārsava and Kuldīga–Tu- When the German Army invaded, two weeks of warfare saw vest Festival, Song Festival, to att end theatre performances in the kums railways, where construction work had already commenced, the front line cross Latvia. Th e Soviet Army retreated, taking countryside, agricultural exhibitions and other excursions. other lines that had been sketched in were –Dagda–Skai- with it almost all the rolling stock, blowing up bridges and station Th e operations of the Railway Central Board until 1940 clearly sta, Līvāni–Preiļi–Feimaņi–Bukmuiža, Eglaine––Aknīste– buildings. On 1 July the former employees of Latvian Railways show that the Board followed a strategic plan to establish a mod- Viesīte–Skaistkalne–Bauska, and Aizpute–Kuldīga–Stende. Work renewed the Central Board of Latvian Railways in Rīga. Th e oc- ern railway network. However, it also had to face challenges in had already commenced on the construction of a modern station cupation regime established the Military Field Railway Board,1 the aft ermath of the economic crisis, and avoided analysis of its building and the reconstruction of tracks in Rīga, and discussions which issued rail schedules, organised troop trains for the army operations by taking advantage of national protectionist policies. had begun regarding the plan to electrify the suburban rail services. and supervised the loading and unloading of goods. On 22 Au- 16 17 Th e railway during the Soviet occupation regime (1945–1991) Th e Red Army entered the territory of Latvia in the summer of Estonian Railway all came under the authority of the Northwest 1944. With the army came the railway’s military repair and op- Railway Region. On 13 November a new directive was issued, erations divisions: railway reconstruction boards (Upravlyenye defi ning the management structure of Latvian Railway. eTh rail- voyenno-vosstanovykyelynyh rabot (УВВР)), army operations way was run single-handedly by the General Manager Anatolijs departments (Voyenno-ekspluatatsionnye otgyelyenya (ВЭО), Bondarenko (1947–1953) and the railway administration com- special reserve locomotive fl eets, locomotive repair fl eets prised the following divisions: Goods and Passenger Services; (Parovoznye kolonny osobovo rezerva (ОРПК) and others. Th e Traction and Rolling Stock; Roads and Structures; Communica- operation of these units was coordinated by the Latvian Railways tions and Signalling and the following departments: Personnel; Reconstruction Operations Group. Its task was to lay the ground- Payroll; Planning; Finance; War; the Offi ce of the Chief Account- work for handing over of the railway network to the board of ant; the Information, Legal, Audit and Chief Audit Offi ce as well Latviyskaya zheleznaya doroga, which renewed operations on 5 as a Complaints Offi ce. Th e whole railway network was divided October 1944 with Andrejs Vorobjovs (1940–1947) at the helm. into six branches: Rīgas (1944–1992), Daugavpils (1944–1951, Washing an ER2-360 electric train at Vagonu parks The ceremonial opening of the electrified Ķemeri–Tukums section of the Th e railways were taken over from the army in a very short 1954–1992), Gulbenes (1944–1949), Jelgavas (1944–1986), in the 1960s line. 1966 period of time. Even though Soviet literature cited extensive dam- Liepājas (1946–1954) and Rēzeknes (1944–1954). Each sepa- age to the railway network, services were already resumed on all rate branch was in charge of running the station, scheduling traf- Th e political departments and the Communist Party as well as the During the era of the “building of socialism”, the railways lines in the winter of 1945/1946, except for the Rīga–Rūjiena and fi c on the railway lines, the carriage and locomotive depots, road Railway Transport Workers’ Trade Union had the role of educat- in Latvia started to acquire the characteristics of a typical So- Rīga–Ērgļi lines. In July 1946 Latvian Railway, the Leningrad and and communications divisions and railway supply warehouses. ing and motivating employees for socialist competition, person- viet railway system. Th e opening of the electrifi ed Rīga–Dubulti nel recruitment, political education and supervision. section of the railway line on 15 July 1950 marked the transition On 14 May 1953 the fi rst att empt was made to amalgamate to electric suburban services. Th e following electric train mod- CYCLES IN LATVIAN RAILWAY HISTORY the Latvian, Lithuanian and Estonian railways. Baltiyskaya els were constructed at RVR (Rīga Wagon Factory) and put into zheleznaya doroga (Baltic Railway) only existed for three years; service: the Sr, Sr3 and beginning with the summer of 1962, the on 19 April 1956 the railways were again restructured to form ER2. By 1992, 270.7 km of railway tracks were electrifi ed: from separate entities. In the 1960s the railway boards of the USSR Rīga to Tukums, , Jelgava, Skulte and Ropaži. Th is were amalgamated to eliminate the lack of unity and improve was only a small proportion of the 2350 km long railway net- economic effi ciency. On 14 February 1963 the Board of the Prib- work. In the post-war period the most commonly used locomo- altiyskaya zheleznaya doroga was formed, under the leadership of tives were the German 52nd and 57th series, and the Soviet Su the following railway managers: Nils Krasnobajevs (1953–1977), and L series steam engines that were used until the 1980s. From Ivans Makarenko (1977–1981), Ivans Jemecs (1981–1988) and 1957 onwards, Latvijas dzelzceļš used diesel locomotives for Dzelzceļš padomju okupācijas režīmā (1945–1991) Oļegs Mošenko (1988–1991). Th e Board also comprised a coun- shunting. Th e Zasulauks depot of Baltic Railways only received cil with an advisory role regarding technical and economic mat- its fi rst passenger diesel locomotive, the TEP60, in 1963 — to ters. Th e administration of the Railway Board was divided into provide transport to the “brotherly” Soviet republics. DR1 die- the following branches: Roads, Civil Engineering, Locomotive sel trains, built by RVR were put into service in 1964. Th e 1970s Operations, Wagon Operations, Signalling and Communications, saw the decline of the use of steam engines. Th ese were replaced Traffi c, Electrifi cation and Energy Operations, Finance and First by the more powerful diesel engines TE3, M62 and ČME3. Department as well as Equipment, Capital Works, Personnel, Ed- Th e narrow gauge railway era ended in the 1970s. Th e lines ucational Institutions, Payroll, Statistics and other departments. that had been constructed during World War I and had served Th e following departments worked with their own budget: the well over the years could not withstand the competition from Medical Treatment Department, the Construction-Assembly automobiles in the transport of passengers as well as goods. Th e Trust, Planning Offi ce, Railway Employee Supply Offi ce and the only railway line still in use is the Gulbene–Alūksne narrow Information and Computing Centre. Th e railway was divided gauge railway. into seven branches: Rīga, Jelgava, Daugavpils, , Esto- With forced industrialisation on the railways in Latvia came nia, and Siauliai. Each branch was in charge of all railway the implementation of new technology and railway tracks were operations: running the stations, the locomotive and carriage altered to be able to accommodate particularly heavy-duty goods depots, track maintenance divisions, signalling and communica- trains. Automatic blocking and dispatch systems were installed tions divisions and energy supply authorities. Th is management on the main lines, work was begun on the changeover from hand structure remained the same until 1989 with only minor changes operated points to electric point machines, ball bearings, auto- During the “building of socialism” the railways in Latvia acquired the typical features of the Soviet railways. 1950s over the years, when the role of the branches was reduced. matic coupling equipment, locomotive signalling and automatic 18 main goods imported were ferrous and non-ferrous metals, ore, ag- ricultural machinery, raw materials for chemical and light industrial products and coal. In the last decades of the 20th century the main goods transported were petroleum products, chemicals, metals, grain and coal. Another goods category was supplies for army bases. Th e railways formed the foundation of the industrialisation of the Latvian SSR and provided access for USSR export goods via the Railway lines in Latvia ports of Rīga and Ventspils. Th e larger factories were all built near railways, with sidings constructed to the factories. Th is led to the so-called industrial railways with their own network of tracks, staff and rolling stock. Th e biggest sidings were constructed for enter- prises such as Liepājas metalurgs, Brocēnu Cement and Slate Fac- tory, VEF (State Electrotechnical Factory) and RVR (Rīga Wagon Factory). In the 1970s Ventspils became a USSR terminal for the handling of export potassium chloride and petroleum, while the Port of Rīga specialised in transport of shipping containers. During the Soviet era there were regular passenger services to Moscow, Leningrad (St. Petersburg), , Kiev, Harkov and other USSR industrial and cultural centres, while direct services to Europe were stopped. Th ese were partly resumed in the 1970s. The interior of the Rīga terminal (1959–1965) in the 1970s. Th e stations that had been bombed during the war were replaced CYCLES IN LATVIAN RAILWAY HISTORY braking systems were all introduced in the manufacture of rolling by new standard design station buildings (Rēzekne I and II, Cēsis, stock, and radio communication was introduced. Unfortunately Valmiera, Sigulda, Limbaži, Ogre, Taurupe and others). Th e new all these innovations did not prevent accidents. Th e worst train Rīga Central Passenger Station building, Majori and Dubulti Sta- disaster in Latvia in the 20th century occurred on 16 February tions were specially designed. 1976. Th e express train Leningrad–Rīga collided with shunting An integral part of this era was the development of the so- locomotives at Jugla Station. More than 50 people died in the cial sphere of the railway. For the comfort of its employees, the incident. Th ere was no news media coverage of the accident. railway constructed and maintained its own housing resources, Traffi c on the railways increased every year and goods trains hospitals, medical centres, cafeterias, recreation facilities, sana- were given priority. Th e goods exported from Latvia were pre- toriums, kindergartens and schools. Consequently it was consid- dominantly goods manufactured in the new factories: chemical ered prestigious to be appointed to a position at Baltic Railway. In and light industrial products, agricultural machinery, radios, tele- 1991, the Latvian branches of Baltic Railway had over 23 thou- pho nes, measuring instruments, motors, cement, bricks, drainage sand employees. Latvian Railway was a part of the united USSR pipes, mineral fertilisers, foodstuff s, fi sh, fabrics, furniture, etc. eTh rail network which provided uninterrupted rail services. How Latvian Railways regained independence (1991–1992) On 4 May 1990 the Supreme Council of the Republic of Latvia On 4 September the Ministry of Transport established the declared the restoration of independence; however, the rail- Railway Takeover Commission. Th e Latvian representatives ways were only taken over from the USSR aft er the August 1991 were the Director of the Railway Department of the Ministry coup. Th e Latvian Ministry of Transport was restored and on of Transport, Edvīns Lazdiņš, the Head of the Chief Economic 26 August 1991 the Ministry declared all assets of USSR enter- Board, Valentina Nazarova, Managing Director of Latvijas prises to be the property of the Republic of Latvia and railway dzelzceļš Staņislavs Baiko and the Director of the Rīga Railway management was taken over by the Railway Department. On Branch, Mihails Jagodkins. Th e takeover process was completed 2 September the Minister of Transport, Jānis Janovskis, issued on 1 January 1992 and Pribaltiyskaya zheleznaya doroga ceased regulation No. 99 and established the state enterprise Latvijas to exist. Latvia regained its railway network, 2364.1 km in dzelzceļš as the entity that would resume the work of the Rail- length, with 23 000 employees which had, up until then, been way Central Board, originally established in 1919. subordinated to the Soviet railway system.