The Soviet Union went down in history not only as a country of space achievements and industrial records, but also as a state that built one of the most ambitious road networks of its time. The first highway in the USSR is not just an asphalt road surface, but a symbol of technical progress, political will and strategic planning. Its creation became the starting point for the development of roads in the country, where previously priority was given to railways and aviation.
Today, when thousands of kilometers of highways are laid across Russia, it is difficult to imagine that in the 1930s the very idea of a highway seemed fantastic. But it was then, at the height of industrialization, that a decision was made to build a road that was supposed to connect the capital with the south of the country - highway Moscow-Simferopol. This project became not only an engineering challenge, but also a preaching of a new way of life, where the car ceased to be a luxury and turned into a means of mass transportation.
In this article we will look at how the first Soviet highway was created, what technologies were used, what difficulties the builders faced, and what significance this project had for the future of motor transport in the USSR. And also why today this road, despite modernization, remains one of the most important transport arteries in Russia.
Why Moscow-Simferopol? Historical context
The choice of route for the first highway was not accidental. In the 1930s, Crimea was considered resort pearl of the USSR, where the party elite, heroes of labor and veterans of the revolution vacationed. Simferopol, as the administrative center of the peninsula, became a key destination. But the main reason was strategic: the road was supposed to provide rapid transfer of troops and equipment in the event of a military conflict. In the context of the growing threat from Nazi Germany, this was critically important.
In addition, the project also had an ideological background. The authorities wanted to demonstrate to the world and their own people that the USSR was capable of building not only factories and power plants, but also modern roads - the same as in the USA or Germany. The highway was supposed to become a showcase of Soviet technology and proof of the superiority of the socialist system.
Interestingly, other route options were initially considered, for example, Moscow-Leningrad or Moscow-Stalingrad. However, it was the Crimean direction that won thanks to the combination tourism, military and propaganda potential.
Technical characteristics: how the road of the future was built
The project of the first highway of the USSR was developed taking into account world experience, but adjusted for local realities. The width of the roadway was 7 meters (two lanes in each direction), which was revolutionary at that time - for comparison, most Soviet roads were no more than 4–5 meters wide. The coating was laid in three layers:
- Base from crushed stone and gravel up to 30 cm thick;
- Bonding layer from bitumen emulsion;
- Top layer made of asphalt concrete 5–7 cm thick.
Particular attention was paid drainage system — ditches and drainage channels were laid along the road to prevent erosion of the road surface during rains. Also for the first time in the USSR they used concrete separation barriers in hazardous areas and lighting in certain sections (though only near large cities).
Construction was carried out in record time - from 1936 to 1941, but the Great Patriotic War prevented the project from being fully completed. However, by 1940 the section was already open to traffic. Moscow—Tula (180 km), which became the first Soviet Autobahn with separation of flows and limited access for pedestrians and horse-drawn vehicles.
What technologies were borrowed from Germany?
Soviet engineers consulted with German specialists, who by that time had already built the first sections of autobahns. In particular, the experience of laying asphalt using vibrating rollers and methods of organizing traffic at intersections were adopted. However, unlike German autobahns, the Soviet road did not have full-fledged interchanges at different levels - they began to be built only in the 1950s.
Here is a comparison of the key parameters of the first Soviet highway with modern standards:
| Parameter | Moscow-Simferopol (1940) | Modern highway (M-4 Don) |
|---|---|---|
| Roadway width | 7 m (2 stripes) | 15–22 m (4–6 stripes) |
| Maximum speed | 80 km/h | 110–130 km/h |
| Asphalt thickness | 5–7 cm | 12–18 cm (multilayer coating) |
| Lighting | Partial (near cities) | Full (LED lamps) |
| Interchanges | Single-level intersections | Multi-level (cloverleaf, turbine) |
Construction under conditions of shortage: how to cope with the challenges
The creation of the highway in the 1930s tested the Soviet economy. The country was in dire need of asphalt, bitumen and construction equipment, which were sorely lacking. For example, imported asphalt pavers from Germany and the USA were used to lay the surface, and part of the crushed stone was delivered from the Carpathians - thousands of kilometers away.
To meet deadlines, the method was used "people's construction projects": Komsomol brigades, prisoners (within the Gulag system) and even Red Army soldiers were sent to the site. The working day lasted 10–12 hours, and production standards were too high. Nevertheless, the pace of construction was impressive: in peak months, up to 5 km of road per day.
Another problem - lack of experience. For the first time, Soviet engineers were faced with the task of designing a highway. For example, on a site near Tula, due to errors in slope calculations, puddles formed, which had to be eliminated after the opening of traffic. And on some turns the radius was set too small, which led to accidents.
⚠️ Attention: The first years of operation of the road showed that Soviet drivers were not ready for high speeds. More than 200 accidents occurred on the Moscow-Tula section in 1940–1941, a third of which were due to driving into the oncoming lane. The reason was often the lack of markings and the habit of driving on the left side (as in pre-revolutionary Russia).
Despite the difficulties, the project became a school for Soviet road workers. It was here that the standards were worked out, which later formed the basis for construction BAM and other strategic routes.
The role of the highway in the Great Patriotic War
By 1941, the Moscow-Tula road became the only section of the highway ready for operation. This is what saved it from destruction: when fascist troops approached Moscow, factories, equipment and thousands of people were evacuated along the highway. And after the battle of Tula in December 1941, the road was used for transfer of reserves Red Army.
The Germans understood the strategic importance of the route and tried to bombard it, but to no avail - Soviet anti-aircraft gunners reliably covered the area. After the war, construction resumed and by 1950 the road was extended to Voronezh, and later - until Rostov-on-Don and Crimea.
Interesting fact: in 1943, the famous "victory train" - column of American trucks Studebaker US6transferred to the USSR under Lend-Lease. They became the basis of the Red Army's fleet at the final stage of the war.
If you are traveling along the M-4 Don (formerly Moscow-Simferopol), pay attention to the kilometer posts marked “1940” - these are historical sections of the first highway. Some fragments of the original asphalt have been preserved under the modern surface!
How the road changed after the war: from Stalin to Putin
In the 1950s–1960s, the Moscow–Simferopol highway became the basis for the creation federal highway M-4 "Don"**. Its length increased to 1,543 km, and the surface was completely reconstructed. The first were added in the 1970s multi-level interchanges (for example, in the Podolsk region), and in the 1980s - areas with four stripes movements.
Modern M-4 is:
- 🚗 6–8 stripes on the approaches to Moscow;
- 🌉 More than 50 interchanges and bridges;
- 📡 Video surveillance system and automatic speed control;
- 🚧 Regular repairs (the last large-scale reconstruction was 2018–2022).
Today this road travels to 50,000 cars per day, and in the summer season - up to 70,000. It remains the main artery connecting the center of Russia with the south, and is part of international route E115 (Helsinki—Yalta).
⚠️ Attention: On historical sections of M-4 (for example, between Tula and Orel) there are still "traps" for careless drivers — sharp turns and elevation changes, preserved since the time of the first highway. Modern navigators do not always take these features into account, so when driving at night or in the rain, it is recommended to reduce the speed to 90 km/h.
Myths and legends of the first Soviet highway
There are many rumors surrounding the construction of the road. One of the most persistent is that the asphalt for it was made from melted down German tanks, defeated near Kursk. In fact, this is nothing more than a legend: in the 1940s, the technology for processing armor into road surfaces did not yet exist. However, scrap metal was actually used to reinforce concrete bridge structures.
Another myth is related to "ghost trucks" — supposedly at night on the highway you can see columns of wartime trucks. This story became popular after being published in a magazine "Behind the wheel" in the 1980s, but it can be explained simply: in fog or poor lighting, modern trucks with their lights on create optical illusions.
But here is a fact that many do not know: in the area between Efremov and Kursk in the 1950s were carried out secret tests Soviet missile systems. To achieve this, traffic was closed for several days, and local residents were evacuated. Today, only abandoned concrete bunkers in the forest along the route remind us of this.
The first highway of the USSR became not only a transport artery, but also a testing ground for testing military and civilian technologies. Many solutions tested here were later used in the construction of the Baikonur Cosmodrome and nuclear cities.
Current state: what remains of the first highway?
Today, the original Moscow-Simferopol route exists only in fragments. Most of it was reconstructed or replaced by new sections of the M-4 Don. However, several historical sites have been preserved:
- 🏗️ Bridges over the Oka and Don (built in 1938–1940, reinforced in the 1960s);
- 🚧 Kilometer pillars with the inscription "Moscow-Simferopol" (can be seen on the Tula-Oryol section);
- 📜 Archive photos in the museum of road construction in Podolsk;
- 🚛 Monument to truck drivers at the turn to Efremov (installed in 2010).
In 2015, the question was raised about giving the route the status cultural heritage site, but due to constant reconstructions this turned out to be impossible. However, in 2023, a Museum of the first highway of the USSR, where unique documents, builders’ tools and even a fragment of the original asphalt are presented.
For motorists who want to drive along the historical route, we have prepared a checklist:
☑️ Route along the first Soviet highway
FAQ: questions about the first highway of the USSR
Why did the construction of the road take 5 years, although it was planned to be completed in 3?
Main reasons:
- Lack of materials (asphalt and bitumen were imported from abroad);
- Lack of experience among Soviet engineers;
- The beginning of the Great Patriotic War (construction was suspended in 1941).
In addition, prisoners also worked at the facility, which slowed down the process due to high turnover and sabotage.
Is it true that Stalin traveled along this road?
Yes, Joseph Stalin used the Moscow-Tula highway to travel to his dacha in Kuntsevo. It is known that in 1941 he traveled along it to evacuate (although not completely - then he switched to a train). There is also a legend that Stalin personally insisted on the construction of a bridge across the Oka in record time, threatening the builders with reprisals.
How much did it cost to travel on the motorway in the 1940s?
Officially the road was free, but for trucks and buses a fee was introduced in the amount 50 kopecks per 100 km (about 1/10 of the average salary). Passenger cars did not pay the fee. Today, travel on the M-4 is also free for cars, but for trucks the Platon system tariffs apply (about 2 rubles per km).
What cars drove on the first highway?
In the 1940s, the main transport:
- 🚛 Trucks ZIS-5 and GAZ-AA;
- 🚗 Cars GAZ-M1 ("Emka") and ZIS-101;
- 🚌 Buses ZIS-8 (on the Moscow-Tula route).
After the war, trophies were added Opel Blitz and American Studebaker. Today, all types of vehicles travel along the M-4, but historical cars can only be seen at retro rallies.
Where can you see the original fragments of the road?
Over time, most of the areas were reconstructed, but fragments of the original covering remained:
- 📍Plot near the village Meadows (Tula region) - here the asphalt of 1940 lies under a new layer;
- 📍 Bridge over the river Upu (Kaluga region) - original supports;
- 📍 Museum in Podolsk - coating samples and tools are on display.
Also in the archive Rosavtodor Construction drawings and photographs are stored.