The Verkhne-Volzhskaya railroad was designed and built at the beginning of the 20th century on the promising from the transport and economic point of view Tver-Rybinsk-Nizhny Novgorod, which was barely covered by the fast railway transport at the time.
The Verkhne-Volzhskaya railway was to connect the cities of Kashin, Kalyazin, Rybinsk, and Uglich both with each other and with the Moscow-Savyolovo branch completed in 1900, which made it possible to speed up the delivery of goods to Moscow from the Volga, the carriage of goods at that time was carried out on slow-moving punts.

The construction of the Verkhne-Volzhskaya railway, the main branches of which were located and projected to the north-northwest of Moscow, in the Tver, Yaroslavl, and Vladimir regions, as well as the work of the joint stock company to create it.
This is a pre-revolutionary concept that is analogous to what is today called as private-state partnership.

 
Such concessionary or mixed public-private form of financing and management was typical for the construction of railways in Russia.
Against the background of the boom in the middle of the 19th century of the construction of railways, the Russian state combined a private way of building roads and building them at the expense of the treasury, periodically switching priority to a particular construction system.

From the second half of the 19th century and before the revolution of 1917, several main branches of railways were laid and operated with the money of private founders with the participation of the state, which formed the basis of the modern railway network of Russia.

The Sino-Eastern Railway (KVZhD), Kulundinskaya, and the Minusinsk Railway, the Akkerman Railway, the Southeast Railway network, the Olonets Railway - all these roads were built with the involvement of the capitals of private entrepreneurs-concessionaires, united in the form of joint-stock companies. (
The very concept of a joint-stock company in pre-revolutionary Russia was enshrined in the "Regulations on Companies on Shares", approved by the Decree of December 6, 1836, and in force until the October Revolution).

The founders of railway societies were given permission and administrative support of the state, but they had colossal financial risks.
To obtain permission to establish a joint stock company, they required the consent of the supreme authority or bodies of subordinate management, as well as the Minister of Finance.

Projects were very risky for entrepreneurs: before they were allowed to establish a company, they were obliged to conduct a survey of the route; draw up a complete road design; to work out estimates for all construction projects; and also to contribute to the State Bank 5% of the total amount of construction capital.
At the same time, the Government could reject the project or even completely abandon the concession.

Despite the risks, the operation of railways was economically attractive.
The government guaranteed fulfillment of obligations on securities of railway companies.
Owners of shares were provided with a solid dividend not from the moment of putting the line into operation, but from the day of the organization of the joint-stock company.
The Verkhne-Volzhskaya railroad was designed and built at the beginning of the 20th century on the promising from the transport and economic point of view Tver-Rybinsk-Nizhny Novgorod, which was barely covered by the fast railway transport at the time. The Verkhne-Volzhskaya railway was to connect the cities of Kashin, Kalyazin, Rybinsk, and Uglich both with each other and with the Moscow-Savyolovo branch completed in 1900, which made it possible to speed up the delivery of goods to Moscow from the Volga, the carriage of goods at that time was carried out on slow-moving punts.
The construction of the Verkhne-Volzhskaya railway, the main branches of which were located and projected to the north-northwest of Moscow, in the Tver, Yaroslavl, and Vladimir regions, as well as the work of the joint stock company to create it. This is a pre-revolutionary concept that is analogous to what is today called as private-state partnership.
 
Such concessionary or mixed public-private form of financing and management was typical for the construction of railways in Russia. Against the background of the boom in the middle of the 19th century of the construction of railways, the Russian state combined a private way of building roads and building them at the expense of the treasury, periodically switching priority to a particular construction system.
From the second half of the 19th century and before the revolution of 1917, several main branches of railways were laid and operated with the money of private founders with the participation of the state, which formed the basis of the modern railway network of Russia.
The Sino-Eastern Railway (KVZhD), Kulundinskaya, and the Minusinsk Railway, the Akkerman Railway, the Southeast Railway network, the Olonets Railway - all these roads were built with the involvement of the capitals of private entrepreneurs-concessionaires, united in the form of joint-stock companies. (The very concept of a joint-stock company in pre-revolutionary Russia was enshrined in the "Regulations on Companies on Shares", approved by the Decree of December 6, 1836, and in force until the October Revolution).
The founders of railway societies were given permission and administrative support of the state, but they had colossal financial risks. To obtain permission to establish a joint stock company, they required the consent of the supreme authority or bodies of subordinate management, as well as the Minister of Finance.
Projects were very risky for entrepreneurs: before they were allowed to establish a company, they were obliged to conduct a survey of the route; draw up a complete road design; to work out estimates for all construction projects; and also to contribute to the State Bank 5% of the total amount of construction capital. At the same time, the Government could reject the project or even completely abandon the concession.
Despite the risks, the operation of railways was economically attractive. The government guaranteed fulfillment of obligations on securities of railway companies. Owners of shares were provided with a solid dividend not from the moment of putting the line into operation, but from the day of the organization of the joint-stock company.
Upper Volga railway