Surprising nearby» we say when we notice or learn more closely what we passed by hundreds of times, but either did not know, or did not pay attention .... I would also add - "unknown all around", because often in life we are surrounded by things so banal and familiar that for some reason we think that we know everything about them ... where such conviction and confidence come from can not be understood ... it is also not clear why, having lived a fair amount of years, knowing perfectly well, to for example, what a tram is, we know so little about it ... when and where did it first appear, what did it look like, who was its predecessor ... We can find out these and many other interesting facts and details from the history of the tram and tram traffic if we show interest …
Tram- this is a type of street rail public transport for the transport of passengers along specified (fixed) routes. Used mainly in cities. This is probably the answer of anyone who is asked to characterize this type of public transport ...
Word tram derived from English. tram
(wagon, trolley) and way
(path). According to one version, it came from trolleys for transporting coal in the mines of Great Britain. As a mode of transport, the tram is the oldest type of urban passenger public transport and arose in the first half of the 19th century - originally on horse traction.
Konka
In 1852 a French engineer Luba came up with a proposal to arrange railroad tracks along the streets of large cities for the carriage of wagons by horses. Initially, it was used only for cargo transportation, but after the construction of the first passenger lines, the horse began to carry passengers as well. This road was built by him in New York....
Horse-drawn street in New York
and very soon a new type of transport spread to other cities in America and Europe.
Detroit Königsberg
Horse racing in Paris
London
Sweden Czech Republic
"What about in Russia?" probably, you ask .... Soon the horse-drawn carriage appeared here too ....
In 1854, in the vicinity of St. Petersburg, near Smolenskaya Sloboda, an engineer Polezhaev a horse-drawn road was built from longitudinal wooden beams upholstered in iron. In 1860 an engineer Domantovich built a horse-drawn railway in the streets St. Petersburg.
Despite the low speed (no more than 8 km / h), the new mode of transport soon spread and took root in many large cities and provincial centers.
In Moscow at the Serpukhov Gates
V Minsk
Samara
Voronezh
in Tiflis
Kyiv
Tashkent
For example, in St. Petersburg, horse-drawn railways ran along all significant highways from the center to the outskirts.
In most cases, the horse tram was built with the participation of foreign capital, and if at the beginning, this had a positive effect on the development of the transport network in cities, then over time it greatly slowed down the development process ... Firms that own horse trams became ardent opponents of the introduction of steam and electric trams ...
History of the electric tram
The prototype of electric trams was a car created by the German engineer E. rnst Werner von Siemens. It was first used in 1879 at the German Industrial Exhibition in Berlin. The locomotive was used to ride visitors around the exhibition area.
Siemens & Halske electric railway at the 1879 Berlin Exhibition
The first electric tram appeared at the end of the 19th century - in 1881 in Berlin, Germany. Four wagons clung to the locomotive, each of which had six seats.
Later, the train was shown in 1880 in Düsseldorf and Brussels, in 1881 in Paris (in a non-working state), in the same year in action in Copenhagen and finally in 1882 in London.
After success with the exhibition attraction, Siemens set about building a 2.5 km electric tram line in the Berlin suburbs Lichterfeld.
The car of the world's first electric tram line in the former suburb of Berlin Lichterfelde, opened 05/16/1881. Voltage 180 volts, engine power 5 kW, power was supplied through running rails until 1890. Photo 1881
The motor car received current through both rails. In 1881, the first tram, built by Siemens & Halske, ran on the railroad between Berlin and Lichterfeld, thereby opening tram traffic.
In the same year with imens built a tram line of the same type in paris.
In 1885, the tram appeared in the UK in the English resort town Blackpool. It is noteworthy that the original sections have been preserved in their original form, and the tram transport itself is carefully preserved in this city.
The electric tram soon became popular throughout Europe.
Haalle
Warsaw
View of the portal of the Rhine bridge in Mannheim a lovely looking tram
tram in Barcelona
The appearance of the first streetcars in the United States occurred independently of Europe. Inventor Leo Daft(Leo Daft) began experimenting with electric propulsion in 1883 by building several small electric locomotives. His work interested the director of the Baltimore horse-drawn carriage, who decided to convert the three-mile line to electric traction. Daft took up the electrification of the line and the creation of trams. On August 10, 1885, electric tram traffic was opened on this line - the first on the American continent.
Boston Tram-two-axle with open areas. USA.
However, the system turned out to be inoperable: the use of the third rail led to short circuits during rain, in addition, the voltage (120 volts) killed many unlucky small animals: (cats and dogs); and it was not safe for people. Soon, the use of electricity on this line was abandoned and returned to the horses.
Cincinnati. Ohio. USA.
However, the inventor did not abandon the idea of an electric tram, and in 1886 he managed to create a workable system (instead of the third rail, a two-wire contact network was used). Daft's streetcars were used in Pittsburgh, New York, and Cincinnati.
Ice tram of St. Petersburg
In St. Petersburg, under an agreement with the owners of horse-drawn cars (it was concluded for 50 years), there should not have been any other public transport. In order not to formally violate this agreement, in 1885 the first electric tram ran on the ice of the frozen Neva.
Sleepers, rails and poles for the contact network crashed directly into the ice.
They were called "ice trams".
It is clear that it was possible to use this type of transport only in winter,
however, the end of the time for horse-drawn trams soon became quite clear.
steam horse
It is little known, but the fact is that, in addition to the traditional tram, there were two more lines in St. Petersburg steam horse. The first line of the steam tram or in the common people - steam engine, was laid in 1886 along Bolshoy Sampsonievsky Prospekt and Second Murinsky Prospekt, although officially this line was called the “steam horse-drawn railway line”.
The steam engine had a number of advantages over horse racing: higher speed, more power. Due to the resistance of the owners of the horse-trams and the appearance of the electric tram, the steam engine did not develop - the steam tram line from Vosstaniya Square to the village of Rybatsky along the present Obukhov Defense Avenue became the last.
Also in the early 1880s, a steam engine line was laid along the Ligovsky Canal embankment.
Steam locomotives were stored in the Vyborg Horse Racing Park. As a passenger transport, the steam tram did not survive the horse tram much (the last run was in 1922), but it again appeared on the streets of besieged Leningrad to transport goods and weapons.
Electric tram in Russia.
Contractual obligations with the owners of horsecars in some cities delayed the development of electric trams in them. Somewhere, the tram tracks were laid parallel to the tracks of the horse-drawn tram in order to bankrupt it. Sometimes the city authorities simply bought out the horse-drawn roads in order to turn the horse-drawn tram into a tram. Thus, the first electric tram in Russia was first launched not in St. Petersburg, as many mistakenly believe, but in Kyive.
Here he appeared in 1892 year on Aleksandrovsky (Vladimirsky) descent. The builder is Siemens. Quickly becoming popular, he literally filled the whole city. Soon other Russian cities followed the example of Kyiv: a tram appeared in Nizhny Novgorod in 1896
IN Yekaterinoslav(now Dnepropetrovsk, Ukraine) in 1897,
tram appeared in Moscow in 1899
V Saratov
Smolensk
electric horse, as the tram was also called, appeared in Tiflis and had a fairly extensive network there.
Details about the Tiflis tram can be found from guide to Tiflis in 1903
In Odessa and St. Petersburg - in 1907.
At the end of 1904, the City Duma announced an international competition for the right to carry out works. Three firms took part in it: Siemens and Halske, the General Electricity Company and Westinghouse ( English). On September 29, 1907, regular electric tram traffic was opened along the streets of St. Petersburg. The first line went from the General Staff Building to the 8th line of Vasilyevsky Island.
Saint Petersburg. Consecration of tram cars
Details:
On Sunday, September 15, at 10 o'clock in the morning, those invited to the grand opening of the tram traffic along the line: the main headquarters, the Nikolaevsky bridge and the 7th line of Vasilyevsky Island began to gather in the Alexander Garden. The public was allowed into the garden on personal agendas. The audience, for the most part, occupied the opposite panel. At the entrance to the garden in 2 rows were brand new wagons. Car drivers and conductors in brand new uniforms were grouped here. A tent was pitched in Alexander Square, a prayer service was served there.
The first toast to the health of the Sovereign was proclaimed by the mayor Reztsov, then the mayor, Major General Drachevsky proclaimed the health of the entire city government and its representative Reztsov. The chairman of the tram commission, Sokov, in a long speech, expressed his gratitude for the assistance in the construction of the tram to the council and the audit commission. The mayor in his speech emphasized that despite the difficulties of the task, almost 80% of all work on the construction of the tram was completed in one construction period. A nice toast was proposed by the chief engineer of the tram commission, Statsevich, who raised his glass to the tram worker, who carried a million pounds of tram work on his shoulders. The workers heard this fair assessment of their work, since their representative was not present at the celebration.
At the end of the prayer service, the guests entered the brand new cars and traveled to the 7th line and back. The wagons are striking in their miniature size. The wagons are striking in their miniature size. A fee is posted in prominent places: for broken large glass - 7 rubles, for small glass - 8 rubles, for damaged doors - 40 rubles. "Spitting and smoking is prohibited." The cars are divided by a partition into 2 classes: in the first there are 14 seats, in the second 10. 10 passengers can stand on the back platform, 6 on the front. The car drivers, apparently, were worried, but they passed the first test with honor. In the first car, the mayor Drachevsky and the mayor Reztsov opened the traffic.
Upon his return, before opening passenger traffic, the mayor went to the platform of the head car and, addressing the public, proclaimed: "Tram traffic in St. Petersburg is open, hurray!" To this there was a response "Hurrah" from those present. The audience rushed into the cars, in front of all the boys. Who is older, hesitated, and the boys took all the places. In the blink of an eye, the conductors rang and the carriages rolled with the first paying passengers. ."
After the appearance of the electric tram in 1907, the horse tram was gradually replaced by it, on September 8, 1917 it disappeared completely. The use of the horse-drawn carriage in Moscow continued until 1912.
Moscow
The old electric trams were very different from the modern ones. They were smaller and less perfect. They did not have automatically closing doors, the front and rear platforms were separated from the interior by sliding doors. On the front landing, the driver himself sat on a high stool with metal legs and a thick round wooden seat. In front of him is a tall black engine. With the inscription "Dynamo" on the lid.
Inside the wagons were wooden seats. In some, they were in the form of sofas for two passengers with common backs on one side of the car and armchairs designed for one person on the other. At the end of each car there was a place for the conductor. A special sign warned about this, so that, God forbid, someone would not sit in this place. The conductor (more often - the conductor) was often in a service uniform overcoat, or even just in a coat or fur coat. He had a huge leather money bag slung over his shoulder and a ticket board fastened to his belt. Tickets were of different denominations, depending on the distance of the trip and the number of settlement stations. Tickets were very cheap. Then the cost became the same, and the conductor now had a roller of tickets on his belt. A thick rope was stretched from the conductor to the driver through the entire car under the ceiling. When the boarding ended, the conductor pulled this rope, and the bell rang loudly at the driver on the front platform. There were no electrical signals then. From the second car, in the same way, the second conductor sent a signal to the back platform of the first car. Only after waiting for him and controlling the boarding in his car, the conductor of the first car could signal the car driver about the end of the boarding.
Standing passengers could hold on to canvas loops located along the entire cabin and hanging on a thick wooden stick. These loops could move along with the passenger, sliding along the stick. Later, the hinges began to be made of plastic. Added metal handles on the backs of the benches, as well as handles on the walls between the windows. But that was already much later. The windows opened completely. They went down to the bottom wall. Hanging out was not allowed. This was even written on the signs at each window.
Small children were entitled to free travel. But no one asked the child's age. It was just that there was a deeply embedded and whitewashed mark on the trim of the saloon doors, by which the height of the child was determined and whether he should be paid or not. Above the mark, the child already had to pay his own fare.
Intercity trams
Trams are primarily associated with urban transport, but intercity and suburban trams were also quite common in the past.
Tram following the route Pierrefitte - Cauterets - Luz (or vice versa) in the French Pyrenees. You can say intercity tram, which is not quite usual.
This is one of the most picturesque places of the marked tram line that arose on the border of the 19th and 20th centuries, decorated with a bridge called Pont de Meyabat.
Intercity mountain tram in France
In Europe, the network of intercity trams in Belgium, known as the niderl, stood out. Buurtspoorwegen(literally - "local railways")
The first section of the local railways (between Ostend and Nieuwpoort, now part of the Coast Tram line) was opened in July 1885. Intercity trams were also common in the Netherlands. As in Belgium, they were originally steam trams, but then the steam trams were replaced by electric and diesel ones. In the Netherlands, the era of intercity trams ended on February 14, 1966.
Until 1936, it was possible to travel from Vienna to Bratislava by city tram.
Few people know, but there was an intercity tram in Italy. Tied up Salerno and Pompeii.
There was also an intercity tram in Japan between Osaka and Kobe.
After the heyday of the period between the world wars, the decline of the tram began, but already somewhere in the 70s of the XX century, there was again a significant increase in the popularity of the tram, including for environmental reasons and thanks to technological improvements.
Interesting facts about trams of the world
The largest tram network in the world is located in Melbourne, Australia.
The oldest tramcars still in normal service are cars 1 and 2 of the Manx Electric Railway. They were built in 1893 and operate on the 28.5 km long Douglas en Ramsey country line]
The longest tram ride in Germany can be made from Krefeld, or rather its suburb St Tönis, to Witten. The length of the trip will be 105.5 km, it will take about five and a half hours to overcome this distance, and you will have to make eight transfers.
The longest non-stop tram route is the Coast Tram (Dutch. Kusttram) in Belgium. There are 60 stops on this 67 km line. There is also a line from Freudenstadt to Öhringen via Karlsruhe and Heilbronn with a length of 185 km.
The northernmost tram system in the world is located in Trondheim.
A children's tram has been operating in Frankfurt am Main since 1960.
The third generation of trams includes the so-called low-floor trams. As the name implies, their distinguishing feature is the low floor height. To achieve this goal, all electrical equipment is placed on the roof of the tram (on "classic" trams, electrical equipment can be located under the floor). The advantages of a low-floor tram are convenience for the disabled, the elderly, passengers with prams, faster boarding and disembarking.
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Tram(from the English tram (wagon, trolley) and way (way), the name came, according to one version, from trolleys for transporting coal in the mines of Great Britain) - a type of street rail public transport for transporting passengers along specified (fixed) routes, usually electric, used primarily in cities.
Trams arose in the first half of the 19th century (originally horse-drawn), electric - at the end of the 19th century. After the heyday, the era of which fell on the period between the world wars, the decline of trams began, but already somewhere in the 70s of the XX century, there has been a significant increase in the popularity of the tram, including for environmental reasons.
Most trams use electric traction with electricity supplied through an overhead contact network using current collectors (pantographs or rods), but there are also trams powered by a contact third rail or battery.
In addition to electric, there are horse-drawn trams, cable or cable and diesel trams. In the past, there were pneumatic, steam and gas-powered trams.
There are also suburban, intercity, sanitary, service and freight trams.
Terminology
In a context that does not require terminological clarity, the word "tram" can be called:
the crew (train) of the tram,
Separate tram car
the tram industry or tram systems (for example, "Petersburg tram"),
· set of tram facilities of a region or country (for example, “Russian tram”).
Varieties of trams
The normal tram speed ranges from 45 to 70 km/h. The average speed of communication ranges from 10-12 to 30-35 km/h. In Russia, tram systems with an average operating speed of more than 24 km / h are called "high-speed".
Characteristics of the "average" tram car operating in Russia 1 (high-floor motor four-axle 15-meter):
· Weight: 15-20 tons.
· Power: 4? 40-60 kW.
· Passenger capacity: 100-200 people.
Maximum speed: 50-75 km/h.
Freight trams
Freight trams were widespread during the heyday of intercity trams, however, they were and continue to be used in cities. There was a freight tram depot in St. Petersburg, Moscow, Kharkov and other cities.
Special trams
Freight cars, rail transporter and museum car in Tula
To ensure stable operation in tram facilities, in addition to passenger cars, there is usually a certain number of special-purpose cars.
Freight wagons
snowplow cars
Track measuring cars (track laboratories)
· Railcars
Watering wagons
· Cars-laboratories of a contact network
· Railcars
Electric locomotives for the needs of the tram economy 2
· Cars-tractors
Vacuum car 3
Trams are primarily associated with urban transport, but intercity and suburban trams were also quite common in the past.
In Europe, the network of intercity trams in Belgium, known as the niderl, stood out. Buurtspoorwegen (literally - "local railways") or fr. Le tram vincial. The Society of Local Railways was founded on May 29, 1884, with the aim of building roads for steam trams where the construction of conventional railways was unprofitable. The first section of the local railways (between Ostend and Nieuwpoort, now part of the Coast Tram line) was opened in July 1885.
In 1925, the total length of local railways was 5,200 kilometers. By comparison, Belgium now has a total rail network of 3,518 km, with Belgium having the highest rail density in the world. After 1925, the length of local railways was constantly reduced, as intercity trams were replaced by buses. The last lines of local railways were closed in the seventies. Only the coastline has survived to this day.
1,500 km of local railway lines were electrified. On non-electrified sections, steam trams were used, they were primarily used for freight traffic, and diesel trams were used for passenger transportation. Local railway lines had a gauge of 1000 mm.
Intercity trams were also common in the Netherlands. As in Belgium, they were originally steam trams, but then the steam trams were replaced by electric and diesel ones. In the Netherlands, the era of intercity trams ended on February 14, 1966.
Until 1936, it was possible to travel from Vienna to Bratislava by city tram.
Pretty old GT6 car on the Oberrheinische Eisenbahn lines
To date, intercity trams of the first generation have been preserved in Belgium (the already mentioned Coastal Tram), Austria (Wiener Lokalbahnen, a suburban line 30.4 km long), Poland (the so-called Silesian interurbans, a system linking thirteen cities with a center in Katowice), Germany (for example, Oberrheinische Eisenbahn, which operates trams between the cities of Mannheim, Heidelberg and Weinheim).
Many of Switzerland's local 1000 mm gauge railway lines operate wagons that look more like trams than regular trains.
At the end of the 20th century, suburban trams began to appear again. Closed commuter rail lines were often converted to tram traffic. Such are the suburban lines of the Manchester tram.
In recent years, an extensive network of intercity trams has been established in the vicinity of the German city of Karlsruhe. Most of the lines of this tram are converted railway lines.
The new concept is "tram-train". In the city center, such trams are no different from ordinary ones, but outside the city they use suburban railway lines, and not the railway lines are converted to trams, but vice versa. Therefore, such trams are equipped with a dual power supply system (750 V DC for urban lines and 1500 or 3000 V DC or 15,000 AC for railways) and a railway auto-blocking system. On the railway lines themselves, the movement of ordinary trains is preserved, so trains and trams share the infrastructure.
Now, according to the “tram-train” scheme, suburban routes of the Saarbrücken tram and some parts of the system in Karlsruhe, as well as trams in Kassel, Nordhausen, Chemnitz, Zwickau and some other cities operate.
Outside of Germany, tram-train systems are not widely used. An interesting example is the Swiss city of Neuchâtel 4 . This city has and develops city and suburban trams, which demonstrate their benefits, despite the extremely small size of the city - its population is only 32 thousand inhabitants. The creation of a system of intercity trams, similar to the German one, is now underway in the Netherlands.
On the eve of 1917, a 40-kilometer ORANEL tram line was built in our country, part of which has been preserved and is used for route No. 36. There are projects to recreate a suburban line to Peterhof. From 1949 to 1976, the Chelyabinsk-Kopeysk line operated.
International trams
Some tram lines cross not only administrative, but also state borders. As of 2007, it is possible to travel by tram from Germany (Saarbrücken) to France via the Saarbahn tram line. The route number 10 of the Basel tram 5 6 (Switzerland) enters the territory of neighboring France.
It is possible that in the future there will be more international trams in Europe. In 2006, plans were made public to extend lines 3 and 11 of the Basel tram to St. Louis in France by 2012-2014. There are also plans to extend line 8 to Weil am Rhein station in Germany. If these plans are put into practice, then one tram network will unite three states 7 .
In 2013, it is planned to revive the regular tram line between Vienna and Bratislava, which existed in 1914-1945 and was closed due to damage caused by hostilities 8 .
Specialized trams
Riffelalp hotel tram
In the past, tram lines were common, which were built specifically to serve individual infrastructure facilities. Usually such lines connected a given object (for example, a hotel, a hospital) with a railway station. Some examples:
At the beginning of the 20th century, the Cruden Bay Hotel (Cruden Bay, Aberdeenshire, Scotland) had its own tram line 9
· The Duin en Bosch hospital in Bakkum (Netherlands) had its own tram line. The line ran from the railway station in the neighboring village of Kastrikyum to the hospital. At first, horse-drawn trams were used on the line, but in 1920 the tram was electrified (the only car was converted from an old horse-drawn car from Amsterdam). In 1938 the line was closed and replaced by a bus. 10
· In 1911, the Dutch Aviation Society built a gasoline-powered tram line. This line connected Den Dolder station and Sutsberg airfield. eleven
· One of the few hotel tram lines in existence today is the Riffelalp tram in Switzerland. This line operated from 1899 to 1960. In 2001, it was restored to a state close to the original.
· In 1989, the boarding house "Beregovoy" opened its own tram line, located in the village of Molochnoye (Crimea, near Evpatoria).
· The Ahn Cave Tram line was built specifically to transport tourists to the entrance to the caves.
water tram
A water (river) tram in Russia is usually understood as a river passenger transport within the city (see river tram). However, in England in the 19th century, a tram was built that ran on rails laid along the coast along the seabed (see Daddy Long Legs).
Advantages and disadvantages
The comparative efficiency of the tram, as well as other types of transport, is determined not only by its technologically determined advantages and disadvantages, but also by the general level of development of public transport in a particular country, the attitude of municipal authorities and residents towards it, and the features of the planning structure of cities. The characteristics given below are technologically determined and cannot be universal criteria "for" or "against" the tram in certain cities and countries.
Advantages
· The initial costs (when creating a tram system) are lower than those required to build a metro or monorail system, since there is no need for a complete segregation of lines (although at some sections and junctions the line can run in tunnels and overpasses, there is no need to arrange them throughout the route). However, the construction of an overground tram usually involves the reconstruction of streets and intersections, which increases the price and leads to a deterioration in traffic conditions during construction.
· With a sufficiently large passenger flow, the operation of the tram is much cheaper than the operation of the bus and trolley bus source unspecified 163 days.
· The capacity of wagons is usually higher than that of buses and trolleybuses.
· Trams, like other electric vehicles, do not pollute the air with combustion products (although the power plants that generate electricity for them can pollute the environment).
· The only type of surface urban transport that can be of variable length due to the coupling of wagons into trains during rush hour and uncoupling at other times (in the subway, the main factor is the length of the platform).
· Potentially low minimum interval (in an isolated system), for example in Krivoy Rog it is even 40 seconds with three cars, compared to the limit of 1:20 on the subway.
· Tracks are visible, so potential passengers are aware of the route.
· It can use the railway infrastructure, and in world practice both simultaneously (in small towns) and the former (like the line to Strelna).
· It is possible to inform passengers about the route of the arriving tram before any other type of street transport (route lights).
· Unlike trolleybuses, the tram is quite electrically safe for passengers when boarding and disembarking, as its body is always grounded through the wheels and rails.
· Trams provide more carrying capacity than buses or trolleybuses. The optimal loading of a bus or trolleybus line is no more than 3-4 thousand passengers per hour 12 , for a "classic" tram - up to 7 thousand passengers per hour, but under certain conditions - even more 13 .
· Although a tram car costs much more than a bus and trolleybus, trams have a longer service life. If a bus rarely lasts longer than ten years, then a tram can last 30-40 years. So, in Belgium, along with modern low-floor trams, PCC trams, produced in 1971-1974, are successfully operated. More than 200 Konstal 13N trams from 1959-1969 run in Warsaw. In Milan, 163 trams of the 1500 series, manufactured in 1928-1935, are currently in operation.
· World practice has shown that motorists actively switch to rail transport only. The introduction of high-speed bus / trolleybus systems resulted in a maximum of 5% of the flow from personal to public transport.
Flaws
"Caution, tram rails!" - road sign for cyclists.
· The tram line in the building is much more expensive than a trolleybus line, and even more so a bus line.
· The carrying capacity of trams is lower than that of the metro: usually no more than 15,000 passengers per hour for a tram, and up to 80,000 passengers per hour in each direction for a “Soviet-type” metro (only in Moscow and St. Petersburg) 14 .
· Tram rails are dangerous for cyclists and motorcyclists who try to cross them at an acute angle.
· An improperly parked car or a traffic accident in the clearance can stop traffic on a large section of the tram line. In the event of a tram breakdown, as a rule, it is pushed into the depot or onto the reserve track by the train following it, which, as a result, leads to two units of rolling stock leaving the line at once. In some cities, there is no practice of clearing tram tracks as soon as possible in case of accidents and breakdowns, which often leads to long stoppages.
· The tram network is characterized by relatively low flexibility (which can be compensated by the branching of the network). On the contrary, the bus network is very easy to change if necessary (for example, in the case of street repairs), and when using duobuses, the trolleybus network becomes very flexible.
· The tram economy requires, though inexpensive, but regular maintenance. Unsatisfactory service leads to a deterioration in the condition of the rolling stock, discomfort for passengers, and a decrease in speeds. Restoration of a running economy is very expensive (it is often easier and cheaper to build a new tram economy).
· Laying tram lines within the city requires skillful placement of tracks and complicates the organization of traffic. If poorly designed, the allocation of valuable urban land for tram traffic may be inefficient.
· In case of unsatisfactory maintenance of the track, there is a possibility of the tram derailing, which in this situation makes the tram a potentially more dangerous road user.
· Soil vibrations caused by trams can create acoustic discomfort for residents of nearby buildings and lead to damage to their foundations. To reduce vibration, regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets) is necessary. With improved path laying technology, vibration can be minimized (often not at all).
· If the path is poorly maintained, the reverse traction current can go into the ground, the resulting “stray currents” increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations).
Story
In the 19th century, as a result of the growth of cities and industrial enterprises, the removal of dwellings from places of employment, the growth of the mobility of urban residents, the problem of urban transport communication arose. The omnibuses that appeared were soon replaced by horse-drawn street railways (horses). The world's first horse show opened in Baltimore (USA, Maryland) in 1828. There were also attempts to bring steam-powered railways to the city streets, but the experience was generally unsuccessful and did not gain popularity. Since the use of horses was associated with many inconveniences, attempts to introduce some kind of mechanical traction on the tram did not stop. In the United States, cable traction was very popular, which has survived to this day in San Francisco as a tourist attraction.
The achievements of physics in the field of electricity, the development of electrical engineering and the inventive activity of F. A. Pirotsky in St. Petersburg and W. von Siemens in Berlin led to the creation of the first passenger electric tram line between Berlin and Lichterfeld in 1881, built by the Siemens electrical company. In 1885, as a result of the work of the American inventor L. Daft, regardless of the work of Siemens and Pirotsky, an electric tram appeared in the United States.
The electric tram turned out to be a profitable business, its rapid spread around the world began. This was also facilitated by the creation of practical current collection systems (Spraig rod current collector and Siemens yoke current collector).
In 1892, Kiev acquired the first electric tram in the Russian Empire, and soon other Russian cities followed the example of Kiev: in Nizhny Novgorod, a tram appeared in 1896, in Yekaterinoslav (now Dnepropetrovsk, Ukraine) in 1897, in Vitebsk, Kursk and Orel in 1898, in Kremenchug, Moscow, Kazan, Zhitomir in 1899, Yaroslavl in 1900, and in Odessa and St. .
Until the First World War, the electric tram developed rapidly, displacing the horse-tram and the few remaining omnibuses from the cities. Along with the electric tram, in some cases, pneumatic, gasoline-powered and diesel were used. Trams were also used on local suburban or intercity lines. Often, urban railways were also used for the transport of goods (including in wagons supplied directly from the railway).
After a pause caused by the war and political changes in Europe, the tram continued to develop, but at a slower pace. Now he has strong competitors - a car and, in particular, a bus. Cars became more and more popular and affordable, and buses became more and more fast and comfortable, as well as economical due to the use of the Diesel engine. In the same period of time, a trolleybus appeared. In the increased traffic, the classic tram, on the one hand, began to experience interference from vehicles, and on the other hand, it itself created significant inconvenience. Incomes of the tram companies began to fall. In response, in 1929, in the United States, the presidents of streetcar companies held a conference at which they decided to produce a series of unified, significantly improved cars, which received the name PCC. These cars, which first saw the light in 1934, set a new bar in the technical equipment, convenience and appearance of the tram, influencing the entire history of the development of the tram for many years to come.
Despite such progress of the American streetcar, in many developed countries the view of the streetcar has been established as a backward, inconvenient mode of transport that does not befit a modern city. Tram systems began to be phased out. In Paris, the last city tram line was closed in 1937. In London, the tram existed until 1952, the reason for the delay in its liquidation was the war. Tram networks were also liquidated and reduced in many large cities of the world. The tram was often replaced by a trolleybus, but trolleybus lines were also soon closed in many places, unable to compete with other road transport.
In the pre-war USSR, the tram was also viewed as a backward transport, but the inaccessibility of cars for ordinary citizens made the tram more competitive with a relatively weak street flow. In addition, even in Moscow, the first metro lines opened only in 1935, and its network was still small and uneven across the city, the production of buses and trolleybuses also remained relatively small, so until the 1950s there were practically no alternatives to the tram for passenger transportation. Where the tram was removed from the central streets and avenues, its lines were necessarily transferred to neighboring parallel less busy streets and lanes. Until the 1960s, the transportation of goods along tram lines also remained significant, but they played an especially large role during the Great Patriotic War in besieged Moscow and besieged Leningrad.
After the Second World War, the process of eliminating the tram in many countries continued. Many lines damaged by the war were not restored. On the lines that were improving their service life, the track and wagons were poorly maintained, no modernization was carried out, which, against the background of the growing technical level of road transport, contributed to the formation of a negative image of the tram.
However, the tram continued to perform relatively well in Germany, Belgium, the Netherlands, Switzerland and the countries of the Soviet bloc. In the first three countries, mixed-type systems have become widespread, combining the features of trams and subways (metrotrams, premetro, etc.). However, in these countries, lines and even entire networks were closed.
Already in the 70s of the XX century, the world understood that mass motorization brings problems - smog, congestion, noise, lack of space. The extensive way of solving these problems required large capital investments and had little return. Gradually, transport policy began to be revised in favor of public transport.
By that time, there were already new solutions in the field of organizing tram traffic and technical solutions that made the tram a completely competitive mode of transport. The revival of the tram began. New tram systems were opened in Canada - in Toronto, Edmonton (1978) and Calgary (1981). By the 1990s, the process of revival of the tram in the world gained full strength. The tram systems of Paris and London, as well as other most developed cities in the world, have reopened.
Against this background, in Russia, the traditional (street) tram is still de facto regarded as an obsolete mode of transport, and in a number of cities a significant part of the systems stagnates or even collapses. Some tram facilities (in the cities of Arkhangelsk, Astrakhan, Voronezh, Ivanovo, Karpinsk, Grozny) ceased to exist. However, for example, in Volgograd, the so-called high-speed tram or “metrotram” (tram lines laid underground) plays an important role, in addition, it is available in the industrial areas of Stary Oskol and in Ust-Ilimsk, and in Magnitogorsk the traditional tram is steadily developing.
In Ufa, Yaroslavl and Kharkov, tram tracks have been destroyed in recent years, one of the depots in the capital of Bashkortostan has been completely demolished, and two tram depots in Kharkov have been closed at once. In Yaroslavl, more than 50% of the tracks were dismantled, more than 70% of the rolling stock was decommissioned, one tram depot was closed. source not specified 22 days
In recent years, the traditional tram system in Moscow has continued to decline, but in April 2007, the city authorities officially announced plans to create a high-speed tram system in the next 20 years from 12 lines isolated from street traffic with a total operating length of 220 km, which should be deployed in almost all districts of the city. 15
The high-speed tram operates in Kyiv, connecting the southwest and the city center. In Krivoy Rog (Ukraine, Dnipropetrovsk region), the high-speed tram complements the system of conventional surface trams and combines 18 km of tracks in its economy, of which 6.9 km are in tunnels and 11 stations with modern infrastructure. 17 trains of 36 cars operate daily on two routes.
Infrastructure. Depot
Storage, repair and maintenance of the rolling stock is carried out in tram depots (tram parks). Trams also dine in the depot. Small tram depots do not have roundabouts, but consist of one (or several) dead-end tracks that have an exit to the line. Large depots consist of a large ring, many through tracks (on which the cars are settled in columns of several pieces in a line), covered repair shops and exits to the line. They try to place the depot close to the terminals of many routes (to reduce "zero flights"). If this is not possible (for example, the depot is on the line), then trams follow shortened routes, which in many cases increases the intervals between “full” routes (for example, in Novokuznetsk, depot No. 3 is on the line, and routes 2,6,8 , 9 follow shortened flights to the depot both from the city and from Baydaevka). If there are no sidings on the terminals, then the cars go to the depot and for lunch.
Maintenance points
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In terms of tram systems, as a rule, maintenance points are used at the final stops to ensure the repair and inspection of cars. As a rule, the PTO is a ditch located between the tracks for inspection and repair of undercarriage equipment, small recesses on the sides of the rails for inspecting wheeled bogies, as well as ladders for inspecting the pantograph. Such systems exist in Russia, in particular, in Tula (inactive) and in St. Petersburg in Rostov-on-Don, Novocherkassk.
Passenger infrastructure
Embarkation and disembarkation of passengers is carried out at tram stops. The device stops depends on the way the web is placed. Stops on their own or separate track, as a rule, are equipped with paved passenger platforms as high as a tram footboard, equipped with pedestrian crossings over tram tracks.
Stops on a combined track can also be equipped with raised above the carriageway and, possibly, fenced areas - refuges. In Russia, refuges are rarely used, most often stops are not physically distinguished, passengers wait for the tram on the sidewalk and cross the carriageway when entering / exiting the tram (drivers of trackless vehicles are required to let them pass in this case).
Stops are indicated by a sign with tram route numbers, sometimes with a timetable or indication of intervals, often they are also equipped with a waiting pavilion and benches.
A separate case are sections of tram lines laid underground. In such areas, underground stations are arranged, arranged like subway stations.
In the past, some stops (primarily on intercity and suburban lines) had small station buildings similar to railway ones. By analogy, such stops were also called tram stations.
A special place is occupied by tram and pedestrian streets, common in the centers of European cities. On this type of street, traffic is allowed only for trams, cyclists and pedestrians. This type of track arrangement contributes to increasing the transport accessibility of city centers, without damaging the environment and without expanding transport spaces.
Movement organization
Tram crossing in Evpatoria (single-track system). Basically, two opposite tracks are laid for tram traffic, but there are also single-track sections (for example, in Yekaterinburg, the line to Zelyony Ostrov has a single-track section with one siding) and even entire single-track systems with sidings (for example, in Noginsk, Evpatoria, Konotop, Antalya) or without sidings (in Volchansk, Cheryomushki).
The final turning points of the tram lines are both in the form of a ring (the most common option) and in the form of a triangle (when the car moves backwards). In some cities, for example, in Budapest, two-way trams are used that can change direction at any point, including at dead ends of the lines, where the train is turned along the cross ramp between the tracks. The advantage of this method is that there is no need to build a turning ring that occupies a large area, and also that the final stop can be arranged anywhere - this can be used when closing part of the track if necessary (for example, in the case of some kind of construction, requiring road closures).
Often, the end points of the tram lines, made in the form of a ring, have several tracks, which makes it possible to overtake trains of different routes (for departure on schedule), set aside part of the cars during the daily off-peak period, store reserve trains (in case of traffic failures and substitutions) , settling of faulty trains before evacuation to the depot, settling of trains during crew lunches. Such paths can be end-to-end or dead-end. Terminals with track development, a control room and a canteen for counselors and conductors, are called tram stations in Russia.
Track facilities
Northern tram bridge in Voronezh. It is a two-story three-story structure. The trams were used to clarify the upper tier, and the two lower tiers - the right and the left - are used for the passage of cars. The length of the bridge is 1.8 km, designed specifically for the launch of a high-speed tram in Voronezh
The arrangement and placement of the track on the tram are carried out on the basis of the requirements of compatibility with the street, with foot and car traffic, high carrying capacity and speed of communication, cost-effectiveness in construction and operation. These requirements, generally speaking, come into conflict with each other, therefore, in each individual case, a compromise solution is chosen that corresponds to local conditions.
Path placement
There are several main options for placing the tramway:
· owncanvas: the tram line runs separately from the road, for example, through a forest, a field, a separate bridge or overpass, a separate tunnel.
· detachedcanvas: the tramway runs along the road, but apart from the carriageway.
· Combinedcanvas: the roadway is not separated from the carriageway and can be used by trackless vehicles. Sometimes a canvas that is physically combined is considered separate if it is administratively prohibited from entering transport other than public transport. Most often, the combined canvas is placed in the center of the street, but sometimes it is also placed along the edges, near the sidewalks.
Way device
In different cities, trams use different gauges, most often the same as conventional railways (in Russia - 1520 mm, in Western Europe - 1435 mm). Unusual for their countries are the tram tracks in Rostov-on-Don - 1435 mm, in Dresden - 1450 mm, in Leipzig - 1458 mm. There are also narrow-gauge tram lines - 1000 mm (for example, in Kaliningrad, Pyatigorsk) and 1067 mm (in Tallinn).
For a tram in different conditions, both ordinary rails of an electrically railway type, as well as special tram rails (grooved), with a groove and a sponge, which allow the rail to be sunk into the pavement, can be used. In Russia, tram rails are made from softer steel, so that curves of a smaller radius can be made from them than on the railway.
Since the advent of the tram and to this day, the classic sleeper track laying technology has been used on the tram, similar to laying the track on an electric railway. The minimum technical requirements for the arrangement and maintenance of the track are less stringent than on the railway. This is due to the lower train mass and axle load. Usually, wooden sleepers are used for laying the tram track. To reduce noise, the rails at the joints are often electrically welded. There are also modern ways of arranging the track, which make it possible to reduce noise and vibration, to exclude the destructive effect on the adjacent part of the pavement, but their cost is much higher.
There is a problem of wavy longitudinal wear of tram rails, the causes of which have not been clearly established. With strong wave-like wear, the car moving along the way shakes violently, it makes a roar, it is uncomfortable to be in it. The development of wave-like wear is stopped by regular grinding of the rails. Unfortunately, this procedure is not carried out in many tram facilities in Russia. So, in St. Petersburg, rail grinding cars have not been on the line for several years.
Crossings and arrows
Arrows on a tram are usually arranged more simply than railway ones, and according to less strict technical standards. They are not always equipped with a locking device and often have only one feather ("wit").
The arrows passed by the tram "on the wool" are usually not controlled: the tram transfers the feather, rolling on it with a wheel. The arrows installed at sidings and in reversal triangles are usually spring-loaded: the feather is pressed by a spring so that a tram coming from a single-track section goes to the right (with right-hand traffic) siding track; a tram leaving a siding presses the feather with a wheel.
The arrows passed by the tram "against the wind" require control. Initially, the arrows were controlled manually: on lines with a low load - by counselors, on tense ones - by special workers-switchmen. At some intersections, central turnout posts were created, where one operator could translate all the arrows of the intersection with the help of mechanical rods or electrical circuits. Modern Russian trams are dominated by automatic switches controlled by electric current. The normal position of such an arrow usually corresponds to a turn to the right. A so-called serial contact (slang name - “lyre”, “sled”) is installed on the contact suspension on the approach to the arrow. When the “solenoid-contact-motor-rail” circuit is closed by the switched on engine (or a special shunt), the solenoid moves the arrow to turn left; when the contact is coasted, the circuit does not close and the arrow remains in the normal position. After passing the arrow along the left branch, the tram closes the shunt installed on the contact suspension with a current collector, and the solenoid switches the arrow to the normal position.
The passage of an arrow or cross by a tram requires a noticeable decrease in speed, up to 1 km / h (regulated by the rules of tram facilities). Currently, radio-controlled turnouts and other turnout designs that do not impose restrictions on the mode of movement at the entrance to the turnout are becoming more common. 16
Where the alternate movement of trams is arranged to overcome narrowness over a short distance (for example, when driving along a narrow and short bridge, under an arch or overpass, on the narrowing section of the street of the historical center of the city), plexuses of tracks can be used instead of arrows. In addition, sometimes plexuses of tracks are arranged at the entrance to intersections where several directions diverge: an anti-hair arrow is installed “in advance”, at the exit from the nearest stop, where the speed of movement is low in itself, and thus a special speed reduction can be avoided when passing arrows at the intersection.
Gates
Gates (from the English gate: gate) are the junctions of the tram and railway networks (the term "gate" itself is not official, but is used very widely). Gates are mainly used to unload the trams brought on the railway platforms onto the actual tram track (at the same time, the railway rails directly pass into the tram rails). Cranes and various types of jacking posts are used to move wagons from platforms to rails. Note that for unloading tram cars from railway and automobile platforms, unloading racks can also be used - dead ends on which the tram track is raised relative to the railway track (or road surface) to the loading height of the platform (in this case, the rails on the platform are combined with the tram rails on the overpass , and the car leaves the platform under its own power or in tow).
In tram-train systems (see below), gates are used to connect trams to the rail network. In some tram facilities, it is possible for railway cars to enter the tram network, for example, during the Soviet era in Kharkov, entire trains were transported to a confectionery factory located near the gate along a section of the tram line.
In Kyiv, before the construction of its own gate, the metro used the tram-railway gate and tram tracks to transport metro cars to the Dnieper depot.
Power supply
In the early period of the development of the electric tram, the public electrical networks were not yet sufficiently developed, so almost every new tram economy included its own central power plant. Now tram facilities receive electricity from general-purpose electrical networks. Since the tram is powered by relatively low voltage direct current, it is too expensive to transmit it over long distances. Therefore, traction-lowering substations are located along the lines, which receive high-voltage alternating current from the networks and convert it with a rectifier into direct current suitable for supply to the contact network.
The rated voltage at the output of the traction substation is 600 V, the rated voltage at the current collector of the rolling stock is 550 V. In some cities of the world, a voltage of 825 V is adopted (in the territory of the countries of the former USSR, such voltage was used only for subway cars).
In cities where the tram coexists with the trolley bus, these modes of transport, as a rule, have a common energy economy.
Air contact network
The tram is powered by direct electric current through a current collector located on the roof of the car - usually a pantograph, but in some farms drag current collectors ("arcs") and rods or half-pantographs are used. Historically, yokes were more common in Europe, and rods were more common in North America and Australia (for reasons, see the "History" section). The suspension of a contact wire on a tram is usually simpler than on a railway.
When using rods, an arrangement of air arrows, similar to trolleybus ones, is required. In some cities where rod current collection is used (for example, San Francisco), in areas where tram and trolleybus lines run together, one of the contact wires is used simultaneously by both a tram and a trolleybus.
There are special structures for crossing overhead contact networks of trams and trolleybuses. The intersection of tram lines with electrified railways is not allowed due to different voltages and suspension heights of contact networks.
Typically, rail circuits are used to divert reverse traction current. In the event of a bad track condition, the reverse traction current leaves through the ground. (“Wandering currents” accelerate the corrosion of metal underground water supply and sewerage structures, telephone networks, reinforcement of building foundations, metal and reinforced structures of bridges.)
To overcome this shortcoming, in some cities (for example, in Havana), a current collection system was used using two rods (as on a trolleybus) (in fact, this turns the tram into a rail trolleybus).
contact rails
On the very first trams, a third, contact rail was used, but it was soon abandoned: when it rained, short circuits often occurred. Contact between the third rail and the current collector slide was broken due to fallen leaves and other dirt. Finally, such a system was unsafe at voltages above 100-150 V (very soon it became clear that such a voltage was insufficient).
Sometimes, primarily for aesthetic reasons, an improved version of the contact rail system was used. In such a system, two contact rails (ordinary rails were no longer used as part of the electrical network) were located in a special groove between the running rails, which eliminated the danger of electric shock for pedestrians (thus the tram will already turn out to be a "rail trolleybus" with a lower current collector). In the US, contact rails were located 45 cm below street level and 30 cm apart. Recessed contact rail systems existed in Washington DC, London, New York (Manhattan only) and Paris. However, due to the high cost of laying contact rails in all cities, with the exception of Washington and Paris, a hybrid current collection system was used - a third rail was used in the city center, and a contact network outside it.
Although classical contact rail-powered systems (pairs of contact rails) have not been preserved anywhere, there is still interest in such systems. So, during the construction of a tram in Bordeaux (opened in 2003), a modern, safe version of the system was created. In the historic city center, the tram is powered by a third rail located at street level. The third rail is divided into eight-meter sections, isolated from each other. Thanks to the electronics, only that section of the third rail, over which the tram is currently passing, is energized. However, during the operation of this system, many shortcomings were revealed, primarily related to the action of rainwater. In connection with these problems, on one of the kilometer-long sections, the third rail was replaced with a contact network (the total length of the Bordeaux tram network is 21.3 km, of which 12 km with a third rail). In addition, the system turned out to be very expensive. Building a kilometer of a tram line with a third rail costs about three times as much as a kilometer with a conventional overhead contact line.
tram car design
A tram is a self-propelled railroad car adapted for urban conditions (for example, sharp turns, small dimensions, etc.). The tram can follow both the dedicated lane and the tracks laid on the streets. Therefore, trams are equipped with turn signals, brake lights and other means of signaling typical for road transport.
The body of modern tram cars is, as a rule, an all-metal structure, and consists of a frame, a frame, a roof, external and internal skins, a floor, and doors. In terms of the body, it usually has a shape narrowed towards the ends, which ensures the free passage of curves by the car. Body elements are interconnected by welding, riveting, as well as screw and adhesive methods. 17:16. Early designs of trams made extensive use of wood, both in the frame elements and in the trim elements. Recently, plastic has been widely used in decoration.
Most tram cars currently have two-axle swivel bogies, the use of which is due to the need to smoothly fit the car into curves and ensure smooth running on straight sections at high speeds. Turning of the bogies is carried out with the help of a plate mounted on the pivot beams of the body and the bogie. According to the design of the bearing part, the bogies are divided into frame and bridge; at present, the latter are mainly used. The distance between the axles of the wheelsets in the bogie (bogie base) is usually 1900-1940 mm. 17:39.
Wheelsets perceive and transfer the load from the weight of the car and passengers, while moving, make contact with the rails, direct the movement of the car. Each wheel pair consists of an axle and two wheels pressed onto it. According to the design of the wheel center, wheelsets are distinguished with rigid and rubberized wheels; In order to reduce noise during movement, passenger cars are equipped with wheelsets with rubberized wheels. 17:44
electrical equipment
Tram motors are most often DC traction motors. Recently, electronics have appeared that make it possible to convert the direct current that feeds the tram into alternating current, which makes it possible to use alternating current motors 18 . They compare favorably with DC motors in that they practically do not require maintenance and repair (AC asynchronous motors do not have fast-wearing current-supplying brushes, as well as other rubbing parts).
To transfer torque from the traction motor to the axle of the wheel pair on tram cars, a cardan-reducer transmission (mechanical gearbox and cardan shaft) is used. 17:51
Engine management system
The device for regulating the current through the TED is called the control system. Control systems (CS) are divided into the following types:
In the simplest case, the regulation of the current through the motor is carried out with the help of powerful resistances, which are connected discretely in series with the motor. This control system is of three types:
o Direct control system (NSU) - historically the first type of control system on trams. The driver, by means of a lever connected to the contacts, directly switches the resistance in the electrical circuits of the rotor and windings of the DT.
o Indirectnon-automatic rheostat-contactor control system - in this system, the driver, using a pedal or controller lever, switched low-voltage electrical signals that controlled high-voltage contactors.
o Indirectautomatic RKSU - in it, a special servomotor controls the closing and opening of contactors. The dynamics of acceleration and deceleration is determined by a predetermined time sequence in the RCCS design. The power circuit switching unit assembled with an intermediary device is otherwise called a controller.
· Thyristor-pulse control system (TISU) - CS based on high-current thyristors, in which the required current is created not by switching resistances in the motor circuit, but by forming a time sequence of current pulses of a given frequency and duty cycle. By changing these parameters, it is possible to change the average current flowing through the TED and, consequently, to control its torque. The advantage over the RCCS is a greater efficiency, since it minimizes heat losses in the starting resistances of the power circuit, but this CS provides braking, as a rule, only electrodynamic.
· Electronic control system (transistor control system) for asynchronous TED. One of the most economical in terms of power consumption and modern solutions, but quite expensive and in some cases rather capricious (for example, unstable to external influences). The active use of control programmable microcontrollers in such systems creates the risk of software errors affecting the operation of the entire system as a whole.
· Piston-type compressors are usually installed on tram cars. 17:105 Compressed air can actuate door drives, brakes and some other auxiliary mechanisms. Since the tram is always provided with a sufficiently large amount of electricity, it is also possible to abandon pneumatic drives and replace them with electric ones. This makes it possible to simplify the maintenance of the tram, but at the same time the cost of the car itself increases. According to this scheme, all UKVZ production cars were assembled, starting with KTM-5, Tatra T3 and more modern Tatras, all PTMZ cars, starting with LM-99KE, all cars manufactured by Uraltransmash.
Tram layout evolution
The first generation trams (until the 1930s) usually had only two axles. The very first trams (the turn of the 19th-20th centuries) had open areas in front and behind (sometimes called “balconies”), such an arrangement was inherited from the horse tram car and was an example of inertia of thinking - if the front platform of the horse tram had to be open (so that the coachman could drive the horses), then the open areas on the tram were an anachronism. Most of the two-axle vehicles of this period had a wooden body (although the frame of the tram, of course, was metal), and yet, by the twenties, metal was increasingly used. The era of two-axle trams basically ended after the Second World War, although in some cities of the world such trams can still be seen today (for example, in Lisbon).
Trams with two-axle bogies and articulated trams
In the 1920s and 1930s, the two-axle trams were replaced by a new type of tram - a tram with two-axle bogies. The tram rested on two bogies, each of which had two axles. From the end of the twenties, trams began to be built mainly of all-metal, and after the Second World War, the production of wooden trams was completely stopped. In addition to single-car trams, articulated trams appeared (trams with an "accordion"). Trams on bogies, both single and articulated, are still the most common types of trams. See also PCC
Low floor trams
The third generation of trams includes the so-called low-floor trams. As the name implies, their distinguishing feature is the low floor height. To achieve this goal, all electrical equipment is placed on the roof of the tram (on "classic" trams, electrical equipment can be located under the floor). The advantages of a low-floor tram are convenience for the disabled, the elderly, passengers with baby strollers, faster boarding and disembarking.
Different designs of trams. Black circles indicate driven wheelsets (with a motor), white circles are non-driven.
Low-floor trams are usually articulated, as the wheel arches severely restrict the space for the axles to turn, and this leads to the need to "recruit" the car from short support and slightly longer hinged sections. The HermeLijn trams used in Belgium, for example, consist of five sections connected by "accordions". However, the floor is not low throughout the entire length of such a tram: you have to raise the floor above the carts. In the most progressive designs of trams (for example, in the Variotram trams operating in Helsinki), this problem is also solved by abandoning bogies and wheel sets in general.
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Trams!
Tram- a means of urban (less often suburban, even more rarely intercity) land transport, which is a motor car (or a motor car with trailer cars), which receives electricity from a contact wire and moves along a rail track.
The word "tram" is of English origin, and is formed from two words: "tram" - wagon, cart; and "way" - the way.
Most modern trams use electric traction with electricity supplied through an overhead contact network using current collectors (pantographs, or rods, less often yokes), but there are also trams powered by a contact third rail or batteries.
In addition to electric trams, there are horse-drawn trams (horse trams), cable trams (cable) and diesel trams. In the past, there were pneumatic, steam and gas-powered trams.
Trams! Tram history!
At the beginning of the 19th century, as a result of the growth of cities and industrial enterprises, the removal of places of residence from places of employment, the growth of the mobility of urban residents, the problem of urban transport arose.
The first city trams were horse-drawn.
In 1828, in the city of Baltimore, Maryland in the USA, the first tram route (the first horse tram) began to operate on a horse-drawn railway.
Baltimore - the first horse. 1828.
There were also attempts to bring steam-powered railways to the city streets, but the experience was generally unsuccessful and did not gain popularity.
The use of horses as tram traction was associated with many inconveniences, so attempts to introduce some kind of mechanical traction on the tram did not stop. In the United States, cable traction was very popular, which has survived to this day in San Francisco as a tourist attraction.
In 1881, the first passenger electric tram line between Berlin and Lichterfeld was launched, which was built by the Siemens electrical company.
In 1885, the electric tram appeared in the United States.
The electric tram turned out to be a profitable business, its rapid spread around the world began. This was also facilitated by the creation of practical current collection systems (Spraig rod current collector and Siemens yoke current collector).
Trams in the Russian Empire!
Moscow horse. Late 19th early 20th century.
Samara horse. Cathedral street. Late 19th early 20th century.
Electric tram in Russian Empire!
On May 2, 1892, the first route with an electric tram began to operate in Kyiv, it was the first in the Russian Empire.
The first electric tram in Kyiv and in the Russian Empire.
In 1896, an electric tram was launched in Nizhny Novgorod, in Yekaterinoslav in 1897, in Vitebsk, Kursk, Sevastopol and Orel in 1898, in Kremenchug, Moscow, Kazan, Zhitomir, Liepaja in 1899, Yaroslavl in 1900, and in Odessa and in St. Petersburg - in 1907 (except for the tram, which worked in the winter on the ice of the Neva since 1894).
The development of tram transport!
In the 20th century, the electric tram developed rapidly, displacing the horse-tram and the few remaining omnibuses from the cities.
Along with the electric tram, in some cases, pneumatic, gasoline-powered and diesel were used. Trams were also used on local suburban or intercity lines. Often, urban railways were also used for the transport of goods (including in wagons supplied directly from the railway).
After a pause caused by the war and political changes in Europe, the tram continued to develop, but at a slower pace. Now he has strong competitors - a car and, in particular, a bus. Cars became more and more popular and affordable, and buses became more and more fast and comfortable, as well as economical due to the use of the Diesel engine. In the same period of time, a trolleybus appeared.
In the increased traffic, the classic tram, on the one hand, began to experience interference from vehicles, and on the other hand, it itself created significant inconvenience. Incomes of the tram companies began to fall. In response, in 1929, in the United States, the presidents of streetcar companies held a conference at which they decided to produce a series of unified, significantly improved cars, which received the name PCC. These cars, which first saw the light in 1934, set a new bar in the technical equipment, convenience and appearance of the tram, influencing the entire history of the development of the tram for many years to come.
The photo shows a tram car of the RCC type. USA. 1934.
The photo shows passengers in a RSS carriage. USA. 1934.
Despite such progress of the American streetcar, in many developed countries the view of the streetcar has been established as a backward, inconvenient mode of transport that does not befit a modern city. Tram systems began to be phased out. In Paris, the last city tram line was closed in 1937. In London, the tram existed until 1952, the reason for the delay in its liquidation was the war. Tram networks in many other large cities of the world were also liquidated and reduced. The tram was often replaced by a trolleybus, but trolleybus lines were also soon closed in many places, unable to compete with other road transport.
Trams in the USSR!
In the pre-war USSR, the tram was also viewed as a backward transport, but the inaccessibility of cars for ordinary citizens made the tram more competitive with a relatively weak street flow. In addition, even in Moscow, the first metro lines opened only in 1935, and its network was still small and uneven across the city, the production of buses and trolleybuses also remained relatively small, so until the 1950s there were practically no alternatives to the tram for passenger transportation.
In 1935-1936, the SVARZ Sokolniki Car Repair Plant in Moscow began production of new domestic experimental cars that were no different from the American RCC cars. Based on the results of trial operation, a decision was made to start mass production of new cars.
Serial production was started at the Mytishchi Carriage Works. The name M-38 for serial cars meant "Motor 38 years".
The photo shows the M-38 tram car. Moscow. 1938.
A serious factor in the preservation of the key role of the tram in urban passenger transportation in the USSR was the high availability of track material (thanks to the developed metallurgical industry) in combination with the low pace of road construction. Where the tram was removed from the central streets and avenues, its lines were necessarily transferred to neighboring parallel less busy streets and lanes. Until the 1960s, the transportation of goods along tram lines also remained significant, but trams played an especially large role during the Great Patriotic War in besieged Moscow and besieged Leningrad.
Tram after World War II!
After the Second World War, the process of eliminating the tram in many countries continued. Many lines damaged by the war were not even restored.
However, the tram continued to feel relatively good in Germany, Belgium, the Netherlands, Switzerland and the countries of the socialist camp.
In Germany, Belgium, the Netherlands, mixed-type systems that combine the features of a tram and a metro (metrotrams, premetro, etc.) are widely used. However, in these countries, tram lines and even entire networks were not without closures.
Already in the 1970s, the world understood that mass motorization brings its own problems - smog, congestion, noise, lack of space. The extensive way of solving these problems required large investments and had little return. Gradually, transport policy began to be revised in favor of public transport.
By that time, new solutions in the field of organizing tram traffic and technical solutions had already appeared that made the tram a completely competitive type of public passenger transport. The revival of the tram began.
The first new tram systems were opened in Canada: in 1978 in Edmonton and in 1981 in Calgary.
In the 1990s, the process of reviving the tram in the world gained full strength. The tram systems of Paris and London, as well as other most developed cities in the world, have reopened.
The photo shows a tram car of the RCC type. Ghent (Belgium), 2004.
Modern trams of Russia!
In Russia, tram transport is treated quite carefully, trying to make the most of the advantages of tram transport.
In almost all cities where tram routes were arranged, trams continue to operate and carry out passenger transportation.
On the photo of the Moscow tram!
Advantages and disadvantages of the tram!
Tram benefits.
An important advantage of the tram is its high carrying capacity. A tram provides more carrying capacity than a bus or trolleybus.
This is realized due to the capacity of tram cars and the ability to couple them into trains.
The capacity of tram cars is generally higher than that of buses and trolleybuses.
The ability to couple wagons into trains contributes to an increase in the efficiency of the use of urban areas. The number of cars in a train is limited only by the construction parameters of the line, which allows tram trains to reach a length comparable to the length of metro trains (for example, in Hannover - 90 m). Most often, however, tram trains of two or three cars are operated.
The cost of tram transportation is low, which is ensured by the use of cheap electric traction for tram traffic, and the long service life (compared to buses and trolleybuses) of tram cars.
The initial costs of setting up a tram system are lower than those required to build a subway or monorail system, since there is no need to completely separate the lines from the road systems.
Possibility of realizing a speed of communication comparable to that realized on railways and subways. The condition is, as a rule, the separation of the tram track from the trackless vehicles. As a result of isolation, the reliability of the message also increases.
Trams, like other electric vehicles, do not pollute the air with combustion products.
High safety of transportation, which is ensured by the large mass of tram cars (compared to buses and trolleybuses) and the isolation of tram traffic from street traffic (when using an independent or separate track). When trams are involved in traffic accidents, tram cars can absorb more shock load compared to trackless vehicles, so tram passengers are safer.
Potentially small minimum interval (in an isolated system) of movement. On the tram, it is possible to use the interval systems used on the railway and the subway. This circumstance also makes it possible to increase the throughput and carrying capacity of tram routes.
A tram is the only type of surface urban transport that can be of variable length due to the coupling of wagons (sections) into trains during rush hour and uncoupling at other times (in the subway, the main factor is the length of the platform).
The tram can use the railway infrastructure in its routes.
Thanks to the electric drive and relatively small wheels, in small trams that do not use massive twin carriage bogies, it is easier than in buses and trolleybuses to equip a low-floor structure that is convenient for boarding the disabled, the elderly and passengers with children.
Disadvantages of the tram
The construction of a tram line in the conditions of an already existing road network is much more expensive than the construction of a trolleybus, and even more so a bus one.
Tram rails are dangerous for cyclists and motorcyclists who try to cross them at a sharp angle.
An improperly parked car or a road traffic accident on the track can stop traffic on a large section of the tram line.
The tram network is characterized by relatively low flexibility (which can be compensated by the branching of the network). On the contrary, the bus network is very easy to change if necessary (for example, in the case of street repairs), and when using duobuses or trolleybuses with autonomous running systems, the trolleybus network becomes very flexible.
Laying tram lines within the city requires skillful placement of tracks and complicates the organization of traffic. With poor design, the allocation of valuable urban land for tram traffic may not be justified.
Ground tremors caused by trams can cause sound disturbance to residents of nearby buildings, and even cause damage to their foundations. With improved path laying technology, vibrations can be minimized (often completely eliminated).
Trams and passengers!
A tram, for many people, is a favorite mode of transport, and a modern tram is also a comfortable type of passenger transport!
Trams! A tram is a type of rail transport!
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