Trams! A tram is a type of rail transport! Tram: detailed description.

Page 1

In a modern city with a high population density, the problem of transportation is very acute: private road transport does not justify itself due to the large number of "traffic jams" on the roads (average travel speed is 20-24 km/h) and high fuel prices. The way out of this situation may be the use of a bicycle, however, this type of transport is not available to all residents of the city. Then public transport comes to the rescue, especially its types such as trams, trolleybuses, and the subway. The tram, first of all, is economical, safe and environmentally friendly. At the same time, it can be quite comfortable, which is what we have to prove in our work, but first we will consider the fundamental features of the structure of trams and their world analogues.

Tram (from the English tram (wagon, trolley) and way (way) - the name of coal cars in the UK) as a type public transport was developed and put into operation at the beginning of the 19th century. At the beginning, it was a horse-drawn rail transport, and then - on steam, gasoline and electric traction. After the Second World War, there was a significant rise in demand for trams as a convenient, efficient and environmentally friendly form of urban transport. Just as at one time rail transport became the engine of the industrial revolution, so rail transport in the 21st century is used in different countries as a key innovation to solve the transport and environmental problems of the city.

The main advantages of the tram include:

environmental friendliness - the environment is not polluted by exhaust gases and fuel combustion products;

lack of noise while maintaining the tracks in proper condition;

cost-effectiveness: a railway track is cheaper than an asphalt one;

traffic safety: it is always clear to other road users where exactly the tram will go, predictability is a safety factor;

transportation efficiency: the presence of a dedicated track allows rail transport to avoid traffic jams created by non-rail wheeled transport (non-compliance with traffic rules is not taken into account);

aesthetics: the image of the tram is historically positive, the tram is not a high-speed transport, so its shape is not dictated by aerodynamics and, as a result, it does not look aggressive in the architectural environment;

speed of transportation: the electric motor provides smooth traction at any speed, which allows the tram to accelerate faster than buses and provides a more significant average speed;

capacity: being a train, a tram can increase its passenger capacity during peak hours with the help of trailer cars (without the need for a second driver);

rationalization of the urban environment and transport network: tram tracks take up less space than the road, they do not need roadsides. Usually a tram has a width of 2.5m plus mirrors;

comfort: if the tracks are in proper condition, the tram provides more comfort, due to the smoothness of movement that the bus cannot (large mass and lack of a gearbox), periods of oscillation in the movement of rail transport allow passengers to read, while in buses many feel physical discomfort;

lack of complex expensive infrastructure: tram stops do not require equipment (unlike the subway or monorail), they can be arbitrarily rare or frequent;

operational safety: a tram will never shock a passenger, unlike a trolley bus, because the current flows through the rail.

Among the shortcomings of the tram, it should be noted:

the need for increased control: sometimes the isolation of the path and the inevitability of the route can become a problem, it is necessary to ensure that the paths are always free;

maintenance of tram cars: the motor car itself more expensive than a bus, it requires a special infrastructure (an asphalt road is more versatile than a railway one, although it is more expensive), including the guidance of overhead electrical routes;

pinion shaft
Cylindrical and bevel gears with and > 3.15 are performed integral with the shaft, and with and< 2,8 они могут быть насадными, если это конструктивно необходимо. Однако стоимость производства при раздельном исполнении вала и шестерни увеличивается вследствие увеличения числа посадочных поверхностей и не...

Documentary study
The main feature of this method is the study of the material in the office, so this method is sometimes called cameral. Documentary study can be carried out both on the basis of specially collected data, and by processing existing and intended for other purposes materials. Yes, until...

Calculation of labor costs in the designed department
Works in the designed department are referred to as works according to TR. Then, to determine the labor costs in the designed department Totd, man-hour, we use the formula: Totd = Ttr b / 100, (2.9) where b is the percentage of the type of work in the total amount of labor costs. The department performs machine work, which is 24 ...

Send your good work in the knowledge base is simple. Use the form below

Good work to site">

Students, graduate students, young scientists who use the knowledge base in their studies and work will be very grateful to you.

Posted on http://www.allbest.ru/

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 usual 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.

· Max 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 alternating current for railways) and railway automatic 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 a surface tram usually involves the reconstruction of streets and intersections, which increases the price and leads to a deterioration in road 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 track (grinding to eliminate wave-like wear) and rolling stock (turning wheelsets). 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, Kyiv acquired the first electric tram in the Russian Empire, and soon other Russian cities followed the example of Kyiv: in Nizhny Novgorod the tram appeared in 1896, in Yekaterinoslav (now Dnepropetrovsk, Ukraine) in 1897, in Vitebsk, Kursk and Orel in 1898, in Kremenchug, Moscow, Kazan, Zhytomyr 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).

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. First seen in 1934, these wagons set a new benchmark in technical equipment, convenience and appearance of the tram, having influenced 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 liquidated and reduced in many major cities peace. 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 backdrop of growing technical level 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. The first three countries received widespread mixed-type systems that combine the features of a tram and metro (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 which 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

http://ru.wikipedia.org/wiki/%D0%A4%D0%B0%D0%B9%D0%BB:%D0%9F%D0%A2%D0%9E_%D0%BD%D0%B0_% D0%BC%D0%BE%D1%81%D0%BA%D0%BE%D0%B2%D1%81%D0%BA%D0%BE%D0%BC_%D0%B2_%D0%A2%D1% 83%D0%BB%D0%B5.jpg

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.

The stops on the combined track can also be equipped with elevated carriageway and, perhaps, fenced areas - refugs. In Russia, refuges are rarely used, most often stops are not physically distinguished, passengers wait for the tram on the sidewalk and, when entering / exiting the tram, cross carriageway(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 commuter 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 street traffic is only allowed 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 the tram different conditions both conventional rails of an electrically railway type can be used, as well as special tram rails (grooved), with a groove and a sponge, which allow the rail to be sunk into the pavement. 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 rules. 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 are used to transfer wagons from platforms to rails. various options house posts. 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 pavement) to the loading height of the platform (in this case, the rails on the platform are aligned with 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 development of the electric tram, electric networks common use did not yet have sufficient development, so almost every new tram economy included its own central power plant. Now trams receive electricity from electric networks general purpose. Since the tram is powered by direct current, it is relatively high voltage, 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 in North America and Australia - barbells (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 systems powered by a contact rail (pairs of contact rails) have not been preserved anywhere, to similar systems and are showing interest. So, during the construction of a tram in Bordeaux (opened in 2003), a modern, safe option systems. 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 is energized, above which in this moment tram passes. 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; passenger cars in order to reduce noise during movement, they 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 ( asynchronous motors alternating current do not have quick-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 is used (mechanical gearbox and cardan shaft). 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 to electrical circuits rotor and windings of TD.

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 the 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 RKSU is a larger coefficient useful action, since it minimizes heat losses in the starting resistances of the power circuit, but this control system provides braking, as a rule, only electrodynamic.

· Electronic control system (transistor control system) for asynchronous TED. One of the most economical in terms of energy 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 a risk of impact software errors on the functioning of the entire system.

· On tram cars x compressors of piston type are usually installed. 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, two-axle trams were replaced by new type 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.

Similar Documents

Characteristics of the activities of the municipal unitary enterprise "Gorelectrotrans". Tram route map. Transport network design, characteristics of the rolling stock. Tram timetable. Dispatch management of transportation.

thesis, added 11/25/2013


The development of tram transport in Russia. Geography of location of tram production. Problems of tram transport and ways to solve them. Development of tram transport in the city of Salavat. The contradiction between the importance of transport and the level of its development.

term paper, added 08/04/2010


Urban transport. Equestrian transport: cab drivers, carriages. Transport on mechanical draft - steam engines. Electric transport: tram, trolleybus. Road transport: bus, taxi. Underground transport - subway. The value of transport.

abstract, added 02/24/2008


The history of the tram as a form of public transport. Appearance of the tram in terms of design. Design and material and technical solution of the route and pleasure tram. An artistic conception of a tram as a dynamic element of the urban environment.

term paper, added 06/27/2012


The city railway, the wagons of which were driven by horses. Opening of the first electric tram in Samara. Sutkevich Pavel Antonovich - the creator of the Samara tram. Advantages of the tram over other types of public transport.

abstract, added 11/23/2014


Acquaintance with the concept of urban transport; its development abroad. Subway, tram, trolley bus, bus, taxi as the main types of passenger transport. Search for better solutions in terms of traffic organization. Examples of problem solving.

test, added 05/09/2014


Performing calculations to assess the parameters of a transport network located on the territory of a region or state. Criteria for the integration of the mode of transport in the transport network of the region. Freight and passenger transportation. Assessment of the degree of use of transport.

term paper, added 11/05/2012


Freight transport: mixed and intermodal types. Basic principles of functioning of the intermodal system. Distribution between modes of transport. Cargo flows and their characteristics. Quality transport service fleet cargo owners.

abstract, added 11/30/2010


Characteristics of the transported cargo. Ways of loading and unloading. The choice of rolling stock for the carriage of goods. Drawing up contracts for the carriage of goods on all routes. Accounting for the working hours of drivers. Drawing up a schedule for the movement of vehicles.

term paper, added 12/19/2015


The invention of the steam engine and how it works. Construction of a rail track in 1775 for transporting rock in the mines of Altai. Creation of the first rail steam locomotive by Richard Trevithick. The advantages of the railway over other modes of transport.

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 railway 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 work on 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 interior cabin 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 tram cars still in use in normal operation- Cars No. 1 and 2 of the Isle of Man tram (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.

Wrote on December 4th, 2013

Production report from one of the oldest tram depots in Moscow, in 2012 it will turn 100 years old! During this time, all types of trams that have ever been operated in Moscow passed through the gates of the depot.

The tram is historically the second type of urban passenger transport in Moscow, the successor to the horse-drawn tram. In 1940, the share of the tram in the transportation of passengers in the city reached 70%, and according to data for 2007, only about 5%, although in some outlying areas (for example, in Metrogorodok) it is the main passenger transport, allowing you to quickly get to the metro. The highest density of tram lines in the city is located east of the center, in the area of ​​the Yauza River.

1.
Now there are 178 trams in the depot named after Rusakov, which include linear rolling stock (passenger trams), as well as snow plows, gutters, rail grinders, track meters and watering cars. The depot serves nine routes: 2, 13, 29, 32, 34, 36, 37, 46 and the 4th right ring.

2.
The left route of the four serves the Bauman depot.

3.
There is such a thing as "opening the route." Early in the morning, the first tram leaves the depot and travels without stops (with a zero flight) to its final destination, from where it opens the route at about 4:30. In the event of a breakdown of the first tram, there is always a spare at the ready in order to be sure to open the route at the set time. Trams stop working at about one in the morning. On weekdays, up to 120 trams leave the city from the depot named after Rusakov, and about 100 on weekends.

4.
For a full day on the tram, two drivers work out a shift, and the car itself runs an average of 250 kilometers. The maximum can reach 400 kilometers.

Each driver has a set of documents:
- an in-flight maintenance logbook, in which requests from the driver for repairs and marks of specialists on the work performed are entered
- waybill, which marks the arrival of the tram at the final points and the time of departure and arrival at the depot
- driver's license (license)
- insurance policy
- time schedule of arrival at each stop. Anyone who often travels by tram from the final stops should have noticed that the trams do have a certain timetable. Of course, Moscow traffic, traffic jams, as well as increased passenger loading time due to validators, do not always allow us to strictly follow the set schedule.

5.
The total mileage of the tram for the entire period of operation can reach up to 750,000 kilometers. Some trams serve for 15 years or more (especially in the regions).

6.
For the long-term service of the tram, its scheduled preventive maintenance is carried out. repair shop and Maintenance rolling stock includes 32 inspection "ditches". On them
every day they drive 20 wagons to TO-1 and spend all night necessary work. There are up to 10 trams on TO-2 daily, where more complex work is being carried out with the dismantling of all equipment, such repairs have already taken several days.

7.
TO-1 each car passes once a week, TO-2 - once a month.

8.
A typical tram weighs about 20 tons.

9.
Every 60 thousand kilometers, a scheduled “medium” repair is carried out, where the tram is almost completely disassembled, all components and assemblies are checked. After four such major repairs (approximately 240 thousand kilometers), the car is sent to the tram plant for a major overhaul.

10.
An important element of the tram is a wheeled bogie. It contains motors, gearboxes and braking devices. All cars are equipped with four 50-kilowatt engines, one for each axle.

11.
Motor shop, where diagnostics and repair of electric motors are carried out. Ecological transport costs the city an average of 1.7 MWh per month in summer, and up to 2.4 MWh per month in winter (data from 2008 based on the Rusakov depot).

12.
To move heavy assemblies and parts, crane beams are used.

13.
Several gearboxes.

14.
The trolley is equipped with three types of brakes:
. electrodynamic (traction motors in generator mode, returning part of the energy back to the network)
. drum-shoe with spring-electromagnetic drive (similar to a car brake)
. rail electromagnetic (emergency braking)

For service braking, an electrodynamic brake is used, which reduces the speed of the car to almost zero. Braking to a complete stop is performed drum brake. For emergency braking, a magnetic rail brake is used, where the block is magnetized to the rail, and the pressing force can be several times greater than the weight of the tram.

15.
The driver's cab of the tram 71-608. Such trams are now the majority on Moscow streets.

16.
Gradually, old trams are replacing new models - 71-619 with an improved control panel, a troubleshooting system and sliding doors.

17.
In 2009, the depot received 29 new cars. Each such tram costs about 10 million rubles, and overhaul at the plant costs 300 thousand rubles.

18.
A lot of money is also spent on repairing trams after cases of vandalism. For example, the rear window of such a tram will cost the depot 60 thousand rubles.

19.
Most often, trams are used in single mode, less often - as part of a train of two cars. And in the old days on the street you could see three trams in a coupler.

20.
If an accident occurs, a commission is going to decide what to do with the tram - repair it yourself at the depot (if the frame is not damaged), send it to the factory or write it off.

21.
The old tram, which is already too expensive to repair, can also be written off.

22.
The car is dismantled for spare parts, and the remaining body is sawn up and sent to scrap metal.

23.
Snow plow.

24.

25.
Trench cleaner based on the Czech tram Tatra T3.

26.
A trough cleaning cart is attached to it.

27.
Rail grinder based on the KTM-5 tram.

28.

29.
Rusakov Depot was one of the first to put into operation a mechanized washing machine for rolling stock. Especially for our visit, a rare tram RVZ-6 of the Riga Carriage Works is washed for us.

30.
For a huge number of cities, this car has become the main tram model.

31.
This copy went to the depot in a terrible state, rusty and covered with moss. It was restored, and now it occupies a worthy place in the metropolitan collection of trams.

32.
In Moscow, such trams were operated from 1960 to 1966.

33.
In Kolomna, dozens of RVZs took to the streets every day until 2002!

34.

35.

36.
View towards the depot and the track fan.

Many thanks to all the staff of the depot named after Rusakov, who participated in organizing the shooting and helped in writing the texts! We also used materials from the sites wikipedia.org and tram.ruz.net in the description

Taken from chistoprudov at the Rusakov Tram Depot.

If you have a production or service that you want to tell our readers about, write to me - Aslan ( [email protected] ) Lera Volkova ( [email protected] ) and Sasha Kuksa ( [email protected] ) and we will make the best report, which will be seen not only by readers of the community, but also by the site http://bigpicture.ru/ and http://ikaketosdelano.ru

Subscribe also to our groups in facebook, vkontakte,classmates and in google+plus, where the most interesting things from the community will be posted, plus materials that are not here and a video about how things work in our world.

Click on the icon and subscribe!

The average weight of a tram car is 18 tons.

A tram is a special type of ground public transport designed for intracity transportation. The tram engine is powered through a contact wire, through which a direct electric current is supplied. On appearance the tram car looks quite impressive - a huge "colossus" smoothly drives up to the stop, opening the doors with noise to receive the next "portion" of passengers. But how much does the tram weigh? Undoubtedly, every tram “user” asked such a question at least once. Therefore, our topic today is about trams and their weight categories. So let's go!

The origin of the tram: a bit of history

The average weight of a tram car is 18 tons.

According to the version, the name "tram" comes from the English "tram" - wagon and "way", which means the way. This word was called trolleys for transporting coal in English mines. The first trams replaced the omnibuses at the beginning of the 19th century and also "worked" on horse-drawn vehicles. However, unlike these multi-seat carriages, the trams moved more smoothly - due to the rails that indicated the direction of their movement. So the trams were "not afraid" of the unevenness of the pavement.

In 1881, the world saw the first electric tram - it was built by a German company engaged in the production of electrical equipment, household appliances and rail transport. The prototype of a modern electric transport inaugurated the tram service between Berlin and Lichterfeld. The heyday of trams is considered to be the time interval between world wars, up to the beginning of the Great Patriotic War.

But in the post-war period, the popularity of the tram began to decline. However, in the 70s of the XX century, after certain technological “know-how”, this type of rail transport gained a “second life”.

The total mass of the tram depends on its model - all "weight categories" are presented in descending order in the following table.

Tram brand	Weight, t
LAN-89	40
LAN-93	40
LAN-86	29,5
LT-10	23
KTM-8	21
KTM-19K	20
Tatra T7B5	20
SPEKTR-1	19,5
LM-68M	19
KTM-5M3	18,9
K1	18,6
Tatra T6B5	18,4
RVZ-6	18,4
MTV-82A	18,35
Tatra T-3	17,3
RVZ-6M2	16,5

From the data in the table it can be seen that the average weight of a tram is approximately 18 tons, and the LAN models have the largest mass. These are experimental eight-axle articulated tram cars produced by the St. Petersburg Tram Mechanical Plant in the period 1989-93. These models were produced in only a few copies, and LVS-89 - generally in a single one. By the way, this 1989 tram was listed in the Guinness Book of Records as the longest car.

The RVZ-6M2 tram is the "lightest" of the above samples and weighs approximately 16.5 tons. This single-sided motorized four-axle high-floor car was first produced at the Riga Carriage Works in 1960.

However, we only compared empty wagons, excluding passengers. Of course, the weight of a loaded tram will be much greater than that of an empty one. For example, one route "filled" tram weighs about 27 - 30 tons, and the mass of a coupler of two cars is about 60 tons.

What weighs more - a tram or a T-34 tank?

If the average weight of the T-34 tank is approximately 15 tons, then the weight of the tram is any Soviet modification there will be more. Although modern Russian tram models in terms of weight categories may lose to earlier models. Yes, and the T-34 models are different - for example, the tank produced in 1940 had a combat weight of 25.6 - 32 tons. Therefore, the answer to this question is not entirely unambiguous.

• In San Francisco, cable cars were extremely popular, the engines of which were located outside the cars, and the drive was carried out through a cable. The car was attached to the cable with a special grip, which was unhooked to make stops. True, the speed of such a technique was not possible to regulate.
• Today, on the Isle of Man, you can easily ride on the oldest tram from 1893. Two "rare" tram cars still carry passengers on the country line 28.5 km long.
• Would you like to ride the tram? Belgium has the longest non-stop route, the Coast Tram, which is 67 km long. This route has as many as 60 stops!
• The appearance of the first electric tram in Tsarist Russia dates back to 1892.
• In Russia, the length of the longest tram network is about 500 km, and the length of its longest route is 20 km.
• In Astrakhan, tram traffic was organized in 1900 - even earlier than rail traffic.

So now we know how much the tram weighs different modifications, as well as many interesting facts about this type of electric transport.