1. This model consists of three wagons with six entrance doors. There is an air conditioning system.
3.
For Internet dependents, USB charging ports were created, with a nominal value of 1 and 2.1 amperes. Located in the wall under the feet. Wi-Fi is also present. 
4.
Wise and right decision. 
5.
Scary stories with emoticons and a sad suitcase with a warning. 
6.
In the middle of the two seats, there is a mini-tram control unit hidden, like cycling backwards. Such trams have existed for a long time in Germany and are very popular among tram drivers. 
7.
The salon is designed for more than 265 people, seated - 60. There is a special place for prams and people with limited mobility. The built-in TV with programs from "Transport TV" tells news and novelties on Moscow transports. Also, shows the route of the tram from stop A to stop B with distance. And the speed of the tram is indicated. 
8.
Under the seats, such a nice backlight is made, one blue, the other green. 
9.
They even installed stop valves. 
10.
Take care of emergency hammers. Now they won't steal it. 
11.
Familiar door opening system. So far, they are controlled directly by the tram driver. And a little later they will move on to passengers. 
12.
The muzzle of the tram is more reminiscent of the geometry of the "ant" and elongated rear-view mirrors. 
13.
Looks like a competitor has arrived. 
14.
The owner of the model is PK - Transport Systems LLC, and the manufacturer is TVZ - Tver Carriage Works. 
15. The tram was first presented at the Moscow ExpoCityTrans exhibition in 2016. Learn more about this model
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
- a waybill, which indicates 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. The workshop for repair and maintenance of rolling stock includes 32 inspection "ditches". On them
daily they drive 20 wagons to TO-1 and carry out all the necessary work overnight. 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. Retarding to a complete stop is performed by a 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.
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Some people don't know or don't want to believe that the tram is the world's best form of public transport. "Trams are noisy, slow, and don't know how to avoid traffic jams!" they say. Such people can be given a lot of arguments about the fact that modern tram systems have solved all these problems, talk about the advantages of modern rail transport, that the tram is cute and beautiful. Or you can just show them a tram in the Spanish city of Bilbao, and then all their doubts will immediately disappear.
I have seen many different trams in the world, but I have never seen such a beautiful one anywhere!
The Bilbao tram was launched in 2002 as an alternative to the city's metro. The authorities wanted to give tourists the opportunity to look at the city from the window while they get between the most famous sights. But the locals also love their tram, and often prefer to use it to travel from one part of the city to another. Well, how can you not love him?!
Now one branch, consisting of 12 stops, is working. It is planned to expand the system - the line is continued, two additional stops are already being built.
The fare costs €1.15, which is quite inexpensive by European standards.
But these are dry facts, which in no way reflect the beauty of the Bilbao tram! His main advantage is in what he walks on.
See? This is a clearing with the greenest soft grass and daisies. Not in every park you will find such beauty.
And in Bilbao, a tram runs along this beauty, and at the same time not a single blade of grass is crumpled!
This is one of the main advantages of a properly made tram system - the ability to lay rails in green areas, right on the grass! Look how beautiful!
The green tram fits very harmoniously into this green environment. These colors are pleasing to the eye. The rails meander along a row of beautiful trees. In Bilbao, a narrow gauge system is used, the gauge here is 1000 mm.
The rails run along the river. The green strip along which they walk complements the beautiful public area of the waterfront. There are comfortable benches, shady trees, a lawn with daisies and a tram, a bike path, a sidewalk, and only then - parked cars and the roadway.
Yes, the tram is closer to the water than the bike path! That's right, let the tram passengers look out the window and admire the water.
Platforms are protected from rain and sun by a canopy. There are ticket machines here, and monitors showing how long to wait for the next tram. The platforms are low to make it easier to drive in with a stroller or wheelchair (of course they are equipped with ramps.)
Trams run quite often, every five minutes. Many local residents have travel cards, others buy tickets right on the spot.
Tram cars are low-floor, from a low platform the stroller easily rolls inside. One of the main advantages of rail transport is the ability to always accurately approach the platform without unnecessary maneuvers.
And here is what the interior looks like. (I advise you to watch this video without sound, there is only noise, and nothing useful.)
The trams run very quietly, they don't rattle like the Moscow tram of my childhood. No other form of transport can so neatly slide over a clearing of daisies without causing them any harm. This is its main advantage! And since there is no other transport here, you don’t need to go around anything.
To cross the rails, a special path paved with tiles was made. A little further you can see the next one - several tens of meters between them.
Where there is no place to make a separate green zone, the tram gets a dedicated lane, for example, as on this bridge over the Nervion River, where the roadway is asphalted, and it was decided to lay the tram rails on beautiful paving stones.
The tram also runs along the banks of the Nervion from the old town, where its modern carriages look great against the backdrop of beautiful old buildings. Tram operating hours are from 6 am to 11:30 pm.
All trains consist of three sections, 25 meters in length. The capacity of the tram is 192 seats, of which 50 are seated. These wagons are manufactured by CAF, which is located right here in the Basque Country.
One small downside of trams in Bilbao is that they are often covered in advertisements that don't always fit the tram itself and the beautiful places it goes through.
The Bilbao tram line is a great example of how beautiful and convenient public transport can be if you approach the issue wisely. Of course, it is not easy to do as well as in Bilbao - there are even the Japanese who are obsessed with rail transport when it comes to trams.
But the Bilbao tram is the standard of what a tram can and should be. If someone ever tells you that the tram is a transport of the past, which has no place in modern cities, feel free to show him this post.
Whoever says that the Bilbao tram is not the most beautiful in the world can safely throw a comment at me!
It's hard to believe, but!
Text: Max Novikov
Photo: Max Novikov
On October 29, the ExpoCityTrans exhibition opened in Moscow. One of its most striking exhibits was the innovative tram R1 (Russia One). The futuristic vehicle, the design of which has been actively discussed on social networks in recent months, is the development of a subsidiary of UralVagonZavod (UVZ). The well-known designer Alexei Maslov is responsible for her appearance. The concept of the tram was presented to the public in the capital for the first time - before that, R1 was shown only in Yekaterinburg. The best shots of "iPhone on rails" are in our gallery.
R1 tram cab
Cabin R1 of all the details of the tram so far causes the most heated debate among designers. For example, Artemy Lebedev, criticizing the development of UVZ, called it "a killer tram, a meat grinder tram." “It is categorically impossible to make a form with such an inclination of the cockpit and a raised nose. Even a passer-by who is accidentally hit will be automatically sent under the wheels,” the designer explained in a business lynch on the website of his studio. His opponents retorted: to ensure safety, a convenient angle of inclination of the side window is more important, thanks to which the driver will get a better view and be able to minimize the risks of accidents.
Inside the cabin of tram R1
The tram driver, in addition to a better viewing angle, will have at his disposal an innovative dashboard and navigation systems GLONASS and GPS.
Tram car R1
Tram manufacturers emphasize its Russian origin in every sense: almost 80% of the components are domestic, the rest of the materials and parts are supplied by UVZ contractors from Germany and Austria.
Inside the car of tram R1
The tram cars will be equipped with Wi-Fi, so that passengers can always use the Internet while traveling.
R1 tram car doors
According to preliminary calculations by manufacturers, the capacity of the tram will exceed 300 people - inside R1 there will be up to 270 standing and up to 50 seats.
Tram R1
The cost of production of one vehicle will be, according to preliminary data, from 40 million to 50 million rubles.
Inside the car of tram R1
It is expected that the tram will "debut" in 2018 on the streets of cities hosting matches of the World Cup.
HISTORY OF ELECTRIC TRAMSFIRST TRAMS
Alexander Descent in Kyiv
FIRST ELECTRIC TRAMS
This happened in Kyiv on the former Alexander Descent (now - Vladimir Descent). Interestingly, the tram in Kyiv was laid almost 20 years earlier than in Moscow and St. Petersburg. Until that moment, there were trams in tsarist Russia, but they were “moved” not by electricity, but by horses. Although also on rails.
In general, iron rails at that time were laid in many cities of the world, a horse-drawn rail tram was widespread, there were also attempts to build steam-powered civil transport, but due to discomfort and an abundance of smoke, this idea was discarded in favor of electricity. The world's first electric tram passed in Berlin in the early 1880s, the builder was the Siemens company - its trademark is still well known.
The Russian Empire followed the example of the Germans, and soon the German Pullman plant produced the first Russian electric tram.
Civil transport in Kyiv, as in most European cities, began with a horse-drawn tram on rails, the routes of which connected the current Lybidska metro area with Khreshchatyk and stretched further to Podil.
Established in 1891, the city railway society, with the support of the city authorities, decided to use electric traction on the section of Aleksandrovsky Descent. Considering that there is a very sharp slope of the mountain, there were no other options: the horses could not cope and steam traction was out of the question. It is the complex nature of the relief of Kyiv that led to the need for a more powerful and safe urban transport on electric traction.
From the very moment of its inception, the Kiev electric tram was a curiosity and one of the sights of the city. Most of the visitors and guests tried to ride the tram several times, but as a commercial enterprise, the tram turned out to be extremely profitable and paid back all investments during the first year of its existence.
The rapid development of the tram in Kyiv led to the fact that at the beginning of 1913 there were already more than twenty permanent tram routes in the city. At that time, the entire tram transport was taken over by one Belgian company, which saw it only as a source of profit and did nothing for development. In this regard, the city authorities in 1915 declared their right to buy out the enterprise, after which bidding began: the Belgians overestimated the price, the city council underestimated it. Numerous commissions and courts put off the deal, and then came 1917, revolution and civil war.
The Belgians were left with nothing, and the tram service was restored only in 1922, and before the Great Patriotic War, the tram was the main type of civil transport in Kyiv. After the war and the restoration of the city, the value of the tram slowly but steadily fell. More comfortable trolleybuses, buses and metro appeared.
The Kiev tram functioned even under the Germans - both in 1918 and in 1941-43.
Currently, the Kiev tram has lost its former importance, a planned dismantling of most lines is underway, as a result of which only a few routes that are most in demand by passengers will remain: the line to Pushcha - Voditsa, the high-speed line to Borshchagovka.
Today, a tourist tram route operates in Kyiv - along the embankment, Podil in a restored tram car - an original and popular type of excursion.
In 1992, a monument to the first tram was erected on the Postal Square in Kyiv, but on November 25, 2012 it was liquidated due to the construction of a new transport interchange.
HISTORY OF MOSCOW TRAMS
square of the Brest railway station in Moscow
On March 25, according to the old style, from the Brest, now Belorussky station in the direction of the Butyrsky station, now called Savyolovsky, a tram car ordered in Germany from Siemens and Halske went on its first passenger flight
Tram near Butyrskaya Zastava. 1900
The year of the appearance of public passenger transport in Moscow should be considered 1847, when the movement of ten-seater summer and winter crews was opened along 4 radial lines and one diametrical one. From Red Square it became possible to travel on carriages to the Smolensky market, Pokrovsky (now Elektrozavodsky) bridge. Rogozhskaya and Krestovsky outposts. It was possible to travel along the diametrical line in carriages from the Kaluga Gates through the city center to the Tverskaya Zastava.
Crews plying in predetermined directions, Muscovites colloquially began to call rulers. By this time, the city already had about 337 thousand inhabitants and there was a need to organize public transport. The Moscow Lines Society, founded in 1850, began to solve the problem of passenger service in a more qualified way. The line accommodated 10-14 people, there were 4-5 benches. They were wider than ordinary cabs, had a roof from the rain, and were usually carried by 3-4 horses.
Konka on Serpukhovskaya Square
The first passenger line of the horse tram was opened on June 25 (July 7), 1872. It connected the city center (today’s Revolution Square) through Trubnaya and Strastnaya Squares with Smolensky (now Belorussky) Station Square and was intended to serve visitors to the Polytechnic Exhibition, which opened on that time in Moscow. The horse-drawn line was single-track, had a length of 4.5 km with a gauge of 1524 mm, there were 9 sidings on the line. The line operated 10 double-deck cars with imperials, where steep spiral staircases led. The Imperial did not have a canopy and the passengers, sitting on the benches, were not protected from snow and rain. Horse carriages were purchased in England, where they were produced at the Starbuck factory. A feature of this horse railway line was that it was built by military builders as a temporary one.
steamer
At the same time, a steam passenger tram line was built in Moscow from Petrovsky-Razumovsky through the park of the Petrovsky Academy to the Smolensky railway station. Both lines were supposed to cease to exist immediately after the closing of the Polytechnic Exhibition, but Muscovites liked the new public transport: it was more convenient and cheaper to travel from the center to the Smolensky railway station in a horse-drawn tram than by a cab. The first passenger tram line continued to operate after the closure of the Polytechnic Exhibition until 1874, and the steam passenger tram line survived only in the section from Smolensky Station to Petrovsky Park.
Contrary to popular belief, the launch of the tram was not a simple electrification of the horse-drawn tram that had existed in Moscow since 1872. Until 1912, the horse-drawn carriage existed parallel to the tram. The fact is that the tram brought a significant part of the proceeds to the city treasury, and the then city authorities considered the tram as a competitor to their cash cow. It was only in 1910 that the city began to buy horse-drawn railways, while maintaining the jobs of horse-drawn horsemen. The coachmen were retrained as carriage drivers, and the conductors, who did not need to be retrained, remained conductors.
Type F tram on the Garden Ring in the Red Gate area opposite Afremov's house. October 1917.
In 1918, the length of tram lines in the city was 323 km. However, this year for the Moscow tram began with the fact that the number of tram routes began to decline. Unsettled workshops, the lack of parts and spare parts, materials, the departure of part of the engineering and technical workers - all this together created an exceptionally difficult situation. The number of cars on the line in January decreased to 200 units.
The number of tram workers decreased from 16475 people in January 1917 to 7960 people in January 1919. In 1919, due to the lack of fuel in the city, passenger tram traffic was suspended from February 12 to April 16 and from November 12 to December 1. At the end of December, the tram in the city was again stopped. The workers released at the same time were sent to work on clearing tracks and roads and for procuring fuel within an eight-verst strip.
At the same time, for the first time in history, the Moscow tram began to be used for cultural, educational and promotional events. On May 1, 1919, tram trains with flying circus performances on open trailer cars ran along routes A and B, No. 4. The motor car turned into a room for a spiritual orchestra, and circus performers, acrobats, clowns, jugglers and athletes who gave performances at stops settled down on a trailed goods platform. The masses of the people enthusiastically greeted the artists.
Interior of a KM-type car - the first Soviet tram
On June 1, 1919, the Department of City Railways, by order of the Moscow Council, began to provide, at the request of institutions and organizations, a tram for excursions outside the city of workers. Since the autumn of 1919, the tram has become the main carrier of firewood, food and other goods for most city institutions. In order to ensure the new functions of the tram, access tram tracks were brought to all goods stations, wood and food warehouses in Moscow. According to the orders of enterprises and organizations, tram workers allocated up to 300 freight tram cars. In 1919, about 17 versts of new tracks were laid to solve the problems of organizing freight traffic. By the end of 1919, out of 778 motor and 362 trailer cars, 66 motor and 110 trailer tram cars were serviceable.
Tram type KM on Krasnoprudnaya street in 1970. To the right of it, the ZiU-5 trolleybus is moving in the opposite direction.
In 1920, tram travel became free for workers, but due to a shortage of rolling stock, the Moscow City Council was forced to organize the movement of special passenger block trains to transport workers to and from work during the morning and evening rush hours.
Tram trains ran on eight lettered routes. They were used mainly by workers of large factories. In December 1920, the inventory included 777 motor and 309 trailer passenger cars. At the same time, 571 motor and 289 trailer tram cars were inactive.
In October 1921, all divisions of the Moscow tram were again transferred to commercial self-sufficiency, which made it possible to significantly increase the number of employees on the Moscow tram, in 1922 there were already more than 10,000 employees.
The production of passenger cars grew rapidly. If in March 1922 only 61 passenger cars were produced on the line, then in December their number was 265 units.
On January 1, 1922, the issuance of free travel tickets for workers was discontinued. The amounts allocated by enterprises for free travel for their workers and employees were included in their wages, and from that time on, urban transport became paid for all passengers.
Salon of the Tatra-T2 car: ticket office
In February 1922, passenger tram traffic was carried out on thirteen tram routes, and it again became regular.
In the spring of 1922, traffic began to be actively restored on pre-war networks: to Maryina Roscha, to the Kaluga outpost, to Sparrow Hills, along the entire Garden Ring, to Dorogomilovo. In the summer of 1922, a steam tram line from Butyrskaya Zastava to Petrovsky-Razumovsky was electrified, a line was built from the Petrovsky Palace to the village of Vsekhsvyatsky.
By 1926, the length of the tracks had grown to 395 km. In 1918, 475 carriages carried passengers, and in 1926 - 764 carriages. The average speed of trams increased from 7 km/h in 1918 to 12 km/h in 1926. Since 1926, the first Soviet tram of the KM type, built at the Kolomna Locomotive Plant, began to enter the line. The KM differed from its predecessors in its four-axle design.
The Moscow tram reached its highest point of development in 1934. Then he walked not only along the Boulevard Ring, but also along the Garden Ring. The latter was served by tram route B, which was later replaced by the trolleybus route of the same name. At that time, 2.6 million people were transported by tram per day, with a city population of about four million. Cargo trams continued to operate, delivering firewood, coal and kerosene around the city.
The M-38 tram had a very futuristic appearance.
Before the war, a rather futuristic-looking tram M-38 appeared in Moscow. The first sample of the M-38 tram car arrived from the Mytishchi plant in November 1938 to the tram depot named after. Bauman and began to be tested on route 17 from Rostokin to Trubnaya Square.
In July 1940, due to the threat of war, the whole country switched to an eight-hour working day and a six-day working week. This circumstance forever determined the mode of operation of tram trains in the capital. The first carriages started work on the route at 5:30 and finished work at 2:00 in the morning. This work schedule has been preserved to this day.
After the opening of the first subway lines in the mid-1930s, tram lines were removed to coincide with the subway lines. Lines from the northern and western parts of the Garden Ring were also moved to secondary streets.
More radical changes took place in the 1940s, when tram routes were replaced by trolleybus routes in the western part of the Boulevard Ring and removed from the Kremlin. With the development of the subway in the 1950s, part of the lines leading to the outskirts was closed.
Tram MTV-82
Since 1947, MTV-82 cars appeared on the lines, the body of which was unified with the MTB-82 trolleybus. The first such cars arrived at the Bauman depot in 1947 and began to operate first on the 25th (Trubnaya Square - Rostokino), and then on the 52nd route. However, due to the wider dimensions and the absence of characteristic beveled corners (after all, the tram cab exactly corresponded to the trolleybus), the car did not fit into many curves and could only go in the same place as the M-38 car. For this reason, all cars of this series were operated only in the Bauman depot and were nicknamed broad-browed. The next year they were replaced by a modernized version of the MTV-82A. The car was lengthened by one additional standard window section (roughly speaking, it became longer by one window), and its capacity increased from 120 (55 seats) to 140 (40 seats) seats. Since 1949, the production of these trams was transferred to the Riga Carriage Works, which produced them under the old MTV-82 index until mid-1961.
March 13, 1959 at the depot. The first Czechoslovakian four-axle motor car T-2 arrived at Apakov, which was assigned No. 301. Until 1962, T-2 cars arrived exclusively at the Apakovskoe depot, and by the beginning of 1962 there were already 117 of them - more than was purchased by any city in the world . Incoming wagons were assigned 300 and 400 numbers. The new cars were sent primarily to routes 14, 26 and 22.
Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They entered the Apakovskoe depot and were operated until 1966, after which they were transferred to other cities.
Tram RVZ-6 on Shabolovka, 1961
Since the mid-1990s, a new wave of tram line removal has begun. In 1995, the line was closed along Prospekt Mira, then on Nizhnyaya Maslovka. In 2004, in connection with the upcoming reconstruction of Leningradka, traffic along Leningradsky Prospekt was closed, and on June 28, 2008, the line on Lesnaya Street was closed, where the 7th and 19th routes ran. It was this section that was part of the very first line of the Moscow electric tram.
