Electric public transport is slowly but surely disappearing from the streets of Russian cities. Trolleybuses and trams in most places have become the so-called "social means of transportation". Their passengers are mostly pensioners, networks and carriages are rarely repaired or updated. Over the past ten years, about 20 cities have completely got rid of their electric transport systems. World-famous urbanists say: Russia, fully aware of this, is repeating the path of Europe and America half a century ago. They also thought that the future belongs to cars, but trams do not have it.

An employee of the Department of Transport let slip that they wanted to change the carrier on the bus route, but they did not succeed. The Department of Transport failed!

In almost all cases, the reasons given are low profitability and the inability to compete with private buses. Usually such decisions of the authorities are met with sharp backlash residents. Thus, a poll on the portal in the Sverdlovsk region showed that more than 74% of those who voted out of a thousand are against the elimination of electric transport; a similar, albeit smaller, study in the Amur Region produced similar results. Officials who pay lip service to "environmentally friendly transport" are simultaneously making decisions that are almost impossible for transport companies to recover from. So, in March 2015, a trolleybus in Kamensk-Uralsky "died" - the head of the regional government stated that, apart from continuing the operation of this transport, "there are no other options", and in parallel, millions of debts to energy companies for electricity accumulated. As a result, the reason for the elimination of electric transport looked objective. In other cities, routes are allowed to be duplicated by private bus carriers, and municipal transport is removed to secondary streets, and after a year or two of losses, there is a suitable reason to eliminate it.

According to the administrator of the largest thematic site in Runet "Urban electric transport" Mikhail Isakov, in Russia there are still examples of good governance - for example, Krasnodar. But most of the time it's about problems. In some places, the wear of equipment and networks reaches 90%. So, the fate of the tram in Novocherkassk is unclear ( Rostov region), where the transport runs rather by inertia, until the first serious breakdown.

- With the money of the city, you can somehow support something, but there can be no talk of any development. Can you imagine how much money you need to invest in the construction of the line? Okay, if the trolley bus, and the tram? This is huge money. Much depends on how the authorities treat it. If it is the way it is now, somewhere something will develop a little bit, somewhere it will remain at the same level. In some cities, something can, unfortunately, really close altogether. You can, of course, try to resist this. In Rostov, we have recently managed to defend the tram line. Something is being done from above, but not very effectively. What can you talk about if one day an employee of the Department of Transport let slip that they wanted to change the carrier on the bus route, but they did not succeed. Do you understand? The Department of Transport failed! There are some firms that belong to some people there ... It's not just like that.

Opponents of electric transport usually make such arguments: it is "tied" to the lines, it is slower than small buses; unlike the latter, you need to spend money to support its infrastructure. Trolleybuses, among other things, do not have separate traffic lanes and end up in the same traffic jams as cars. The issue of environmental friendliness is considered controversial: for the production of electricity, fuel is still burned somewhere. As the experience of the international urbanist Vukan Vuchik shows ( University of Pennsylvania, USA), in any but the shortest term, and for any relatively large city, buses actually lose out. With more expensive infrastructure, electric transport is then much cheaper to maintain. In addition, he is a safety net in case of fuel crises, which sooner or later happen everywhere. , who helped plan networks in Belgrade, Washington, Mexico City and Rome, commented to Radio Liberty on what is happening in Blagoveshchensk and other Russian cities:

Residents are more actively buying private cars where authorities have failed to adequately plan urban public transport

– The advantage of electric transport is that in urban conditions it gives better acceleration and braking. Transport is very quiet. What is sometimes criticized now is trolleybuses, they have wires there ... These wires are also a symbol of the transit system. They really show people where the transport is going. Buses don't have that. Now your cities are increasingly dominated by small buses, which are really a degradation of public transport. They are the opposite of the quality of service that public transport should have. Your laws now allow competition, so if you have a good tram or trolley line, anyone can come with a minibus, a much lower quality car, a much less trained driver, much less security, and so on. Because right now it's cheaper. I think your cities are making terrible mistakes in this. Now you are going from the excellent transit systems you had in many cities to more and more cheap and low quality. I saw in Omsk, where they have a tram in very bad situation, trolleybuses are more or less good, but about 48% of passengers keep minibuses. This is very very big mistake, because such buses are really not attractive in order to "get" people out of cars. People will buy more and more cars. Sometimes small buses run more frequently, but comfort and safety are very bad with all this. Great Britain tried to make the same free market competition in public transport. They said that smaller buses run more often, take more passengers, they are cheaper, and so on, but none of this happened. They lost 30% of passengers.

According to experts, from city to city, the logic of local authorities remains the same, in which the cause has changed places with the effect. They observe a decline in the interest of residents in public transport, explain this by motorization and find a good reason to cut budget spending. And the simplest solution, for which it is also almost impossible to get sued, is usually the liquidation of municipal transport. An analysis of similar situations that have happened before in other countries shows that, on the contrary, residents are more actively buying private cars where the authorities have failed to adequately plan urban public transport. The less comfortable and established its routes become, the more reasons the ex-passenger finds to get into the car.

If in the Soviet Union the construction of electric transport and the lists of cities "worthy" of it were approved at the republican and union level, now all these issues (with the exception of the metro) are the full responsibility of local authorities. The regions usually have enough money to maintain the existing networks and occasionally update the rolling stock, but there is almost no talk of new construction. Experts both in Russia and abroad agree that infrastructure issues cannot be resolved without federal government money. This shows both the Russian post-Soviet and international experience. Most often, budgets allocate money for the creation of tram and trolley bus lines, and then local authorities are charged with the obligation to maintain them.

Decisions made in the 1950s and 1960s to remove the tram tracks were wrong, and the restoration of light rail networks after 20–30 years led to significantly higher costs.

Now in the Russian Federation there is one program to help regions in the purchase of electric vehicles: each purchased car is co-financed in the amount of 1 to 3.5 million rubles. This is at best up to 15% of the cost. The Ministry of Transport of the Russian Federation admits that "due to the low profitability of tram and trolleybus transport and the limited possibilities for increasing social fares, it is impossible to update it without state support." For 2015, the program includes 560 million rubles. However, bus manufacturers have been more successful here too: the state co-finances their purchase in the amount of up to a third of the cost.

Ministry of Transport of Russia in response to a request from Radio Liberty about the state and prospects of the industry, it reported:

​"Lack of investment in ground passenger electric transport common use leads to a decline domestic industry, which produces rolling stock, since the production capacities of car-building plants are not used in full in conditions of low effective demand. At the same time, tram transport represents a strong base for the further development of existing tram networks into modern light rail lines. The world experience of developed foreign countries shows that the decisions taken in the 1950s and 1960s to remove tram tracks were wrong, and the restoration of light rail networks after 20–30 years led to significantly higher costs. Since the 90s of the last century, the world has seen a rapid development of tram networks. New tram lines are opened every year, almost all European countries are actively developing the tram as the main form of urban transport. Positive Foreign experience can be applied in Russia as well.

At the tram on the background of experience European countries and North America, there are more visible prospects to ride out the hard times and hope to upgrade to modern high-speed lines. Why trolleybuses are needed on the streets is more difficult to explain to an official, Vukan Vucik agrees. He himself is sure that the more adequate the city is able to plan its present and future, the more obvious the answers become:

Cities that have trolleybuses and trams have a much stronger image

– If you coordinate any lines of public transport, with streets, buildings, places of concentration of events, and so on, then you definitely must have fixed lines, schedules. A trolleybus is better than a bus for this. Need to invest in more fresh air and quieter vehicles. Cities that have trolleybuses and trams have a much stronger image, an understanding that they are cities, that they really have public transport, and so on.

The authors of the petition in the Far East, in their emotional appeal, add that the elimination of the trolleybus "will forever kill any prospect of the return of modern electric transport to the city. There will be nothing more in it except PAZs." electric transport, judging by the publications in the press, the logic is much simpler. local residents, in some cities, municipal transport is being liquidated due to "honest" desolation, in others, deputies and officials have their own interests in the "shuttle" business, therefore, to the detriment of the city, they get rid of a competitor.

In addition, depots occupy large areas and are often located in commercial interesting areas. So, in Arkhangelsk, two years before the liquidation of the trolley bus, the territory of the depot was bought by a private company. After this, things went very badly for the trolleybus public transport, it finally stopped, and now they are completing construction on the territory of the former trolleybus park shopping center for 50 thousand square meters.

Wherever you go, in most cases you can not do without public transport. This mode of transportation is not only the most convenient, but also the cheapest. It should be understood that each country has its own rules and nuances of using this type of transport. Therefore, it is worth familiarizing yourself with them in advance so as not to get into an unpleasant situation. Using the example of the most popular tourist cities in the world, we will try to understand the peculiarities of traveling by bus, tram and metro.

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The Czech capital offers guests a wide range of means of transportation around the city. There are underground and surface railway facilities, buses and even funiculars. Due to the fact that Prague belongs to compact settlements, only three metro lines have been laid underground, marked different colors. It is this type of transport that is the most popular not only among the guests of the capital, but also among the local population. After all, you can get from one end of Prague to the other in just a few minutes! Accordingly, you can have time to see more attractions.

Corresponding to this is the convenient schedule of the Czech subway, the wagons of which are ready to ride tourists along long tunnels until midnight. You can buy a ticket at any station. Bus routes are no less popular. You can buy a ticket for this type of transport at any kiosk and even a hotel. Buses, like trams, run on schedule every 30 minutes, which guarantees your mobility. But the funicular runs every 15 minutes in only one direction - towards the Petřín hill.

Cities in Germany

In Germany, there is a more practical system of movement. Travel documents here can be bought both for 1 trip and for an unlimited number of trips for a certain amount of time. It is very practical and saves money. Interestingly, the settlements are divided into several zones - the central and suburbs, which are marked with different colors. But you can travel around all with a single ticket. Shuttle trams and buses run around the clock.

As an alternative means of transportation, tourists are offered the metro, which combines a network of underground and surface trains. Trains run until 1 am.

Amsterdam

The most popular mode of transport here is the tram. The city has as many as 16 railway lines that penetrate into the most remote areas of the Dutch capital. You can buy a ticket both when landing at the conductor, and in any public place. And you can follow the schedule using electronic scoreboards, which are located everywhere. If you have not been to Amsterdam before, it will be useful to find out that you can get inside the car by pressing a special button that opens the doors. And in the dark, you can move around with the help of night buses, which stop only on demand.

Stockholm

Stockholm has a similar system transport interchanges. The metro is divided into three branches, which originate from the central railway station. Local stations can claim to be works of art in their own right, each one artistically designed. After visiting them, an impression is comparable to a visit to an art gallery. As an alternative urban transport, buses are proposed that will take tourists to anywhere in the city. Know that you will not be allowed on board without a ticket, so make sure to purchase a travel document in time, which can apply to both one or several trips.

Oslo

The Norwegian capital is pleased to offer four options for the movement of tourists at once. In addition to the already familiar underground and ground facilities guests of the city can appreciate the advantages of ferries. With their help, you can get to one of the nearby islands. You can buy tickets for all types of transport at the box office or a special kiosk. They give the right to use the services both one-time and for a certain period of time. By the way, buses are divided into day and night. In the latter, it will not be possible to pass on a regular travel pass.

Austria and Poland

In the capitals of these neighboring states, there is an extensive network of metro, buses and trams. And if in Vienna it is the underground type of transportation that is considered the most popular, the branches of which lie under all districts of the city, then in Poland preference is given to ground trips. If in Austria it is allowed to purchase a single document for all types of trips, then in Warsaw you will have to separately buy a ticket for each type of transport. It is also common that bus routes are divided into night and day, and travel documents allow you to make a certain number of trips.

London

In London, the easiest way for tourists to travel is by trams or double-decker buses that have already become legends of the island nation. Transport operates around the clock, and you can pay for the service using a special Oyster electronic card, which must first be replenished using the terminal. You can also ride on the subway, but be careful: the railway lines are divided into several zones and lines, and each has its own document.

Paris

Enjoying a huge tourist attraction, Paris offers many tourists a wide choice of public transport. There are buses, trams, metro, and even trains.
You can buy a ticket almost everywhere - from a newsstand to information centers and stops, and depending on its type, you will get the opportunity to make a one-time trip or ride for several days. Accordingly, this also affects the cost.

URBAN TRANSPORT

5.1. The specifics of servicing passenger traffic
The city is called locality, which has reached a certain number (at least 2 thousand inhabitants) and performs mainly industrial, commercial, cultural, administrative and political functions. Cities can be of district, regional, republican and regional subordination (depending on the administrative division of territories adopted in the country).

Urban and suburban transport is a system consisting of various modes of transport that transport the population of the city and the suburban area, as well as perform a number of works necessary for the normal life of people (for example, garbage collection, snow, street watering, etc.). Elements of the urban transport system are part of a diversified urban economy.

The share of urban passenger traffic in our country is approximately 87%, suburban - 12%, intercity - 1%, and international - 0.002% (in Western Europe, the share of urban passenger traffic by public transport is approximately 20% of the total, in the USA - 3%).

The transport system of the city includes vehicles (rolling stock); tracks specially adapted for them (roads, rail tracks, tunnels, flyovers, bridges, overpasses, stations, parking lots); marinas and boat stations; power supply facilities (traction power substations, cable and contact networks, gas stations); repair plants and workshops; places of storage of vehicles (depot, garages); stations Maintenance; rental points; communication devices; control rooms, etc.

To improve the quality of passenger service, the density indicator is important transport network(number of kilometers transport routes per 1 m 2 of the city area), which should provide the passenger with an approach time to the stopping point within 5 minutes, i.e. transport availability.

According to sociologists, more than 80% of the population will soon live in cities. The urban population of Russia in 1998 amounted to 107,311.4 thousand people with total strength 146 693.3 thousand people, which is 73%. True, in some countries (in particular, in the USA), there has been a tendency for the urban population to settle outside the city - in the suburbs, which is associated with bad environment in many industrial cities. Cities began to "spread": recently the diameter of the urban area of ​​most of the world's largest cities was within 30 - 40 km, now - up to 80 km or more.

The increased size of the territory and the concentration of the population in cities require a wide transport service and the availability of high-speed roads and different modes of transport. American city planners suggested that a city is viable only when it can be crossed on foot, or it needs to be redesigned to take into account the possibility of high-speed travel. It has also been observed that no city can grow faster than its transportation.

The "city-transport" system also has a feedback: when the city exhausts all the possibilities of the transport system for the rapid and convenient movement of passengers, it will require an increase in the carrying capacity and speed of transport. The electric tram has changed the face of the city, as the reduction in travel time has allowed for an increase in the area of ​​the city.

The trend of redevelopment of cities for these purposes is manifested in modern urban planning. A typical example is the construction of a high-speed third transport ring in Moscow (there are projects for the fourth and fifth rings); a new bridge across the Volga in Ulyanovsk, connecting two parts of the city; numerous new roads, bridges and tunnels of St. Petersburg and much more.

The flow of passengers on urban transport is about 15 times higher than on the main modes of transport.

1315 cities in Russia use bus service, 27 cities use trams, 46 cities use trolleybuses, 41 cities use trams and trolleybuses, the metro is operated in 6 cities, and taxis are used in 149 cities.

Buses account for more than 50% of the transportation volume and approximately 40% of the passenger turnover.

The share of vehicles operated beyond the standard service life amounted to 40% for buses; trolleybuses - 39.3%; trams - 36.4%; subway cars - 5.6%, which indicates a loss in the quality of passenger service. The loss of quality is also due to the lack of rolling stock. Investments (capital investments) for the purchase of rolling stock amounted to 1,950 million rubles in road transport, 408 million rubles in surface electric transport, and 100 million rubles in the subway. Investments came mainly from local budgets, and foreign investments amounted to only 0.7 million US dollars.

Number growth rate cars in large cities exceeded 4-5 times the rate of population growth and 3-3.5 times the rate of construction of urban roads. In the big cities of the world, the fleet of cars reaches 1 - 1.5 million units. In the near future, the number of vehicles in cities will increase by 3-5 times, and their mileage - by 1.5-2 times.

Oversaturation of cities with cars creates a real transport crisis, disrupts the ecological system and adversely affects people's lives (for more details, see sections 5.3 and 5.4).

Urban transport is classified according to the type of traction (electric, internal combustion engines, diesel engines, human muscle energy, etc.); in relation to the employment of the city territory (street, off-street, on a separate canvas, etc.); speed (high-speed, ultra-high-speed, etc.); route organization technologies (regular, semi-express, express); carrying capacity (low, small, medium, high).

The city's need for transport is determined by social needs: labor and cultural movements of people, visits to recreation areas, the volume of freight links between enterprises, bases and warehouses, communication with suburbs and suburban settlements.

The volume of passenger urban transport depends on various factors, primarily on the number of inhabitants, the nature of their settlement, the transport mobility of the population, the planning structure of the city, the relative position of residential and industrial zones, relief conditions, age composition, etc.

A characteristic indicator that determines the need for transport services is the so-called transport undervisibility of the population - the number of trips per year per inhabitant (Table 5.1).
Table 5.1

Cities	Population, thousand people	Approximate transport mobility of the population, number of trips per year
The largest	Over 2000	700-850
	1000-2000	580-700
	500-1000	510-670
Large	250-500	460 - 650
Large	100-250	350-580
Medium	50-100	300-570
Small	Less than 50	200-350

This indicator is associated not only with the factors listed above that affect the volume of traffic, but also with the social and cultural significance of the city, the historical development of the transport system, and most importantly, the solvency of the population, which, in turn, depends on the welfare of the state as a whole.

A feature of the formation of passenger traffic in the city are two pronounced "peaks" - in morning hours(delivery of passengers to work) and in the evening (delivery of passengers to places of rest and residence, Fig. 5.1). Labor trips account for more than half of all movements and are the most important due to their compulsion, concentration in time (start of work or classes in educational institutions - 7 a.m. and no later than 10 a.m.), frequency (5, 6, 7 times a week) and regularity . It is important to provide residents with socially significant (polyclinics, hospitals, prefectures, courts, city halls) and cultural (theaters, cinema, concerts) trips.

The probability of using transport, characterized by the use coefficient (equal from 0 to 1), is related to the category of trip and the average trip distance, which depends primarily on the built-up area of ​​the city (Table 5.2).

From Table. 5.2 it can be seen that work trips require the availability of transport even with small travel distances, therefore, when designing city transport systems, one should, first of all, focus on their number and characteristics of demand. Unfortunately, the noted low solvency of our population and the insufficient quality of service in individual cities force people to walk, even over relatively long distances.

Table 5.2

Trip category	Average travel distance, km
	Up to 1	1-,5	1,5-2	2-2,5	2,5-3	More than 3
Labor	0,3	0,65	0,9	1	1	1
Cultural and household	0,15	0,4	0,65	0,8	0,9	1

The urban transport system includes freight traffic, which ensures the vital activity of the city, for example, the transportation of trade, construction, industrial goods, garbage collection, snow removal. Special mobility is typical for construction cargo. When freight transport moves in the general flow, the speed of the general flow and the capacity of the streets are reduced. In this regard, in many cities of the world, including Russian ones, on certain streets, freight traffic is prohibited or limited at certain hours of the day (for example, in the central parts of the city, on Sundays and holidays). A separate range of goods, especially large-sized heavy ones, are transported at night, during a period of traffic decline. Transportation of transit cargo is prohibited, letting them through specially built bypass routes.

Freight traffic in the city can be carried out not only by road, but also by rail, river, cargo trolleybuses and buses, cable cars. In the suburbs, passenger-and-freight buses are used.

Many fears, with a certain isolation of immunicipal transport, on some, in particular, the central streets of the city, use new passenger transport systems or other technologies (see Section 5.4).

5.2. A Brief History of Urban Transport Development
The idea of ​​creating public urban transport was expressed by the French physicist B. Pascal (1623-1662) in 1661.

Need in queuing The population arose in the 18th century, when cities reached a significant size and their further development began to be constrained by the lack of means of transportation.

The entire history of the development of mass urban transport can be divided into four periods according to the nature of the traction used and the type of track devices:

1. 
   the last quarter of the 18th - the middle of the 19th century. Horse traction ("ruler") was used for small towns; in St. Petersburg - since 1854 (the first in Russia and the second in the world). A double-decker open-top wagon reached a speed of 10 km / h (for comparison, the speed of a pedestrian is 4-5 km / h);

2) the second half of the 19th century. There has been a rapid growth in industrial production, which led to the expansion of cities, the diameter of which has grown to 30 km, and the passenger flow - up to 5-10 people per hour in one direction. Horse-drawn railways appeared - horse-drawn carriages (Fig. 5.2), accommodating up to 40 people and having higher speeds than the "ruler". The steam tram was not developed. But the first steam-powered underground appeared in London (1863). The subway project in Russia was developed in 1902 by engineer P. I. Balinsky;

3) the end of the 19th - the first quarter of the 20th century. There was a significant growth of cities and the use of rail electric transport began: trams, subways, monorails. For single transportation began to use the car;

4) the first quarter of the 20th century. - Until now. The rapid growth of cities, the widespread use of road transport, new types of high-speed off-street transport. There was a need to connect cities with suburbs.

Rice. 5.2. Double-decker horse carriage

The backlog of Russia in the construction of new types of transport (metro) was caused, among other reasons, by the unwillingness of the Belgian Konok Society - the owner of passenger urban transport in Russia - to lose its income and capital expenditures invested in the construction of horse-traps. In this regard, the Belgian society attracted the clergy to convince homeowners of the dangers of underground construction, which is not pleasing to God.

Bus is the most widely used maneuverable form of land transport. It first appeared in Russia in 1924.

The transport crisis, which developed in many countries of the world, was caused by the neglect of public urban transport, up to its partial or complete elimination, and violent, unlimited motorization. They staked on individual transport, which provided the greatest personal comfort. This is especially true for provincial cities in the United States. However, high rates of motorization have created a huge threat to the city, occupying a significant part of its territory with transport infrastructure, reducing the speed of movement, and worsening the ecological situation.

History of development modern species urban transport began with rail electric transport.

First electric tram(trial operation) was launched in St. Petersburg by engineer F.A. Pirotsky in 1874 electric tram used in Germany since 1881, in Moscow - since 1903, in St. Petersburg - since 1909. Before the revolution of 1917, trams ran in 41 cities of Russia. Until 1924, the tram was the only one in Russia massive view transport.

trolleybus in Russia began to be operated since 1933.

First in Russia subway appeared in 1935 in Moscow. By 1990, the number of cities in the world with a subway reached 73, with a third of them built after 1970.

moving pavement was first demonstrated at the World Exhibition in Chicago in 1893. The beginning of its operation can be considered 1964 (Paris).

First freight monorail Russia with horse-drawn traction was built near Moscow by mechanic I.K. Elmanov. Near St. Petersburg, an engineer of the Russian Technical Society I.V. Romanov in 1889 demonstrated an electrified road on a monorail. In the first models, a tram body was used.

In Wuppertal (Germany), since 1901, a 15 km long monorail began to operate, which is still in operation, with 10 km passing over the mouth of the Wupper River, the rest - over the streets of the city. Train traffic interval - 3 min 30 s; 18 stations on the road; average speed - 28 km / h; maximum speed - 60 km / h; distance between stations - 780 m.

In the mid 30s. 20th century at the Severyanin station near Moscow, an experimental monorail overpass was built with a length of 474 m and slopes of up to 15 ° with an air train of 1/10 natural size, which moved with the help of a pusher electric propeller drive with two 2.5 kW engines at a speed of up to 120 km / h.

Until 1950, the monorail was not widely distributed, then several projects appeared.

Funicular(from lat. funiculus - thin rope, rope) - a cable-drawn railroad for transportation over short distances along steep slopes - was proposed as a passenger transport in 1825, and introduced in 1854 in Italy and Austria.

The modern urban transport system is characterized, firstly, by the integrated use of various modes of transport with the advantage of automobile transport; secondly, the development of high-speed off-street modes of transport, effective for long distances; thirdly, the growing conflict between mass and individual transport.

5.3. Characteristics of the unified transport system of the city
A single transport system of any city, as a rule, consists of several modes of transport, in one combination or another.

The main indicators characterizing the work of a particular type of urban transport should be considered the carrying capacity and speed.

The composition and brief description of the unified urban transport system are presented in Table. 5.3.

electrified railways are used to connect the suburbs with the city, as well as urban transport. They are distinguished by high throughput, high speeds, low cost, and environmental friendliness.

The disadvantages include large initial investment and employment of the city. In connection with the latter drawback, the construction of railways in the built-up parts of the city is most often carried out on flyovers. An example is the section of the city railway on Kalanchevskaya Square in Moscow or on Alexanderplatz Square in Berlin.

For more wide application of this type of transport in the city, it is necessary to dock the railway tracks with the tracks of other types of transport, primarily the subway, - their carrying capacity is quite close. This option provides significant convenience to the population of the city and suburbs.

Metropolitan built in cities with a population of more than one million people. Otherwise, the construction of the subway is unprofitable, since capital investments in it are the largest of all urban modes of transport.

Table 5.3

Kind of transport	Maximum carrying capacity, thousand passengers -h	Message speed, km/h
Urban and suburban electrified railways	50-55	40-70
Metropolitan	40-45	35-50
Speed ​​train	20-25	25-35
Tram	12-18	18-20
Monorail off-street transport	10-12	30 - 80 and more
trolleybus	5-10	18-20
moving pavement	6-12	2,7-15
Bus	2,5-8	18-25 (35 for express)
Taxi	1 - 1,5	22-25
		(Up to 70 on highways)
Shuttle taxi	4,5	Same
Funicular	0,6	5 m/s
Helicopter	0,5-0,6	90-100

The subway is an off-street electric transport completely isolated from the general traffic due to the construction of its facilities in tunnels, on overpasses or on a separate piece of land without access for pedestrians and vehicles. There are underground, elevated and ground (called light) metro. So, in Moscow and Tokyo 80 - 90 % all ways - underground; in London, Paris, New York - 50 - 60%.

Underground metro lines can be deep (more than 12 m) or shallow (6-12 m) from the ground. Distances between stations are from 0.5 to 2 km.

Construction cost of 1 km metro deep- 70 million dollars, small - 30 - 40 million dollars, on flyovers - 15 - 17 million dollars.

An example of a deep foundation is the St. Petersburg metro, which is associated with the peculiarity of the soils of the city.

Advantages of the subway: high carrying capacity, speed of delivery, especially at significant distances of transportation, comfort of movement of passengers and unoccupied territory of the city (with its underground location).

On some subway lines, automatic train operation is possible. In several cities of the world (Moscow, London, Chicago, Berlin, etc.) there are small sections of the freight subway to solve the issues of ensuring the life of the city (such as the transportation of mail, coal for old quarters).

In a number of countries there is a high-speed subway, for example, in Paris, in San Francisco. Usually, the high-speed subway runs on pneumatic tires, which significantly reduces the noise level and the section of the tunnel, increases speed and allows you to overcome steeper slopes.

In Moscow, it is planned to build a so-called mini-metro, in which the diameter of the tunnel will be reduced by 1 m, the length of the cars will be 8 m shorter than currently used (12 instead of 20 m), there will be 6 cars; carrying capacity will be 15 - 20 thousand passengers per hour. The mini-metro takes into account the specifics of the city center zone, the need for transport, it is able to provide communication and transportation to the city center, which will allow it to unload. The estimated length of the mini-metro is 2.78 km (from Kyiv station to business complex"Moscow City"). The stations will be built every 500 m. The lobby of the Moscow City station will be located under the flyover of the third transport ring and will be connected by special passages with ground transport stops.

The Moscow metro is considered the fastest, has 162 stations and a length of 264 km (5th place after Tokyo, Paris, London and New York). In an hour, up to 60 thousand people pass on the busiest stage. The speed of movement, taking into account stops, is 41 km / h. The operation of 1 km of the metro costs 2 million dollars. Tram used in cities with a population of 500 thousand or more with a stable passenger flow of more than 9 thousand passengers per hour. It can be the primary or secondary mode of transport.

The characteristic features of the tram are good carrying capacity, which allows serving large stable passenger flows, as well as low cost, lower power consumption, and environmental friendliness.

However, the tram has such disadvantages as limited maneuverability (binding to the track), large initial investments, complexity of structures, impossibility of overtaking in case of technical malfunctions, noise, unsafe exit of passengers on the roadway. Due to the presence of tram tracks, the capacity of the streets is also reduced. The disadvantages inherent in the tram create certain difficulties for the life of the city, in connection with which the tram began to be replaced, primarily on the central streets major cities, new modes of transport - bus and trolleybus. In Paris, they completely abandoned the tram in 1937, in London - in 1952. However, a number of countries, including Germany, Austria,

Italy, Sweden, Finland, etc., left the trams. energy crisis and ecological problems cities are leading to the return of the tram due to its advantages, but changing the conditions for its operation to more progressive ones.

The new operating conditions of the tram include the removal of tram tracks to a track isolated from other traffic flows and pedestrians, the improvement of the rolling stock (including noise reduction due to structural changes), the increase in the comfort of transportation (in particular, using air suspension), the increase in speed, the device underground lines at the intersection of streets in large cities, for example, an underground tram under central square Veins (Fig. 5.3).

When the industrial zones are remote from residential areas, it is possible to build a high-speed tram, the routes of which will pass partly underground or on a separate track like a railway track, as, for example, in Volgograd. The advantages of a high-speed tram are not only in speed and increased carrying capacity, but also in the ability to organize traffic on the basis of existing tram tracks and its facilities.

Abroad (for example, in the USA), with a decline in passenger traffic on subway lines, it is planned to launch a light rail. The distances between stops are usually about 1 km, the speed is up to 35 km/h.

Rice. 5.3. underground tram station

One of the "old" types of urban transport is monorail off-street transport. There are currently more than 40 monorails in operation around the world. A monorail project is currently being considered in Moscow to connect the city with Sheremetyevo Airport

Monorail transport is used to connect large residential areas with. remote industrial zones, suburbs, airports, recreation areas, satellite cities.

The operation of this type of transport in the built-up parts of the city is complicated due to the high noise, vibration effects on buildings, large radii curvature of monorail roads, bulky supports, as well as the impossibility for safety reasons to dig deeper supports due to various underground city communications.

Rice. 5.4. Monorails: a - hinged; b - suspended

The efficiency of monorail transport is achieved if there is a passenger flow of at least 7-10 thousand passengers per hour in one direction.

By design features, monorail roads are divided into mounted and suspended (Fig. 5.4).

At the hinged structure, the rolling stock (car) is located on top, on the running track, and moves, relying on it with rubber, steel or rubber-coated running and guide wheels.

In a suspended structure, the rolling stock is suspended from bogies moving along the running track.

The common advantages of both designs include a high degree of safety of this type of transport (there was not a single fatality on the Wuppertal road in Germany), a fairly high carrying capacity (about 50 thousand people per hour with 30 trains with a capacity of 270 people. Common disadvantages are the complexity of the design of turnouts and the violation architectural ensemble cities. The hinged structure has a simpler arrangement of the track beam and low supports, but the design of the car is more complicated; its stability is less, since the center of gravity is higher than the track; the mass of the car is greater, since the wheels are located inside, reducing the usable volume; the track beam is not protected from atmospheric precipitation, which worsens the adhesion of the wheels to the rolling surface.

The suspension structure is free from the disadvantages of the suspension structure, but the car can sway when strong wind, therefore, the design of the track device (beams, supports) is more complex, but the rolling stock engine is 1.5 - 2 times less powerful than that of the mounted one.

Construction cost monorail less than the cost of installing other off-street modes of transport, operating costs are 20% lower than those of the tram.

According to many scientists, the monorail in its “pure form” will not be distributed, but its idea is laid in the creation of new automated systems with cabins of relatively large capacity.

The most advanced system is the Alveg mounted monorail (the name is made up of the initials of the inventor Alex Lehnert Wenner Green), put into operation in 1957 and operating in Turin (Italy), Cologne (Germany), Tokyo (Japan). In this system, the distances between the supports are 20–30 m, the height above the ground is 4.5 m, the capacity of the train is up to 315 passengers, and there are more than 80 seats. The cars are supported on the beam by 12 running vertical and 24 horizontal guide wheels with pneumatic tires. The electrical supply rail is located on the side.

Suspension system "Safezh" (air metro) was put into operation in 1960 near Orleans in France. It runs on pneumatic rubber tires, which ensures high elasticity and fire safety at high speeds. The distances between the supports are 30 - 60 m. On one of the supports there can be a two-track road. The system operates on direct current with a voltage of 750 V and a power of 100 kW; develops speed up to 80-120 km/h; has a carrying capacity of up to 25 thousand passengers per hour (during peak hours it can carry up to 50 thousand passengers per hour in one direction); capacity of one trailer - 123 passengers; seats - 56. The car has three doors for the convenience of passengers and reducing the time of entry and exit.

Suspension system "Skyway" ("Sky Road"), built in Houston (USA), by design is an open track beam with asymmetrical suspension of the car. The monorail in Los Angeles has a triangular beam (Goodell's system). In this system, the poles are located on the side of the street without interfering with traffic. The supports have a height of 9 m with a distance between them of 18 m. The system operates on pneumatic tires. The capacity of one carriage is 110 passengers; seats - 60. Speed ​​- up to 100 km/h. The same road was built in the Tokyo Zoo, where the car accommodates 31 passengers, seats - 22. Speed ​​-60 km / h. In 1964, the Tokyo-Haneda (Japan) 15 km cableway was put into operation. In 1979, at the international exhibition in Hamburg (Germany), a section of a monorail was demonstrated, operating on the principle of electromagnetic suspension with a linear electric drive.

Trolleybus - this is an electric groundless transport, which appeared thanks to the design idea to combine the advantages of a tram and a bus.

The advantages of a trolleybus are greater maneuverability (compared to a tram), ease of boarding and disembarking passengers, low noise, environmental friendliness, cheaper operation (compared to a bus), and improved operating conditions in winter. A trolleybus is more spacious than a bus and does not require closed storage areas.

The disadvantages include some complexity of the two-wire contact network and traction substations, the need for a smooth road surface for reliable current collection from the contact network and minimizing the intersection of lines to maintain the speed of movement and the reliability of mounting pantographs.

The trolleybus is used in cities mainly as an auxiliary transport. In resort towns, intercity lines can also be organized to preserve the ecological cleanliness of the region. A characteristic example is the Simferopol-Alushta-Yalta line in the Crimea, 100 km long.

The great advantage of the tram and trolley bus is the ease of driving, which allows the use of female labor.

moving pavement(passenger conveyor) is a device for moving pedestrians, which is usually a belt or a traction chain with plates. The working canvas is a steel-rubber or rubber-rope belt with a width of 600 to 2500 mm, moving on rollers at a speed of up to 1 m / s (3.6 km / h), or coupled plate-links with corrugation, also moving on rollers. A moving sidewalk with a tape 1 m wide and 1500 m long has a capacity of 8-10 thousand people per hour (Japan). It refers to mass transportation systems that speed up pedestrian traffic.

This type of transport can be considered as an alternative in the central business districts of the city, where mass transport is prohibited, and a person is forced to travel significant distances for a pedestrian (up to 3.5 km). A moving sidewalk is also used in local areas, for example, in the airport area, at metro interchange stations, in large retail premises, in exhibition complexes, on the approaches to stadiums, etc. In Japan, for example, it is used in the territories of industrial enterprises to deliver workers from the checkpoint to remote workshops. A variation of the moving sidewalk is the escalator (the angle of inclination is over 15°).

The advantage of a moving sidewalk is absolute safety; minimum noise; continuity of traffic, eliminating waiting time for passengers; environmental cleanliness (powered by electricity); full automation of the movement process.

A moving sidewalk has constant or variable speeds, usually not exceeding 12-15 km/h. Over time, the question arose of increasing speeds, but at the same time the problem of safe boarding and disembarking of passengers arose.

Several options have been proposed to solve this problem, such as the transition of the passenger from the center of a rotating low speed rotary platform to a sidewalk moving at a constant speed, or the use of several parallel belts having different linear speeds rising from ribbon to ribbon. However, the experiment on the use of such systems was not very successful. The best option was a moving 5-shaped sidewalk (Fig. 5.5), which allows you to gradually increase the speed to 16 km / h at distances of more than 125 m. The passenger enters the platform, the speed of which is 3 km / h, then the sidewalk is “stretched” in this way that on the march its width decreases to 0.6 m, due to which the speed increases, and at the places of landing and disembarkation, the tape expands to 3.6 m and the speed decreases. Such a system was exhibited in Paris at an exhibition in 1973.

Rice. 5.5. Moving pavement 5-shaped type:

1 - fixed platform; 2 - pavement reinforcement (in a simplified saw); 3 - pavement slabs

Bus in Russia carries out about half of all passenger transportation. In cities with a population of up to 100 thousand people, this type of mass passenger transport, as a rule, is the only one. In the presence of railways, subways and trams, it works as an auxiliary for transporting passengers to these modes of transport. Great importance the bus has for suburban and intercity traffic.

The advantages of the bus include great maneuverability; autonomy (independence from the operation of other modes of transport); operation on a common road network (does not require specially adapted tracks, which minimizes capital investments); usage various technologies transportation - regular, express, semi-express; ease of exit-entry of passengers on the sidewalk; more simple organization emergency transportation in any direction.

The disadvantages of the bus are a small carrying capacity, high cost, air pollution with exhaust gases, the difficulty of starting a gasoline or diesel engine in winter time, indoor storage requirement, high fuel consumption.

The advantages of the bus as a mode of transport make its use indispensable in any city. If the subway is available, the bus can be the second transport in the city, since the distances between stops are 350 - 500 m (the distances between subway stops are 1 - 2 km), its operation does not depend on the availability of electricity, it is possible to change traffic routes. The bus can be used as an "ambulance" in case of unfavorable situations in the life of the city (power outage due to a break, accidents, etc., which leads to a stop of electrified modes of transport), if it is necessary to transport and transport a large number of passengers to areas of mass recreation, sports events, etc.

The sizes of buses are very diverse, which is associated with the areas of its use. In some areas of the city, the bus can operate as the only mode of transport, bringing the flow of passengers from new microdistricts to the main modes of transport with a large carrying capacity. It can also transport employees of individual institutions and enterprises to their place of work, and is widely used for tourists and sightseers.

Abroad, especially in those cities where there are only two modes of transport - the subway and the bus (for example, in London), high-speed bus transport is used on certain streets with the allocation of a special lane, entry into which is prohibited for the rest of the traffic flow. In Boston (USA), a special tunnel was built for the movement of buses. In some foreign cities the bus has priority traffic on the "green wave".

Buses are widely used in cities for tourist and excursion services for the population and transportation of schoolchildren. Tourist and sightseeing buses are subject to increased requirements: comfort, heating, ventilation, artificial lighting of each seat, comfortable seats (like aircraft), the presence of a wardrobe, buffet, toilet, visibility, and most importantly - complete traffic safety (for example, windows with thermal processed glass), etc.

At present, gas-cylinder engines have been used in city buses to improve the environment and reduce costs.

Taxi- this is urban transport, which is used primarily for emergency trips and during public transport break hours (for example, at night, when transporting passengers with children, sick people, for trips to railway stations, airports and river (sea) ports, for transportation of small consignments of luggage, etc.).

Taxi is not intended for mass commuting. It provides a small flow of passengers around the clock. The average travel distance within the city is 3 - 8 km. Hiring a taxi can be done at specially designated parking lots, but more often at the request of a passenger when following a taxi car in the general traffic flow. It is widespread, especially abroad, to call a taxi through a special dispatch service.

Funiculars and cable cars are used in cities with mountainous terrain to connect city areas with each other, with recreation areas and sports complexes. This type of transport is common in the cities of the Caucasus (for example, in Tbilisi, Yerevan, etc.), Switzerland, Austria.

The carrying capacity of funiculars and cable cars is small, but they are convenient for cities with mountainous terrain and are auxiliary transport of local (limited) value.

Funicular(Fig. 5.6) is a type of electric rail urban transport in which the cars move with the help of a rope attached to them, sliding on rollers located between the rails. The track width is approximately 1 m. The motors for pulling the rope are located on stationary drive stations. To improve traffic safety, there are special braking devices. The funicular cars and boarding and disembarking platforms have a stepped arrangement of cabins due to large slopes.

Rice. 5.6. Funicular

The road can be single or double track. To increase the carrying capacity of a single-track road, a junction is made approximately in the middle of the track, where cars going in different directions meet, as, for example, in Dresden (Germany), Khost (Russia). The funicular operates in areas with mountainous terrain, resort areas, mountains, inside industrial facilities.

Cable cars can have individual seats for passengers or cabins for several people. There are roads with one traction rope, to which cabs are suspended (the rope moves along with the cabs), and with two: one is traction, the other is carrying, to which cabs are suspended on rollers or rollers, moving along a fixed carrier rope.

The movement is carried out by a separate traction rope, for the drive of which a drive station with electric motors is built at the top, and at the other end of the road - a tension station to regulate the tension of the rope.

Air Transport for urban communication is of very limited importance. Its main purpose is to connect the central areas of the city with airfields, which are located at considerable distances from the city, which creates some inconvenience for passengers and increases the total travel time. In addition, in resort areas, air transport can deliver passengers from the central airport to their destination. This type of transport is also used to deliver the working population living in the city to their place of work on a rotational basis in the oil fields, in the northern regions, etc.

The advantages of air transport are the increased speeds of delivering passengers to hard-to-reach places, as well as the need for small landing sites, since these transportations are carried out by helicopters.

The main types of helicopters have a passenger capacity from 3 to 80 passengers.

In the future, it is possible to expand the use of helicopters to serve the urban population, provided that noise is eliminated and the safety of their flights is improved.

A bike has long been used as a recreational vehicle. However, in many European countries (for example, in Germany, Holland, Estonia), Scandinavian and other countries, the centers of old cities of which have narrow streets that impede the movement of urban land transport, they began to use a bicycle as an individual type of urban transport. The countries of the Asian continent, due to the underdevelopment of various modes of transport and overcrowding of cities, widely use various options bicycles as personal and public transport for the transport of passengers and small consignments.

Taking advantage various types transport, a person moves less, which leads to various diseases, therefore, from the 70s. 20th century the bicycle has found new life in many countries (Table 5.4). Its role in the fight against hypodynamia is great 1 .

For the safe use of a bicycle as a full-fledged transport in many cities of the world, special bicycle lanes are allocated on the sidewalks (usually marked with a special color), which even pedestrians are not allowed to use, and specially equipped parking lots are made, especially in crowded places, including near shopping enterprises, educational institutions, squares, etc.

Table 5.4

1 Hypodynamia (from Greek hipo - under, below and kinesis - strength) - insufficient muscle activity leading to a decrease in heart rate! and respiration, vascular tone, as well as weakness, loss of appetite.

Water transport It is used in cities as a seasonal one, has a small specific gravity and is used as a walking route, as well as to connect the city with suburbs and recreation areas or parts of the city located on opposite sides of the river.

The use of high-speed vessels such as "Meteor" and "Rocket"

expands the scope water transport in urban transport
1 wow, it's yours
Introduction
At all times and among all peoples, transport has played important role. On modern
stage, its importance has grown immeasurably. Today the existence of any
state is unthinkable without powerful transport.
In the twentieth century and especially in its second half there were gigantic
transformations in all parts of the world and areas of human activity.
Population growth, increased consumption of material resources, urbanization,
scientific and technological revolution, as well as natural geographical,
economic, political, social and other fundamental factors
led to the fact that the transport of the world received an unprecedented development in both
scale (quantitative), and in qualitative terms. Along with growth
the length of the communication network traditional views transport were
radical reconstruction: the rolling stock fleet has increased significantly, during
its carrying capacity has risen many times, the speed of movement has increased.
At the same time, transport problems came to the fore. These problems for
predominantly belong to cities and are due to excessive development
automotive industry. Hypertrophied car park of large cities
Europe, Asia and America causes constant traffic jams on the streets and deprives
advantages of fast and maneuverable transport. It seriously worsens
ecological situation.

Electric transport- viewtransport , using as a sourceenergy electricity , but as drive - traction motor . Its main advantages over vehicles with enginesexternal or internal combustion are higherperformance and environmental friendliness

Passenger electric transport

In developed countries, electric transport is the main carrier of passengers within the city, accounting for more than 50% of traffic. In developing countries, the percentage of electric transport in cities is from 15%. The main means of urban passenger electric transport aretrams , trolleybuses , subway , electric trains , apply in the same waymonorails , funiculars etc.
Cargo electric transport
Freight electric transport is used in transportation requiring a largeefficiency vehicle, for examplecargo trolleybuses applied in openquarries, a electric trains and electric locomotives direct and alternating current are used on railways. Also, freight electric transport includeselectric cars , electric carts,electric tractors , electric forklifts , some types of self-propelledcranes and excavators .
Almost any non-electric motor can be replaced by an electric one. Accordingly, any vehicle using a non-electric motor for movement (ICE , diesel engine , steam engine etc.) can also use an electric motor as traction.
There are various electric vehicles in the form of developments, small copies or series: electric aircraft,electric vehicles , gyrobuses , electric buses, electric submarines, etc.
Advantages:

The safest mode of transport.
The most important advantage is environmental friendliness.
Carrying capacity is several times higher than bus transport and 100 times higher than the carrying capacity of personal vehicles. High-capacity tram trains can reduce the total public costs of passenger transportation, reduce traffic congestion on the streets, which ultimately leads to a significant improvement in the environment.
Can be used to transport passengers at high speed
The regularity of transportation regardless of the time of year, time of day, climatic conditions.
Shorter, in comparison with water with water transport, the way of transportation.
Low cost (25% less than for buses).

Disadvantages:

The high cost of cars, the lack of charging stations, the limited range, the imperfection of heavy batteries and problems with their subsequent disposal.
Large metal content.
Low level of service quality.

Next, I put a picture with a trolleybus and you read the advantages and disadvantages (before printing, remove everything that is red)

Comparison with other modes of transport

The trolleybus has a number of both advantages and disadvantages compared to other types of urban public transport.
Advantages
Compared to tram

Trolleybuses use the same roadbed as road transport, while tramway traffic can be difficult or even completely prohibited. As a result, urban space is saved and significantly reducedcapital expenditure for the construction of a trolleybus line.
The trolleybus can deviate from the axis of the contact network at a distance of more than 4.5 m, thanks to which it is relatively easy to maneuver in the traffic flow and has no problems with avoiding obstacles such as an incorrectly parked or faulty car, and even another trolleybus with lowered booms.
The rubber tires of a trolleybus have better grip than the metal wheels of a tram, which makes it possible to operate it on routes with greater slopes.
The trolleybus usually uses the same stops with buses, located on the sidewalk. Tram stops are usually located deep in the road and require passengers to exit the carriageway.
A trolleybus can pass through curves with a smaller radius than a tram car.
Since the trolleybus has a two-wire power supply system, it does not cause undergroundstray currents , sharply reducing the service life of expensive underground metal structures.

Compared to bus

Trolleybuses do not pollute the air in the city with exhaust gases.
The trolleybus can operate onmulti-unit system .
Rolling stock service life more trolleybus than the service life of the bus.
The cost of maintaining a trolleybus fleet is lower than that of a bus fleet.
Cost price transportation by trolleybus is lower than by bus.
When operating on mountain routes, the trolleybus does not require the installation of a specialretarder , since its role is successfully performed by the traction engine.
The trolleybus engine allows quite significant short-term overloads. The electric motor can develop full power over the entire speed range, which is also important when operating in mountainous terrain.
The system can be installed on a trolleybusenergy recovery , which provides energy savings, especially when working in areas with difficult terrain.
A traction motor is more reliable than an internal combustion engine.
A modern trolleybus is much less noisy than a bus. The main sources of noise in trolleybuses are the compressor, heating and air conditioning systems, and in some models alsomain gearbox , motor generator and engine management systems. In modern trolleybuses, these noises are either eliminated or significantly reduced; Theoretically, trolleybuses can be made virtually silent, but complete silence can be a source of danger for pedestrians.
Trolleybus uses electrical energy generated at power plants, the efficiency of which is higher than that of a bus engine.

disadvantages

The initial costs of deploying a trolleybus system are higher than for a bus system, as it requires the construction of traction substations and a contact network .
A trolleybus consumes more electricity than a tram .
The carrying capacity of a non-articulated trolleybus is on average lower than that of a tram car .
The trolleybus is very sensitive to the condition of the road surface and the contact network . If it is necessary to drive through a damaged section of the road, it is necessary to significantly reduce the speed in order to avoid the rods coming off the wires of the contact line.
The trolleybus network is characterized by relatively low flexibility due to being tied to the contact network . However, the use of systems autonomous running andduobuses partly solves this problem.
Unlike a tram, the body of a trolleybus is not grounded, so additional security measures are required.electrical safety : control of leakage current, ensuring double insulation of electrical circuits, regular checks on the condition of the insulation.
The design of special parts of the contact network (crossings, arrows, separable connections on drawbridges) requires a reduction in speed when passing through them (sometimes up to 5 km/h ). In addition, there is a danger of stopping at a de-energized section at the intersection and the trolleybus switch, for example, when “cutting” by other vehicles. There are special units that are free from these shortcomings, but in the post-Soviet countries there are only isolated cases of the use of such special units (for example, inVologda ).
In fact, it is impossible to overtake one trolleybus with another, if this is not provided for by the contact network - for this it is necessary to lower the bars on one of the trolleybuses.
Trolleybuses are more sensitive to icing of contact wires than trams. Poor contact leads to rapid wear of the contact inserts, which in this case have to be changed several times per flight.
The contact network of the trolley bus clutters the streets and squares of cities ; a tangle of wires and suspension cables looks unaesthetic and spoils historical appearance cities .

Then only about Tram
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

Initial costs (when creating a tram system) are lower than the costs required for constructionunderground or monorail system , since there is no need for a complete isolation of the lines (although on separate sections and junctions, the line can pass in tunnels and overpasses, there is no need to arrange them throughout the route). However, the construction of an overground tram usually involves the reconstruction of streets and intersections, which increases the price and leads to a deterioration in traffic conditions during construction.
The capacity of wagons is usually higher than that of buses and trolleybuses. The passenger capacity of a tram of modern design, i.e., a multi-section articulated tram, is generally unattainable for trolleybuses and buses. [ source not specified 160 days ]
Trams, like other electric vehicles, do not pollute the air with combustion products.
The only type of surface urban transport that can be of variable length due to the coupling of wagons (sections) into trains during rush hour and uncoupling at other times (in the subway, the main factor is the length of the platform).
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.
The paths are visible, therefore, 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 (asline to Strelna in St. Petersburg ).
It is possible to inform passengers about the route of the arriving tram before any other street mode of transport (route lights).
Unlike trolleybuses , the tram is quite electrically safe for passengers when boarding and disembarking, since its body is alwaysgrounded through wheels and rails.
Trams provide more carrying capacity than buses or trolleybuses. Optimal loading of a bus or trolleybus line - no more than 3-4 thousand passengers per hour , "classic" i.e. street tram - up to 7 thousand passengers per hour [ source unspecified 168 days ] , but under certain conditions - and more .
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, trams are successfully operatedPCC , released in 1971-1974. More than 200 Konstal 13N trams from 1959–1969 run in Warsaw. Milan currently operates 163 1500 series trams built between 1928 and 1935.
World practice has shown that motorists actively switch to rail transport only. The introduction of high-speed bus / trolleybus systems gave at most 5% of the flow from personal to public transport, that is, it practically did not justify the funds invested in them.

disadvantages


"Caution, tram rails!" -road sign for cyclists.

The tram line in the building is much more expensivetrolleybus and especially bus .
carrying capacity trams are lower than those 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) .
Tram rails pose a danger tocyclists and motorcyclists trying to cross them at an acute angle.
Wrong parkedautomobile or a traffic accident in the envelope can stop traffic on large area 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 usedduobuses The trolleybus network is also becoming 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.
With unsatisfactory track maintenance, there is a possibility that the tram will derail, which in this situation makes the tram a potentially more dangerous road user.
Called by the tramvibration soils can create acoustic discomfort for residents of nearby buildings and lead to damage to their foundations. To reduce vibration, regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets) is necessary. With improved path laying technology, vibration can be minimized (often not at all).
If the path is poorly maintained, the reverse traction current can go into the ground, resulting in "stray currents » increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations).



separately
For a bus with an internal combustion engine, fuel consumption is 40 liters per 100 km . With a fuel cost of 25 rubles per liter and daily operation, fuel costs amount to 730 thousand rubles a year. The energy consumption for an electric bus is 91 kWh per 100 kilometers. With an electricity cost of 1.96 rubles/kWh, the annual electricity costs for an electric bus are 130,000 rubles. Those. fuel/energy costs for an electric bus are 5.5 times less than for a traditional bus with an internal combustion engine.

2 MISHA (freak)
Scope of application
Metropolitan - the most expensive type of urban transport. The Moscow metro transports 40% of passengers and is one of the fastest. The subway is usually off-street transport, providing fast, safe and comfortable communication (in Moscow and Tokyo 80-90% of all routes are underground, in London, Paris and New York - 50-60%). On some lines, automatic train control or speed control is possible. Abroad (in England, Switzerland, the USA and other countries) there is a freight underground (in London, 10.5 km of underground lines connect two post offices with the largest communications enterprises; In Moscow, Berlin, Warsaw, Sofia, Zurich and other cities there are local systems of underground tunnels for cargo and mail, which greatly reduces the need for ground transportation.In some countries, high-speed subways are being built (sometimes parallel to existing lines for their unloading) for faster communication with remote areas, for example RER in Paris, BART in San Francisco.
Tram. as the main mode of transport is used in cities with a population of more than 500 thousand with a stable passenger flow of more than 9 thousand passengers / hour. When remote industrial zone from the main territory and the presence of sufficiently powerful and stable flows, it is advisable to use a high-speed tram, the routes of which are in central parts cities can go underground (for example, in Vienna). The light rail is used as an alternative to the subway during the hours of decline in passenger traffic (on the same track lines). In 1892, the first electric trams in Russia began to serve the population of Kyiv, Nizhny Novgorod, Kazan and other cities, and in 1899 - Moscow. Until 1924 it was the only mass mode of transport. However, the occupation of the territory, the binding to the track when passengers were unsafe to exit onto the roadway changed its fate - many cities removed the tram traffic completely (Paris - in 1937, London - in 1952) or in the central parts of the city (for example, in Moscow) . However, some countries (Germany, Austria, Sweden, the USA, etc.) considered this step to be economically inexpedient and proposed changing the working conditions of the tram, which gave impetus to the construction of a high-speed tram. The high-speed tram is used in Volgograd, Kazan, and other Russian cities. Environmental problems, as well as the energy crisis and higher fares for other modes of transport are gradually returning the tram to its former role and form of activity.
Trolleybus. it is used in cities with a population of over 300 thousand inhabitants and a passenger flow of 6-9 thousand passengers / hour. With absence
modes of transport with a greater carrying capacity, it can be the main one, in other cases it can be a supply one. Trolleybus combines the advantages of a tram and a bus. In resort areas, trolleybus traffic is expedient as environmentally friendly. The trolleybus can also operate on departure lines, for example, Simferopol-Alushta-Yalta (route length 100 km). The length of trolleybus lines in the city of Tyumen is 30.5 km as of February 1, 2003.
In 1999, urban electric transport operated in 115 cities of Russia, including trams in 70, trolleybuses in 86, subways in 11 cities. The length of metro lines was more than 341 km.
3 VADIK
Logistics Service is a separate subdivision of the Moscow Metro and is maintained at the expense of funds allocated to the metro according to the operating costs plan approved by the Head of the metro, as well as income from work and services performed as part of ancillary and other activities.

The service has been functioning since the establishment of the Moscow Metro, organizing and providing the supply of subway subdivisions with materials, equipment, spare parts, overalls, fuel, components and other products necessary for repair and maintenance activities.

Until 1988, it was called the Logistics Service, by order of the metro of 01/15/1988 No. 27, it was renamed the Logistics Service.

The structure of the SMTS is approved by the head of the subway.

The Service currently includes:
- marketing department;
- department of materials;
- Department of electrical equipment and cable products;
- Department of spare parts, tools, steam fittings and mechanical equipment;
- sector of planning and analysis;
- accounting;
- 6 warehouses:
- commodity-transport group engaged in the organization of transportation:
- team of loaders;
- area of ​​repair and mechanization;
- workers.
Electric transport (electric trains operating on railways and subways, trolleybuses and trams) is a typical example of an energy consumer with a variable load. The mode of operation of electric vehicles is characterized by high energy consumption during acceleration and movement in traction mode. When driving in steady state, its consumption is significantly reduced.
The use of electrochemical capacitor elements in electric vehicles can reduce the load on the contact network, stabilize its voltage, compensating for dips that occur during the acceleration of several vehicles. Acceleration of electric transport can be carried out due to the power and energy stored in capacitors. This more than 2 times reduces the peak power consumption of electricity by transport from the contact network and opens up the possibility of reducing the number of traction substations, reducing the power of the equipment used, increasing throughput way, i.e. significantly reduce the cost of electric transport infrastructure.
4 Next Mine
The impact of different types of urban passenger transport on the environment is manifested differently. In particular, urban electric transport (metro, tram, trolleybus) is usually classified as an "environmentally friendly" category. But is this really so, or is it more appropriate to talk about the "relative environmental cleanliness" of electric transport.

Factors of the negative impact of urban electric transport on the environment can be divided into three groups.

The first group includes factors of direct influence, caused directly by the process of movement. The undoubted advantage in comparison with other types of urban transport here is the absence of emissions into the atmosphere directly from mobile sources during fuel combustion, which makes it possible to partially remove the problem of excessive concentration of emissions in places of heavy traffic. At the same time, there are problems of pollution with mineral dust (from road pavements and mud brought with wheels onto the carriageway), rubber crumb, metal particles, asbestos-containing particles of friction materials used in transport facilities (clutch discs, brake linings). A number of issues cause noise and electromagnetic pollution. Only a trolleybus provides a noise level of up to 70-80 dBA.

The second group includes factors related to the maintenance of the electric transport complex. The main driving force behind electric transport is electricity. It is at the stage of electricity generation that emissions into the atmosphere are formed during the implementation of the life cycle of electric transport facilities. In addition, as a result of the technological processes of washing, cleaning parts, painting, etc. a wide range of liquid waste is generated. A transport enterprise, on average, per unit of rolling stock accounts for 100 kg of surface discharges per year, including dry residue - 76 kg, chlorides - 17 kg, sulfates - 4 kg, suspensions - 1 kg, etc. The volume of solid waste is determined by the frequency of carrying out routine maintenance, the level of design reliability, the range of equipment used. So only during welding work in the process of repairing tram tracks, 30-60 g of silicon, aluminum, magnesium oxide are released from one kg of welding wire, and during post-weld processing and grinding of one rail joint, about 600 g is released. As a result of mechanical processing of rolling stock parts , their replacement, as well as other types of production and economic activities at the enterprises of urban electric transport, solid waste is generated, which is taken out for disposal, the volume of which, according to MADI-TU, is about 250 kg per unit of rolling stock, including: estimates - 40%, waste consumption -19%, wood waste and waste paper 16% each, brake linings - 4%, rubber except for tires -2%, etc. Waste transferred by transport enterprises for further processing is 900 kg per year per unit of rolling stock, including: scrap metal - 38%, sewage treatment plant sludge - 31%, tires - 20%, used oils - 9%, etc.

The third group includes factors determined by the infrastructure of the electric transport complex (withdrawal of land from circulation for buildings, structures, transport routes, electromagnetic radiation from power lines, violation of the geodetic structure, etc.).

It follows that, even if electric transport is recognized as “relatively environmentally friendly”, it is necessary to take into account the presence of the above factors and intensify activities aimed at:

1.reducing the negative impact of energy production and use (energy saving, use of environmentally friendly fuels, efficient cleaning methods, etc.);

2.improving the operational characteristics of rolling stock and transport routes (seamless rails, silent drives, environmentally friendly materials, etc.);

3. reduction of waste and material consumption of rolling stock, transport routes and auxiliary production of the transport complex;

4.optimization of traffic flows and schemes of production areas;

5. Improving the efficiency of the waste recycling system.
Nicholas

In the former Soviet Union, electric transport has gained unprecedented popularity. By the time of the collapse in the USSR, there were more than two hundred cities that had electric transport networks, while, for example, in the USA there were only 51 (the total motorization of America played its role), in Germany - 61, in Japan - 45, and in over populated China, which is quite comparable with us in terms of the level of development and the rate of increase in the personal fleet, - 29 cities.
What are the prospects for the development of electric transport today? Is this direction developing in the West, and what novelties can be found there? Let's try to answer these questions.
Of course, it is no secret to anyone that the development of electric transport in developed countries is mainly along the lines of the development of electric forklifts, stackers and electric vehicles. Here, information about technological innovations is more or less available to the general consumer.
What can be done for urban transport, how to increase its profitability and economy? The main idea is to use battery power.
It all started in 2000 with the company "Battery Factor", which managed to increase the capacity of batteries by 10-15%, which brought a new stream of optimism to the electrical market. The company promises to lead a whole revolution in this area, associated with the solution of the problem of sulfation of lead-acid batteries. A breakthrough is not yet in sight, although the 10% weight reduction has already played a role. However, all the leading automakers in Germany - Audi, BMW and Mercedes became interested in the novelty of the market.
New ideas have appeared on the use of both batteries and a conventional contact network in order to reduce the most energy-consuming or repair-intensive sections of the track. For example, one of the ways is to eliminate the contact network at the end points. This significantly reduces operating costs and ensures longer uptime. Another novelty is the use of rechargeable batteries while driving. As you know, when contact is lost, quite a lot of time is spent on eliminating the accident, which also means loss of time for the next tram or trolleybus on the track. Unprofitable and uneconomical. If you put the battery, then part of the path can be overcome on it, without the upper contact network. For example, with a simple NiMH battery, you can cover up to 1.5 km, which is quite enough so that a minor breakdown of the upper network does not delay city traffic.
France is considering combining the idea of ​​a trolleybus and an electric car and is preparing to release an electric bus that will use new powerful Zebra-type batteries, lead and nickel-cadmium
The main problem of using electric vehicles in the world is still the heavy weight of high-power batteries and the requirement for constant inspection during long-term battery operation. For Russia, the problem of discharging them in the cold is added, which can significantly spoil the indicators of economic benefits in winter.
etc.................

In total, there are now more than 280 trolleybus systems in the world - purely urban and, in some cases, intercity. The vast majority of them are in Russia, Ukraine, China and other post-Soviet countries. At the same time, there are trolleybus systems in developed countries, primarily in Switzerland and Italy.

At one time - in the 1930-1940s. The trolleybus was widely used throughout the world, the largest number of trolleybus systems then existed in the USA and Germany, there were many of them in Great Britain and France. The then trolleybus was more efficient in urban conditions compared to the bus - due to more powerful and compact electric motors compared to internal combustion engines. At the same time, the trolleybus turned out to be more spacious, comfortable and dynamic.

However, already in the 1960s, the "sunset" of the trolleybus began in developed countries. This coincided in time with the advent of more advanced new generation buses, and with the obsolescence and technical obsolescence of second generation trolleybuses produced in the 1930s and early 1950s. In fact, instead of replacing old trolleybuses with new ones, they were replaced with buses. This is partly due to the fact that in the West the trolleybus is not perceived as separate view urban transport, but simply as a bus "attached" to the contact network. As a result, in the USA, Canada, Germany, France, out of dozens or even hundreds of trolleybus systems, only a few survived, and in the UK it disappeared altogether.

Double-decker trolleybuses in London. The trolleybus in the capital of Great Britain worked from 1931 to 1962. Photo from the monograph "London Trolleybus" by Ken Blacker.

In the USSR and dependent countries, the situation was somewhat different. At first, the trolleybus was built either as a replacement for the tram, or as an alternative to the then few, small and weak buses. And even in the 1960s and 1970s, the quantity and quality of Soviet buses did not allow abandoning the trolleybus. In addition, in the already existing trolleybus systems, the planned economy made it possible to regularly update the rolling stock. At the same time, the presence of a trolley bus emphasized the status of any regional center or even just small town with a developed heavy industry and the presence of passenger traffic.

The "rural" trolleybus in Dobropolye in the Donbass was actually built for the mass transportation of miners to several mines. Photo: Yuri Maller

Even in such conditions, a number of European cities, including the socialist camp, deliberately abandoned the development of the trolley bus in favor of the tram. These are Helsinki, Warsaw, Prague, Vienna, where trolleybuses worked until the early 1970s. Then, as the technical obsolescence of the trolleybuses themselves, they were eliminated, which was more than offset by the emergence of new modern spacious trams, including multi-section ones, and the construction of new lines. Such European capitals how London and Paris, which had very extensive metro networks, abandoned trolleybuses in favor of buses.

Škoda trolleybuses in Prague, 1970. Trolleybus lines operated from 1936 to 1972. Photo by Tomáš Dvořák

Only in the 1970s did the world think about the environmental friendliness of trolleybuses compared to buses - which gave impetus to the preservation of the old trolleybus systems that remained at that time and, in some cases, the construction of new ones. However, the emergence in the late 1980s. trams from low level floors and their high carrying capacity have become the reason that in the developed countries of the world, even in the era of the energy crisis and the struggle for a clean environment, the trolleybus again did not receive mass development. Almost all cities that had the opportunity to develop electric transport from scratch took build a tram.

Trolleybus in Solingen, Germany - a unique dead-end terminal with a turntable. Currently, this trolleybus built in 1987 operates in Mariupol. Photo: Jurgen Lehmann

The exception is Switzerland, where almost all trolleybus systems that were opened several decades ago have been preserved. The point is the mountainous terrain of these cities, where buses were inefficient until the 1970s, the availability of cheap electricity from hydroelectric power plants and, for some time, the environmental factor. As a result, Switzerland currently operates some of the most advanced trolleybuses in the world, including three-section ones.

Three-section trolleybus model "Hess LightTram" in Geneva, photo www.transphoto.ru, user Anter

The collapse of the USSR and Warsaw Pact put an end to the planned economy, as a result of which dozens of trolleybus systems were closed in a number of post-Soviet countries, as well as in Romania and Bulgaria in the 1990s and after 2000. As a rule, in many cities the constant renewal of the rolling stock was stopped. And the old one, with a low quality of service, wore out rather quickly. Together with the unprofitability of carrier enterprises, this made the closure of such systems only a matter of time. It is for these reasons that the trolleybus and electric transport were completely eliminated in Azerbaijan and Georgia, and almost completely in Kazakhstan and Uzbekistan.

An old trolleybus "Skoda-9tr" in Gori against the backdrop of the monument to Stalin, 2010 - a few months before the traffic was stopped. Photo: Yuri Anisimov.

China stands apart in terms of shutting down trolleybus systems - they are replacing “horned” buses with electric buses, despite the fact that in the corridors of the former trolleybus routes, as, for example, in Harbin, a full-fledged metro is being built.

At present, the development of trackless electric transport around the world has gone along the vector of introducing electric buses. In China alone, there are already about 220 thousand of them, while in a number of cities electric buses are already replacing conventional buses. Electric buses combine the environmental friendliness of a trolleybus with maneuverability and independence from the contact network of the bus. But, so far, in Europe, an electric bus costs at least twice as much as a diesel bus of the same capacity and one and a half times more expensive than a trolleybus. However, when creating an electric transport system from scratch, the higher cost of electric buses is offset by savings on infrastructure - instead of building a contact network and numerous traction substations, it is enough to get by with powerful charging stations at the depot and at key final stops.

An electric bus in Beijing, photo www.fotobus.msk.ru, user sansanich

At the same time, the presence of the already existing trolleybus infrastructure makes it unprofitable to abandon it in favor of any other mode of transport. On the contrary, such an infrastructure makes it possible to use ordinary trolleybuses or trolleybuses with the possibility of autonomous running in parallel with the introduction of electric buses. The option with the presence of autonomous trolleybuses is implemented using batteries - a full-fledged electric bus is obtained with a power reserve of 10 to 70 kilometers and the ability to work and recharge from a contact network. There are trolleybuses equipped with diesel generators or parallel diesel power plant- the so-called duobuses.

Trolleybus model "BKM-321" follows the route autonomously from a diesel generator, Brest, Belarus, photo Ivan Voiteshonok

Thus, for the development of electric buses in those cities where there is no trolleybus infrastructure, "clean" electric buses are preferable. But in cities where there is already a trolleybus infrastructure, the introduction of trolleybuses with autonomous batteries looks more justified - in order to be able to work both in the form of a conventional trolleybus and an electric bus without a contact network.

Trolleybus model "BKM-321" with the option of autonomous running from batteries - at the airport in Chisinau, photo www.transphoto.ru, user IvanMorgan

In statistics, we see that in the 21st century the number of newly built trolleybus systems is relatively small - literally a few. A large number of such systems in Italy is explained by the extremely lengthy and bureaucratic reconstruction of old systems that had exhausted their resources by the 1990s. - as a result, it turns out not even the reconstruction of the old system, but the creation of it anew along the same route. In Russia, several trolleybus systems were opened in fairly large cities in the Moscow region - Khimki (1997), Vidnoe, Podolsk, as well as an "image" system for local authorities in Syzran. The number of newly opened trolleybus systems sharply loses to the number of new tram networks - for reasons of greater status, carrying capacity and long-term payback of rail transport.

The closures of trolleybuses mostly concern the countries of the former USSR, as well as Romania and Bulgaria. Russia stands apart, where the mass liquidation of trolleybus systems is just beginning. This is affected by the planned unprofitability of the trolleybus, multiplied by the lack of subsidies and the lack of interest of local authorities in the operation of the trolleybus for a number of reasons, among which there is lobbying for private bus carriers. The sharp reduction in local budgets also has an effect due to the depreciation of the ruble since 2014, which, by a strange coincidence, coincided with the introduction of economic sanctions against Russia for aggression against Ukraine.

In Ukraine, there is both the creation from scratch of a new trolleybus system in Kerch, and the closure due to the lack of subsidies, the lack of maintenance of the old rolling stock and the purchase of new small trolleybus systems in the small depressed cities of Donbass - Krasnoarmeysk, where the trolleybus was liquidated, should also be added to the list in the 1990s. The small trolleybus system in Uglegorsk, destroyed during the fighting in 2014 during the offensive of terrorist Russian troops, stands apart.

Discoveries

Venezuela:
Barquisimeto - 2012
Merida - 2006

Merida trolleybus connecting the city with the airport and capable of disembarking passengers only at specially equipped terminals, photo by Georgy Krasnikov

Italy
Avellino - under construction since 2009, the first trolleybus system operated in 1947-1973.
Bari - under construction since 2009, first system operated until 1987
Genoa - 2002 - before that in 1997-2000 the trolleybus worked, it is open after a break in work.
Chieti - 2011-2013 - restored through a long-term modernization of the old trolleybus system, which has been carried out since 1992.
Lecce - 2012
Modena - 2000 - restoration after the modernization of the old system in 1996-2000.
Pescara - 2017, construction underway since 2009
Rome - 2005

Most of the modern trolleybuses in Rome are Polish-made "Solaris Trollino 18", in the city center they operate without a contact network from batteries. Photo www.transphoto.ru, user Santehnik

Spain:
Castellón de la Plana - 2008

The most innovative trolleybus in the world operates in the Spanish city of Castellón de la Plana: it travels along a dedicated lane with optical system automatic direction of movement, the driver practically does not interfere with the control, photo Alexander Prodan.

China:
Baoding - 2000

Colombia:
Medellin - 2011 - experimental line at the university

Morocco:
Marrakech - 2017 (under construction)

Russia:
Prominent - 2000
Podolsk - 2001
Syzran - 2002

In Vidnoye, near Moscow, there is the only Bogdan trolleybus in the whole of Russia - in 2013, the Transmashholding company tried to assemble these trolleybuses under the Comfort brand under a license, photo www.transphoto.ru, user Rezident

Romania:
Vaslui - 2016 - restored after closing in 2009

The world's most luxurious trolleybuses operate in Saudi Arabia, photo: Viseon Bus GmbH

USA:
Philadelphia - 2008 - after a hiatus for network upgrades since 2003

Turkey:
Malatya - 2015

In Turkish Malatya, the unofficial "apricot" capital of the world, three-section trolleybuses of local production are the main form of urban transport, photo Yury Maller

Ukraine:
Kerch - 2004

September 12, 2009 - the second trolleybus line to the station is opened in Kerch on the day of the city, photo wwwtransphoto.ru, user Anton

Sweden:
Landskrona - 2003

closures

Austria
Innsbruck - 2007 - replaced by new tram lines
Kapfenberg - 2002

Shutdown of trolleybus traffic in Innsbruck, photo by Frank Hohmann

Azerbaijan, urban electric transport has been completely eliminated:
Baku - 2006
Ganja - 2004
Mingachevir - 2006
Nakhichevan - 2004
Sumgait - 2005

Trolleybus on the last route to Baku, 2006, photo by Marcin Stiasny

Argentina:
Mendoza - 2017 (official plan)

Armenia:
Gyumri - 2005

Belgium:
Gent - 2009

Bulgaria:
Veliko Tarnovo - 2009
Gabrovo - 2013
Dobrich - 2014
Pernik - 2015
Plovdiv - 2012

Decommissioned cars from the Canadian Edmonton were bought there specifically for the restoration of the work of trolleybuses in Plovdiv, but they were not cleared and arrested in the port of Burgas. Most of the closed trolleybus systems in Bulgaria stopped working due to the unwillingness of the transport workers themselves to carry passengers and change the way they work, together with the lack of a clear policy for the development of urban transport from the local authorities. Photo by Yuri Maller.

Brazil:
Ararakuara - 2000
Recife - 2001

Georgia, electric transport is completely destroyed:
Batumi - 2005
Gori - 2010
Zugdidi - 2009
Kutaisi - 2009
Ozurgeti - 2006
Poti - 2004
Rustavi - 2009
Samtredia - 2000
Tbilisi - 2006
Chiatura - 2008

Trolleybuses in Georgia, except for Tbilisi and Gori, often did not even have a depot, they were repaired simply in a fenced area or even on the street. By the end of the operation of some systems, trolleybuses acquired such an appearance that it was scary to ride in them. During the presidency of Mikheil Saakashvili in the period from 2003 to 2010, electric transport in the cities of Georgia was completely destroyed. In the photo - a trolleybus in Batumi, 2003, by Peter Haseldine. Kathmandu - 2008

One of the most exotic trolleybus systems in the world, in the capital of Nepal, operated on old Chinese low-capacity trolleybuses, photo Stefan Mashkevich.

New Zealand:

Wellington - 2017 (official plan)

The capital of New Zealand has some of the most original trolleybuses in the world. The system is scheduled for closure due to wear and tear of the rolling stock, during the construction of which old electric motors and other parts from decommissioned trolleybuses were used, and organizational difficulties in the work of the carrier, customer and maintenance of the contact network. Photo by Andrew Surgenor

Russia:
Arkhangelsk - 2008
Blagoveshchensk - 2016
Vladikavkaz - 2010
Kurgan - 2015
Syzran - 2009
Mines - 2007

Romania:
Vaslui - 2009
Constanta - 2010
Satu Mare - 2005
Sibiu - 2009
Slatina - 2006
Suceava - 2005
Targovishte - 2005
Iasi - 2006

Many cities in Romania have purchased used trolleybuses from Switzerland and Germany. As they wore out, as well as the wear and tear of Romanian-made trolleybuses, which were initially of poor quality, the operation of trolleybuses ceased in many cities. Pictured is an old Swiss trolleybus in Sibiu, photo by André Knoerr.

North Korea:
Wonsan - 2011
Kim Chaek - 2011
Nampo - 2009

Abandoned trolleybuses stand right at the final stop at the train station in Wonsan, 5 years after the cessation of work, photo by Yuri Anisimov.

Uzbekistan:
Almalyk - 2009
Andijan - 2002
Bukhara - 2005
Jizzakh - 2010
Namangan - 2010
Nukus - 2007
Samarkand - 2005
Tashkent - 2010
Fergana - 2003

Ukraine:
Dobropolye - 2011 - had the status of the smallest city since trolleybus traffic
Stakhanov - 2010
Toretsk - 2007
Uglegorsk - 2014 - trolleybus system destroyed as a result of hostilities.

Shot and looted trolleybuses of Uglegorsk, December 2015, photo - one of the so-called news sites of the so-called "republic".

Tajikistan:
Khujand - 2009-2013

Turkmenistan:
Ashgabat - 2012

Several years after the cessation of work, dozens of operational trolleybuses still remain in Ashgabat, photo www.tomkad.livejournal.com

France:
Marseille - 2004 - replaced by tram

Switzerland:
Lugano - 2001

Ecuador:
Quito - 2017 (official plan)