History of public transport stops
The stopping point is inextricably linked with the city's public transport system. Accordingly, if we talk about the period of origin of the stop, we need to remember the first public transport and its occurrence. The first public transport in the city is considered to be the omnibus, and later the horse-drawn carriage and the tram.
Omnibus(from lat. omnibus"to all", form of dates. case pl. numbers lat. omnis"everyone") - a type of urban public transport, characteristic of the second half of the XIX century. It is a multi-seat (15–20 seats) horse-drawn cart. Passenger seats were located inside the omnibus and on the roof (the so-called "imperial").
The first country in the world where an omnibus began to function was France, the city of Nantes, in 1826. It was in Nantes in 1826 that the word “omnibus” first appeared. But according to other historical data, it is known that multi-seat passenger carriages began to be used even earlier in Paris in 1662 during the reign of Louis XIV.
The omnibus is the historical predecessor of the bus. By the end of the 19th century, the omnibus was supplanted by the horse-tram and then by the tram. Omnibus in the cities of Russia lasted until 1917 and the Civil War.
Rice. 2. The first St. Petersburg omnibus, 1832. N.F. Fetisov's archive.
Rice. 3. Modern tourist omnibus.
Rice. 4. London omnibus.
Konka (horse-drawn railway city)- a type of public transport that was widely used before the transfer of the railway to steam, thermal, electric or cable traction. The horse tram, widely used as urban transport, became the forerunner of the electric tram.
Konka was an open or more often closed carriage, sometimes two-story with an open top ("imperial"). The carriage was pulled along the tracks by a pair of horses driven by a coachman. In places where the horse-drawn lines crossed steep ascents, the carriages were waited for by postilions (usually teenage boys), who harnessed 1-2 more pairs of horses and helped to overcome a difficult place, then on a flat area they unharnessed additional horses.
Rice. 5. Konka in Moscow, 1900
April 27, Saturday
17:00 Ivanovskaya Gorka-2: courtyards and lanes of Maroseyka
Meeting point: m. "Kitay-gorod", exit to the street. Maroseyka, at the monument to the heroes of Plevna
April 28, Sunday
13:00 Zamoskvorechye along Pyatnitskaya
Meeting point: Tretyakovskaya metro station, near the metro exit
The tour is led by Alexander Ivanov
13:00 CANCEL Neglinnaya: Three centuries of Moscow taverns and restaurants
Meeting point: metro station "Trubnaya", at the exit from the metro
Guided by Marina Ivanova We apologize: the tour is canceled due to the illness of the guide.
Thursday, April 18, 2013
Today, April 18 marks the 89th anniversary of the Moscow bus! April 18, 1924 was launched the first bus route. Have there been attempts to start the bus before? And how did this type of transport develop further in Moscow? You will find answers to these questions below.
Which buses appeared first in Moscow, how right-hand drive cars drove around the city, where did the double-decker buses go and much more —>
The "ancestors" of the bus in Moscow in the 19th century were rulers - horse-drawn carts for 10-14 seats, they were launched in 1847. In the 1890s, Moscow entrepreneurs tried to renew this type of transport, appealed to the City Duma with a proposal to launch omnibuses on the streets of Moscow - automobile public transport, which had already appeared in Europe by that time. But the city authorities refused, arguing that such transport would be too bulky and wide for narrow Moscow streets.
Nevertheless, in 1907 there was an attempt to launch the first bus.
Bus "Daimler" in Maryina Roshcha, 1907.
But the first bus line in Moscow was essentially a suburban "minibus" - from Maryina Roshcha to Ostankino, since the city authorities did not want to compete with the city-owned tram. This branch was opened on July 17, 1907, and in the summer season two open buses owned by Count A. D. Sheremetev, an 8-seater Daimler and a 12-seater NAG charaban, ran on it. The fare from Moscow to Ostankino cost 15 kopecks.
Bus "Daimler" in Ostankino, 1907.
The following year, 1908, two more “suburban” routes were launched - from Petrovsky Park to Pokrovsky-Glebov, and from Semyonovskaya Zastava to the Izmailovsky menagerie. And at the end of July 1908, the City Railways Department purchased a “self-propelled omnibus”, which traveled for three weeks from Theater Square to Bolotnaya Square and Serpukhov Gates, quickly broke down, possibly due to bad pavements. It was the first attempt to launch a bus in the city itself, in its center.
An English right-hand drive "Leyland" on Sverdlov Square, mid-1920s - the first Moscow bus.
But in the 1920s, the city grew rapidly, and the need for transportation of the population increased, the tram network was overloaded, and the Ministry of Housing and Communal Services decided
organize regular bus service. And so, April 18, 1924 2009, several imported and home-made buses, converted from trucks, were launched along the dacha line Presnenskaya Zastava - Serebryany Bor. The operation of the line showed good results, and in the summer of the same year, the MZHKH launched the route already within the city. It connected Kalanchevskaya (now Komsomolskaya) Square with the Belorussky railway station. Interestingly, at first there was no timetable, the buses just went from one point to another without a specific schedule. At first, only 8 buses of the English company Leyland ran. They could reach a maximum speed of 30 kilometers per hour, and fit 28 people in them.
"Leyland" on Sheremetyevskaya street in Maryino grove, late 1920s.
Here is how the newspaper Rabochaya Moskva wrote about this on August 9, 1924:
“Yesterday at 12 o’clock a regular bus service opened in Moscow from Kalanchevskaya Square to Tverskaya Zastava. The entire route of 8 versts is divided into 4 stations and 13 stops, the journey takes 25-27 minutes. 8 buses run along the line with an interval of 6-8 minutes. The fee for one station is 10 kopecks. In the near future, MZHKH will receive 8 more buses from abroad, which will serve the second line. The bus will facilitate the work of the tram.”
For the operation of buses, a staff of 45 people and a garage at the corner of Bolshaya Dmitrovka and Georgievsky lane were allocated.
In 1925 - 1926. most of the buses stood in the open, as the garage could not accommodate all the cars. In 1926, the MZHKH allocated a site for a new, larger garage at Bolshaya Ordynka, house 40, where all the rolling stock was transferred. During the year, Moscow buses have already transported 32.6 million passengers (trams - 467.7 million). New cars continued to arrive, mostly the same English Leylands.
In 1927, according to the project of architect Konstantin Melnikov and engineer Vladimir Shukhov, in the style of constructivism, a specialized bus park-garage for 125 cars "Leyland" was built on Bakhmetyevskaya Street, which was finally put into operation in 1929. Now this building houses the "Jewish Museum and Tolerance Center", in 2008-2012 the center of contemporary culture "Garage" was located.
Campaign bus at the Bakhmetevsky garage, late 1920s - early 1930s
At the time of the opening of the garage in Moscow, there were already 13 bus routes with a total length of 113.8 km, and more than 130 Leylands traveled along them.
In 1929, the first Soviet buses began to arrive at the Moscow Department of Public Utilities: they were produced by the Yaroslavl Automobile Plant (first Ya-3, then Ya-6 for 36 seats on the basis of the Ya-5 truck) and the AMO plant in Moscow (AMO-4 for 26 seats since 1931 and AMO-F-15 for 28 seats since 1932). The AMO plant in 1931 was renamed the Automobile Plant. Stalin, or ZIS, and this abbreviation gave the name to all subsequent bus brands of this plant.
Bus AMO-4 on Sverdlov Square, 1933.
In the second half of the 1930s, the bus developed more and more, it covered not only the outskirts of the city without trams and trolleybuses, but also the central highways, especially those where in 1936-1937. tram tracks were removed, - the bus replaced the tram the next day after the removal.
At the end of 1937, 41 bus routes operated in Moscow. In addition, two night routes ran: "B" (along the Garden Ring) and No. 24 (Sverdlov Square - Stalin Automobile Plant).
ZIS-8 buses on Sverdlov Square, early 1930s.
At the beginning of the war, most of the rolling stock and the repair and technical base began to serve the military department: about 800 buses were transferred to the Red Army, most of the rest served hotels and the needs of local air defense. In the Bakhmetevsky garage, central car repair shops were set up, where front-line cars were repaired. In January 1942, the Council of People's Commissars of the USSR instructed the Moscow Council to create a convoy of 40 buses to evacuate the inhabitants of besieged Leningrad. 169 thousand Leningrad blockade survivors were transported across the ice of Lake Ladoga.
Since the beginning of 1945, work began on the restoration of the bus economy and the overhaul of the buses themselves, returned from the front and partially mothballed in bus depots. Simultaneously with the repair, they began to restore the movement of buses along the routes. By the end of 1945, 15 bus routes with a total length of 155 km were reopened. 403 buses transported 45.8 million passengers in 1945 (in 1943 only 9.1 million). And in 1946, the number of buses increased to 600 due to the repair of old buses, and the number of routes to 32 (322 km), transportation already amounted to 123.2 million passengers. In 1947, 7 more new routes were launched.
ZIS-16 at the main entrance of the All-Union Agricultural Exhibition, 1939.
After the war, it became clear that the old models ZIS-8 and ZIS-16 with a wooden body and steel sheathing did not meet the technical standards of the time and were not able to satisfy the increased passenger flow.
Post-war bus AKZ-1, made on the basis of a truck. These were produced in 1947-48. Photo from the annual exhibition of Mosgortrans in front of the All-Russian Exhibition Center on the day of the city.
Therefore, by 1946 at the automobile plant. Stalin, a new bus of the ZIS-154 brand was designed for 34 seated and 26 standing places. In the summer of 1947, the first serial batch of new buses began to run on the first route (Sverdlov Square - Belorussky Station). The second batch of 25 buses took to the streets on the days of the 800th anniversary of the capital - in September 1947.
New buses ZIS-154, 800th anniversary of Moscow, 1947. Garden Ring, Goncharny lanes area.
In the 1950s, the bus became the main land passenger transport of the city, the reasons for this were the intensive removal of tram lines, with replacement by buses, in addition, the rapid mass development of the outskirts of the city, where it was faster and easier to put the bus, and not the tram with a trolleybus.
Old ZIS-16 and new ZIS-154 at Belorussky railway station, 1950.
In 1949-1959. the share of the bus in all traffic increased from 10 to 27 percent (in 1958 the bus overtook the trolleybus in this respect, and in 1959 the tram). Development continues into the 1960s, when new housing estates were built much faster than subway or trolleybus lines were brought there, so the bus was the way out. By 1963, bus traffic was almost equal to metro traffic. By this time, bus transport in Moscow had become the second most important type of urban transport and practically the main mode of transport in new residential areas.
ZIS-155 on the Starokaluga highway, near the village of Semyonovskoye and Leninsky Prospekt, 1958. It's a hot day, the bus engine is overheating, so half of the radiator cap is open.
ZIS-154 (right) and ZIS-155 (left), Mosgortrans exhibition.
All these processes entailed the production of new models of buses. The small ZIS-155 could no longer cope with the growing passenger traffic, and besides, it had some design defects. Therefore, in 1956, tests began on a new model of the ZIL-158 bus, which appeared on the streets of the city in the fall of 1957.
By the early 1960s, the ZIL-158 gradually replaced the ZIS-155. The last ZIS-155 buses left the streets of Moscow in 1962. Since 1961, the production of ZIL-158 buses was transferred to the Likinsky plant in the Moscow region (LiAZ).
ZIL-158, shot from the film "Operation Y" and other adventures of Shurik, 1964, Khamovniki.
In the mid-60s, ZIL-158 (or LiAZ-158) became the main bus brand in Moscow. In 1963-1966 68 new bus routes were opened in the city, mostly in new residential areas on the outskirts of Moscow. The number of buses increased from 3312 to 4480. From 1954 to 1962, 4 new bus fleets were opened - the 6th, 7th, 8th and 9th.
ZIL-158, Mosgortrans exhibition.
Double-decker trailer bus with a DS-6 tractor, produced in the GDR. In total, 7 copies were made, one was purchased for Moscow (as an experiment) on the personal initiative of Khrushchev (there is a version that the car was donated) in 1959.
Another double-decker model from Germany is the Do-56. Together with DS-6, they went along route 3, then along route 111 from the university to Sverdlov Square. The maneuverability of such a large bus on the streets of Moscow was low, and in winter, in ice, the car was heavily skidding and there was a high risk of overturning, so the experiment was not particularly successful. In addition, people were afraid to ride on the second floor, crowded into the first.
As a result, the lack of spare parts and deterioration led to the fact that double-decker buses were less and less on the line. Finally, in 1964, the cars were decommissioned and cut into scrap metal.
But back to serial Moscow buses and their routes.
In 1961, the numbering of routes was changed: urban routes were numbered from 1 to 299, and suburban routes from 500 to 599 and from 300 to 399 for lines within the boundaries of Moscow, but served by parks in the Moscow region.
In 1967, a new model was launched - the legendary LiAZ-677, which was produced at the Likinsky plant until 1994, and disappeared from Moscow streets only in the 2000s. The number of city bus routes at the end of 1968 exceeded 200.
LIAZ-677, Novogireevo, 1974.
In 1970-71, the 10th and 11th bus depots were opened, each for 400 cars. The 11th bus fleet, along with LiAZ-677, also received Ikarus-180 buses. The era of the Hungarian Ikarus began. These were the first "accordions" or "vacuum cleaners" in Moscow, that is, articulated buses. In addition, they were also called "cattle trucks" for their large capacity. The mass write-off of this model began after 1976, the last cars disappeared in 1983. They were replaced by the model of the same manufacturer Ikarus-280, in addition, a single, short Ikarus-260, without an accordion, was also used.
Ikarus-180, Dmitrovskoye Highway, early 1970s.
In 1974-75, the 13th and 14th bus depots were opened, in the 1980s - the 15th, 16th, the construction of the 17th and 18th began. In the 1970s - 80s, the bus still held the leading role in transportation among all types of land urban transport, its share increased to 36% in 1988. Ikarus buses went on busy routes in these decades, on less intense ones - "LiAZs".
In the early 1990s, the economic crisis hit the bus transport, and the supply of new buses and spare parts greatly decreased.
Ikarus-280, 1990s.
The production of buses began to increase in the mid-1990s (3946 cars in 1994, 4213 in 1995), some previously canceled routes were restored, so that at the beginning of 1996 442 routes were operating, and not 415, as in 1993 In 1994-96 new routes were organized in the areas of mass residential development Zhulebino, Mitino, Maryinsky Park, South Butovo, Novokosino.
Today, most of the capital's bus fleet (Mosgortrans) consists of domestic high-capacity models, these are Likino-Dulyovo LiAZ-5292, LiAZ-5293 and LiAZ-5256, supplemented by Hungarian Ikarus 415 models, Belarusian MAZ-103 (since 1998), Volzhanin CityRhythm-12 (since 2009), Pavlovsky PAZ-3237, as well as articulated buses of extra large capacity Ikarus 280 and Ikarus 435, plus domestic buses LiAZ-6212 and LiAZ-6213, as well as single 15-meter buses "Volzhanin-6270" ( since 2003), Volzhanin CityRhythm-15 (since 2007) and MAZ-107 (since 2004). In 1994-2003 Ikarus buses were assembled from SKD kits at TMZ. Buses of other domestic and foreign brands are also in trial operation.
Happy holiday to all public transport workers and its lovers!
Public transport, in the modern sense of the word, appeared in large settlements in Europe in the first half of the 19th century, immediately after the start of railway transport. Talented designers of the century before last projected the idea of a railway car driven by the power of a diesel locomotive onto an ordinary multi-seat carriage driven by the power of one or more horses.
The officially recognized creator of the tram's predecessor was the American engineer Luba. It was under his leadership in the middle of the 19th century that a whole network of city rail lines was built in New York. The domestic version, called the "horse" was created in the 60s of the century before last. The first rails in the city were laid in the capital of the Russian Empire - St. Petersburg. This project was implemented by engineer Domantovich. The caustic Petersburgers very quickly called this transport the nickname "forty martyrs." It is this slang name that most accurately reflects all the shortcomings in the construction of horse-drawn carriages - the lack of shock absorbers, unhurried and irregular movement, and the constant overcrowding of the car.
Horse-drawn carriages, fortunately for modern citizens, served as urban transport until the end of the 19th century, until they were forced out by more progressive types of multi-seat self-propelled carriages. Already at the end of the 19th century, an alternative to the draft power of a horse appeared - an electric motor. The tram was the first electric vehicle. The creators of this brainchild of the technical revolution are considered to be the German engineer W. Siemens, the Russian designer F. Pirotsky and the American inventor L. Daft. The first trams appeared in the city in the 80s of the 19th century.
In domestic open spaces, the first tram line passed through the city limits of Kyiv (in 1892, 10 years earlier than in Moscow and 15 years earlier than in St. Petersburg).
In addition to the horse-drawn carriage already mentioned, at the beginning of the 19th century there was another type of public transport - the omnibus, which was the same horse-drawn trailer, only moving not along rails, but along the city pavement.
The omnibus appeared several years earlier than the horse tram. In St. Petersburg, this type of transport was allowed through the city streets as early as 1832. This type of horse-drawn transport became the forerunner of the modern bus - a multi-seat vehicle for passenger transportation.
The first bus with an internal combustion engine was designed in the late 90s of the 19th century. The creators of this mechanical miracle were the designers of the Benz company.
The predecessor of the working model of the Benz company was the passenger cart of the Englishman Richard Trevithick, equipped with a steam engine. The main competitors of Benz buses were electric vehicles of English and Russian engineers. The domestic bus on electric traction was produced by the Dux factory. This electric car could reach speeds of up to 20 km / h and move over distances of up to 60 kilometers without recharging electricity storage.
Bus company "Dux"
The first example of a Russian bus with an internal combustion engine was a product of the Frese factory - a ten-seater convertible with a single-cylinder unit with a capacity of 10 "horses". Permanent bus routes in Russian cities appeared after the revolution of the 17th year. In 1924, the route Komsomolskaya (then Kalanchevskaya) Square - Tverskaya Zastava was opened in Moscow, which was serviced by eight Leyland vehicles.
Leyland brand cars
In 1926, on the basis of the ancestor of the Soviet automobile industry, the Automobile Moscow Society plant, the AMO-F15 model was produced - the first Soviet 14-seater bus.
But the most famous model of Soviet buses, without a doubt, is the ZIS-8, a passenger modification of the ZIS-5 truck. It was the ZIS-8 that became the basis of the public urban transport system. This car developed speeds up to 60 km / h and was produced at many automobile factories in the USSR (in Leningrad, Kharkov, Kyiv). These buses were even exported abroad (16 cars "left" to Turkey already in 1934). It is these buses that are associated with the sinister "black crows" of the NKVD, it is this bus, according to the director of the cult series "The meeting place cannot be changed," that is the vehicle of the Moscow Criminal Investigation Department.
Bus ZIS
The appearance of such a vehicle as a bus provoked a fight against noisy and expensive (laying transport lines) trams. As an alternative to this railway urban transport, a trolleybus was proposed - an electric omnibus. The first model of domestic trolleybuses was the LK-1 model - the result of the joint efforts of several Moscow factories. This electric carriage accommodated more than 50 passengers.
The basis of the LK-1 project was the chassis from the Ya-6 bus, equipped with a wooden case and a 60 kW electric motor. This project is interesting only because of the novelty of the vehicle. The Soviet auto industry also produced more interesting examples of electric vehicles. For example, YaTB-3 is a double-decker trolleybus made in Yaroslavl.
This product, like many other samples of domestic cars, was developed on the basis of the best samples of foreign technology. A similar sample from the English electric company, acquired in England in 1937, became the donor of the domestic double-decker trolleybus project. On the basis of this product, Soviet craftsmen assembled a unique vehicle 470 centimeters high. The total number of passenger seats in YATB-3 was 72, but the idea of a double-decker transport did not survive the competition with the proposed model of the "articulated" version. By the beginning of the 1950s, double-decker trolleybuses had become automotive exotics.
In addition to ground public transport, in the 20th century, the ideas of an underground railway - the metro and a special type of rail transport - the monorail were implemented. Nowadays, the most promising public transport projects are associated with these technical ideas. Wheeled transport, which created the problem of long-term traffic congestion, is a thing of the past. Although some enthusiasts are trying to create unique projects based on the use of special fuel cells - hydrogen, solar panels, super-capacity batteries and other new products.
The history of the development of the GPT differs in periods: horse, steam and electric traction, motorization and the revival of mass passenger transport in the conditions of the scientific and technological revolution with the introduction of electronic technology and automation.
The period of horse traction, which began in the last quarter of the 18th century, continued until about the middle of the 19th century. The horse was used by man in ancient times for riding, horse-drawn war chariots and other purposes. Approximately in the second half of the XVII century. regular movement of horse-drawn carts was organized as a means of intercity transport. As cities grew, the need arose for intracity passenger transport, which appeared around the last quarter of the 18th century. Passenger traffic in the cities of that time was still small. Carriages were used to transport passengers, then 10–20-seat stagecoaches, omnibuses, and rulers appeared. Stagecoaches and omnibuses were structurally reinforced carts of large sizes. In particular, the omnibuses were two-story, had an open second floor - "imperial", the fare in which was a little cheaper than inside the body.
The ruler, or "top", is shown in Figure 7.1. It was like a double bench, on which 10-14 passengers were placed in two rows.
In the middle of the XIX century. (1853 - in New York, 1864 - in St. Petersburg, 1872 - in Moscow, etc.) the first horse-drawn railways appeared. The appearance of horse cars is a consequence of the first transport crisis in history, which was the result of the rapid growth of cities in connection with the development of capitalism.
If at the beginning of the XIX century. there were no cities with a population of 1 million people all over the world, then already in the middle of the 19th century there were more than 2 million in London,
|
population - in New York, St. Petersburg, Vienna, Berlin and other cities. Passenger traffic in these cities was already impressive and the usual horse-drawn GPT could not cope with them.
The rapid development of horse-drawn railways is associated with the advantages of rail transport over trackless - a smoother ride and about three times less resistance to movement. Thanks to this, rail wheeled vehicles could be made about twice as large in capacity as compared to railless ones.
The horse-drawn carriages accommodated about 40 passengers, provided a speed of communication of 8 – 10 km / h, relatively high for those times, travel comfort and traffic regularity. The horse-drawn wagons were 4–8 m long and 1.8–2 m wide. Covered wagons had an "imperial" - a flat roof adapted for the carriage of passengers. A general view of the horse with the "imperial" is shown in Figure 7.2.
However, the appearance of the horse-drawn carriage made it possible to slightly solve the transport problem of large cities. Passenger traffic using horse-drawn carriages required large street areas, since the specific area of the roadway per one passenger of a horse-drawn carriage, due to its small passenger capacity, was relatively large - about 10 times higher than the specific street area per passenger of a modern tram car. As a result, the narrow streets of the largest cities of the second half of the twentieth century. were overloaded with horse-drawn vehicles.
|
in England, were laid in London
outside the street network in the underground level - in the tunnels. They received the rights of ordinary railways and the name Metropolitan Rail-Way, that is, the metropolitan railway.
The name "subway" then became a household name for all off-street urban railways, first with steam, and then with electric traction. Following London (1863) in the last quarter of the 19th century. subways appeared in Berlin (1872), New York (1878) and other
personal cities. Berlin metro lines were laid on the embankment
pi, in New York - on flyovers.
Almost simultaneously with the subways, the first steam-powered street railways appeared. They were created in London by the inventor and entrepreneur O. Tram and were called Tram-Way (Tram's roads). The name "tram" later became a household name for all urban street railways - first with steam, and then with electric traction. In Moscow, the narrow-gauge steam railway from Butyrskaya Zastava to the Timiryazevskaya Academy (Petrovsko-Razumovskoye) was replaced by an electric tram only after the October Revolution.
A general view of one of the first steam trams - "steam trains" - is shown in Figure 7.3, which was then structurally improved. Figure 7.4 shows a steam tram on the streets of St. Petersburg. It is already structurally close to the first trams with electric traction.
tunnel ventilation difficulties. Poet
Since the invention of rotating electrical machines and methods of transmitting electrical energy over a distance, attempts have been made to use them for traction purposes.
The period of electric traction began at the end of the 19th century. and was most developed in the first quarter of the 20th century. Trams and subways began to switch to electric traction, the first trolleybuses and electric trains appeared. One of the first overhead tram cars is shown in Figure 7.5.
|
Outwardly, it differed little from the horse-drawn carriage and had only 12 seats, it was driven by one traction electric motor (TED) with a capacity of 4.5 liters. with. (3.3 kW) with a belt transmission of torque to the driving wheels (wheel pair) and was controlled by a power controller installed on the site. Current collection from the contact wire
It was produced by a special current-collecting carriage connected to the car with a flexible cable. Later, more advanced pantographs appeared - first arc, and then pantograph. Traction motors were installed on all axles of motor cars, and the belt drive was replaced by a more reliable gear. The power supply of the first trams was carried out centrally from their own power stations. Then they were transferred to power from the city's power systems through traction converter substations. The first electric tram in Russia was launched in 1892 in Kyiv, then in 1894 - in Kazan, 1896 - in Nizhny Novgorod, 1897 - in Yekaterinoslavl and Kursk, 1898 - in Orel and Sevastopol, 1899 city - in Moscow and other cities. In total, in the period up to 1917, there were 35 tram enterprises in Russia. Electric traction is much more economical and hygienic than steam traction and allows you to create a powerful rolling stock of large capacity with high dynamic performance.
Figure 7.6 shows the appearance of the RVZ-7 tram car with a thyristor-pulse control system. Its technical data: body length along the outer skin - 15.09 m, width - 2.62 m, height from the rail heads to the top of the roof sheathing - 3.02 m, passenger compartment floor height from the rail heads - 830 mm, normal capacity - 126 passengers, maximum - 219 passengers, total hourly power of TED - 55 4 \u003d 220 kW, design speed - 75 km / h, weight without passengers - 18.87 tons.
|
electric transport started in 1898
year since the opening of the first tram line in Vitebsk. In 1929, the tram traffic began to improve in Minsk.
The advent of electric traction has radically expanded the prospects for the development of subways. Their transfer from steam to electric traction significantly improved the sanitary condition of stations and tunnels, made it possible to increase the speed of trains and increase the depth of the tunnels, since electric traction eliminates the need for enhanced ventilation. In turn, the deep laying of the tunnels provided the most convenient tracing of metro lines.
regardless of the street network. The first subway in the CIS countries was opened in Moscow in 1935. According to its technical and aesthetic indicators, it is rightfully considered the best in the world. Currently, the CIS countries already operate subways in 12 cities: Moscow, Leningrad, Kyiv, Minsk, Kharkov and others.
Figure 7.7 shows a general view of a subway car of type E. Its technical data: body length along the axes of automatic couplers - 18, 77 m, body width - 2.7 m, car height - 3, 695 m, seats - 44, maximum capacity - 270 passengers, total power of TED (4 TEDs, one for each axle) - 4 64 = 256 kW, design speed - 90 km / h, empty weight without passengers - 30.6 tons.
powered by contact wires - the prototype of a trolleybus. For a long time, the trolleybus was not widely used, which was mainly due to the shortcomings of current collection through current-collecting carriages and the roller rod pantograph that replaced it later. The development of trolleybuses began in England and Czechoslovakia after the invention of trolleybus collector rods with roller, and later with sliding contact, which ensured higher reliability of current collection at sufficiently high speeds.
Like other types of electric transport, it does not pollute the atmosphere of cities, has high dynamic performance, is characterized by the simplicity of traction electrical equipment, and centralized power supply has made it possible to create large-capacity trolleybuses. In addition, the trolleybus is characterized by significantly lower capital investment and greater maneuverability compared to the tram and the subway, less cluttering up the streets, more meeting architectural and urban planning requirements. All these advantages made it possible to use trolleybuses as one of the main means of urban transportation, especially in urban centers, where especially high architectural and urban planning requirements are imposed on the urban transportation.
There were no trolleybuses in Tsarist Russia. The first trolleybus appeared on the streets of Moscow in 1933. Currently, about 160 cities in the CIS have trolleybus transport.
The most massive trolleybus operated on the territory of the former USSR was the ZIU-9 trolleybus (Figure 7.8). Its technical data: overall length - 11.82 m, overall width of the body - 2.5 m, height with lowered pantographs - 3.347 m, seats - 31, maximum capacity - 126 passengers, maximum speed - 55 km / h, TED power - 110 kW.
was opened in Gomel, Mogilev, Vitebsk, Brest, Grodno and Bobruisk. The widespread use of trolleybus transport in the cities of Belarus required the creation of an appropriate repair base. In this regard, in 1973, a repair tram and trolleybus plant was put into operation, later renamed the Minsk Repair and Mechanical Plant "Belremkommunmash".
To provide the Republic of Belarus with trolleybus transport, the plant developed research and development work aimed at creating new designs of trolleybuses. In 1994, the first prototypes of two-axle trolleybuses model 101 were manufactured here, and in 1996 - models 201 (Figure 7.9).
The advantages of electric traction over all other types of traction remain at the present time, which provides it with great prospects for further development.
with the exception of the United States, were still low at that time.
The mass development of motorization began in the 50s and continues at the present time.
A car as a means of individual transport has a number of advantages compared to other types of UPT: it provides the possibility of a direct trip with minimal time, and is distinguished by a high level of transport comfort. Modern cars have high dynamic performance - acceleration at start-up, deceleration at braking, maximum speed up to 200 km/h. Thanks to these advantages, the car has conquered and continues to conquer modern cities. The expected level of motorization in the United States will be more than 700 cars per 1,000 inhabitants.
The capacity of urban highways in most metropolitan and other large cities in the West has already been exhausted due to the automobile boom, which has led to a sharp deterioration in the overall transport service for the population. First, the car appeared on city streets, which then turned into freeways. But the flow of cars became crowded here too, then superhighways appeared. Highways are built in several tiers, their area, for example, in Los Angeles is 2/3 of the total area of urban development. The speed of the car flow during peak hours often drops to 4 - 5 km / h (pedestrian speed).
In Boston, for example, they organized a competition: 25 cyclists and 25 cars started for 10 miles (16 km) along the usual city route that is very crowded with vehicles. The cyclists won with a score of 23:2! A bicycle, for all its simplicity and cheapness in a modern large city, not only becomes competitive with a passenger car in terms of the speed of communication provided, but also saves people leading a sedentary lifestyle from hypokinesis- a disease associated with a lack of mobility. Hence its wide distribution and opposition to the car. In Japan and the USA, every third inhabitant uses a bicycle, in Holland - every second.
In connection with the growing motorization abroad, the number of road traffic accidents (RTA) is growing. The car has become one of the most dangerous means of transport, and car accidents have become a real disaster for mankind. Every year, hundreds of thousands of people die in road accidents, tens of millions become disabled, states suffer material damage amounting to billions of dollars. On US highways, for example, more than 50,000 people die in road accidents every year, more than 1.5 million people are injured of varying severity, and material losses associated with road accidents exceed $ 10 billion. The annual growth rate of the number of road accidents is several times higher than population growth rate.
As a result of the accumulation of huge masses of cars, large cities are suffocating from the toxic emissions of vehicles. In calm weather with fog, smog clouds hang over them, creating a real threat to the life of the urban population. A cloud of smog over New York can be seen from an airplane at a distance of 240 km. In December 1952, more than 4 thousand people died from smog in London in a few days, in 1963 in New York - about 400 people. Similar phenomena were noted in other large cities - San Francisco, Los Angeles, Tokyo.
Special helicopter services are being created to warn the population about the approach of smog. Police officers regulate traffic in oxygen masks. In Tokyo, on the central highways, like gas stations, automatic machines with oxygen cylinders are installed. During the smog, pedestrians, moving from machine to machine, put 25-yen coins into them and hurriedly breathe oxygen. The real picture becomes consonant with the fantasy described by the science fiction writer Belyaev in the story "The Air Seller".
As a result of unregulated motorization, the GMPT of industrialized countries entered a period of chronic crisis: since the 1940s, it has been continuously losing passengers and is gradually curtailing. Currently, about 90% of urban passenger traffic in the United States and about 70% in England and France are carried out by cars. In small US cities, there is practically no GMPT, where 100% of passenger transportation is carried out by cars.
7.2 Types of urban transport
Urban traffic is heterogeneous. It is made up of pedestrian and vehicle flows for various purposes. In order to ensure traffic safety and increase the efficiency of using urban driveways, they are separated in the city space and sent along specially designated areas: sidewalks, lanes of the carriageway of streets, artificial above-ground structures (bridges, overpasses) or underground structures (tunnels).
By destination, urban transport is divided into passenger, freight and special. The classification scheme for urban transport (GT) is shown in Figure 7.10.
Urban passenger transport(GPT). It is intended for transportation of the population in the urban and adjacent areas for various purposes: labor, business, public or cultural and household. Objects that determine the purpose of the movement of the urban population (enterprises, theaters, household institutions, etc.) are called centers of transport
gotenia.
 |
Figure 7.10 - Classification of urban transport by purpose
According to the capacity of vehicles, GPT are divided into:
for individual passenger transport (IPT) - cars, motorcycles, bicycles;
mass or public urban passenger transport (MPT, GMPT) - tram, trolleybus, bus, subway, city railways, river tram, etc.
To improve the quality of passenger service, urban passenger transport is equipped with special devices (Figure 7.11).
Individual passenger transport is characterized by a capacity of about 1-8 people, public (mass) passenger transport - with a capacity of 18-20 to 200-230 people or more.
According to the traffic organization system, the GPT is divided into route and non-route. Vehicle traffic route GPT organize in certain directions - routes equipped with landing sites, pavilions and route signs for passengers. Vehicle traffic non-route GPT are organized on the carriageway of streets according to the system of free movement within the limits imposed by road signs, roadway markings and traffic signaling. Basically, all types of modern MPT operate according to the route principle, and IPT facilities operate according to the free movement system. The only exceptions are fixed-route taxis, which are close to IPT in terms of capacity, and close to MPT in terms of traffic organization.
Freight urban transport (GGT). Carries out urban freight transportation of industrial, municipal and household purposes. Freight urban traffic is dominated by trucks with a carrying capacity of 2–25 tons, as well as (to a lesser extent) trams and trolleybuses, rail and water transport. According to the traffic organization system, the GGT, like the GPT, is divided into route and non-route. route the GGT traffic management system is used in the directions of constant cargo flows, non-route– when organizing cargo transportation to various addresses on temporary applications and orders.
The share of GGT in the total urban traffic of modern cities is relatively small (≈ 1/3 versus 2/3 of the movement of GGT). However, in different cities, the share of freight traffic can be very different. In the traffic of the UPT, passenger vehicles prevail (up to 95% of the total traffic), the main share of which is made up of personal cars and a smaller share - taxis (taxi) and departmental cars. The share of MPT accounts for less than 5% of the total volume of traffic. In Moscow, for example, according to surveys in 1970, the share of cars in the total traffic flow was 59%, motorcycles and scooters - 3%, trucks - 35%, buses and trolleybuses - 3%. However, despite such a small share in the total amount of urban traffic, GMPT masters huge passenger traffic.
Special urban transport (SGT). It includes vehicles for urban improvement (TGB - street sprinklers, garbage and snow removal vehicles, special vehicles for the repair of road surfaces), ambulance transport for emergency medical care and home care (TMP), transport of the distribution network (TTS - specialized vehicles "bread ”, “milk”, “furniture”, “delivery of products to the house”, etc.), fire vehicles (PAT), vehicles of the Department of traffic regulation of the Department of Internal Affairs - (ORUD), ambulance vehicles (TSTP), etc. The share of these modes of transport in citywide traffic is usually an insignificant part.
The route GPT is characterized by scheduled movement, i.e., regulated in time and urban space. For other types of GPT and GGT, traffic is either not regulated at all in time and space (except for restrictions imposed by roadway markings, road signs and traffic signaling) or a certain amount of such regulatory traffic restrictions is set (for example, for block freight transport), but it less strict than on the route GPT. Therefore, the principles of organizing the movement of the route GPT differ sharply from the organization of the movement of the rest of urban transport. In the first case, they are carried out by the method of controlling the movement of each individual train, in the second, by the method of controlling the movement of traffic flows, dividing them into freight and passenger traffic according to the composition and direct, right-turn and left-turn in the direction of the expected movement at intersections. With a low intensity, freight and passenger traffic is often not even separated.
