Cuck on Serpukhov Square
So, launch your hand in the bag and what do we see there? Theme from Frank. rocky_G: I would like to know about the device of the Moscow tram. About the wagons, passenger and specials themselves, about the device depot, contact lines, their nutrition and like that)
Unfortunately, it is precisely here about the detailed device of the modern line and a moving park of the Moscow tram, it was possible to find very little information. I do not think that you are interested to read the description of modern tram cars. However, in addition, Polystay Blog http://mostramway.livejournal.com/And I'll tell you what:
On March 25, according to the old style of Brest, now the Belorussian station towards Butyrsky, now named Savorylovsky, went to the first passenger flight of the tram car, ordered in Germany at Siemens and Galsk.
The year of the emergence of public passenger transport in Moscow should be considered 1847, when the movement of ten-seater summer and winter crews on 4 radial lines and one diametrical was opened. From Red Square, it became possible to drive on the crews to the Smolensk market, the Pokrovsky (now electric vehicle) of the bridge. Rogozh and Cross Pulling. By the diametrical line it was possible to travel in the crews from the Kaluga gate through the city center to the Tver Wallow.
Crews, cruising in advance directions, Muscovites in the surprise began to be called rules. By this time, the city had already about 337 thousand inhabitants and had a need for public transport. The Society of Moscow Linek created in 1850 was already more qualified to solve the problem of serving passengers. 10-14 people were placed in the ruler, there were 4-5 benches. They were wider than ordinary recreeding crews, had a roof from rain, they were usually 3-4 horses.
The line of the kink was a single-mole, had a length of 4.5 km from Koleyuy 1524 mm, 9 connectors were located on the line. On the line, 10 two-storey cars with imperials were operated, where the steep screw-like staircases. The imperial did not have a canopy and passengers, located on the shops, were not protected from snow and rain. Coski wagons were purchased in England, where they were produced at the Starbek factory. A feature of this line of equestrian railway was the fact that its military builders were built as temporary.
-
Vapor
At the same time, a line of a steam passenger tram from Petrovsko-Razumovsky through the Petrovskaya Academy Petrovskaya Petrovsky to the Smolensk Station was built in Moscow. Both lines were to stop existence immediately after the closure of the polytechnic exhibition, but I liked the new public transport to Muscovites: it was more convenient to go from the center to Smolensk railway station and cheaper in a horse tram car than an excrement. The first passenger line of the kink continued to be operated and after the closure of the polytechnic exhibition until 1874, and the line of the steam passenger tram retained its existence only on the site from the Smolensk railway station to the Petrovsky Park.
Moscow tram, 1900s. / Inv. No. KP 339.
Contrary to popular belief, the launch of the tram was not a simple electrification of the kink, which existed in Moscow since 1872. Until 1912, Konka existed in parallel tram. The fact is that the horse brought a significant part of the proceeds to the city treasury, and the then city authorities considered the tram as a competitor of their dairy cow. Only since 1910, the city began to redeem the end railways while maintaining the jobs of the conechnics. Cucherov was reappeared on the car trades, and the conductor, which there was no need to move, and remained conductor.
-
The photo shows a car, on external signs is defined as a two-axis motor Baltic plant 1905. or two-axle motor MAN 1905-1906 GV
In 1918, the length of the tramway in the city was 323 km. However, this year for the Moscow tram began with the fact that the number of routes tram began to shrink. Unresolved workshops, lack of details and spare parts, materials, the departure of the engineering and technical workers - all this together created an extremely difficult situation. The number of wagons of cars overlooking the lines in January decreased to 200 units.
The number of workers tram decreased from 16475 people in January 1917 to 7960 people in January 1919. In 1919, the passenger tram traffic due to the lack of fuel was suspended from February 12 to April 16 and from November 12 to December 1. At the end of December, the tram in the city was stopped again. The workers released at the same time were sent to work on cleaning paths and roads and for the billet of fuel within the eight-timbbing strip.
-
-
At the same time, for the first time in history, the Moscow tram began to be used to conduct cultural and promotion and campaigning events. On May 1, 1919, along the routes A and B, No. 4, tram trains with volatile circus performances on open trailed cars were kicked. The engine wagon was facing a spiritual orchestra, and circus artists, acrobats, clowns, juglers and athletes, which gave views at stops were located on the trailed commodity platform. Mass people enthusiastically met artists.
From June 1, 1919, the management of urban railways by order of the Mossovet began to provide tram for excursions for the city of workers at the request of institutions and organizations. From the fall of 1919, the tram becomes the main carrier of firewood, food and other goods for most urban institutions, in order to ensure new functions of the tram to all freight stations, wood tram and food warehouses of Moscow were summed up. By orders of enterprises and organizations, tramways were allocated to 300 cargo tram cars. In 1919, about 17 versts of new ways were laid for resolving issues of the organization of freight traffic. By the end of 1919 and 778 motor and 362 trailed wagons were a serviceable 66 motor and 110 trash tram cars.
Tram type f on the garden ring in the red gate area opposite Afre's house. October 1917.
Tram trains were running on eight literary routes. They used, mostly workers of large factories. In December 1920, 777 motor and 309 trailed passenger cars were listed on the inventory. At the same time, 571 motor and 289 trash tram cars were inactive. In 1920, the fare in the tram for workers was free, but due to the lack of rolling stock Mosset, was forced to organize the movement of special passenger route trains for the delivery of workers to work and from work in Morning and Evening Peak clock.
In October 1921, all divisions of the Moscow tram were again transferred to commercial self-sufficiency, which made it possible to significantly increase the number of workers on the Moscow tram, in 1922 there were already more than 10,000 working.
Rapidly grew up the release of passenger cars. If in March 1922, only 61 passenger cars were produced on the line, then in December their number was 265 units.
From January 1, 1922, the issuance of free tickets for workers was discontinued. The amounts allocated by enterprises for free travel to their workers and employees were included in their wages, and from this time urban transport became paid for all passengers ..
People in the Moscow Tram, 1921
In February 1922, the passenger tram movement was carried out on thirteen tram routes, and it became regular again.
In the spring of 1922, the movement on pre-war networks began to be actively recovered: to Maryin Grove, to the Kaluga Ocpopa, to Sparrow Mountains, throughout the Garden Ring, in Dorobomilovo. In the summer of 1922, a line of a steam tram from ButyrSkaya Ozda to Petrovsko-Razumovsky was electrified, a line was built from the Petrovsky Palace to the village of All Sweat.
By 1926, the length of the paths rose to 395 km. In 1918, passengers were transported by 475 cars, and in 1926 - 764 wagon. The average speed of trams has grown from 7 km / h in 1918 to 12 km / h in 1926. Since 1926, it began to go to the line first Soviet tram Like a KM, built on a Kolomna terro-terrorism plant. The predecessors of the CM was distinguished by a four-way design.
Moscow tram reached the highest development point in 1934. Then he walked not only on the boulevard ring, but also in the garden. The latter was serving the tram of the route B, which was then replaced by the same trolleybus route. On a day, we tram the then transported 2.6 million people per day during the population of the city about four million. Freight trams, carbon and kerosene continued to operate on the city.
Tram M-38 was distinguished by a very futuristic appearance.
Before the war in Moscow, a pretty futuristic type of tram appeared M-38. . The first sample of the tram car M-38. Arrived from Mytishchinsky Plant in November 1938 in the tram depot. Bauman and began tested on 17 route from Rostockin to Pipe Square.
In July 1940, due to the threat of war, the whole country has moved to an eight-hour working day and a six-day working week. This circumstance forever determined the mode of operation of tram trains in the capital. The first wagons began to work on the route at 5 o'clock.30 min and finished work at 2 am. This schedule has been preserved to this day.
After the opening of the first subway lines in the mid-1930s, tram lines were removed that coincide with the subway lines. Also were transferred to the secondary streets of the line with the northern and western parts of the Garden Ring.
More radical changes occurred in the 1940s when the tram routes were replaced with trolleybus in the western part of the boulevard rings and removed from the Kremlin. With the development of the metro in the 1950s, part of the lines leading to the outskirts was closed.
Tram MTV-82
Tatra-t2 car №378.
Since 1947 cars appeared on the lines MTV-82.whose body was unified with MTB-82 trolleybus. The first such cars were enrolled in the Bauman depot in 1947 and began to be operated first on the 25th (pipe pl. - Rosokino), and then on the 52nd route. However, due to the broader dimensions and the absence of characteristic beveled corners (after all, the tram cabin corresponded to the trolleybus) carriage did not fit into many curves and could only go there, where and the car M-38.. For this reason, all the cars of this series were operated only in the Bauman depot and were nicknamed by broad. Already next year, an upgraded version began to change MTV-82A.. . The car was elongated to one additional standard window section (roughly speaking, it became longer on one window), and its capacity increased from 120 (55 seats) to 140 (40 seats) places. Since 1949, the release of these trams is translated into the Riga Carriage Plant, which produced them under the old index MTV-82. until mid-1961.
Tram RVZ-6 on Shabolovka, 1961
March 13, 1959 in the depot. Apaakova arrived the first Czechoslovak four-axle motor car T-2, which was assigned No. 301. Until 1962, the T-2 wagons came exclusively in the Apakovskoye Depot, and by the beginning of 1962 they had already gathered 117 pieces - more than was acquired by any city in the world . The arriving cars were assigned three hundred and four hundredth numbers. New cars were directed primarily on routes 14, 26 and 22.
Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They entered the Apaak depot and were exploited until 1966, after which they were transferred to other cities.
From the mid-1990s, a new wave of removal of tram lines began. In 1995, the Line on the Peace Prospect is closed, then on the bottom Maslovka. In 2004, in connection with the upcoming reconstruction of Leningradsk, a movement was closed on the Leningrad Prospectus, and on June 28, 2008 closed the line on the forest street, where the 7th and 19th routes went. It was this site that was as part of the first line of the Moscow electric tram.
Tram type km on Krasnogudnaya Street in 1970. On the right of it in the opposite direction moves Trolleybus ZiU-5.
According to 2007, the tram account for about 5% of the transportation of passengers in the city, although in some emergency areas it is the main transport that allows you to get to the subway. The center retains the northern and eastern parts of the large "tram ring" of the 1930s and the line to pure ponds. The largest lines density are east of the center, in the area of \u200b\u200bJousy.
On September 22, 2012, the tram movement was restored on Forest Street and Palich Street. Route No. 9 - Metro Station "Belorusskaya" - Miit was opened. For him, the Metro Station "Belorusskaya was built deadlock, since the ring because of the business center under construction at its place was impossible to arrange. The route serves the tram trains with two cabins - the tram train enters a dead end, the car tram is moving to another cab and leads the tram back.
The Moscow tram network is one of the world's largest. Its lengthy is 416 kilometers of a single path (or in European terms - 208 km along the street axis). Of these, 244 km of ways are laid on a separate canvase, and 172 km of paths - in the same level with a carriageway. In the network of the Moscow tram there are 908 shooting transfers, 499 movements through ways for road transport, 11 intersections with a railway web, 356 equipped stopping sites.
The 41 tram route binds both the outskirts with the metro stations, and serves for inter-district links. Many tram routes reach a length of 10-15 kilometers. The tram network serves five depot, more than 900 wagons and one repair plant.
The complex of works on the technical content, construction and modernization of tramways leads a special service of ways to six distances.
Uninterrupted work tram provides the power plant service, automation and communication service, traffic service, linear service service and others.
Overhaul and modernization of tram cars lead on a tram-repair factory and a falcon-repair plant (welded).
The most common type of coverage of the Moscow tram paths is a sand-concrete tile (308 km). It is also the length of the paths with asphalt coating (60 km). 8 km of ways have a block coating (these are areas with silent design), another 8 km are covered with a cobblestone (before this type of coating was significantly more common, it is currently ousted by other types). In places intersection of tram tracks with roads, rubber panels are stacked (7 km). Only on a few areas are laid large-sized reinforced concrete plates (1 km) and rubber-reinforced concrete plates (0.02 km). 25 km paths do not have coatings
In Moscow, as of June 2012, the cars of the following types are in passenger operation:
- LM-99 series
- 71-134A (LM-99AE) - 45 units
- Series LM-2008 - 23 units
- 71-153 (LM-2008) - 2 units
- 71-153.3 (LM-2008) - 21 units
- CTM-8 series - 249 units
- 71-608K - 53 units
- 71-608km - 185 units
- 71-617 - 11 units
- CTM-19 series - 418 units
- 71-619A - 194 units
- 71-619K - 125 units
- 71-619ks - 2 units
- 71-619kt - 95 units
- 71-621 - 1 unit
- KTMA - 1 unit
- T3 series - 188 units
- Tatra KT3R - 1 unit
- Tatra T3SU - 9 units
- MTTA - 14 units
- MTD - 3 units
- MTTA -18 units
- MTM - 20 units
- MTTH - 124 units
- Nepical wagons - 6 units
- 71-135 (LM-2000) - 1 unit
- 71-405-08 - 3 units
- Variolf - 1 unit
- 71-630 - 1 unit
CTM-19 series
Tram device
Modern trams are very different from their design predecessors, however, the basic principles of the tram device, which generate its advantages over other types of transport, remained unchanged. The wagon electrochem is arranged approximately as follows: a current (pantograph, bougiel, or bar) - a traction engine control system - traction engines (TED) - rails.
A traction engine control system is designed to change the current flow passing through the TED - that is, to change the speed. A direct control system was used on old cars: a driver controller was in the cockpit - a round cabinet with a handle at the top. When turning the handle (there were several fixed positions), a certain proportion of current force was fed to the traction motor. In this case, the rest turned into heat. Now there are no such cars left. Since the 60s, the so-called Painting Contactor Contactor Control System (RCSU) began to be applied. The controller was divided into two blocks and became more complex. The possibility of parallel and consistent inclusion of traction engines appeared (as a result, the car develops different speeds), and intermediate rosight positions - thus, the process of overclocking has become much smaller. The possibility of clutching cars on the system of many units is when the management of all engines and electrical circuits of cars is carried out from one post of the machine. From the 1970s and to the present, the height of the control systems performed on the semiconductor element base are introduced throughout the world. The engine is fed with a frequency of several tens times per second current pulses. This allows you to achieve a very high smoothness of the stroke and high electricity savings. Modern trams equipped with a thyristor-pulsed control system (such as Voronezh KTM-5RM or former until 2003 in Voronezh Tatry-T6B5), additionally save up to 30% of electricity due to tees.
The principles of tram braking are similar to similar in railway transport. On the old trams of the brakes were pneumatic. The compressor produced compressed air, and with the help of a special system of devices, its energy pressed the brake pads to wheels - as well as on the railway. Now pneumothormosis is used only on the cars of the St. Petersburg Tram-Mechanical Plant (PTMZ). Since the 1960s, electrodynamic braking is mainly used on trams. Traction engines in braking produce a current, which on risostats (many successively connected resistors) turns into thermal energy. For braking at low speeds, when electric motors are inefficient (with a complete stop of the wagon), booming brakes acting on wheels are used.
Low-voltage chains (for lighting, alarm system and all this) are powered by electric transducers (or motor generators - of the one that is constantly buzzing on the tatra-t3 and KTM-5 cars) or from silent semiconductor transducers (CTM-8, Tatra-T6V5 , KTM-19 and so on).
Tram management
Approximately the control process looks like this: the driver raises a pantograph (arc) and turns on the car, gradually turning the controller knob (on the CTM cars), or presses the pedal (on the tatras), the circuit is automatically collected on the course, the traction engines come increasingly and larger current, And the car is accelerated. Upon reaching the required speed, the driver sets the controller knob to the zero position, turns off the current, and the car moves along the inertia. Moreover, unlike gell transport, it can move for quite a long time (it saves a huge amount of energy). To brake, the controller is installed on the braking position, the diagram is collected for braking, the tests are connected to the risostats, and the wagon begins to be braked. When the speed is reached about 3-5 km / h, mechanical brakes automatically turn on.
In key points of the tram network - as a rule, in the area of \u200b\u200bthe roof rings or development - there are dispatching points that control the operation of tram cars and comply with its pre-compiled schedule. For lateness and overtaking schedules Tram drivers are subjected to fines - this feature of the organization's organization significantly increases predictability for passengers. In cities with a developed tram network, where the tram is now the main carrier of passengers (Samara, Saratov, Yekaterinburg, Izhevsk and others) passengers tend to stop from work and to work, in advance of the arrival of the coming car. Behind the movement of trams in the entire system watches the central dispatcher. In the case of accidents on the lines, the dispatcher on the centralized communication system indicates the paths of the detachment, which is distinguished by the tram from its closest relative - the metro.
Travel and electric farm
In different cities, trams use different width of the gauge, most often - the same as ordinary railways, such as, for example, in Voronezh - 1524 mm. For a tram in different conditions, both ordinary railway-type rails can be used (only in lack of paving) and special tram (grooved), with a fruit and a sponge that can drown the rail in the pavement. In Russia, tram rails are made of softer steel so that the curves of a smaller radius can be made than on the railway.
To change the traditional - paddle-laying rail, more and more often apply a new, in which the rail is placed in a special rubber chute located in a monolithic concrete plate (in Russia such technology is called Czech). Despite the fact that such laying of the way costs more, laid so the rail path serves without repair much longer, the vibration and noise from the tram line completely extends, eliminates wandering currents; Moving the line laid on modern technology does not represent difficulties for motorists. The Lines of Czech technology exist now in Rostov-on-Don, Moscow, Samara, Kursk, Yekaterinburg, Ufa and other cities.
But even without the use of special technologies, the noise and vibrations from the tram line can be minimized due to the correct installation of the canvas and its timely service. The paths should be placed on the basis of rubble, on concrete spats, which must then be covered with rubble, after which the line asphalted or closes with concrete tiles (for noise absorption). The joints of the rails are welded, and the line itself is polished with the help of a relax-lifted car. Such cars were produced at the Voronezh Repair Tram Trolleybus Plant (UGTT) and are available not only in Voronezh, but also in other cities of the country. The noise from the line laid in this way does not exceed noise from the diesel engine of buses and trucks. The noise and vibrations from the car walking along the line laid on Czech technology, less noise produced by buses, by 10-15%.
In the early period of the development of trams, electrical networks have not yet had enough development, so almost every new tram service included its own central power plant. Now tram farms receive electricity from general-purpose electrical networks. Since the tram is powered by a constant current of a relatively low voltage, transmitting it over long distances is too expensive. Therefore, travelery substations are placed along the lines, which are obtained from the networks of high voltage, and convert it to a constant current suitable for feeding to the contact network. The rated voltage at the output of the traction substation - 600 volts, 550 V. is considered the rated voltage on the transmission of the rolling stock.
Motor high-blooded wagon x with an inspext trailer M on a revolution avenue. Such trams were two-axis, in contrast to the four-axle, used now in Voronezh.
CTM-5 tram car - four-axle high-hearted tram wagon of domestic production (VHF). Trams of this model launched into mass production in 1969. Since 1992, such trams have not been produced.
Modern four-axle high-hearted KTM-19 car (VHF). Such trams now make up the basis of the park in Moscow, they are actively purchased by other cities, including such cars there are in Rostov-on-Don, Stary Oskol, Krasnodar ...
Modern articulated low-blooded tram KTM-30 production of IVED. In the next five years, such trams should be the basis of a high-speed tram network created in Moscow.
Other features of the organization of tram traffic
The tram movement is distinguished by a large proportion ability of lines. Tram is the second transportation opportunities after the subway. So, the line of the traditional tram can take out passenger traffic at 15,000 passengers per hour, the high-speed tram line is capable of removing up to 30,000 passengers per hour, and the subway line is capable of removing - up to 50,000 passengers per hour. The bus and trolleybus are twice again by tram on the suspension - for them it is only 7,000 passengers per hour.
Tram, as well as all rail transport, has a greater intensity of the turnover of rolling stock (PS). That is, a smaller number of trams wagons than buses or trolleybuses to serve the same passenger traffic. The tram has the greatest among the facilities of ground urban transport by the efficiency of the use of urban area (the ratio of the number of passengers transported to the area occupied on the roadway). The tram can be used in coupling from several cars or in multi-meter articulated tram trains, which allows the mass of passengers to the forces of one driver. This further reduces the cost of such transportation.
It should also be noted a relatively long service life of the PS tram. The warranty period of the wagon to the capital and restoration repair is 20 years (unlike trolleybus or bus, where the service time without the CVW does not exceed 8 years), and after the KVD, the service life is extended as much. For example, in Samara there are tatra-t3 cars with a 40-year history. The cost of KVR Wagon tram is significantly lower than the purchase price of the new and is carried out, as a rule, by the TTU. This allows without any problems to acquire used cars abroad (at prices 3-4 times lower than the cost of the new car) and use them without problems of about 20 years on the lines. The purchase of used buses is associated with large trips to repair such equipment, and, as a rule, after purchase, such a bus cannot be used longer than 6-7 years. The factor of a significantly greater duration of the service and increased maintainability of the tram completely compensates for the high cost of acquiring a new PS. The presented value of the PS tram is almost 40% lower than for the bus.
Advantages tram
· Initial costs (when creating a tram system), though high, but nevertheless, they are lower than the costs needed for the construction of the subway, since there is no need to complete the lines (although the line can be held in the tunnels and on the tunnels Outacades, but there is no need to arrange them all over the route). However, the construction of a terrestrial tram is usually associated with the reorganization of streets and intersections, which increases the price and leads to a deterioration in the road situation during construction.
· In case of passenger traffic, more than 5,000 passengers. / Hour, the tram operating is cheaper than the service of the bus and trolley buses.
· Unlike buses, trams do not contaminate air combustion products and rubber dust from friction wheels on asphalt.
· Unlike trolleybuses, trams are more electrical and more economical.
· The tram line is clothed naturally by imprisonment of its road surface, which is important in conditions of low driver's culture. But even in conditions of high driver's culture and in the presence of a pavement, the tram line is noticeable better, which helps drivers to keep the highlighted band for public transport free.
· Trams fit well into the urban environment of different cities, including on Wednesday cities with a prevailing historical appearance. Different systems on the overpass, like Monorail and some types of lobes, from an architectural and town planning point of view, are well suited only for modern cities.
· Low flexibility of the tram network (provided its good condition) psychologically beneficial effects on real estate value. Real estate owners proceed from the fact that the presence of rails guarantees the presence of a tram message, as a result, the property will be provided with transport, which attracts a high price for it. According to the Bureau of Hass-Klau & Crampton, the cost of real estate in the area of \u200b\u200bthe tram lines increases by 5-15%.
· Trams provide greater vehicle ability than buses and trolley buses.
· Although the tram car is much more expensive than the bus and trolley buses, but trams are distinguished by a much larger service life. If the bus rarely serves longer than ten years, then the tram can be operated for 30-40 years, and subject to regular upgrades even at this age the tram will meet the requirements of comfort. So, in Belgium, along with modern low-profils, the trams of PCC, released in 1971-1974, are successfully operated. Many of them have recently been upgraded.
· The tram can combine high-speed and non-local sites within the same system, as well as to have the possibilities of incitement of emergency sites, in contrast to the metro.
· Tram wagons can be clutching into trains on the system of many units, which saves on wages.
· Tram, equipped with teis, saves up to 30% of electricity, and a tram system that allows to use recovery (return to the network when braking, when the electric motor operates as an electric generator) of electricity, additionally saves up to 20% of energy.
· According to statistics, the tram is the safest type of transport in the world.
Disadvantages of tram
· Although the tram line in the construction and cheaper subway, it is much more expensive than trolleybus and even more so bus.
· The transport ability of trams is lower than that of the subway: 15,000 passengers per hour in the tram, and up to 30,000 passengers per hour in each direction at the easy metro.
· Tram rails are dangerous for careless cyclists and motorcyclists.
· Incorrectly parked car or traffic accident can stop moving on a large portion of the tram line. In the event of a breakdown, its tram, as a rule, pushes into the depot or to the backup path, following it, the composition, which ultimately leads to a similarity from the line of two units of rolling stock at once. The tram network is distinguished by relatively low flexibility (however, it can be compensated by an extension of a network that makes a detour of obstacles). The bus network is very easy to change if necessary (for example, in the case of street repair). When using deobeus, the trolleybus network becomes very flexible. However, this deficiency is minimized when using the tram on a separate canvase.
· Tram household requires inexpensive, but permanent maintenance and very sensitive to its absence. Restoration of the launched economy is very expensive.
· Laying of tram lines on the streets and roads requires a skillful placement of paths and complicates the organization of movement.
· Brake path tram is noticeably larger than the brake path of the car, which makes the tram in a more dangerous member of the road on the combined canvase. However, according to statistics, the tram is the safest view of public transport in the world, while the route taxi is the most dangerous.
· Tillage vibration caused by tram can create acoustic discomfort for the inhabitants of the surrounding buildings and lead to damage to their foundations. With regular maintenance of the path (grinding to eliminate wave-like wear) and rolling stock (wheelchair) vibrations can be strongly reduced, and when applying advanced technologies for laying paths are minimized.
· With a bad path content, the reverse traction current can go to the ground. "Wandering currents" reinforce corrosion of nearby underground metal structures (cable shells, sewage and water pipes, fittings for building foundations). However, with modern technology laying rails, they minimize.
sources
http://www.opoccuu.com/moscowtram.htm.
http://inform62.ru.
http://www.rikshaivan.ru/
Birthday of this wonderful type of transport is March 25 (April 7 in a new style) of 1899, when from Brest (now Belorussky) towards Butyrsky (now Savorylovsky), the station went to the first flight wagon bought in Germany at Siemens and Galsk . However, urban transport was Moscow before. His role was performed by decimal creases that appeared in 1847, nicknamed "rules".
The first rail equestrian tram was arranged in 1872 to serve visitors to the Polytechnic Exhibition, and immediately fell in love with citizens. The wagon of the konka had an upper outdoor area, called the imperial, where a steep spiral staircase led. This year was presented at the parade konky car, recreated by old photos based on the preserved frame converted into the tower to repair the contact network.
In 1886, a steam tram began to run a steam tram to Petrovskaya (now Timiryazevskaya) to Petrovskaya (now Timiryazevskaya), gearly called Muscovites. Because of the fire hazard, he could only walk on the outskirts, and in the center, the first violin played cabings.
The first regular route of the electric tram in Moscow was laid from Butyrskaya Ocpopa to the Petrovsky Park, and soon the paths were laid even on Red Square. From the beginning to the middle of the 20th century, the tram held a niche of the main public transport of Moscow. But the horse did not immediately reach the scene, only since 1910, the coofers began to move on the car trades, and the conductors simply moved from an equestrian tram to electric without additional training.
From 1907 to 1912, more than 600 was supplied to Moscow wagons of the brand "F" (lamppar), Mentakened at once three plants in Mytishchi, Kolomna and Sormovo. 
At the 2014 parade showed "F"restored from the cargo platform with trailed car type MAN (Nureverbzhsky).
Immediately after the revolution, the tram network came into decline, the passenger traffic was upset, the tram was used mainly to transport firewood and food. With the arrival of Nap, the situation began to gradually improve. In 1922, 13 regular routes earned, the release of passenger cars rapidly, the Parrovichka line was electrified. At the same time, the famous routes "A" (on the Boulevard Ring) and "B" (in the garden, later replaced by trolleybus) arose. And there were still "in" and "g", as well as the Grand Ring Route "D", which existed not long.
After the revolution, the three plants mentioned moved to the release of the BF brand (BCF), many of which went through the Moscow streets until 1970. In the parade participated "BF" carSince 1970, which has been towing work at the Sokolnic Car Repair Plant. 
In 1926, the first Soviet tram of the KM (Kolomna Motor), which had increased capacity was stood on the rails. The unique reliability allowed the trams of km to stay in the ranks as well as 1974.
The story of the parade vagon KM number 2170 Unique: It is in him Gleb Zheglov detained a brick pocket in a telephone "The meeting place cannot be changed", the same tram flashes in the "Pokrovsky gate", "Master and Margarita", "Cold Summer 53rd", "The Sun shines to everyone", " Legal marriage, "Mrs. Lee Harvey Oswald", "Stalin's funeral" ... 
The highest flourishing Moscow tram reached 1934. On a day he transported 2.6 million people (with the then four-mild population). After the opening of the subway in 1935-1938, the volume of traffic went to the decline. In 1940, a schedule of work trams was formed from 5 am to 30 minutes to 2 o'clock in the morning, acting so far. During the Great Patriotic War, the tram movement in Moscow was almost never interrupted, even a new line was laid in Tushino. Immediately after the victory, work began on the transfer of tramways from all the main streets in the city center to less loaded parallel streets and alleys. This process continued for many years.
To the 800th anniversary of Moscow in 1947 at the Tushinsky factory developed mTV-82 with a housing unified with TrolleyBus MTB-82. 
However, due to the broad "trolleybus" dimensions of MTV-82, did not fit into many curves, and next year the form of the cabin changed, and a year later, the production of the Riga Carriage Plant was transmitted. 
In 1960, 20 copies delivered to Moscow tram RVZ-6. Only 6 years old, they were exploited by the Apaakovsky depot, after which they were transferred to the victim from the Earthquake Tashkent. The PBZ-6 shown in the parade No. 222 was kept in Kolomna as a tutorial. 
In 1959, for Moscow, they purchased the first batch of significantly more comfortable and technological wagons Tatra T2.Opened "Czechoslovak Era" in the history of the Moscow tram. The prototype of this tram served the American car such as RCC. It is difficult to believe it, but participating in the parade "Tatra" No. 378 for many years was a barn, and for its recovery it took tremendous efforts. 
In our climate "Czechs" T2 showed themselves unreliable, and almost specifically for Moscow, and then for the entire Soviet Union, the Tatra-Smokhov plant began to issue new trams T3.. It was the first car of high comfort, with a large spacious driver's cabin. In 1964-76, Czech cars fully disappoint old types from Moscow streets. In total, Moscow purchased more than 2000 trams T3, some of which are still exploited. 
In 1993, they acquired several more wagons TATRA T6B5 and T7V5, We served only until 2006-2008. They also participated in the current parade. 
In the 1960s, it was decided to expand the network of tram lines in those residential arrays where the subway would not have come soon. Thus appeared "high-speed" (isolated from the roadway) of the line in Medvedkovo, good-mpvniki, Novogireevo, Chertanovo, Strogino. In 1983, the Executive Committee of the Mossovet decided to build a few flying lines of the high-speed tram in Butovo microdines, Koshino-Zhulebino, new Khimki and Mitino. The subsequent economic crisis did not allow these ambitious plans to be implemented, and transport problems were already solved in our time when laying the subway.
In 1988, due to lack of funds, the procurement of Czech cars stopped, and the only way out was the acquisition of new domestic trams of relatively worst quality. At this time, the plant of the Ust-Katavsky Carriage Plant in the Chelyabinsk region mastered the release models KTM-8. Especially for narrow Moscow streets, the KTM-8M model with a reduced dimension was developed. Later new models were supplied to Moscow KTM-19., KTM-21 and KTM-23.. None of these machines participated in the parade, but every day we can observe them on the streets of the city. 
Throughout Europe, in many Asian countries, in Australia, the latest high-speed tram systems with low-voltage wagons moving along a separate canvase are now created. Often for this specially remove the movement of cars from the central streets. Moscow cannot refuse the world vector of public development, and last year it was decided to buy 120 cars like Foxtrot of the joint production of the Polish company PESA and Uralvagonzavod.
The first in Moscow at 100% low-profil wagons is assigned numeric name 71-414. A car length of 26 meters with two joints and four doors accommodates up to 225 passengers. A new domestic tram KTM-31 has similar characteristics, but its low-flow only 72%, but it is one and a half times cheaper. 
At 9:30, trams started from the depot. Apakov on pure ponds. I rode in MTV-82, passing the column from the cockpit and the tram salon. 
The post-war types of wagons walked behind. 
Ahead - pre-war, on the way I encounter with modern CTM wagons. 
Muscovites were surprised by an unusual procession, many lovers of retro trams with cameras were collected in some sites. 
According to the photos of the salons and driving cabins presented below, the cars participating in the parade can be assessed which evolution did the Moscow tram in 115 years of its existence:
Cabin Wagon KM (1926).
Tatra T2 cabin (1959).
PESA Cabin (2014).
Salon km (1926).
Salon Tatra T2 (1959).
Pesa salon (2014 year).
Pesa salon (2014 year).
