Konka on Serpukhovskaya Square
So, we put our hand into the bag and what do we see there? Theme from a friend rocky_g : I would like to know about the structure of the Moscow tram. about the cars themselves, passenger and special purposes, about the arrangement of the depot, contact lines, their food, and something like that)
Unfortunately, very little information was found about the detailed arrangement of the modern line and the mobile park of the Moscow tram. I do not think that you are interested in reading the description of modern tram cars. However, in addition, look through the blog http://mostramway.livejournal.com/ And I'll tell you this:
On March 25, according to the old style, from the Brest, now Belorussky station towards the Butyrsky station, now called Savelovsky, went on the first passenger flight tram car ordered in Germany from Siemens and Halske.
The year of the appearance of public passenger transport in Moscow should be considered 1847, when the movement of ten-seater summer and winter crews was opened along 4 radial lines and one diametrical one. From Red Square it became possible to travel on carriages to the Smolensky market, Pokrovsky (now Elektrozavodsky) bridge. Rogozhskaya and Krestovsky outposts. It was possible to travel along the diametrical line in carriages from the Kaluga Gates through the city center to the Tverskaya Zastava.
Crews plying in predetermined directions, Muscovites colloquially began to call rulers. By this time, the city already had about 337 thousand inhabitants and there was a need to organize public transport. The Moscow Lines Society, founded in 1850, began to solve the problem of passenger service in a more qualified way. The line accommodated 10-14 people, there were 4-5 benches. They were wider than ordinary cabs, had a roof from the rain, and were usually carried by 3-4 horses.
The horse-drawn line was single-track, had a length of 4.5 km with a gauge of 1524 mm, there were 9 sidings on the line. The line operated 10 double-deck cars with imperials, where steep spiral staircases led. The Imperial did not have a canopy and the passengers, sitting on the benches, were not protected from snow and rain. Horse carriages were purchased in England, where they were produced at the Starbuck factory. A feature of this horse railway line was that it was built by military builders as a temporary one.
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steamer
At the same time, a steam passenger tram line was built in Moscow from Petrovsky-Razumovsky through the park of the Petrovsky Academy to the Smolensky railway station. Both lines were supposed to cease to exist immediately after the closing of the Polytechnic Exhibition, but Muscovites liked the new public transport: it was more convenient and cheaper to travel from the center to the Smolensky railway station in a horse-drawn tram than by a cab. The first passenger tram line continued to operate even after the closure of the Polytechnic Exhibition until 1874, and the steam passenger tram line survived only in the section from Smolensky Station to Petrovsky Park.
Moscow tram, 1900s / Inv. No. KP 339
Contrary to popular belief, the launch of the tram was not a simple electrification of the horse-drawn tram that had existed in Moscow since 1872. Until 1912, the horse-drawn carriage existed parallel to the tram. The fact is that the tram brought a significant part of the proceeds to the city treasury, and the then city authorities considered the tram as a competitor to their cash cow. It was only in 1910 that the city began to buy horse-drawn railways, while maintaining the jobs of horse-drawn horsemen. The coachmen were retrained as carriage drivers, and the conductors, who did not need to be retrained, remained conductors.
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The photo shows a wagon outward signs defined as a two-axle motor of the Baltic plant 1905 onwards. or two-axle motor MAN 1905-1906
In 1918, the length of tram lines in the city was 323 km. However, this year for the Moscow tram began with the fact that the number of tram routes began to decline. Unsettled workshops, the lack of parts and spare parts, materials, the departure of some of the engineering and technical workers - all this together created an exceptionally difficult situation. The number of wagons of wagons on the line in January decreased to 200 units.
The number of tram workers decreased from 16475 people in January 1917 to 7960 people in January 1919. In 1919, due to the lack of fuel in the city, passenger tram traffic was suspended from February 12 to April 16 and from November 12 to December 1. At the end of December, the tram in the city was again stopped. The workers released at the same time were sent to work on clearing tracks and roads and for procuring fuel within an eight-verst strip.
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At the same time, for the first time in history, the Moscow tram began to be used for cultural, educational and promotional events. On May 1, 1919, tram trains with flying circus performances on open trailer cars ran along routes A and B, No. 4. The motor car turned into a room for a spiritual orchestra, and circus performers, acrobats, clowns, jugglers and athletes who gave performances at stops settled down on a trailed goods platform. The masses of the people enthusiastically greeted the artists.
On June 1, 1919, the Department of City Railways, by order of the Moscow Council, began to provide, at the request of institutions and organizations, a tram for excursions outside the city of workers. Since the autumn of 1919, the tram has become the main carrier of firewood, food and other goods for most city institutions. In order to ensure the new functions of the tram, access tram tracks were brought to all goods stations, wood and food warehouses in Moscow. According to the orders of enterprises and organizations, tram workers allocated up to 300 freight tram cars. For 1919 to resolve issues of organization freight traffic about 17 miles of new tracks were laid. By the end of 1919, 778 motor and 362 trailer cars were serviceable, 66 motor and 110 trailer tram cars.
Type F tram on the Garden Ring in the Red Gate area opposite Afremov's house. October 1917.
Tram trains ran on eight lettered routes. They were used mainly by workers of large factories. In December 1920, the inventory included 777 motor and 309 trailer passenger cars. At the same time, 571 motor and 289 trailer tram cars were inactive. In 1920, tram travel for workers became free, but due to a lack of rolling stock, the Moscow City Council was forced to organize the movement of special passenger block trains to deliver workers to and from work in the morning and evening peak hours.
In October 1921, all divisions of the Moscow tram were again transferred to commercial self-sufficiency, which made it possible to significantly increase the number of employees on the Moscow tram, in 1922 there were already more than 10,000 employees.
The production of passenger cars grew rapidly. If in March 1922 only 61 passenger cars were produced on the line, then in December their number was 265 units.
On January 1, 1922, the issuance of free travel tickets for workers was discontinued. The amounts allocated by enterprises for free travel for their workers and employees were included in their wages, and from that time on, urban transport became paid for all passengers.
People on a Moscow tram, 1921
In February 1922, passenger tram traffic was carried out on thirteen tram routes, and it again became regular.
In the spring of 1922, traffic began to be actively restored on pre-war networks: to Maryina Roscha, to the Kaluga outpost, to Sparrow Hills, along the entire Garden Ring, to Dorogomilovo. In the summer of 1922, a steam tram line from Butyrskaya Zastava to Petrovsky-Razumovsky was electrified, a line was built from the Petrovsky Palace to the village of Vsekhsvyatsky.
By 1926, the length of the tracks had grown to 395 km. In 1918, 475 carriages carried passengers, and in 1926 - 764 carriages. The average speed of trams increased from 7 km/h in 1918 to 12 km/h in 1926. Since 1926, the line began to go the first soviet tram type KM, built at the Kolomna Locomotive Plant. The KM differed from its predecessors in its four-axle design.
The Moscow tram reached its highest point of development in 1934. Then he walked not only along the Boulevard Ring, but also along the Garden Ring. The latter was served by tram route B, which was later replaced by the trolleybus route of the same name. At that time, the tram transported 2.6 million people a day, with a city population of about four million. Cargo trams continued to operate, delivering firewood, coal and kerosene around the city.
The M-38 tram had a very futuristic appearance.
Before the war, a rather futuristic-looking tram appeared in Moscow M-38. The first example of a tram car M-38 arrived from the Mytishchi plant in November 1938 in tram depot them. Bauman and began to be tested on route 17 from Rostokin to Trubnaya Square.
In July 1940, due to the threat of war, the whole country switched to an eight-hour working day and a six-day working week. This circumstance forever determined the mode of operation of tram trains in the capital. The first carriages started work on the route at 5:30 and finished work at 2:00 in the morning. This work schedule has been preserved to this day.
After the opening of the first subway lines in the mid-1930s, tram lines were removed to coincide with the subway lines. Lines from the northern and western parts of the Garden Ring were also moved to secondary streets.
More radical changes took place in the 1940s, when tram routes were replaced by trolleybus routes in the western part of the Boulevard Ring and removed from the Kremlin. With the development of the subway in the 1950s, part of the lines leading to the outskirts was closed.
Tram MTV-82
Car Tatra-T2 No. 378.
Since 1947, wagons have appeared on the lines MTV-82, the body of which was unified with the MTB-82 trolleybus. The first such cars arrived at the Bauman depot in 1947 and began to operate first along the 25th (Trubnaya Square - Rostokino), and then along the 52nd route. However, due to the wider dimensions and the absence of characteristic beveled corners (after all, the tram cab exactly corresponded to the trolleybus cab), the car did not fit into many curves and could only go in the same place as the car M-38. For this reason, all cars of this series were operated only in the Bauman depot and were nicknamed broad-browed. The next year they were replaced by a modernized version MTV-82A. . the carriage was lengthened by one additional standard window section (roughly speaking, it became longer by one window), and its capacity increased from 120 (55 seated) to 140 (40 seated) seats. Since 1949, the production of these trams has been transferred to the Riga Carriage Works, which produced them under the old index MTV-82 until the middle of 1961.
Tram RVZ-6 on Shabolovka, 1961
March 13, 1959 at the depot. Apakovo, the first Czechoslovakian four-axle motor car T-2 arrived, which was assigned No. 301. Until 1962, T-2 cars arrived exclusively at the Apakovskoye depot, and by the beginning of 1962 there were already 117 of them - more than was purchased by any city in the world . Incoming wagons were assigned 300 and 400 numbers. The new cars were sent primarily to routes 14, 26 and 22.
Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They entered the Apakovskoe depot and were operated until 1966, after which they were transferred to other cities.
Since the mid-1990s, a new wave of tram line removal has begun. In 1995, the line was closed along Prospekt Mira, then on Nizhnyaya Maslovka. In 2004, in connection with the upcoming reconstruction of Leningradka, traffic along Leningradsky Prospekt was closed, and on June 28, 2008, the line on Lesnaya Street was closed, where the 7th and 19th routes ran. It was this section that was part of the very first line of the Moscow electric tram.
Tram type KM on Krasnoprudnaya street in 1970. To the right of it, the ZiU-5 trolleybus is moving in the opposite direction.
As of 2007, the tram accounts for about 5% of passenger traffic in the city, although in some outlying areas it is the main transport that allows you to get to the metro. In the center, the northern and eastern parts of the large "tram ring" of the 1930s and the line to Chistye Prudy are preserved. The highest line density is to the east of the center, in the Yauza region.
On September 22, 2012, tram traffic was restored along Lesnaya Street and Palikha Street. Route No. 9 was opened - the Belorusskaya metro station - MIIT. For him, a dead end was built near the Belorusskaya metro station, since the ring could not be arranged because of the business center being built in its place. The route is served by tram trains with two cabins - the tram train comes to a standstill, the driver goes to another cabin and leads the tram back.
The Moscow tram network is one of the largest in the world. Its length is 416 kilometers of a single track (or in European terms - 208 km along the axis of the streets). Of these, 244 km of tracks were laid on a separate roadway, and 172 km of tracks were laid on the same level as the carriageway. In the Moscow tram network there are 908 turnouts, 499 crossings across tracks for road transport, 11 railroad crossings, 356 equipped stops.
41 tram route connects both outlying areas with metro stations, and serves for inter-district communications. Many tram routes reach a length of 10-15 kilometers. The tram network is served by five depots, more than 900 cars and one repair plant.
A set of works on the technical maintenance, construction and modernization of tram tracks is carried out by a special track service with the forces of six distances.
The uninterrupted operation of the tram is ensured by the energy service, the automation and communication service, the traffic service, the service for servicing linear structures and others.
Overhaul and modernization of tram cars are carried out at the tram repair plant and the Sokolniki Car Repair Plant (SVARZ).
The most common type of pavement for the Moscow tram tracks is sand-concrete tiles (308 km). The length of roads with asphalt coating is also great (60 km). 8 km of tracks are covered with block pavement (these are sections with a sleeperless structure), another 8 km are covered with cobblestones (previously this type of pavement was much more common, by now it has been replaced by other types). At the intersection of tram lines with highways rubber panels are laid (7 km). Only in a few areas large-sized reinforced concrete slabs (1 km) and rubber-reinforced concrete slabs (0.02 km) were laid. 25 km of tracks are unpaved
In Moscow, as of June 2012, the following types of carriages are in passenger operation:
- Series LM-99
- 71-134A (LM-99AE) - 45 units
- Series LM-2008 - 23 units
- 71-153 (LM-2008) - 2 units
- 71-153.3 (LM-2008) - 21 units
- Series KTM-8 - 249 units
- 71-608K - 53 units
- 71-608KM - 185 units
- 71-617 - 11 units
- Series KTM-19 - 418 units
- 71-619A - 194 units
- 71-619K - 125 units
- 71-619KS - 2 units
- 71-619CT - 95 units
- 71-621 - 1 unit
- KTMA - 1 unit
- T3 series - 188 units
- Tatra KT3R - 1 unit
- Tatra T3SU - 9 units
- MTTA - 14 units
- MTTD - 3 units
- MTTE -18 units
- MTTM - 20 units
- MTTC - 124 units
- Atypical cars - 6 units
- 71-135 (LM-2000) - 1 unit
- 71-405-08 - 3 units
- VarioLF - 1 unit
- 71-630 - 1 unit
Series KTM-19
Tram device
Modern trams are very different from their predecessors in design, but the basic principles of the tram, which give rise to its advantages over other modes of transport, have remained unchanged. The wiring diagram of the car is arranged approximately like this: current collector (pantograph, yoke, or rod) - traction motor control system - traction motors (TED) - rails.
The traction motor control system is designed to change the strength of the current passing through the TED - that is, to change the speed. On old cars, a direct control system was used: the driver's controller was located in the cab - a round pedestal with a handle at the top. When the handle was turned (there were several fixed positions), a certain proportion of the current from the network was supplied to the traction motor. At the same time, the rest was converted into heat. Now there are no such cars left. Since the 60s, the so-called rheostat-contactor control system (RKSU) has been used. The controller split into two blocks and became more complex. There was a possibility of parallel and sequential switching on of traction motors (as a result, the car develops different speeds), and intermediate rheostat positions - thus, the acceleration process has become much smoother. It became possible to couple the cars according to the system of many units - when all the engines and electric circuits of the cars are controlled from one driver's post. From the 1970s to the present, pulsed control systems made on a semiconductor element base are being introduced all over the world. Current pulses are applied to the motor at a frequency of several tens of times per second. This makes it possible to achieve very high running smoothness and high energy savings. Modern trams equipped with a thyristor-pulse control system (such as the Voronezh KTM-5RM or the Tatry-T6V5 that were in Voronezh until 2003) additionally save up to 30% of electricity due to TISU.
The principles of tram braking are similar to those in railway transport. On older trams, 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 the wheels - just like on the railroad. Now pneumatic brakes are used only on the cars of the St. Petersburg Tram Mechanical Plant (PTMZ). Since the 1960s, trams have been using mainly electrodynamic braking. When braking, traction motors produce a current that is converted into thermal energy by rheostats (many series-connected resistors). For braking at low speeds, when electric braking is ineffective (when the car is completely stopped), shoe brakes acting on the wheels are used.
Low-voltage circuits (for lighting, signaling, and all that) are powered by electric machine converters (or motor-generators - the same one that constantly buzzes on Tatra-T3 and KTM-5 cars) or from noiseless semiconductor converters (KTM-8, Tatra-T6V5 , KTM-19 and so on).
Tram management
Approximately the control process looks like this: the driver raises the pantograph (arc) and turns on the car, gradually turning the controller knob (on KTM cars), or presses the pedal (on the Tatras), the circuit is automatically assembled on the move, more and more current is supplied to the traction motors, and the car accelerates. Upon reaching the required speed, the driver sets the controller knob to zero position, the current is turned off, and the car moves by inertia. Moreover, unlike trackless transport, it can move for quite a long time (this saves a huge amount of energy). For braking, the controller is set to the braking position, the braking circuit is assembled, the TEDs are connected to the rheostats, and the car starts to slow down. When reaching a speed of about 3-5 km / h, mechanical brakes are automatically activated.
At key points on the tram network - usually around the roundabouts or junctions - there are control rooms that control the operation of tram cars and their compliance with a predetermined schedule. Tram drivers are fined for being late and overtaking the schedule - this feature of traffic organization significantly increases the predictability for passengers. In cities with a developed tram network, where the tram is now the main passenger carrier (Samara, Saratov, Yekaterinburg, Izhevsk and others), passengers, as a rule, go to a stop from work and to work, knowing in advance the time of arrival of a passing car. The movement of trams throughout the system is monitored by a central dispatcher. In the event of accidents on the lines, the dispatcher indicates detour routes using a centralized communication system, which distinguishes the tram from its closest relative, the subway.
Track and electrical facilities
In different cities, trams use different gauges, most often the same as conventional railways, as, for example, in Voronezh - 1524 mm. For a tram in different conditions, both ordinary rail type rails (only in the absence of paving) and special tram rails (grooved), with a groove and a sponge, which allow the rail to be drowned in the pavement, can be used. In Russia, tram rails are made from softer steel so that curves with a smaller radius can be made from them than on the railway.
To replace the traditional - sleeper - laying of rails, a new one is increasingly being used, in which the rail is laid in a special rubber chute located in a monolithic concrete slab (in Russia this technology is called Czech). Despite the fact that such track laying is more expensive, the track laid in this way serves much longer without repair, completely dampens vibration and noise from the tram line, and eliminates stray currents; moving the line laid according to modern technology is not difficult for motorists. Lines using Czech technology already exist in Rostov-on-Don, Moscow, Samara, Kursk, Yekaterinburg, Ufa and other cities.
But even without the use of special technologies, noise and vibration from the tram line can be minimized due to the correct laying of the track and its timely maintenance. The tracks must be laid on a crushed stone base, on concrete sleepers, which must then be covered with crushed stone, after which the line is asphalted or covered with concrete tiles (to absorb noise). The rail joints are welded, and the line itself is polished as necessary using a rail grinding car. Such cars were produced at the Voronezh Tram and Trolleybus Repair Plant (VRTTZ) 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 the noise from diesel engine buses and trucks. Noise and vibration from a car running along a line laid according to Czech technology is 10-15% less than the noise produced by buses.
In the early period of the development of trams, the electrical networks were not yet sufficiently developed, so almost every new tram facility included its own central power plant. Now tram facilities receive electricity from general-purpose electrical networks. Since the tram is powered by relatively low voltage direct current, it is too expensive to transmit it over long distances. Therefore, traction-step-down substations are located along the lines, which receive high-voltage alternating current from networks and convert it into direct current suitable for supply to the contact network. The rated voltage at the output of the traction substation is 600 volts, the rated voltage at the current collector of the rolling stock is 550 V.
Motorized high-floor car X with non-motorized trailer M on Revolutsii Avenue. Such trams were two-axle, in contrast to the four-axle ones currently used in Voronezh.
The tram car KTM-5 is a four-axle high-floor tram car of domestic production (UKVZ). Trams of this model were launched in mass production in 1969. Since 1992, such trams have not been produced.
Modern four-axle high-floor car KTM-19 (UKVZ). Such trams now form the basis of the fleet in Moscow, they are actively purchased by other cities, including such cars in Rostov-on-Don, Stary Oskol, Krasnodar ...
Modern articulated low-floor tram KTM-30 manufactured by UKVZ. In the next five years, such trams should become the basis of the high-speed tram network being created in Moscow.
Other features of the organization tram traffic
Tram traffic is distinguished by a large carrying capacity of the lines. The tram is the second largest transport capacity after the subway. Thus, a traditional tram line is capable of transporting 15,000 passengers per hour, a light rail line is capable of transporting up to 30,000 passengers per hour, and a metro line is capable of transporting up to 50,000 passengers per hour. The bus and trolleybus are twice inferior to the tram in terms of carrying capacity - for them it is only 7,000 passengers per hour.
The tram, like any other rail transport, has a greater intensity of rolling stock (PS) turnover. That is, fewer tram cars are required than buses or trolleybuses to serve the same passenger traffic. The tram has the highest coefficient of urban area use efficiency (the ratio of the number of passengers transported to the area occupied on the carriageway) among the means of surface urban transport. The tram can be used in couplets of several cars or in multi-meter articulated tram trains, which makes it possible to carry a lot of passengers by one driver. This further reduces the cost of such transportation.
It should also be noted that the tram substation has a relatively long service life. The warranty period of a wagon before overhaul is 20 years (unlike a trolleybus or bus, where the service life without a CWR does not exceed 8 years), and after a CWR, the service life is extended by the same amount. So, for example, in Samara there are Tatra-T3 cars with a 40-year history. The cost of the CWR of a tram car is much lower than the cost of buying a new one and is carried out, as a rule, by TTU. This also makes it possible to easily purchase used railcars abroad (at prices 3-4 times lower than the cost of a new railcar) and use them without problems for about 20 years on the lines. The purchase of used buses is associated with large expenses for the repair of such equipment, and, as a rule, after the purchase, such a bus cannot be used for more than 6-7 years. The factor of a significantly longer service life and increased maintainability of the tram fully compensates for the high cost of acquiring a new substation. The present value of a tram substation turns out to be almost 40% lower than that of a bus.
Advantages of the tram
The initial costs (when creating a tram system), although high, are nevertheless lower than the costs required for the construction of the metro, since there is no need for a complete isolation of the lines (although in some sections and junctions the line can pass in tunnels and on overpasses, but 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.
· With a passenger flow of more than 5,000 passengers per hour, the operation of a tram is cheaper than that of a bus and trolleybus.
· Unlike buses, trams do not pollute the air with combustion products and rubber dust from rubbing wheels on asphalt.
· Unlike trolleybuses, trams are more electrically safe and more economical.
The tram line is isolated in a natural way by depriving it of pavement, which is important in conditions of low driving culture. But even in conditions of high driving culture and in the presence of a road surface, the tram line is more visible, which helps drivers keep the dedicated lane for public transport free.
· Trams fit well into the urban environment of different cities, including the environment of cities with a developed historical appearance. Various overpass systems, such as the monorail and some types of light rail transport, from an architectural and urban planning point of view, are well suited only for modern cities.
· The low flexibility of the tram network (provided that it is in good condition) has a psychologically beneficial effect on the value of real estate. Property owners assume that the presence of rails guarantees the presence of a tram service, as a result, the property will be provided with transport, which entails a high price for it. According to the bureau Hass-Klau & Crampton, the value of real estate in the area of tram lines increases by 5-15%.
· Trams provide more carrying capacity than buses and trolleybuses.
· Although a tram car costs much more than a bus and a trolleybus, trams have a much longer service life. If the bus rarely serves more 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 comfort requirements. So, in Belgium, along with modern low-floor trams, PCC, produced in 1971-1974, are successfully operated. Many of them have recently been upgraded.
· The tram can combine high-speed and non-high-speed sections within one system, and also have the ability to bypass emergency sections, unlike the subway.
· Tram cars can be coupled into trains using a multi-unit system, which saves on wages.
· A tram equipped with TISU saves up to 30% of electricity, and a tram system that allows the use of energy recovery (return to the network when braking, when the electric motor works as an electric generator) of electricity, additionally saves up to 20% of energy.
Trams are statistically the safest mode of transport in the world.
Tram Disadvantages
· Although the tram line under construction is cheaper than the metro, it is much more expensive than the trolleybus line, and even more so the bus line.
· The carrying capacity of the trams is lower than that of the metro: 15,000 passengers per hour for the tram, and up to 30,000 passengers per hour in each direction for the light rail.
· Tram rails pose a danger to careless cyclists and motorcyclists.
· An improperly parked car or a traffic accident can stop traffic on a large section of the tram line. In the event of a tram breakdown, as a rule, it is pushed into the depot or onto the reserve track by the train following it, which ultimately leads to two units of rolling stock leaving the line at once. The tram network is characterized by relatively low flexibility (which, however, can be compensated by the branching of the network, which allows avoiding obstacles). The bus network is very easy to change if necessary (for example, in the case of street repairs). When using duobuses, the trolleybus network also becomes very flexible. However, this drawback is minimized when using the tram on a separate track.
· The tram industry requires, though inexpensive, but constant maintenance and is very sensitive to its absence. Restoring a neglected economy is very expensive.
· Laying tram lines on streets and roads requires skillful track placement and complicates the organization of traffic.
The braking distance of the tram is noticeably longer stopping distance car, which makes the tram a more dangerous road user on a combined track. However, according to statistics, the tram is the safest form of public transport in the world, while the fixed-route taxi is the most dangerous.
· Soil vibrations caused by trams can create acoustic discomfort for the inhabitants of neighboring buildings and lead to damage to their foundations. With regular maintenance of the track (grinding to eliminate wave-like wear) and rolling stock (turning of wheel sets), vibrations can be greatly reduced, and with the use of advanced track laying technologies, they can be minimized.
· If the track is poorly maintained, the reverse traction current can go into the ground. "Wandering currents" increase the corrosion of nearby underground metal structures (cable sheaths, sewer and water pipes, reinforcement of building foundations). However, with modern rail laying technology, they are reduced to a minimum.
sources
http://www.opoccuu.com/moscowtram.htm
http://inform62.ru
http://www.rikshaivan.ru/
GENERAL INFORMATION ABOUT THE TRAMS.
The tram refers to public electric transport, which is designed to carry passengers and connect all areas of the city into a single whole. The tram is set in motion by four powerful electric motors that are powered by a contact network and feed back into the rail and move along the rail track.
The city uses trams of the KTM brand of Ust-Katav Carriage-Building Plant. General information about rolling stock:
High speed of movement, which is provided by four powerful electric motors, allowing to develop top speed wagon up to 65 km/h.
Large capacity is provided by reducing the number of seats and increasing storage areas, as well as by connecting train cars, and on new tram cars by articulating cars by increasing their length and width. Due to this, their capacity ranges from 120 to 200 people.
Driving safety is ensured by quick-acting brakes:
Electro dynamic brake. Braking due to the engine, used to dampen speed.
Emergency electro-dynamic brake. They are used to dampen the speed if the voltage in the contact network is lost.
drum brake. It is used to stop the car and as a parking brake.
Rail brake. Used for emergency stop in an emergency.
Comfort is ensured by suspension of the body, installation of soft seats, heating and lighting.
All equipment is divided into mechanical and electrical. By appointment there are passenger, cargo and special.
Special cars are divided into snow-removing, rail-grinding and laboratory cars.
The main disadvantage of the tram is its low maneuverability, if one got up, then the other trams stopped behind it.
TRAM TRAVEL MODES.
The tram moves in three modes: traction, run-out and braking.
Traction mode.
The traction force acts on the tram, it is created by four traction electric motors and is directed towards the movement of the tram. Resistance forces interfere with movement, it can be a headwind, a rail profile, or the technical condition of a tram. If the tram is out of order, the resistance forces increase. The weight of the wagon is directed downward, thereby ensuring the adhesion of the wheel to the rail. The normal movement of the tram will be subject to the condition when the traction force is less than the adhesion force (F traction< F сцепления), при этом колесо вращается и поступательно движется по рельсу. При плохих погодных условиях сила сцепления резко падает и сила тяги становиться больше силы сцепления (F тяги >F clutch), while the wheel begins to rotate in place, that is, it begins to slip. When slipping, the contact wire is set on fire, the electrical equipment of the tram fails, potholes appear on the rails. To avoid slipping, in bad weather, the driver must smoothly move the handle along the running positions of the tram.
Runaway mode.
In the overrun mode, the engines are disconnected from the contact network and the tram moves by inertia. This mode is used to save electricity and to check the technical condition of the tram.
Braking mode.
In the braking mode, the brakes are turned on and a braking force appears, directed in the opposite direction of the tram movement. Normal braking will be provided when the braking force is less than the adhesion force (F braking< F сцепления). Тормоза останавливают вращательное движение колёс, но трамвай продолжает скользить по рельсам, то есть идти юзом. При движении юзом вагон становиться неуправляемым, что приводит к дорожно-транспортному происшествию (ДТП) и набиваются лыски на колесе.
TRAMWAY CAR EQUIPMENT.
Tram body.
It is necessary for the transportation of passengers, for protection from the external environment, ensures safety and serves for mounting equipment. The body is all-metal welded and consists of a frame, frame, roof and outer and inner lining.
Dimensions:
Body length 15 m.
Body width 2.6 m.
Height with lowered pantograph 3.6 m.
Wagon weight 20 tons
Body equipment.
outdoor equipment.
A pantograph is installed on the roof, a radio reactor that reduces radio interference in houses and protects against overvoltage of the contact network.
The lightning arrester serves to protect against lightning strikes into the car. In the front part of the body at the top there is an air intake for ventilation, the windshield is tempered, polished without distortion and chips, installed in aluminum profiles. Next, a windshield wiper, an inter-car electrical connection, a handle for wiping windows, headlights, turn signals, dimensions, substrates on the buffer beams and a plug for an additional and main device. Additional device carries out towing, and the main for work in the connected system. From below under the car there is a safety board.
On the sides of the body there are windows installed in aluminum profiles with sliding type vents, a right rear-view mirror. On the right are three sliding type doors suspended on two upper and two lower brackets. Bottom bulwark with contact panels, side markers and turn signals, side route indicator.
Behind the body glass installed in aluminum profiles, inter-car electrical connection, dimensions, turn signals, brake lights and a fork of an additional coupling device.
Interior equipment (salon and cabin).
Salon. Footboards and floor are covered with rubber mats and secured with metal slats. The wear of the mats is not more than 50%, the manhole covers should not protrude more than 8 mm from the floor level. There are vertical handrails near the doors, and horizontal handrails along the ceiling, all covered with insulation. Inside the cabin there are seats with a metal frame, upholstered with soft material. Under all the seats, with the exception of two, heating elements (stoves) are installed, and under those two there are sandboxes. A door drive is installed at the doors, the first two have it on the right, and at the back door it has a left. Also in the cabin there are two hammers for breaking glass, near the doors there are stop buttons on demand and emergency opening of doors and stop taps on seals. Portable hitch between seats. On the front wall are the rules for using public transport. Three speakers inside and one outside the cabin. On the ceiling in two rows are light bulbs covered with shades for interior lighting.
Cabin. Separated from the salon by partitions and a sliding door. Inside, the driver's seat is upholstered in natural material and adjustable in height. Control panel with measuring, signaling equipment, toggle switches and buttons.
On the floor there is a safety pedal and a sandbox pedal, on the left is a panel with high and low voltage fuses. On the right is a control circuit separator, a driver controller, two automatic machines (AB1, AB2). In the upper part of the glass there is a route indicator, a sun-protective visor, a pantograph rope on the right, 106 panel and one fire extinguisher, and the second in the cabin was replaced by a box of sand.
Heating of salon and cabin. It is carried out due to stoves installed under the seats, and in new modifications of the tram due to climate control over the doors. The cabin is heated by a stove under the driver's seat, a heater at the rear and heated glass. The interior is naturally ventilated through vents and doors.
Tram frame.
The frame is the lower part of the body, consisting of two longitudinal and two transverse beams. Inside, for rigidity and attachment of equipment, corners and two pivot beams are welded in the center of which are pivots, with the help of their body is mounted on bogies and rotated. Platform beams are welded to the transverse beams and the frame ends with buffer beams. Contact panels are attached to the frame from below, starting and braking resistances are fixed in the middle.
Tram frame.
The frame consists of vertical posts that are welded along the entire length of the frame. For rigidity, they are connected by longitudinal beams and corners.
Tram roof.
Roof arches that are welded to the opposite racks of the frame. For rigidity, they are connected by longitudinal beams and corners. The outer skin is made of steel sheets 0.8 mm thick. The roof is made of fiberglass, the inner lining is made of laminated chipboard. Thermal insulation between the skins. The floor is covered with plywood, covered with rubber mats for electrical safety. There are hatches in the floor covered with lids. They serve to inspect tram equipment.
TROLLEYS.
They are used for movement, braking, turns of the tram and attachment of equipment.
Cart device.
It consists of two wheel pairs, two longitudinal and two transverse beams and one pivot beam. The axles of the wheel pairs are closed by a long and a short casing, connected by two longitudinal beams at the ends of which there are paws, they lie on the casing through rubber gaskets and are fastened from below with covers using bolts and nuts. Brackets are welded to the longitudinal beams, on which the transverse beams are installed, on the one hand they are connected through springs, and on the other hand through rubber gaskets. Spring springs are installed in the center, on which a pivot beam is suspended from above, in the center of which there is a pivot hole through which the body is mounted on the bogies and rotation is carried out.
Two traction electric motors are installed on the transverse beams, each of them is connected to its own wheelset by a cardan and a gearbox.
Braking mechanisms.
1. When the electro-dynamic brake is applied, the motor will go into generator mode.
2. Two drum-shoe brakes installed between the cardan and the gearbox, which serves to stop and park the brake.
The drum-shoe brake is switched on and off by a solenoid, which is mounted on the longitudinal beam.
3. Two rail brakes are installed between the wheelsets, which serve for an emergency stop.
The large casings have grounding points that allow the passage of electric current into the rails. Two suspension springs soften shocks and shocks, making the ride softer, a hole in the center of the longitudinal beam is necessary for turning.
Rotary device. It consists of a kingpin, which is fixed on the pivot beam of the body frame and a hole in the pivot beam of the bogie. To connect the body with the bogies, the kingpin is inserted into the pivot hole and, for ease of rotation, thick grease is applied and gaskets are installed. To prevent grease from flowing out through the kingpin, a rod is threaded, a cover is put on it from below and secured with a nut.
Operating principle. At the turn, the bogie moves in the direction of the rail and turns around the king pin, and since it is fixedly fixed on the body frame, it continues to move straight, therefore, at the turn, the body is carried out (1 - 1.2 m). The driver must be especially careful when turning. If he sees that he does not fit into the turn because of the dimensions, he must stop and sound a warning signal.
SPRING SUSPENSION.
It is installed in the center of the longitudinal beams and serves to mitigate shocks and shocks, dampen vibrations and evenly distribute the weight of the body and passengers between the wheelsets.
Suspension is assembled from eight rubber rings alternately with steel rings for rigidity, forming a hollow cylinder inside, which has a glass with two springs of different packing. Underneath the glass is a rubber gasket. A pivot beam is put on top of the springs through a washer. Springs are fixed in vertical and horizontal planes. An articulated rod is placed in the vertical plane, which is attached to the pivot and longitudinal beam. For mounting in the longitudinal plane, brackets are welded on the sides of the spring and rubber gaskets are placed.
Operating principle. When moving, as the passenger compartment is full, the springs are compressed, while the pivot beam descends to the rubber gaskets, and with a further increase in the load, they are compressed closely, the glass goes down and presses on the rubber gasket. Such a load is considered maximum and unacceptable, because if a strike occurs at the junction of the rail, it will go to spring suspension, in which there is not a single element left that could extinguish this impact force. Therefore, under the influence of impact, the glass warps or the springs and rubber gaskets may burst.
Acceptance of spring suspension. Approaching the car, we visually make sure that the car is not skewed, there are no cracks on the spring suspensions and rings, its fasteners are checked on the vertical articulated rod, and during movement, the absence of lateral rolling, which occurs when the side shock absorbers are worn out, is checked.
PAIR OF WHEELS.
It serves to guide the movement of the tram along the rail track. It consists of an axle of uneven section, wheels are put on the ends, axle bearings are installed behind them.
Closer to the center, the driven gear of the gearbox is dressed, and on both sides of it are ball bearings. The axle rotates in box and ball bearings and is covered with a short and long casing, they are bolted together and form a gearbox housing.
On the large housing there is a grounding device, and in the small housing there is a drive gear of the gearbox. The most important thing is the observance of the dimensions between the wheels (1474 +/- 2), this size must be monitored by locksmith personnel in
WHEEL.
It consists of a hub, wheel center, bandage, rubber gaskets, pressure plate, 8 bolts with nuts, a central (hub) nut and 2 copper shunts.
The hub is pressed onto the end of the axle and connected to it as a single unit. A wheel center with a bandage and a flange is put on the hub ( flange- a protrusion that forces the wheel to jump off the rail head).
The bandage is fixed on the inside with a retaining ring, and on the outside there is a ledge. Rubber gaskets are installed on both sides of the wheel center, it is closed from the outside with a pressure plate and all this is fastened with 8 bolts and nuts, the nuts are locked with locking plates.
A central (hub) nut is screwed onto the hub and locked with 2 plates. For the passage of current, there are 2 copper shunts, which are attached to the bandage at one end and to the pressure plate at the other.
BEARINGS.
Serve to support an axle or shaft and reduce friction during rotation. It is divided into rolling bearings and plain bearings. Plain bearings are ordinary bushings and are used at low rotation speeds. Rolling bearings are used when axles rotate at high speeds. It consists of two clips, between which balls or rollers are installed in the ring. The wheelset is equipped with two row tapered roller bearings.
The inner race is pressed onto the axle of the wheelset and is clamped on both sides by bushings dressed on the axle. An outer one with two rows of rollers is put on the inner clip, the clip is installed in a glass, on one side the glass rests against a protrusion on the body, and on the other, against a cover that is bolted to the casing of the wheelset. Oil baffles are placed on both sides, bearing lubrication is supplied through an oiler (grease maker) and a hole in the glass.
Operating principle.
The rotation from the engine through the cardan shaft and the gearbox is transmitted to the axle of the wheelset. It begins to rotate together with the inner race of the bearing and rolls over the outer race with the help of rollers, while the lubricant is sprayed, gets on the oil-slinger rings, and then comes back.
CARDAN SHAFT.
Serves to transfer rotation from the motor shaft to the gearbox shaft. It consists of two flange forks, two cardan joints, a movable and a fixed fork. One flange fork is attached to the motor shaft, and the other to the gearbox shaft. The forks have holes for installing a cardan joint. The fixed fork is made in the form of a tube with splines cut inside.
The movable fork consists of a balancing tube, a shaft with external splines is welded on one side, and a fork with holes for the cardan joint on the other side. The movable fork is wound into a fixed one, it can move inside it, and the length of the shaft can increase or decrease.
The universal joint is used to connect the flange yokes to the yokes of the cardan shaft. It consists of a cross, four needle bearings and four covers. The cross has well-ground ends, two vertical ends are inserted into the holes of the cardan shaft forks, and two horizontal ends are inserted into the hole of the flange forks. The ends of the crosses are equipped with needle bearings, which are closed with covers using two bolts and a locking plate. For proper operation of the driveshaft, grease must be in the needle bearings and spline connection. In a splined joint, grease is added through an oiler, in a fixed fork, and so that it does not leak out, a cover with a felt gland is screwed onto the fork. In needle bearings, grease enters through the hole inside the crosses and is subsequently periodically put into these holes.
Operating principle.
Rotation from the engine is transmitted to all parts of the cardan shaft, in addition, the movable fork goes inside the fixed fork, and the flanged forks rotate around the ends of the crosspieces.
REDUCER.
It serves to transfer rotation from the engine, through the cardan shaft to the wheelset, while the direction of rotation changes by 90 degrees.
It consists of two gears: one leading, the other driven. The leading receives rotation from the engine, and the driven through the engagement of the teeth from the leading.
Rotations are:
Cylindrical (shafts are parallel to each other).
Conical (shafts are perpendicular to each other).
Worm (shafts cross in space).
The gearbox is located on the wheelset. The KTM 5 tram has a single-stage, bevel gearbox. The drive gear is made in one piece with the shaft and rotates in three roller bearings, they are installed in a glass, one end of the glass is attached to a small casing, and the other is closed with a lid. The end of the shaft comes out through the hole in the cover and is sealed with an oil seal. A flange is put on the end of the shaft, which is fixed with a hub nut and splinted. A brake drum (BKT) and a cardan shaft flange yoke are attached to the flange.
The driven gear consists of a hub pressed onto the axle of the wheel pair, a ring gear is attached to it with the help of bolts, which forms an engagement with the drive gear with its teeth.
All these parts are covered by two casings that form the gearbox housing. It has a filler and inspection holes. Lubricant is poured in through the filler hole.
Operating principle.
Rotation from the engine, through the cardan shaft is transmitted to the flange of the drive gear. It begins to rotate and, through the meshing of the teeth, rotates the driven gear. Together with it, the axle of the wheelset rotates and the tram begins to move, while the lubricant is sprayed, gets on ball and roller bearings, thus one front one is lubricated with gearbox grease, and the two distant ones need to be lubricated only through an oiler.
Reducer failure.
1. Grease seepage with dripping.
2. The presence of extraneous noise in the operation of the gearbox.
3. Loose and loose bolts and nuts for fastening the elements of the reactive device.
If the gearbox is jammed, the driver should try to return the gearbox to work by switching the reverse handle of the KV (forward and backward). If it does not work out, then informs the central dispatcher and follows his instructions.
BRAKES.
Driving safety is ensured by quick-acting brakes:
BKT device.
There are two holes in the bottom bracket, axles with brake pads are threaded through them and secured with nuts. Brake pads are attached to the inside of the pads. In the upper part there are protrusions on which the releasing spring is put on.
An axle is threaded into the hole in the upper bracket, a lever is put on at one end and secured with a nut, the lever is connected to the solenoid through a rod, and a cam is put on at the other end of the axle. On both sides of it, on the axles, two pairs of levers are dressed - external and internal. The outer roller rests against the cam, and with a screw against the inner lever, which presses on the pads through the protrusion.
BKT malfunctions.
1. Loose fastening of BKT parts.
2. Jamming of rotary axes.
3. Wear of the brake pads.
4. Worn expanding cam and rollers.
5. Curvature of the solenoid rod.
6. Faulty solenoid bulbs.
7. Weak or broken brake spring.
BKT acceptance.
They check when leaving the depot, on the “zero” flight, in a specially designated place, usually in one direction or the other from the depot, to the first stop, at a pole with a sign “service braking”. At a speed of 40 km/h, with clean and dry rails and an empty car. The main handle KV is transferred from the position "T 1" to "T 4" and the car must stop at a distance of 45 m, 5 m before reaching the second pillar. Also check the "brake" and "brake" buttons. If the car has serviceable brakes, the driver reaches the stop and starts boarding passengers. If the brakes are faulty, then inform the central dispatcher and follow his instructions.
Rail brake (RT).
Serves for an emergency stop, in case of a threat of a collision or a collision. There are four rail brakes on the car, two on each bogie.
RT device.
It consists of a core and a winding, it is closed with a metal casing - it is called an RT coil, and the ends of the winding are brought out of the body in the form of terminals and connected to the battery. The core on both sides is closed with poles, which are fastened with six bolts and nuts. Two of them are equipped with brackets for attaching to the trolley. From below, between the poles, a wooden bar is installed, closed with lids on the sides. The rail brake has vertical and horizontal suspension.
The vertical suspension has two brackets fitted with two rail brake bolts and two brackets welded to the spring suspension brackets. The upper and lower rods are threaded through the holes, which are fastened together by a hinged bar. The lower rod is fixed with a nut, and a spring is put on the upper one, which is welded to the bracket and fixed in the upper part with an adjusting nut.
So that during the movement, regardless of the shaking, the RT is strictly above the rail head, there is a horizontal suspension. A rod with springs and a fork is attached to the bracket of the longitudinal beam, the ends of which are pivotally attached to the RT. A bracket is welded to the longitudinal beam, which rests against the RT from the inside.
The principle of operation of RT.
The RT is switched on at the position of KV "T 5", when the PB is released, the SC fails, when fuses 7 and 8 blow out and the "mentor" button is pressed on the control panel.
When turned on, current flows to the coil, it magnetizes the core and its poles. RT falls with a braking force of 5 tons each, the springs are compressed. When turned off, the magnetic field disappears and the RT, demagnetized, under the action of the springs, rises and takes its original position.
RT malfunctions.
1. Mechanical:
There are cracks at the poles.
Bolt nuts loose.
The PT should not be skewed due to the weakening of the springs.
There are cracks in the hinge plate.
2. Electrical:
Contactors KRT 1 and KRT 2 are faulty.
PR 12 and PR 13 burned out.
Breakage of the supply wires.
RT acceptance.
Approaching the car, the driver makes sure that the RT is not skewed, checks them for the absence of mechanical faults; Entering the cabin, we check the operation of the RT, for this we put the main handle of the KV to the position “T 5” and by turning on the contactor KRT 1, you can hear the fall of all the RT, the arrow of the low-voltage ammeter deviated by 100 A to the right. Then we check the inclusion of the contactor KRT 2, through the release of the PB, the arrow of the low-voltage ammeter deviated by 100 A to the right. To make sure that all four RTs have fallen, the driver leaves the main handle of the KV at the “T 5” position, and puts a shoe on the PB and exits the car, looks at the RT for operation. If one of the RTs did not work, the driver checks the gap with the reversible handle, it should be 8 - 12 mm.
When leaving the depot, at a pole with a sign "emergency braking", at a speed of 40 km/h, the driver removes his foot from the PB and on dry and clean rails, the braking distance should not exceed 21 m. Also, at all terminal stations, the driver conducts a visual inspection of the RT.
SANDBOX.
Serves to increase the force of adhesion of the wheels to the rails, during braking, so that the car does not start to use, or when planing from a standstill and during acceleration, it does not slip. Sandboxes are installed inside the cabin, under two seats. One is on the right and pours sand under the first wheelset, the first bogie. The second sandbox is on the left and pours sand under the first wheelset, the second bogie.
Sandbox device.
Two sandboxes are installed in locked boxes under the seats inside the cabin. Inside the bunker with a volume of 17.5 kg of loose, dry sand. Nearby is an electro-magnetic drive, consisting of a coil and a movable core. The ends of the winding are connected to a low-voltage power source. The end of the core is connected to the damper through a two-arm lever and a rod. It is mounted on an axle attached to the bunker. The damper closes the opening of the hopper and is pressed against the wall with a spring. The second hole is in the floor, in front of the damper. A flange and a sand sleeve are attached from below, the end of the sleeve is located above the rail head and is held with a bracket fixed to the longitudinal beam of the bogie.
Operating principle.
The sandbox can be forced or automatic. Forcibly, the sandbox will work only by pressing the sandbox pedal (SP), which is located on the floor, in the tram cab, on the right.
In case of emergency braking (failure of the SC or release of the PB), the sandbox will turn on automatically. Current is applied to the coil. A magnetic field is created in it, which attracts the core, it turns the damper through a two-arm lever and a rod, the holes open and the sand begins to pour.
When the coil is turned off, the magnetic field disappears, the core falls down and all parts return to their original state.
Faults.
1. Loose fastening of parts.
2. Mechanical jamming of the core.
3. Breakage of the supply wires.
4. Short circuit in the coil.
5. PP does not work.
6. PC 1 does not turn on
7. PV 11 burned out.
Sandbox acceptance.
The driver must ensure that the sleeve is above the head of the rail. Having entered the salon, he checks the presence of dry and loose sand in the bunkers, the lever system and the rotation of the damper. He puts a shoe on the PP and gets out of the car, making sure that the sand is pouring. If it does not crumble, then it cleans the sand sleeve. At the end stations, if he often used sand, he checks and adds from the sand boxes that are at the station.
The sandbox is not effective when turning the tram, due to the removal of the body, the sleeve extends beyond the rail head. If at least one sandbox is out of order, the driver must inform the dispatcher and return to the depot.
COUPLER.
There is a primary and secondary. An additional one is used to tow a faulty car, and the main one connects the trams to each other to work on the system.
The additional hitch consists of two forks; the device itself, which is located in the cabin between the seats. The fork with the help of a rod is threaded through the buffer beams of the body, front and rear. A spring is put on the rod and secured with a nut.
The portable hitch consists of two tubes, at the ends of which there are tongues with holes. In the center, the pipes are connected by two rods, making the hitch rigid. When towing, the driver first attaches the hitch to the fork of the serviceable car, and then to the fork of the faulty one, threads the rod with a clamp and cotters.
The main coupling devices are divided into two types:
Auto.
Handshake type.
The handshake type hitch consists of a bracket with a fork that is attached to the body frame. There is also a collar, a rod with a head, a fork with tongues and holes, a handle for a manual hitch. A clamp with a hole inside is put on one end of the rod, to mitigate shocks and shocks, a shock absorber is put on and secured with a nut. It softens the impacts caused when planing from a place and when braking a tram.
The clamp of the main device is inserted into the fork of the bracket, a rod is threaded through the hole and secured with a nut. The hitch can be rotated around the rod. The other end of the coupler rests on a buffer beam, which is welded from below to the body frame.
If the main hitch is not used, then it is attached to the fork of the additional device with a bracket.
The automatic coupling device consists of a pipe, a round head is welded to it. On the other hand, a clamp with a shock absorber is attached to the pipe. The round head has two guides on the sides, between them there is a tongue with a hole and from below under the tongue there is a groove for passing the fork of the second coupling device. The forks have a hole for the rod. The rod passes through the head and a spring is dressed on it. The position of the rod is adjusted by the handle on top.
On the one hand, the coupling device is attached to the bracket fork with a clamp, and the second attachment point is a bracket welded to the body frame with a spring, which is also attached to the body frame. The head is attached with a bracket to the fork of the additional coupling device. When coupling, the coupling devices must be secured with brackets, which are located in the center of the buffer beams. The handle should be down and the rod should be visible in the groove.
When coupled serviceable wagon moves to the faulty one until the tongues enter the grooves of the heads and are fastened together with the help of rods.
DOOR DRIVE.
Three doors suspended on two upper and two lower brackets. The brackets have rollers that are inserted into the guides on the tram body. Each door has its own drive: for the first two, it is installed in the cabin on the right, and for the rear, on the left, they are covered with a casing. The drive consists of electrical and mechanical parts.
The electrical circuit includes low-voltage fuses (PV 6, 7, 8 for 25 A), a toggle switch (on the control panel), two limit switches that are mounted outside the body, two for each door and work when the door is fully open or closed. There are two lights on the remote control (opening and closing), the light comes on only if all three doors have worked. There are also two contactors efficiency - 110, which are located on the contact panel in the front of the body, on the left in the direction of travel, one connects the engine to open, and the other to close.
The motor shaft is connected to the mechanical part through the coupling. It includes: a gearbox closed by a casing. One end of the gearbox shaft axis is brought out and an asterisk is put on it - the main one, and an additional one is attached next to it - tension. A chain is put on the main sprocket, the ends of which are attached to the sidewalls of the doors. The tension sprocket adjusts the chain tension.
On the other side of the axis, a friction clutch is put on, with which you can adjust the speed of opening or closing the door. Also, the clutch can disconnect the motor shaft from the gearbox if someone is pinched by the door or the roller cannot move along the guide.
Operating principle.
To open the door, the driver turns the toggle switch to open, while the electrical circuit closes and the current flows from the positive terminal, through the fuse, through the toggle switch, through the contact switch to the contactor, which connects the motor and through the clutch, the rotation is transmitted to the gearbox. The sprocket starts to rotate and moves the chain along with the door. When the door is fully opened, the striker on the door strikes the limit switch roller, which turns off the engine, and if all three doors are opened, the light on the control panel lights up, after which the toggle switch is returned to the neutral position.
To close the door, the toggle switch is turned to close and the current flows in the same way, only through another limit switch and another contactor. It causes the motor shaft to rotate in the opposite direction and the door moves to close. When the door is completely closed, the striker on the door hits the limit switch roller, which turns off the engine, and if all three doors are closed, the light on the control panel lights up, after which the toggle switch is returned to the neutral position.
The doors can also be opened with the help of emergency switches, which are located in the cabin above the door and are sealed. Outside back door can be opened and closed with the toggle switch on the battery box. On four-door cars, the door drive is located on top and to close the door manually, you need to turn the drive lever down.
Faults.
1. PV 6, 7, 8 burned out.
2. The toggle switch is out of order.
3. Bulb burnt out.
4. The limit switch does not work.
5. The contactor efficiency - 110 does not work.
6. The electric motor is out of order.
7. The clutch has broken.
8. Grease is leaking from the gearbox, or it does not correspond to the season.
9. The fastening of the sprockets has loosened.
10. The integrity or fastening of the chain is broken.
If the door does not open and close, you need to close it manually, for this the driver rotates the clutch and the door starts to move, after which he reaches the end, if there is a locksmith, he fills out an application for repair and the locksmith fixes it. If there is no locksmith, then the driver himself changes the fuse, checks the rollers of the limit switches, the operation of the contactor, the condition of the sprockets and the chain. If the door does not move from the rotation of the clutch, as the gearbox is jammed, then the driver informs the dispatcher, disembarks the passengers and follows the instructions of the dispatcher. If the chain breaks, then the door is closed manually and fixed with a shoe or crowbar, also together
The birthday of this wonderful type of transport is March 25 (April 7, according to a new style) in 1899, when a car bought in Germany at Siemens and Halske went on its first flight from Brest (now Belorussian) towards Butyrsky (now Savelovsky) station. . However, urban transport was in Moscow before. Its role was played by the ten-seater horse-drawn carriages that appeared in 1847, popularly called "rulers".
The first rail horse tram was built in 1872 to serve visitors to the Polytechnic Exhibition, and the townspeople immediately fell in love with it. The horse-drawn carriage had an upper open area called the imperial, where a steep spiral staircase led. This year's parade featured horse carriage, recreated from old photographs on the basis of a preserved frame, converted into a tower for the repair of a contact network.
In 1886, a steam tram began to run from the Butyrskaya Zastava to the Petrovskaya (now Timiryazevskaya) Agricultural Academy, affectionately called by the Muscovites "steam train". Because of the fire hazard, he could only walk on the outskirts, and in the center cabmen still played the first violin.
The first regular electric tram route in Moscow was laid from Butyrskaya Zastava to Petrovsky Park, and soon the tracks were laid even along Red Square. From the beginning to the middle of the 20th century, the tram occupied the niche of the main public transport in Moscow. But the horse tram did not immediately leave the stage, only from 1910 coachmen began to be retrained as carriage drivers, and the conductors simply switched from horse tram to electric without additional training.
From 1907 to 1912, more than 600 cars of brand "F" (lantern), which was produced at once by three factories in Mytishchi, Kolomna and Sormovo. 
At the 2014 parade, they showed wagon "F", recovered from the loading platform, with trailer car type MaN ("Nyurenberg").
Immediately after the revolution, the tram network fell into disrepair, passenger traffic was disrupted, the tram was used mainly for transporting firewood and food. With the advent of the NEP, the situation began to improve gradually. In 1922, 13 regular routes were launched, the production of passenger cars was growing rapidly, and the steam train line was electrified. At the same time, the famous routes "A" (along the Boulevard Ring) and "B" (along Sadovoye, later replaced by a trolley bus) arose. And there were also "B" and "G", as well as the grandiose ring route "D", which did not last long.
After the revolution, the three factories mentioned switched to the production of the BF (lanternless) brand car, many of which walked along Moscow streets until 1970. Participated in the parade wagon "BF", who since 1970 has been performing towing work at the Sokolniki Carriage Repair Plant. 
In 1926, the first Soviet tram of the KM (Kolomensky motor) type stood on the rails, which was distinguished by its increased capacity. The unique reliability allowed the KM trams to remain in service right up to 1974.
The history of the parade car KM No. 2170 is unique: it was in it that Gleb Zheglov detained the pickpocket Kirpich in the TV movie “The meeting place cannot be changed”, the same tram flickers in “Pokrovsky Gates”, “Master and Margarita”, “Cold Summer of 53rd”, “The Sun Shines on Everyone”, “ Legal marriage", "Mrs. Lee Harvey Oswald", "Stalin's funeral"... 
The Moscow tram reached its peak in 1934. It transported 2.6 million people a day (with a then four million population). After the opening of the metro in 1935-1938, the volume of traffic began to decline. In 1940, a tram schedule was formed from 5:30 am to 2:00 am, which is still in effect. During the Great Patriotic War, the tram traffic in Moscow was almost not interrupted, even a new line was laid in Tushino. Immediately after the Victory, work began on the transfer of tram tracks from all main streets in the city center to less busy parallel streets and lanes. This process went on for many years.
For the 800th anniversary of Moscow in 1947, the Tushino plant developed carriage MTV-82 with a body unified with the MTB-82 trolleybus. 
However, due to the wide “trolleybus” dimensions, the MTV-82 did not fit into many curves, and the next year the cabin shape was changed, and a year later production was transferred to the Riga Carriage Works. 
In 1960, 20 copies were delivered to Moscow tram RVZ-6. For only 6 years they were operated by the Apakovsky depot, after which they were transferred to Tashkent, which suffered from the earthquake. Shown at the parade, RVZ-6 No. 222 was kept in Kolomna as a teaching aid. 
In 1959, the first batch of much more comfortable and technologically advanced wagons Tatra T2 who opened the "Czechoslovak era" in the history of the Moscow tram. The prototype of this tram was an American RSS car. It's hard to believe, but Tatra No. 378 participating in the parade was a barn for many years, and it took a lot of effort to restore it. 
In our climate, the "Czechs" T2 proved to be unreliable, and almost specifically for Moscow, and then for everything Soviet Union plant Tatra-Smikhov started production of new tram T3. It was the first luxury car with a large spacious driver's cab. In 1964-76, Czech carriages completely ousted the old types from Moscow streets. In total, Moscow purchased more than 2,000 T3 trams, some of which are still in operation. 
In 1993, we acquired several more Tatra T6V5 and T7V5 wagons, which served only until 2006-2008. They also took part in the current parade. 
In the 1960s, it was decided to expand the network of tram lines to those residential areas where the metro would not reach soon. This is how “high-speed” (separated from the roadway) lines appeared in Medvedkovo, Khoroshevo-Mnevniki, Novogireevo, Chertanovo, Strogino. In 1983, the executive committee of the Moscow City Council decided to build several outbound lines of high-speed trams to the microdistricts of Butovo, Kosino-Zhulebino, Novye Khimki and Mitino. The subsequent economic crisis did not allow these ambitious plans to come true, and transport problems were already solved in our time with the construction of the metro.
In 1988, due to lack of funds, purchases of Czech cars stopped, and the only way out was to purchase new domestic trams of a relatively poorer quality. At this time, the Ust-Katav Carriage Works in the Chelyabinsk Region mastered the production of KTM-8 models. Especially for narrow Moscow streets, the KTM-8M model with a reduced size was developed. Later, new models were delivered to Moscow KTM-19, KTM-21 and KTM-23. None of these cars participated in the parade, but every day we can see them on the streets of the city. 
All over Europe, in many Asian countries, in Australia, in the USA, the latest high-speed tram systems with low-floor cars moving along a separate track are being created. Often, for this purpose, the movement of cars is specially removed from the central streets. Moscow cannot refuse the world vector of public transport development, and last year it was decided to purchase 120 Foxtrot cars produced jointly by the Polish company PESA and Uralvagonzavod.
The first 100% low-floor cars in Moscow were given a numerical item 71-414. The car is 26 meters long with two joints and four doors and can accommodate up to 225 passengers. The new domestic tram KTM-31 has similar characteristics, but its low floor is only 72%, but it costs one and a half times cheaper. 
At 9:30 am the trams started from the depot. Apakova on Chistye Prudy. I was driving in an MTV-82, simultaneously removing the convoy from the cab and the passenger compartment of the tram. 
Behind were the post-war types of wagons. 
Ahead - pre-war, on the way meeting with modern cars of the KTM type. 
Muscovites were surprised to see the unusual procession; in some sections, many lovers of retro trams with cameras gathered. 
From the photos below of the salons and driver's cabins of the cars participating in the parade, you can assess what evolution the Moscow tram has undergone over the 115 years of its existence:
Cabin of the KM car (1926).
Cabin Tatra T2 (1959).
Cabin of a PESA car (2014).
Salon KM (1926).
Salon Tatra T2 (1959).
Salon PESA (2014).
Salon PESA (2014).