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The world's first electric tram. Interesting facts about trams of the world

HISTORY OF THE ELECTRIC TRAM

FIRST TRAMS

Alexandrovsky descent in Kyiv

FIRST ELECTRIC TRAM

This happened in Kyiv on the former Aleksandrovsky Spusk (now Vladimirsky Spusk). Interestingly, the tram in Kyiv was built almost 20 years earlier than in Moscow and St. Petersburg. Until this moment, there were trams in Tsarist Russia, but they were “moved” not by electricity, but by horses. Although also on rails.

Russian empire followed the example of the Germans, and soon the German Pullman plant produced the first Russian electric tram.

Civil transport in Kyiv, as in most European cities, began with a horse-drawn tram on rails, the routes of which connected the current Lybidskaya metro area with Khreshchatyk and stretched further to Podol.

The city railway society, formed in 1891, with the support of the city authorities, decided to use the Alexander Descent on the section electric traction. Considering that there is a very sharp slope of the mountain here, there were no other options: the horses could not cope and steam traction was out of the question. Exactly complex nature The relief of Kyiv led to the need for more powerful and safe urban transport on electric traction.

From the very moment of its inception, the Kiev electric tram was a curiosity and one of the city’s attractions. Most visitors and guests tried to ride the tram several times, and as a commercial enterprise, the tram turned out to be extremely profitable and recouped all investments during the first year of existence.

The Belgians were left with nothing, and the tram service was restored only in 1922 until the Great Patriotic War The tram was the main form of civil transport in Kyiv. After the war and the reconstruction of the city, the importance of the tram slowly but steadily declined. More comfortable trolleybuses, buses and subways have appeared.

The Kiev tram functioned even under the Germans - both in 1918 and in 1941-43.

Today, a tourist tram route operates in Kyiv - along the embankment, Podol in a restored tram car - an original and popular type of excursion.

In 1992, a monument to the first tram was erected on Poshtova Square in Kyiv, but on November 25, 2012 it was eliminated due to the construction of a new transport interchange.

HISTORY OF MOSCOW TRAM

Brest Station Square in Moscow

On March 25, old style, from the Brest, now Belorussky station, towards the Butyrsky station, now called Savelovsky, a tram car ordered in Germany from Siemens and Halske set off on its first passenger trip.

Tram at Butyrskaya Zastava. 1900

Muscovites began to colloquially call crews plying in predetermined directions “lines.” By this time, the city already had about 337 thousand inhabitants and the need arose to organize public transport. The Moscow Line Society, created in 1850, began to solve the problem of serving passengers more efficiently. The line accommodated 10-14 people, there were 4-5 benches. They were wider than ordinary carriages, had a roof against the rain, and were usually pulled by 3-4 horses.

Horse-drawn horse on Serpukhov Square

The first passenger line of the horse-drawn tram was opened on June 25 (July 7), 1872. It connected the city center (present-day Revolution Square) through Trubnaya and Strastnaya Square with the square of the Smolensky (now Belorussky) station and was intended to serve visitors to the Polytechnic Exhibition, which opened on this time in Moscow. The horse-drawn line was single-track, had a length of 4.5 km with a gauge of 1524 mm, and there were 9 sidings on the line. The line operated 10 double-decker carriages with imperials, accessed by steep spiral staircases. The Imperial did not have a canopy and passengers, sitting on benches, were not protected from snow and rain. The horse-drawn carriages were purchased in England, where they were produced at the Starbeck plant. The peculiarity of this horse-drawn railway line was that it was built by military builders as a temporary one.

Steam engine

At the same time, a steam passenger tram line was built in Moscow from Petrovsko-Razumovsky through the Petrovskaya Academy Park to the Smolensky railway station. Both lines were supposed to cease to exist immediately after the closure of the Polytechnic Exhibition, but Muscovites liked the new public transport: traveling from the center to the Smolensky station was more convenient and cheaper in a horse-drawn tram than in a cab. The first passenger horse-drawn line continued to operate after the closure of the Polytechnic Exhibition until 1874, and the steam passenger tram line maintained its existence only on the section from Smolensky Station to Petrovsky Park.

Contrary to popular belief, the launch of the tram was not a simple electrification of the horse-drawn tram, which had existed in Moscow since 1872. Until 1912, the horsecar existed parallel to the tram. The fact is that the horse tram brought a significant portion of revenue to the city treasury, and the then city authorities considered the tram as a competitor to their cash cow. Only in 1910 the city began to buy out the horse-drawn railways while preserving the jobs of the horsemen. Coachmen were retrained to become carriage drivers, and conductors, who did not need to be retrained, remained conductors.

Type F tram on the Garden Ring in the Red Gate area opposite Afremov’s house. October 1917.

In 1918, the length of tram tracks 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 decrease. Unsettled workshops, lack of parts and spare parts, materials, departure of some engineering and technical workers - all this together created an extremely difficult situation. The number of cars entering the line in January decreased to 200 units.

At the same time, for the first time in history, the Moscow tram began to be used for cultural, educational and propaganda events. On May 1, 1919, tram trains with flying circus performances on open trailer cars ran on routes A and B, No. 4. The motor carriage was turned into a room for a religious orchestra, and on the trailer freight platform there were circus performers, acrobats, clowns, jugglers and athletes who gave performances at stops. The masses of people enthusiastically greeted the artists.

Interior of a KM type car - the first Soviet tram

Since June 1, 1919, the City Administration railways By order of the Moscow City Council, it began to provide, at the request of institutions and organizations, a tram for excursions outside the city for workers. Since the fall of 1919, the tram has become the main carrier of firewood, food and other goods for most city institutions. In order to provide new functions for the tram, access tram tracks were built to all freight stations, wood and food warehouses in Moscow. According to orders from enterprises and organizations, tram operators provided up to 300 freight tram cars. In 1919, about 17 miles of new tracks were laid to resolve issues of organizing freight transportation. By the end of 1919, out of 778 motor and 362 trailer cars, 66 motor cars and 110 trailer tram cars were operational.

KM type tram on Krasnoprudnaya street in 1970. To the right of it, the ZiU-5 trolleybus is moving in the opposite direction.

In 1920, tram travel became free for workers, but due to a shortage of rolling stock, the Moscow City Council was forced to organize special passenger block trains to transport workers to and from work during morning and evening rush hours.

Tram trains ran on eight letter routes. They were used mainly by workers in large factories. In December 1920, there were 777 motor and 309 trailed passenger cars in inventory. At the same time, 571 motor and 289 trailed tram cars were inactive.

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 stopped. The amounts allocated by enterprises for free travel for their workers and employees were included in their wages, and from that time on, city transport became paid for all passengers.

Interior of the Tatra-T2 carriage: ticket office

In February 1922, passenger tram service was carried out on thirteen tram routes, and it again became regular.

In the spring of 1922, traffic began to be actively restored on the pre-war networks: to Maryina Roshcha, to the Kaluga Outpost, to the Vorobyovy Gory, along the entire Garden Ring, to Dorogomilovo. In the summer of 1922, the steam tram line from Butyrskaya Zastava to Petrovsko-Razumovsky was electrified, and a line was built from the Petrovsky Palace to the village of Vsekhsvyatskoye.

By 1926, the length of the tracks had increased to 395 km. In 1918, 475 carriages carried passengers, and in 1926 - 764 carriages. average speed tram traffic increased from 7 km/h in 1918 to 12 km/h in 1926. Since 1926, the first Soviet tram of the KM type, built at the Kolomna Locomotive Plant, began to operate on the line. The KM differed from its predecessors in its four-axle design.

Moscow tram reached highest point 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 per day, with a city population of about four million. Freight trams continued to operate, transporting firewood, coal and kerosene throughout the city.

The M-38 tram had a very futuristic appearance.

Before the war, a rather futuristic-looking M-38 tram appeared in Moscow. The first sample of the M-38 tram car arrived from the Mytishchi plant in November 1938 to the tram depot named after. Bauman and began testing on route 17 from Rostokin to Trubnaya Square.

In July 1940, due to the threat of war, the entire country switched to an eight-hour working day and a six-day working day. working week. This circumstance forever determined the operating mode of tram trains in the capital. The first cars began work on the route at 5:30 a.m. and finished work at 2 a.m. This work schedule has survived to this day.

After the opening of the first metro lines in the mid-1930s, the tram lines coinciding with the metro lines were removed. 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 moved away from the Kremlin. With the development of the metro in the 1950s, some of the lines leading to the outskirts were closed.

Tram MTV-82

Since 1947, MTV-82 cars appeared on the lines, the body of which was unified with the MTB-82 trolleybus. The first such cars arrived at the Bauman depot in 1947 and began to operate first on route 25 (Trubnaya Square - Rostokino), and then on route 52. However, due to its wider dimensions and the absence of characteristic beveled corners (after all, the tram cabin exactly corresponded to the trolleybus), the car did not fit into many curves and could only run in the same place as the M-38 car. For this reason, all cars of this series were operated only at the Bauman depot and were nicknamed broadheaded. Already next year, they began to be replaced by a modernized version of the 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 seats) to 140 (40 seats). Since 1949, the production of these trams has been transferred to Riga carriage factory, which produced them under the old MTV-82 index until mid-1961.

March 13, 1959 at the depot named after. The first Czechoslovak four-axle motor car T-2 arrived in Apakov, which was assigned number 301. Until 1962, T-2 cars arrived exclusively at the Apakov depot, and by the beginning of 1962 there were already 117 of them - more than were purchased by any city in the world . Incoming cars were assigned numbers three and four hundred. The new cars were sent primarily to routes 14, 26 and 22.

Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They arrived at the Apakovskoe depot and were used until 1966, after which they were transferred to other cities.

Tram RVZ-6 on Shabolovka, 1961

Since the mid-1990s, a new wave of tram line removal began. In 1995, the line along Prospekt Mira was closed, then at Nizhnyaya Maslovka. In 2004, due to the upcoming reconstruction of Leningradka, traffic along Leningradsky Prospekt was closed, and on June 28, 2008, the line on Lesnaya Street, where routes 7 and 19 ran, was closed. It was this section that was part of the very first line of the Moscow electric tram.

The oldest tram route in Moscow is 6th. Cars with this number first set off 116 years ago, that is, in the century before last - April 6 (March 25, old style) 1899. On that day, the first line of electric cars opened in Moscow. MOSLENTA recalls the very first Moscow routes.

Prayer service with blessing of water

The first tram rolled with a ringing sound from Butyrskaya Zastava along Nizhnyaya and Verkhnyaya Maslovka to Petrovsky Park. All Moscow newspapers wrote about this event. Here is a fragment of one of the reports: “On March 25, the long-awaited opening of the electric tram took place with great solemnity, arranged by the First The Society of Horse-Drawn Railways on the suburban line from Butyrskaya Zastava to Petrovsky Park. On this occasion, in the electric park, near Bashilovka, at 4 o’clock in the afternoon, a prayer service was held with the blessing of water in front of the revered icon of the Savior Not Made by Hands and local shrines.”

The brass of the orchestra thundered. A large crowd of curious townsfolk gathered to look at the wonder. The event was honored by the presence of important people: Moscow Governor Alexander Bulygin, Moscow Postal Director, Privy Councilor Konstantin Radchenko, mayor Prince Vladimir Golitsyn, acting Moscow Chief of Police Colonel Dmitry Trepov, members of the City Duma.

Steam horsecar on Vorobyovy Gory, 1899.

Horse-drawn horse at the Serpukhov Gate, 1900

Today, trams of that time, produced in Belgium, by the way, can be seen in old newsreels and feature films. They were simple, with wooden seats and “holds” for standing passengers. In winter it was wildly cold in them, the thought of stoves never occurred to anyone.

Trams rarely ran, and therefore the carriages were jam-packed. Well, those who did not have enough space in the carriages sat on the “tail”. Dangerous, but free...

Until 1912, horse-drawn carriages - carriages to which horses were harnessed - somehow coexisted with trams. This type of transport brought significant funds to the Moscow treasury, and passengers shared their preferences equally. There were enough retrogrades even then...

But gradually it became clear that you wouldn’t get far in the old carriage. The tram was replacing the horse-drawn carriage, the coachmen were being retrained as carriage drivers, and the conductors were still shouting out stops and tearing off tickets.

From dawn to night

Over time, route 6 extended to the center - to Okhotny Ryad, from there he walked to Kalanchevka, always crowded with people, then to Krasnoprudnaya Street. The final stop of the tram was in Sokolniki, which at that time was a remote Moscow outskirts.

Sretenka Street, 1932

Wherever fate has thrown the “six”! To Maroseyka, Myasnitskaya, Tverskaya, Pushkinskaya Square, to Pokrovka, to Kitay-Gorod, to Zatsepa. Over the years, the tram, a tireless traveler, has traveled all over Moscow.

The silent carriage driver pressed the pedal, and the conductress, a usually talkative woman who was aware of all the capital's news, shouted out stops and tore tickets from the roll hanging on her chest. She reproached the “hares”, helped the elderly and mothers with children. The conductor knew the way by heart and instructed the visitors: “Citizen, get off here. It’s a stone’s throw from here to Mostorg...”

Out of town by tram

In 1944, the rails for the “six” were extended to the northwest. The two-car train “in yellow and red clothes, with a number on the head” rushed from Leningradsky Prospekt already outside Moscow - to Tushino. The final stop was at the Eastern Bridge, where the trams stood as tired horses who came to drink. The waves of the canal splashed nearby...

Over time, the route changed again, for the umpteenth time: it ran from Marina Raskova Street - the intersection of Leningradsky Prospekt and two streets - Peschanaya and Novopeschanaya - to Zakharkovo, to Khimki Boulevard.

In the 50s and 60s, the tram ran along Svoboda Street. Here dilapidated barracks and wooden shacks collapsed, and in their place large houses with light windows and thick walls grew. And in the apartments of the new residents, unprecedented amenities awaited them: a sparkling kitchen and a bathroom, where cold and hot water flowed from the taps.

Passenger compartment of a tram from the 1930s

Rehearsal of the Tram Parade dedicated to the 116th anniversary of the launch of the first electric tram in Moscow

“It’s a pity Shakespeare didn’t know about the tram!”

How many poems have been written about the tram! He inspired Arseny Tarkovsky, Bulat Okudzhava, Yuri Vizbor, and many other poets. But here’s an unexpected twist in Oleg Stolyarov’s lines:

Hurry, hurry, connecting

Day with night, with a moment - a whole world...

The fate of the great tram

Sounds like an unearthly harp -

It's a pity Shakespeare didn't know about the tram!

The modern route of the 6th tram appeared in 1969 - from the Sokol metro station to the ancient Bratsevo - 34 stops or 45 minutes of travel. Nowadays, it’s a rare person who will travel from terminus to terminus by tram - there is a metro, which is much faster than an electric car. But in the subway the cars run in boring darkness, and from the tram you can watch city life, remember, reflect.

The route of number 6 is bizarre, sometimes even mysterious. Sometimes the tram glides through the forest. There is a short, echoing section when the cars slow down in the tunnel under the Moscow Canal, and it becomes a little scary from the thought that many meters of water hangs overhead. Then the car takes off onto an overpass built into a traffic intersection and it seems as if it is rushing into the sky. But here he is rushing along the bank of the bypass canal. In the summer, branches knock on the carriage glass and the sun winks cheerfully, as if calling: get off at Novoposelkova and plunge into the warm water. And when you cheer up, continue on your way.

The line is elegant, theatrical

I would also like to remember the route of tram “A”, affectionately nicknamed “Annushka” by the townspeople. This is one of the symbols of the capital, one of the most famous routes not only in Moscow, but throughout Russia. When the line opened in 1911, it ran along the Boulevard Ring.

“The line was elegant, theatrical and shopping, and the passenger was different - intelligent and official,” wrote Konstantin Paustovsky. The tram runs from Kaluzhskaya Square to Chistye Prudy, and passengers can see many of the city's sights from their windows.

In 1936, the ring was opened and the route changed, and at the end of the 20th century the route was completely eliminated. However, in 1997, during the celebration of the 850th anniversary of Moscow, tram route “A” was restored.

Route “B”, nicknamed “Bug”, was launched in 1912. In 1937, the tram was replaced by a trolleybus with the same name. Since 2005, the Blue Trolleybus has been running on this route on Saturdays, where bard song concerts are held.

By the way, about creativity. The tram inspired not only musicians, poets, artists, but also filmmakers. The tram became the “character” of many films. Among them are “Obsession”, “Come tomorrow”, “The meeting place cannot be changed”, “Pokrovsky Gate”, “The Master and Margarita”, “Girl without an address”... Here the characters met, had leisurely conversations, this was part of their daily life.

View of the tram line from the driver's cabin

Tram "A" at a stop

Under the sound of wheels

Some tram parks are also worthy of mention. The oldest in the capital is Andreevsky. It was built in 1885 for horse-drawn carriages. Then the park was reconstructed by the Second (Belgian) Society to serve electric trams of the Dolgorukovskaya line. But it has not existed for a long time; now there is a residential complex on this site.

Other old tram depots are Sokolnicheskoye, Presnenskoye and N.E. Bauman (formerly Ryazanskoe). The first was built in 1905, the second in 1909, the third in 1911. However, trams have not spent the night here for a long time.

Tram car type F, trams Tatra T3 and Tatra T2 in the tram depot named after. Apakova

According to the press service of the Department of Transport and Development of Road Transport Infrastructure in Moscow, 47 kilometers of new tram tracks are expected to be built in the capital by 2017. In addition, another 20 kilometers of the network will be restored. In total, by 2017 in Moscow it is proposed to restore 20 kilometers of tram lines and build 47 kilometers of new routes. Some new lines will have “double-headed” trams - with two cabins for drivers and doors on both sides of the cars.

Valery Burt

Amazing things are nearby" we say when we notice or get to know closer something that we have passed by hundreds of times, but either did not know or did not pay attention to.... I would also add - "the unknown around", because often in life we are surrounded by things so banal and familiar that for some reason we think that we know everything about them... we cannot understand where such conviction and confidence comes from... it is also not clear why, having lived a fair number of years, knowing perfectly well, to for example, what a tram is, we know so little about it... when and where it first appeared, what it looked like, who was its predecessor... We can find out these and many other interesting facts and details from the history of the tram and tram traffic if we show interest ...

Tram is a type of street rail public transport for transporting passengers along given (fixed) routes. Used mainly in cities. This is probably what anyone who is asked to characterize this type of public transport will answer...

Word tram derivative from English tram (car, trolley) and way (path). According to one version, it came from trolleys for transporting coal in the mines of Great Britain. As a mode of transport, the tram is oldest species urban passenger public transport and arose in the first half of the 19th century - initially on horse traction.

Horse-drawn

In 1852, a French engineer Luba came up with a proposal to build rail tracks along the streets of large cities to transport carriages by horses. Initially, it was used only for cargo transportation, but after the construction of the first passenger lines, the horse-drawn horse began to carry passengers. Such a road was built by him in New York....

Horse-drawn horse on the street of New York

and very soon a new type of transport spread to other cities in America and Europe.

Detroit Koenigsberg

Horse-drawn horse in Paris

London

Sweden Czech Republic

“What about in Russia?” - you probably ask....Soon a horse tram appeared here too....
In 1854, in the vicinity of St. Petersburg, near Smolenskaya Sloboda, as an engineer Polezhaev a horse road was built from longitudinal wooden beams covered with iron. In 1860, engineer Domantovich built a horse-drawn railway in the streets St. Petersburg.

Despite the low speed (no more than 8 km/h), the new kind transport soon spread and took root in many major cities and provincial centers.

In Moscow at the Serpukhov Gate

V Minsk

Samara

Voronezh

in Tiflis

Kyiv

Tashkent

For example, in St. Petersburg, horse-drawn railways ran along all significant highways from the center to the outskirts.

In most cases, the horse tram was built with the participation of foreign capital, and if at the beginning this had a positive effect on the development of the transport network in cities, then over time it greatly slowed down the development process... Firms that owned horse trams became ardent opponents of the introduction of steam and electric trams...

History of the electric tram

The prototype of electric trams was a car created by the German engineer E. rnst Werner von Siemens. It was first used in 1879 at the German Industrial Exhibition in Berlin. The locomotive was used to take visitors around the exhibition grounds.

Electric railway of the Siemens & Halske company at the Berlin Exhibition of 1879

The first electric tram appeared in late XIX century - in 1881 in Germany in Berlin. Four carriages were attached to the locomotive, each of which had six seats.

The train was later demonstrated in 1880 in Düsseldorf and Brussels, in 1881 in Paris (inoperative), in operation in Copenhagen the same year, and finally in 1882 in London.
After success with the exhibition attraction, Siemens began construction of an electric tram line 2.5 km in the Berlin suburbs Lichterfeld.

A carriage of the world's first electric tram line in the former Berlin suburb of Lichterfeld, opened on 05/16/1881. Voltage 180 volts, engine power 5 kW, power was supplied through running rails until 1890. Photo 1881

The motor car received current through both rails. In 1881, the first tram, built by Siemens & Halske, ran on the railway between Berlin and Lichterfeld, thereby opening tram traffic.
In the same year C imens built a tram line of the same type in Paris.

In 1885, a tram appeared in Great Britain in an English resort town Blackpool. It is noteworthy that the original sections have been preserved in their original form, and the tram transport itself is carefully preserved in this city.

The electric tram soon became popular throughout Europe.
Haalle

Warsaw

View of the portal of the Rhine Bridge in Mannheim a lovely-looking tram rolls by

tram in Barcelona

The appearance of the first trams in the USA occurred independently of Europe. Inventor Leo Daft(Leo Daft) began experimenting with electric traction in 1883, building several small electric locomotives. His work attracted the attention of the director of the Baltimore horse-drawn railway, who decided to convert the three-mile line to electric traction. Daft began electrifying the line and creating trams. On August 10, 1885, electric tram service opened on this line - the first on the American continent.

Boston Double-axle tram with open areas. USA.

However, the system turned out to be ineffective: the use of the third rail led to short circuits during rain, and the voltage (120 volts) killed many unlucky small animals: (cats and dogs); and it was unsafe for people. Soon they abandoned the use of electricity on this line and returned to horses.

Cincinnati. Ohio. USA.

However, the inventor did not abandon the idea of an electric tram, and in 1886 he managed to create a workable system (a two-wire contact network was used instead of the third rail). Daft streetcars were used in Pittsburgh, New York and Cincinnati.

Ice tram of St. Petersburg

In St. Petersburg, according to the agreement with the horse-drawn owners (it was concluded for 50 years), there should have been no other public transport. In order not to formally violate this agreement, in 1885 the first electric tram ran on the ice of the frozen Neva.

Sleepers, rails and overhead poles crashed directly into the ice.

They were called “ice trams”.

It is clear that this type of transport could only be used in winter,

however, it soon became clear that the time of horse-drawn trams was coming to an end.

Steam horse

It’s little known, but it’s a fact that, in addition to the traditional horse-drawn horse, there were two more lines in St. Petersburg steam horse. The first line of the steam tram or in common parlance - steam engine, was laid in 1886 along Bolshoy Sampsonievsky Prospekt and Second Murinsky Prospekt, although officially this line was called the “steam horse-drawn railway line.”

The steam engine had a number of advantages over the horse-drawn horse: higher speed, greater power. Due to the resistance of horse-drawn owners and the advent of the electric tram, the steam tram was not developed - a steam tram line from Vosstaniya Square to the village of Rybatskogo along the current avenue Obukhov defense became the last one.

Also in the early 1880s, a steam train line was laid along the embankment of the Ligovsky Canal.

The steam locomotives were stored in the Vyborg Horse Park. As a passenger transport, the steam tram only slightly outlived the horse-drawn tram (its last run was in 1922), but it again appeared on the streets of besieged Leningrad to transport goods and weapons.

Electric tram in Russia.

Contractual obligations with horse-drawn tram owners in some cities have delayed the development of electric trams in them. Somewhere the tram tracks were laid parallel to the horse-drawn tracks in order to bankrupt it. Sometimes city authorities simply bought out the horse-drawn roads in order to turn the horse-drawn horse into a tram. Thus, the first electric tram in Russia was first launched not in St. Petersburg, as many mistakenly believe, but in Kyive.

Here he appeared in 1892 year on Aleksandrovsky (Vladimirsky) descent. The builder is Siemens. Quickly becoming popular, he literally captivated the entire city. Soon others followed Kyiv’s example. Russian cities: V Nizhny Novgorod tram appeared in 1896

IN Ekaterinoslav(now Dnepropetrovsk, Ukraine) in 1897,

tram appeared in Moscow in 1899

V Saratov

Smolensk

Electric tram, as the tram was also called, appeared in Tiflis and had a fairly extensive network there.

Details about the Tiflis tram can be found in guide to Tiflis 1903

In Odessa and St. Petersburg - in 1907.

At the end of 1904, the City Duma announced an international competition for the right to carry out the work. Three companies took part in it: Siemens and Halske, General Electric Company and Westinghouse ( English). On September 29, 1907, regular electric tram service was opened on the streets of St. Petersburg. The first line ran from the General Headquarters to the 8th line of Vasilyevsky Island.

Saint Petersburg. Blessing of tram cars

Details:

On Sunday, September 15, at 10 a.m., those invited to the grand opening of tram service along the line began to gather in the Alexander Garden: the main headquarters, the Nikolaevsky Bridge and the 7th line of Vasilyevsky Island. People were allowed into the garden by personal summons. The public, for the most part, occupied the opposite panel. At the entrance to the garden there were brand new carriages in 2 rows. Car drivers and conductors in brand new uniforms were grouped here. A tent was pitched in Alexander Square, and a prayer service was held there.
The first toast to the health of the Sovereign was proclaimed by the mayor Reztsov, then the mayor, Major General Drachevsky, proclaimed health to the entire city government and its representative Reztsov. The chairman of the tram commission, Sokov, in a long speech expressed his gratitude for the assistance in the work on the construction of the tram to the board and audit commission. The mayor in his speech emphasized that despite the difficulties of the task, almost 80% of all work on the construction of the tram was completed in one construction period. A nice toast was proposed by the chief engineer of the tram commission, Statsevich, who raised a glass to the tram worker, who had carried a million pounds of tram work on his shoulders. Anya’s workers heard this fair assessment of their work, since their representative was not at the celebration.
At the end of the prayer service, the guests entered the new carriages and traveled to the 7th line and back. The carriages are striking in their miniature size. The carriages are striking in their miniature size. The fee is posted in prominent places: for broken large glass - 7 rubles, for small glass - 8 rubles, for damaged doors - 40 rubles. “Spitting and smoking are prohibited.” The carriages are divided by a partition into 2 classes: the first has 14 seats, the second 10. 10 passengers can stand on the rear platform, 6 on the front platform. The carriage drivers were apparently worried, but they passed the first test with honor. In the first carriage, traffic was opened by the mayor Drachevsky and the mayor Reztsov.
Upon his return, before opening passenger traffic, the mayor went out onto the platform of the lead car and, addressing the public, proclaimed: “Tram traffic in St. Petersburg is open, hurray!” To this there was a response of “hurray” from those present. The public rushed into the carriages, with the boys ahead of everyone. The older ones hesitated, and the boys took all the seats. In the blink of an eye, the conductors' calls rang out and the carriages began to roll with the first paying passengers. ."

After the appearance of the electric tram in 1907, the horse-drawn tram was gradually replaced by it; on September 8, 1917, it disappeared completely. The use of horse trams in Moscow continued until 1912.

Moscow

Old electric trams were completely different from modern ones. They were smaller in size and less perfect. They did not have automatically closing doors; the front and rear platforms were separated from the interior by sliding doors. On the front platform, the carriage driver himself sat on a high stool with metal legs and a thick round wooden seat. In front of him is a tall black engine. With the inscription "Dynamo" on the lid.
The carriages had wooden seats inside. In some they were in the form of sofas for two passengers with common backs on one side of the car and chairs designed for one person on the other. At the end of each carriage there was a place for the conductor. A special sign warned about this, so that, God forbid, someone would not sit in this place. The conductor (more often the conductress) often wore a service uniform overcoat, or even just a coat or fur coat. He had a huge leather bag for money hanging over his shoulder, and a board with tickets was attached to his belt. Tickets were of different denominations, depending on the distance of travel and the number of payment stations. The tickets were very cheap. Then the cost became the same, and the conductor now had a roller of tickets hanging on his belt. A thick rope was stretched from the conductor to the driver through the entire carriage under the ceiling. When boarding was completed, the conductor pulled this rope, and the bell rang loudly at the carriage driver's on the front platform. There were no electrical signals back then. From the second car, the second conductor sent a signal to the rear platform of the first car in the same way. Only after waiting for him and checking the boarding of his car, the conductor of the first car could signal the carriage driver about the end of boarding.
Standing passengers could hold on to canvas loops located along the entire cabin and hanging on a thick wooden stick. These loops could move with the passenger, sliding along the stick. Later, the hinges began to be made of plastic. Metal handles were also added on the backs of the benches, as well as handles on the walls between the windows. But that was much later. The windows opened completely. They went down into the lower wall. It was not allowed to stick out. It was even written about this on signs at every window.

Small children had the right to free travel. But no one asked the child's age. It’s just that on the trim of the salon doors there was a deeply embedded and whitened mark, by which the child’s height was determined and whether he should be paid or not. Above the mark, the child already had to pay for his travel.

Intercity trams

Trams are primarily associated with urban transport, but intercity and suburban trams were also quite common in the past.
The tram follows the route Pierrefitte - Cauterets - Luz (or vice versa) in the French Pyrenees. You can say intercity tram, which is not quite usual.

This is one of the most picturesque places of the designated tram line that arose on the border of the 19th and 20th centuries, decorated with a bridge named Pont de Meyabat.

Intercity mountain tram in France

What stood out in Europe was Belgium's network of intercity trams, known as the Niderl. Buurtspoorwegen(literally translated as “local railways”)
The first local railway section (between Ostend and Nieuwpoort, now part of the Coastal Tram line) opened in July 1885. Intercity trams were also common in the Netherlands. As in Belgium, they were originally steam-powered, but then steam trams were replaced by electric and diesel ones. In the Netherlands, the era of intercity trams ended on February 14, 1966.

Until 1936, it was possible to travel from Vienna to Bratislava by city tram.

Few people know, but there was an intercity tram in Italy. Tied up Solerno and Pompeii.

There was an intercity tram in Japan between Osaka and Kobe.

After its heyday between the world wars, the tram began to decline, but since the 1970s there has been a significant increase in the popularity of the tram, including for environmental reasons and technological improvements.

Interesting Facts about trams of the world

The largest tram network in the world is located in Melbourne, Australia.
The oldest tram cars still in normal use are cars No. 1 and 2 of the Manx Electric Railway. They were built in 1893 and operate on the 28.5 km Douglas en Ramsey Country Line]
The longest tram ride in Germany is from Krefeld, or rather its suburb St Tönis, to Witten. The length of the trip will be 105.5 km, covering this distance will take approximately five and a half hours, and will require transfers eight times.
The longest non-stop tram route is the Coastal Tram (Dutch). Kusttram) in Belgium. There are 60 stops on this 67 km line. There is also a line from Freudenstadt to Ohringen via Karlsruhe and Heilbronn with a length of 185 km.
The northernmost tram system in the world is located in Trondheim.
Frankfurt am Main has had a children's tram since 1960.

The third generation of trams includes the so-called low-floor trams. As the name suggests, they distinctive feature is the low floor height. To achieve this goal, all electrical equipment is placed on the roof of the tram (on “classic” trams, electrical equipment can be located under the floor). The advantages of a low-floor tram are convenience for the disabled, the elderly, passengers with strollers, and faster boarding and disembarking.

The main theoretical issues of the development of electric transport were developed by Russian scientists Jacobi, Chikalev, Lochinov and Yablochkov back in 1838. However, the first to conduct a series of experiments on practical application electric propulsion, became Fedor Apollonovich Pirotsky. Thanks to his efforts in 1880 in St. Petersburg For the first time in the world, a motor tram car was moved along the rails of a horse-drawn railway by electric power.

However, the widespread use of tram transport occurred in Russia only 10 years later.

In April 1890, the engineer and businessman A. Struve submitted a petition to the Kyiv government, which justified the need to use electric traction for horse-drawn horses that were popular at that time. The request was granted, despite the protests of the Postal and Telegraph Department, which argued that “the flow of electricity along the contact wire and rails will interfere with the operation of the telegraph and telephone.” At his plant in Kolomna, where bridge metal structures, carriages and steam locomotives were produced, Struve organized the design and production of electric trams. And in Kyiv, on the steepest section of Alexandrovskaya Street, 1.5 km long, between Tsarskaya and Nizhnyaya squares, construction of a tram line began. On May 9, 1892, a test ride of an electric carriage took place on Aleksandrovskaya Gora to Nizhnyaya Square, and already in At the beginning of June, the first regular tram service in the Russian Empire was opened on this line.

In 1896 the tram appeared In Nizhniy Novgorod, and in 1898 - in Vitebsk, Kursk And Ekaterinoslav(now Dnepropetrovsk). IN Moscow tram service was opened only in 1899, and in St. Petersburg even in 1907.

Excerpts from the “complaint book” in which residents of Vitebsk recorded their grievances about the imperfect operation of city trams:

"On January 2, 1905, having boarded the carriage, I asked Mr. Conductor when the carriage would arrive. He answered too indelicately: “When he comes, then he will go.”" Artist K.P. Orlov.

January 19, 1905. It’s been more than a week since I stated that the door in car No. 105 is not fake. The door has not been installed to this day. It causes tooth pain. Court Councilor Glutnevich.

May 26, 1906. I ask you to demand from controller No. 15 by what right he charges me 5 kopecks when I am wearing a gymnasium cap, but without a coat of arms, but with piping. Director's response: “ A cap, even with piping, but without a coat of arms, does not give the right to use a preferential tariff.”

October 12, 1907. P I would like to demand from conductor No. 51 by what right he charges me 5 kopecks for a ticket when I am in uniform, but without an apron. Gymnasium student at the Marian Gymnasium Yakhnina.

September 24, 1913. Car No. 115. In response to my request to stop the tram on Zadunovskaya Street, the driver smiled impudently and did not stop. N. Shlusberg.

Alexandrovsky descent in Kyiv

First electric tram

On May 2, 1892, the first electric tram was launched in the Russian Empire.

In general, iron rails at that time were laid in many cities around the world, horse-drawn rail trams were common, there were also attempts to build civilian transport powered by steam, but due to discomfort and the abundance of smoke, this idea was discarded in favor of electricity. The world's first electric tram was built in Berlin in the early 1880s, built by Siemens - its brand is still well known today.
The Russian Empire followed the example of the Germans, and soon the German Pullman plant produced the first Russian electric tram.
Civil transport in Kyiv, as in most European cities, began with a horse-drawn tram on rails, the routes of which connected the current Lybidskaya metro area with Khreshchatyk and stretched further to Podol.

The city railway society, formed in 1891, with the support of the city authorities, decided to use electric traction on the Aleksandrovsky Descent section. Considering that there is a very sharp slope of the mountain here, there were no other options: the horses could not cope and steam traction was out of the question. It was the complex nature of Kyiv’s terrain that led to the need for more powerful and safe electric urban transport.
From the very moment of its inception, the Kiev electric tram was a curiosity and one of the city’s attractions. Most visitors and guests tried to ride the tram several times, and as a commercial enterprise, the tram turned out to be extremely profitable and recouped all investments during the first year of existence.

The rapid development of the tram in Kyiv led to the fact that at the beginning of 1913 the city already had more than twenty permanent tram routes. At that time, all tram transport came into the possession of one Belgian company, which saw it only as a source of profit and did nothing for development. In this regard, the city authorities in 1915 declared their right to buy out the enterprise, after which bidding began: the Belgians inflated the price, the city duma underestimated. Numerous commissions and courts postponed the deal, and then came 1917, revolution and civil war.
The Belgians were left with nothing, and the tram service was restored only in 1922, and until the Great Patriotic War, the tram was the main type of civilian transport in Kyiv. After the war and the reconstruction of the city, the importance of the tram slowly but steadily declined. More comfortable trolleybuses, buses and subways have appeared.

The Kiev tram functioned even under the Germans - both in 1918 and in 1941-43.

Currently, the Kiev tram has lost its former importance, the planned dismantling of most lines is taking place, as a result of which only a few routes that are most in demand by passengers will remain: the line to Pushcha - Voditsa, the high-speed line to Borshchagovka.
Today, a tourist tram route operates in Kyiv - along the embankment, Podol in a restored tram car - an original and popular type of excursion.

In 1992, a monument to the first tram was erected on Poshtova Square in Kyiv, but on November 25, 2012 it was eliminated due to the construction of a new transport interchange.

History of the Moscow tram

Brest Station Square in Moscow

On April 7, 1899, the first electric tram was launched in Moscow

Tram at Butyrskaya Zastava. 1900

The year of the appearance of public passenger transport in Moscow should be considered 1847, when the movement of ten-seat summer and winter carriages along 4 radial lines and one diametrical was opened. From Red Square it became possible to travel by carriage to the Smolensky market, Pokrovsky (now Elektrozavodsky) bridge. Rogozhskaya and Krestovskaya outposts. Along the center line it was possible to travel in carriages from the Kaluga Gate through the city center to the Tverskaya Zastava.
Muscovites began to colloquially call crews plying in predetermined directions “lines.” By this time, the city already had about 337 thousand inhabitants and the need arose to organize public transport. The Moscow Line Society, created in 1850, began to solve the problem of serving passengers more efficiently. The line accommodated 10-14 people, there were 4-5 benches. They were wider than ordinary carriages, had a roof against the rain, and were usually pulled by 3-4 horses.

Horse-drawn horse on Serpukhov Square

Steam engine

Type F tram on the Garden Ring in the Red Gate area opposite Afremov’s house. October 1917.

In 1918, the length of tram tracks 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 decrease. Unsettled workshops, lack of parts and spare parts, materials, departure of some engineering and technical workers - all this together created an extremely difficult situation. The number of carriages entering the line in January decreased to 200 units.

The number of tram employees decreased from 16,475 people in January 1917 to 7,960 people in January 1919. In 1919, passenger tram traffic was suspended from February 12 to April 16 and from November 12 to December 1 due to lack of fuel in the city. At the end of December, the tram in the city was stopped again. The workers freed up in this case were sent to work on clearing paths and roads and for storing fuel within the eight-mile strip.
At the same time, for the first time in history, the Moscow tram began to be used for cultural, educational and propaganda events. On May 1, 1919, tram trains with flying circus performances on open trailer cars ran on routes A and B, No. 4. The motor carriage was turned into a room for a religious orchestra, and on the trailer freight platform there were circus performers, acrobats, clowns, jugglers and athletes who gave performances at stops. The masses of people enthusiastically greeted the artists.

Interior of a KM type car - the first Soviet tram

On June 1, 1919, the City Railways Administration, by order of the Moscow City Council, began to provide trams for excursions outside the city for workers at the request of institutions and organizations. Since the fall of 1919, the tram has become the main carrier of firewood, food and other goods for most city institutions. In order to provide new functions for the tram, access tram tracks were built to all freight stations, wood and food warehouses in Moscow. According to orders from enterprises and organizations, tram operators provided up to 300 freight tram cars. In 1919, about 17 miles of new tracks were laid to resolve issues of organizing freight transportation. By the end of 1919, 778 motor and 362 trailer cars, 66 motor cars and 110 trailer tram cars were operational.

KM type tram on Krasnoprudnaya street in 1970. To his right is moving in the opposite direction Trolleybus ZiU-5 .

In October 1921, all departments 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 workers.
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 stopped. The amounts allocated by enterprises for free travel for their workers and employees were included in their wages, and from that time on, city transport became paid for all passengers.

Interior of the Tatra-T2 carriage: ticket office

In February 1922, passenger tram service was carried out on thirteen tram routes, and it again became regular.

By 1926, the length of the tracks had increased 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 he began to go on line 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. The tram then transported 2.6 million people per day per day, with a city population of about four million. Freight trams continued to operate, transporting firewood, coal and kerosene throughout 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 to the tram depot named after. Bauman and began testing on route 17 from Rostokin to Trubnaya Square.

In July 1940, due to the threat of war, the entire country switched to an eight-hour working day and a six-day working week. This circumstance forever determined the operating mode of tram trains in the capital. The first cars began work on the route at 5:30 a.m. and finished work at 2 a.m. This work schedule has survived to this day.

Tram MTV-82

Since 1947, MTV-82 cars appeared on the lines, the body of which was unified with the MTB-82 trolleybus. The first such cars arrived at the Bauman depot in 1947 and began to operate first on route 25 (Trubnaya Square - Rostokino), and then on route 52. However, due to its wider dimensions and the absence of characteristic beveled corners (after all, the tram cabin exactly corresponded to the trolleybus), the car did not fit into many curves and could only run in the same place as the M-38 car. For this reason, all cars of this series were operated only at the Bauman depot and were nicknamed broadheaded. Already next year, they began to be replaced by a modernized version of the 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 seats) to 140 (40 seats). Since 1949, the production of these trams was transferred to the Riga Carriage Works, which produced them under the old MTV-82 index until mid-1961.

Tatra-T2

Since 1960, the first 20 RVZ-6 cars arrived in Moscow. They arrived at the Apakovskoe depot and were used until 1966, after which they were transferred to other cities.

Tram RVZ-6 on Shabolovka, 1961
Since the mid-1990s, a new wave of tram line removal began. In 1995, the line along Prospekt Mira was closed, then at Nizhnyaya Maslovka. In 2004, due to the upcoming reconstruction of Leningradka, traffic along Leningradsky Prospekt was closed, and on June 28, 2008, the line on Lesnaya Street, where routes 7 and 19 ran, was closed. It was this section that was part of the very first line of the Moscow electric tram.

Diagnostics and diseases. Medicines from A to Z

The world's first electric tram. Interesting facts about trams of the world

Prayer service with blessing of water

From dawn to night

Out of town by tram

“It’s a pity Shakespeare didn’t know about the tram!”

The line is elegant, theatrical

Under the sound of wheels

First electric tram

On May 2, 1892, the first electric tram was launched in the Russian Empire.

Brest Station Square in Moscow

On April 7, 1899, the first electric tram was launched in Moscow