Unusual stops and the first public transport. History of public transport stops
The history of the stop public transport
The stopping point is inextricably linked with the city's public transport system. Accordingly, if we talk about the period of origin of the stop, we need to remember the first public transport and its occurrence. The first public transport in the city is considered to be the omnibus, and later the horse-drawn carriage and the tram.
Omnibus(from lat. omnibus"to all", form of dates. case pl. numbers lat. omnis"each") - a type of urban public transport, characteristic of the second half of XIX century. It is a multi-seat (15–20 seats) horse-drawn cart. Passenger seats were located inside the omnibus and on the roof (the so-called "imperial").
The first country in the world where an omnibus began to function was France, the city of Nantes, in 1826. It was in Nantes in 1826 that the word “omnibus” first appeared. But according to other historical data, it is known that multi-seat passenger carriages began to be used even earlier in Paris in 1662 during the reign of Louis XIV.
The omnibus is the historical predecessor of the bus. By the end of the 19th century, the omnibus was supplanted by the horse-tram and then by the tram. Omnibus in the cities of Russia lasted until 1917 and the Civil War.
Rice. 2. The first St. Petersburg omnibus, 1832. N.F. Fetisov's archive.
Rice. 3. Modern tourist omnibus.
Rice. 4. London omnibus.
Konka (horse-drawn railway city)- a type of public transport that was widely used before the transfer of the railway to steam, thermal, electric or cable traction. The horse tram, widely used as urban transport, became the forerunner of the electric tram.
Konka was an open or more often closed carriage, sometimes two-story with an open top ("imperial"). The carriage was pulled along the tracks by a pair of horses driven by a coachman. In places where the horse-drawn lines crossed steep ascents, the carriages were waited for by postilions (usually teenage boys), who harnessed 1-2 more pairs of horses and helped to overcome a difficult place, then they unharnessed additional horses on a flat area.
Rice. 5. Konka in Moscow, 1900
Bus stops are part of the road maintenance complex. The auto pavilion (in other words, a stop) is designed to shelter passengers waiting for the arrival of the bus. Practically a “second home” stop, a place of waiting, reflection, or a banal shelter from heavy rain and bad weather, if it caught you on the way.
The first public urban transport is considered - . This is a type of urban public transport, typical for the second half of the 19th century. It is a multi-seat (15–20 seats) horse-drawn cart. Passenger seats were located inside the omnibus and on the roof. (photo from internet)
Later appeared the new kind transport: Konka was an open or more often closed carriage, sometimes two-story with an open top ("imperial"). The carriage was pulled along the tracks by a pair of horses driven by a coachman. And closer to 1900, the first tram appeared. (photo from internet)
Accordingly, with the advent of public transport, there was a need for stops where people could wait. The first sheltered stops appeared in large cities such as Moscow in 1913.
The stop looks very decent, and is similar to modern models of this century, although in rainy weather you can get wet under such a canopy that is too open to all winds. (photo from internet)
The forms of the stop change over time beyond recognition, and become curious:
Crab form stop Aachen (Germany)
Yalta stops are like mushrooms.
The back is decorated with colored mosaics.
Closed on three sides stop in England.
Stop in Oxford. It is closed from the side of the street from the spray of cars. There is evening illumination here. The benches are usually narrow, and high, in order to lean on while waiting for the bus.
Stop in Scotland where light rain is very common.
The glass pavilion is a stop between the railroad tracks, where passengers can take shelter from the wind and rain.
Such thatched roof stops have been preserved in the villages of England.
In London, people come to a bus stop, get up in order of priority, and only then get on the bus. No one fusses, and does not climb out of line, as we have in Russia. Everything is stiff and sedate. (England)
Stopover in Edinburgh with illumination.
Stops in Spain (Madrid). The identity of this stop is metal seats, comfortable only in warm countries.
In Spain, some tram stops are equipped with pantographs for recharging, since trams at the last stops travel at a speed of 20 km without wires, and are equipped with powerful capacitors. At a stop that lasts a minute, the pantograph rises above the tram, and joins the wires, having recharged, the pantograph smoothly lowers, and the tram goes on.
Stops can surprise not only appearance but also inside. Such a brightly painted stop in the town of Zell am See in Austria.
Bus(short for omnibus car ) - a trackless motor vehicle designed to carry 7 or more passengers, and driven by energy stored or produced from fuel stored on board, or with any other type of autonomous traction. (A bus in the traditional sense.) In a broader sense (and technically) a bus is any trackless self-propelled (i.e. motor) vehicle technically designed to carry passengers and capable (unlike trams and other guided modes of passenger transport) maneuver on the road (in particular: change lanes from one traffic lane to another, go around an obstacle encountered in the course of travel or turn around at any point on the route). At the same time, it does not matter whether the bus uses an on-board energy source (a bus in the traditional sense: battery, supercapacitor, diesel, gas-fuel buses and fuel cell buses), or they are powered from outside through a contact network (wires or current-carrying bus) (trolleybuses), or they use a hybrid power supply system (trolleybuses with autonomous running systems, duobuses). In particular, a trolleybus powered by electricity through a contact network nevertheless has many of the qualities of a bus: self-propelled, trackless, maneuverability (including: the ability to change lanes from one lane to another and, therefore, avoid obstacles). That is, a trolleybus can be considered a special kind of bus. (Of course, many trolleybuses have less maneuverability than a conventional - fully autonomous - bus. The limiting factor in this case is the length of the current collector rods. Also, a break in the wires of the contact network can block traffic on an entire segment of the trolleybus network. But modern trolleybuses equipped with autonomous running systems and auto-lifting systems -auto-lowering of collector bars, while retaining the advantages of a trolleybus, is almost in no way inferior to a conventional bus in terms of maneuverability and is able to travel up to 1-3 km on its own. with raised collector bars. Also, such a trolleybus is insensitive to breaks in the wires of the contact network, and, like a regular bus, is capable of making short detours of sections of lines along which movement for some reason (for example, due to road repairs) is impossible. basically in the traditional sense of the term "bus". About trolleybuses, see the article " trolleybus"). Buses with a length of less than 5.5 meters are called minibuses (according to the Russian classification - buses of an especially small class), in the rest of the world, buses and minivans with a capacity of 9 to 16 passengers are classified as minibuses.
Story
The world's first bus with an internal combustion engine.
Bus on the Senate Square. 1912
The very first bus in the world was made in 1801 by Richard Trevithick (he is also the inventor of the first English steam locomotive). The demonstration of his bus took place on December 24 of the same year in Camborne (Cornwall, England). It was a steam-powered car capable of carrying 8 passengers.
The first electric bus appeared in London in 1886. He could drive at an average speed of 11.2 km/h. The first electric bus in Russia was built in 1901 at the Duks Moscow plant. It was a 10-seat bus that could reach speeds of up to 20 km/h and had a range of 60 km.
The world's first bus with an internal combustion engine running on gasoline was built in Germany in 1894-1895 by the Benz plant. It accommodated 8 passengers and ran along a 15-kilometer route between the German cities of Siegen, Netfen and Deutz. In Russia, the first bus with an internal combustion engine was built in St. Petersburg in 1903 at the Frese factory. It had an open body that could accommodate 10 people. The bus was equipped with a single-cylinder engine with a capacity of 10 horsepower. The bus could reach speeds of up to 15 km / h.
The world's first city bus with an internal combustion engine entered the route on April 12, 1903 in London. In Russia, the bus as an urban public transport was first used from June 1907 in Arkhangelsk. A bus of the German brand NAG (NAG) was brought to the city. This car was designed for 25 passengers and weighed 6 tons. Engine power 26 hp And on November 11, 1907, the first passenger bus route was opened in St. Petersburg. On this occasion, a message was placed in the Petersburg Leaflet: "By twelve o'clock in the afternoon, an omnibus car or, as they are now called, a bus, arrived at the Alexander Garden, against Voznesensky Prospekt". In Moscow, bus traffic was first opened on August 13, 1908, and permanent bus traffic only from August 8, 1924, when 8 Leyland buses entered the first regular route between Kalanchevskaya Square and Tverskaya Zastava.
The very word "bus" in Russian literature was first used by the poet Igor Severyanin in 1912.
Bus device
Appearance of a typical city bus - side, front and rear views.
Classification
By appointment
City low-floor bus MAZ-103.
Rotational school bus in the GDR.
- city - buses intended for use as urban public linear (i.e., sea) passenger transport. The city bus makes frequent stops where it drops off and takes on board a large number of passengers. Such a bus should have wide doors and aisles, storage areas, handrails for standing passengers.
- intercity - buses designed to transport people over long distances. Such buses should have comfortable reclining seats, a large luggage compartment, space for hand luggage.
- sleeping - a kind of intercity buses - buses equipped with berths
- suburban - unlike intercity ones, they are not intended for transportation over long distances, and they are distinguished from urban ones by rare stops: often there may be no intermediate stops at all. Such buses usually do not have luggage compartments, but they do have places for hand luggage. They usually do not have accumulative platforms, but there may be handrails for standing passengers. But the main way passengers travel in them is still sitting in passenger seats. (A prime example of such buses are MAN buses, which have recently been used by the Mega shopping center chain. And although Mega uses these buses as urban transport for express travel of customers to and from Mega shopping centers, the less these buses are technically suburban buses.
- apron (aerodrome) - designed to deliver passengers from the airport terminal to aircraft and from aircraft to the air terminal. (In modern large airports, they are mainly used as an auxiliary means of transporting passengers to and from aircraft. For example, to short-range aircraft.)
- school - buses designed to transport children. Such buses should be equipped with technical means to improve the safety of transporting children: seat belts, special light and sound signals (developed security systems can be noted in US school buses). Also, these buses are equipped with lower steps, handrails at a low height, shelves for hand luggage.
- excursion - intended for sightseeing trips.
- rotational (forwarding) - designed to transport workers to the places of construction, repair and other work. Technically, these can be a wide variety of passenger vehicles, but quite often such buses are built on a cargo basis. That is, instead of a cargo body (van), a passenger cabin is installed on the chassis of a truck.
- all-terrain vehicles - for transporting people under difficult road conditions (including off-road).
- cargo (cargo-passenger).
- postal (communication buses) - for the carriage of mail
- ritual - designed to transport the deceased and the funeral procession to the place of burial (or ritual cremation) of the deceased.
- club (service)
- mine (underground)
- special purpose
By lenght
Intercity bus Autosan A1012T Lider
- extra small (up to 5 m)
- small (7.0-7.5 m)
- medium (8.0-9.5 m)
- large (10.5-12.0 m)
- extra large (16.5 m or more)
By design and layout
French army pigeon bus 1916
- front motor
- rear engine
- central motor
- bonnet layout
- cabover (wagon) layout
- low-floor
- high-floor (high-deck)
- single
- articulated ( English)
- one and a half storey
- double deckers (double deckers)
- shuttle (double)
- terminal
- semi-trailers
- trailers
By type and technical scheme of the propulsion system
- gasoline (on, as a rule, carburetor gasoline internal combustion engines) - historically the very first buses.
- diesel (on diesel internal combustion engines) - the most common type of modern buses.
- electric (batteries and supercapacitor) - a fairly young type of bus, but quite promising as a city bus.
- fuel cell bus - hydrogen is most often used as fuel, the reaction of which with atmospheric oxygen in fuel cells generates electricity that feeds the traction electric motors of such a bus. Quite promising almost everywhere where diesel buses are currently used.
- a duobus is technically a hybrid of a trolley bus and a conventional (namely diesel) bus. It uses two main power sources: it can either use a trolleybus contact network or move due to, as a rule, its own diesel engine. (Trolleybuses equipped with autonomous running systems can become competitors of the duobus.)
A special kind of bus is a trolleybus. Trolleybuses equipped with the latest autonomous running systems, while retaining the advantages of a trolleybus, are almost in no way inferior to a conventional bus. The most promising autonomous trolleybus systems are built on the basis of supercapacitors and fast-charging batteries, which allow the trolleybus to travel in autonomous mode up to 3 km, and on the basis of fuel cells, which allow the trolleybus to drive both using a contact network for power (like a traditional trolleybus), and like a regular one. bus in autonomous mode.
Digital classification of models in the USSR and CIS countries
Until 1945, automobile plants in the USSR did not have a common model numbering system. In 1945, the first designation system was adopted, in which each plant was given a range of three-digit model numbers.
In 1966, the industry standard OH 025270-66 was adopted, according to which all new models of cars, buses and trolleybuses began to be numbered. In the industry standard, model numbers have 4 digits, sometimes a fifth is added - the modification number.
After the collapse of the USSR in Russia, bus models continue to be numbered according to OH 025270-66. In Belarus, MAZ and Belkommunmash abandoned this system. In Ukraine, for some time, new models were also assigned numbers according to the Soviet industry standard, and the numbers were occupied independently by Russia (for example, number 6205 was occupied by the LAZ bus and the ZiU trolleybus). Later adopted new system, by which the models get the index from the letter ( A for buses and T for trolleybuses) and three digits. Despite this, the Kherson car assembly plant "Anto-Rus" continues to number the models according to OH 025270-66.
Infrastructure and traffic organization
Records
The longest routes
The longest intercity bus route connects Gorno-Altaysk (Russia) and Freiburg (Germany). It is operated by Rutz and has a length of about 6500 km, and the trip takes about five days. The second longest runs across Australia and has a length of 5455 km and connects Perth with Brisbane. Opened April 9, 1980. The trip on it lasts 75 hours 55 minutes. This route was organized by Ecross Ostreliya Coach Lines. In Russia, the longest (i.e., the longest internal) intercity bus route is from St. Petersburg to Makhachkala with a length of 2585 kilometers and a travel time of more than two days. And in the whole CIS - Bishkek-Tomsk (the bus covers a distance of 2324 kilometers in 56 hours). There is a flight to Moscow in a straight line of more than three thousand kilometers.
The longest and largest buses
The longest of the articulated buses, the DAF Super City Train buses are 32.2 m long. There are 110 seats and 140 standing places in the head compartment, and 60 seated and 40 standing seats in the second cabin. The weight of the bus without passengers is 28 tons.
Three-section bus company Van Hool.
The largest double-decker and all buses in the world were produced in 1981 by Gottlob Auwarter GmbH. The four-axle apron bus Neoplan N980 Galaxy-Lounge (Jumbo Jet Coach) with overall dimensions of 17 × 4.5 × 4.5 m, accommodated 342 passengers and was equipped with its own air bridge and was intended to deliver passengers from the terminal building to Boeing-747 and Il -86.
In 2001, the first urban 15-meter three-axle bus "Volzhanin-15M" was built in Russia, later put into mass production as "Volzhanin-6270". The overall length of the bus is 15,220 mm, and the passenger capacity is 160 people. He, like the Ukrainian "Bogdan A801.10", "Bogdan A231" and foreign 15-meter cars, is one of the longest single-section buses in the world
official interpretation
International legal acts
- A motor vehicle designed for the carriage of passengers and luggage, with at least 7 seats, not counting the driver's seat
- Vehicle designed for the carriage of passengers and luggage, having more than 8 seats, not counting the driver's seat
Notes
Contrary to the traditional opinion of the general public, a trolleybus also falls under the first definition, contrary to the traditional opinion of the general public, since it has the qualities of a car (and a bus in particular): self-propelled and trackless travel and, as a result, road maneuverability (in particular, the ability to change lanes and avoid obstacles (although a trolleybus not equipped with an autonomous running system and an auto-raising-auto-lowering system of current-collecting rods, these qualities are limited by the length of current-collecting rods)). That is, a trolley bus may well be read as a special kind of bus. The second definition of a bus as a mode of transport is not accurate enough, since trams, high-speed passenger ships for 100-150 passengers and even passenger helicopters, in particular, safely fall under it.
Dimensions
The capacity of buses is limited by their size. According to Russian traffic rules, the length of a vehicle (including one trailer) can be 20 m, width 2.55 m, and height 4 m. But for this reason, the bus always loses to the tram in terms of possible passenger capacity (in particular, the tram can be multi-section many units).
Public (municipal) transport- passenger transport, accessible and in demand for use by the general population. Public transport services are usually provided for a fee.
According to narrow interpretation public transport, the vehicles referred to it are designed to carry enough a large number passengers at a time and run on certain routes (in accordance with the schedule or in response to demand).
More broad interpretation also includes taxis, rickshaws and similar modes of transport, as well as some specialized transport systems.
A common feature of all types of public transport is that its users move in vehicles that do not belong to them. However, the reverse is not true. For example, school and service buses, internal transport of large enterprises and organizations, military trains, etc., do not fall into the category of public transport, since they are not available to the general public and are not in demand by it. Elevators and escalators in buildings and houses are usually not classified as public transport due to the narrowness of their purpose (transportation of people within a building or house). In addition, such modes of transport, such as, for example, an airplane, which formally meet all the requirements, are not always classified as public transport in practice due to the high cost of the trip. For the same reason, luxury custom-made limousines and other crews that are formally identical to taxis are not included in public transport. Public transport also does not include sightseeing buses, pleasure boats, etc., since their function is not to carry a passenger.
Modern passenger plane
For long-haul (including transcontinental) passenger transportation, airplanes are currently used mainly, and for intercity, mainly trains (including high-speed ones) and buses, and in addition, medium- and short-haul airplanes and helicopters (the latter are indispensable in mountainous regions and in the Extreme North).
Since the 1960s, passenger water transport has almost completely switched to niche-tourist and excursion transport (that is, not public), however, sea and river ferries, as well as those used in the summer for transporting passengers along rivers and lakes hydrofoils. Much less often, a trolleybus (intercity line in Crimea, intercity bus No. 284 Saratov-Engels, a trolleybus line between the cities of Bendery and Tiraspol and a tram (64-kilometer line along the Belgian coast) act as intercity public transport.
Tramway in Japan
In cities with steep slopes, specialized transport is sometimes arranged - funiculars, elevators, escalators. Escalators and elevators are also installed in underground and elevated pedestrian crossings. In mountainous conditions, as well as to overcome water obstacles, cable cars are used; this type of transport is rarely used in cities.
In cities, as well as in communication between cities and suburbs, intracity buses are considered the most common type of public transport. Their advantage is that they practically do not require special infrastructure. Trams and trolleybuses are also widespread in Russia and some other countries of the world. At present, in many countries of the world, high-speed trams are increasingly developing, which allows us to talk about the "second birth" of this type of transport.
River ship type "Moscow"
In communication between large cities and suburbs, within large agglomerations, an important role is played by the electrified railway. As a rule, the railway is shared between passenger and freight traffic.
In large cities with clearly defined mass passenger flows, the metro is being built - a special type of intracity railway, completely isolated from both street transport and other railway transport. Depending on the conditions, the metro is built in deep and shallow tunnels, on the surface of the earth or on flyovers.
The boundaries between tram, subway and rail are blurred due to the wide variety of rail transport systems in the world. A modern tram, acquiring some of the qualities of a subway or railway transport, is sometimes called light rail or light rail transport.
Exotic types of urban public transport are the monorail and the tram on tires.
There are non-excursion ships used within cities (river trams), also related to public transport. In Russia and other countries with cold winter their widespread use is hindered by the freezing of water bodies.
Story
The first public transport route appeared on the initiative of Blaise Pascal in Paris on March 18, 1662.
The relationship between public and private transport
Public transport is inconvenient…
… but it can be quite comfortable
Public transport received the widest development in the 19th and first half of the 20th century. However, for the period 1930-1960s, in many countries there was a process of curtailing public transport due to competition with personal cars, which were becoming more and more accessible to the general public. In many cities, the tram was completely eliminated. Under the Transport Act 1947, almost all forms of public transport were nationalized in the UK, but a process of privatization began in the early 1990s.
A private car provides much faster door-to-door travel with high comfort, but motorization creates many problems. Cities (particularly older cities whose historical cores developed in the pre-automobile era) suffer from congested streets and insufficient parking spaces; heavy traffic creates a lot of noise and air pollution. Ensuring the mobility of the motorized population requires large social costs.
There are different views on the relationship between public and private transport.
- The extreme "automobile" point of view assumes the total motorization of the population and the complete eradication of public transport as unnecessary and interfering with the movement of individual transport. The solution to the problems of motorization is seen in the extensive development of road networks, the introduction of new, more economical and “cleaner” engines and fuels. However, in practice, huge social costs (both direct for the construction and maintenance of roads, and indirect due to increased pollution, loss of natural complexes etc.) hinder movement along this path.
- The extreme "anti-car" point of view considers the individual car to be an absolute evil. The solution to the transport problems of society is seen in the development of public transport networks, providing members of society with a level of mobility and comfort comparable to individual transport. However, in practice, achieving a high level of comfort is problematic, especially in areas with low population density.
Nowadays, transport planning tends to avoid both extremes, valuing both passenger convenience and social and natural balance. Thus, in zones of low density of settlement, conditions are provided for widespread motorization, and in more densely populated cities Public transport is considered the preferred mode of transportation. Solutions that allow mixed modes of movement (for example, intercepting parking lots) are widely used. The conditions of each individual society (political system, economic situation, stereotypes of behavior, settlement system) determine to which extreme point of view the emphasis is shifted.
IN modern Russia, due to the economic situation and the mentality of certain social strata (primarily those working in the public transportation system), the majority of the population (including those who are unable to have their own car and are interested in public transport) have formed a strong dissatisfaction with public transport - the condition of the rolling stock, the quality of the service. The reasons for this relationship are:
- drivers and conductors do not value the opinion of passengers about the service provided, do not perceive passengers as a source of their income, although this fact seems to be obvious. The reason, first of all, is that the manifestation of rudeness and disrespect for a single passenger will not affect the business as a whole, since the rest of the passengers will still use their transport;
- the owners of this business solve their own interests, ignoring the interests of passengers: transport runs mainly during peak hours, leaves routes early, stands idle at the terminals until fully loaded, ignoring the schedule, the owner puts the driver to the limit a short time on the way from the final to the final, as a result of which drivers drive with excess speed and violate traffic rules, etc .;
- many passengers themselves cultivate such an attitude towards them by silence and unwillingness to get involved in disputes and in defending their rights;
- transport is worn out and its owners are reluctant to repair it; salons are not maintained in a neat condition: worn seats are not replaced, windows and walls are not washed for months;
- it is not uncommon for this business to be controlled by organized crime groups or law enforcement agencies, as a result of which attempts to influence the authorities and society remain futile.
The history of the development of the GPT differs in periods: horse, steam and electric traction, motorization and the revival of mass passenger transport in the conditions of the scientific and technological revolution with the introduction of electronic technology and automation.
The period of horse traction, which began in the last quarter of the 18th century, continued until about the middle of the 19th century. The horse was used by man in ancient times for riding, horse-drawn war chariots and other purposes. Approximately in the second half of the XVII century. regular movement of horse-drawn carts was organized as a means of intercity transport. As cities grew, the need arose for intracity passenger transport, which appeared around the last quarter of the 18th century. Passenger traffic in the cities of that time was still small. Carriages were used to transport passengers, then 10–20-seat stagecoaches, omnibuses, and rulers appeared. Stagecoaches and omnibuses were structurally reinforced carts of large sizes. In particular, the omnibuses were two-story, had an open second floor - "imperial", the fare in which was a little cheaper than inside the body.
The ruler, or "top", is shown in Figure 7.1. It was like a double bench, on which 10-14 passengers were placed in two rows.
In the middle of the XIX century. (1853 - in New York, 1864 - in St. Petersburg, 1872 - in Moscow, etc.) the first equestrian railways- horses. The appearance of horse cars is a consequence of the first transport crisis in history, which was the result of the rapid growth of cities in connection with the development of capitalism.
If at the beginning of the XIX century. there were no cities with a population of 1 million people all over the world, then already in the middle of the 19th century there were more than 2 million in London,
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population - in New York, St. Petersburg, Vienna, Berlin and other cities. Passenger traffic in these cities was already impressive and the usual horse-drawn GPT could not cope with them.
The rapid development of horse-drawn railways is associated with the advantages of rail transport over trackless - a smoother ride and about three times less resistance to movement. Thanks to this, rail wheeled vehicles could be made about twice as large in capacity as compared to railless ones.
The horse-drawn carriages accommodated about 40 passengers, provided a speed of communication of 8 – 10 km / h, relatively high for those times, travel comfort and traffic regularity. The horse-drawn wagons were 4–8 m long and 1.8–2 m wide. Covered wagons had an "imperial" - a flat roof adapted for the carriage of passengers. A general view of the horse with the "imperial" is shown in Figure 7.2.
However, the appearance of the horse-drawn carriage made it possible to slightly solve the transport problem of large cities. Passenger traffic using horse-drawn carriages required large street areas, since the specific area of the carriageway per one passenger of a horse-drawn carriage, due to its small passenger capacity, was relatively large - about 10 times the specific street area per passenger of a modern tram car. As a result, the narrow streets of the largest cities of the second half of the twentieth century. were overloaded with horse-drawn vehicles.
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in England, were laid in London
outside the street network in the underground level - in the tunnels. They received the rights of ordinary railways and the name Metropolitan Rail-Way, that is, the metropolitan railway.
The name "subway" then became a household name for all off-street urban railways, first with steam, and then with electric traction. Following London (1863) in the last quarter XIX V. subways appeared in Berlin (1872), New York (1878) and other
personal cities. Berlin metro lines were laid on the embankment
pi, in New York - on flyovers.
Almost simultaneously with the subways, the first steam-powered street railways appeared. They were created in London by the inventor and entrepreneur O. Tram and were called Tram-Way (Tram's roads). The name "tram" later became a household name for all urban street railways - first with steam, and then with electric traction. In Moscow, the narrow-gauge steam railway from Butyrskaya Zastava to the Timiryazevskaya Academy (Petrovsko-Razumovskoye) was replaced by an electric tram only after the October Revolution.
A general view of one of the first steam trams - "steam trains" - is shown in Figure 7.3, which was then structurally improved. Figure 7.4 shows a steam tram on the streets of St. Petersburg. It is already structurally close to the first trams with electric traction.
tunnel ventilation difficulties. Poet
Since the invention of rotating electrical machines and methods of transmitting electrical energy over a distance, attempts have been made to use them for traction purposes.
The period of electric traction began at late XIX V. and was most developed in the first quarter of the 20th century. Trams and subways began to switch to electric traction, the first trolleybuses and electric trains appeared. One of the first overhead tram cars is shown in Figure 7.5.
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Outwardly, it differed little from the horse-drawn carriage and had only 12 seats, it was driven by one traction electric motor (TED) with a capacity of 4.5 liters. With. (3.3 kW) with a belt transmission of torque to the driving wheels (wheel pair) and was controlled by a power controller installed on the site. Current collection from the contact wire
It was produced by a special current-collecting carriage connected to the car with a flexible cable. Later, more advanced pantographs appeared - first arc, and then pantograph. Traction motors were installed on all axles of motor cars, and the belt drive was replaced by a more reliable gear. The power supply of the first trams was carried out centrally from their own power stations. Then they were transferred to power from the city's power systems through traction converter substations. The first electric tram in Russia was launched in 1892 in Kiev, then in 1894 - in Kazan, 1896 - in Nizhny Novgorod, 1897 - in Yekaterinoslavl and Kursk, 1898 - in Orel and Sevastopol, 1899 city - in Moscow and other cities. In total, in the period up to 1917, there were 35 tram enterprises in Russia. Electric traction is much more economical and hygienic than steam traction and allows you to create a powerful rolling stock of large capacity with high dynamic performance.
Figure 7.6 shows appearance tram car RVZ-7 with thyristor-pulse control system. Its technical data: body length along the outer skin - 15.09 m, width - 2.62 m, height from the rail heads to the top of the roof sheathing - 3.02 m, passenger compartment floor height from the rail heads - 830 mm, normal capacity - 126 passengers, maximum - 219 passengers, total hourly power of TED - 55 4 \u003d 220 kW, design speed - 75 km / h, weight without passengers - 18.87 tons.
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electric transport started in 1898
year since the opening of the first tram line in Vitebsk. In 1929, the tram traffic began to improve in Minsk.
The advent of electric traction has radically expanded the prospects for the development of subways. Their transfer from steam to electric traction significantly improved the sanitary condition of stations and tunnels, made it possible to increase the speed of trains and increase the depth of the tunnels, since electric traction eliminates the need for enhanced ventilation. In turn, the deep laying of the tunnels provided the most convenient tracing of metro lines.
regardless of the street network. The first subway in the CIS countries was opened in Moscow in 1935. According to its technical and aesthetic indicators, it is rightfully considered the best in the world. Currently, the CIS countries already operate subways in 12 cities: Moscow, Leningrad, Kyiv, Minsk, Kharkov and others.
Figure 7.7 shows general form subway car type E. Its technical data: body length along the axes of automatic couplers - 18, 77 m, body width - 2.7 m, car height - 3, 695 m, seating places - 44, maximum capacity - 270 passengers, total capacity TED (4 TEDs, one for each axle) - 4 64 = 256 kW, design speed - 90 km / h, curb weight without passengers - 30.6 tons.
powered by contact wires - the prototype of a trolleybus. For a long time, the trolleybus was not widely used, which was mainly due to the shortcomings of current collection through current-collecting carriages and the roller rod pantograph that replaced it later. The development of trolleybuses began in England and Czechoslovakia after the invention of trolleybus collector rods with roller, and later with sliding contact, which ensured higher reliability of current collection at sufficiently high speeds.
Like other types of electric transport, it does not pollute the atmosphere of cities, has high dynamic performance, is characterized by the simplicity of traction electrical equipment, and centralized power supply has made it possible to create large-capacity trolleybuses. In addition, the trolleybus is characterized by significantly lower capital investment and greater maneuverability compared to the tram and the subway, less cluttering up the streets, more meeting architectural and urban planning requirements. All these advantages made it possible to use trolleybuses as one of the main means of urban transportation, especially in urban centers, where especially high architectural and urban planning requirements are imposed on the urban transportation.
There were no trolleybuses in Tsarist Russia. The first trolleybus appeared on the streets of Moscow in 1933. Currently, about 160 cities in the CIS have trolleybus transport.
The most massive trolleybus operated on the territory former USSR, was a ZIU-9 trolleybus (Figure 7.8). Its technical data: overall length - 11.82 m, overall width of the body - 2.5 m, height with lowered pantographs - 3.347 m, seats - 31, maximum capacity - 126 passengers, maximum speed - 55 km / h, TED power - 110 kW.
was opened in Gomel, Mogilev, Vitebsk, Brest, Grodno and Bobruisk. The widespread use of trolleybus transport in the cities of Belarus required the creation of an appropriate repair base. In this regard, in 1973, a repair tram and trolleybus plant was put into operation, later renamed the Minsk Repair and Mechanical Plant "Belremkommunmash".
In order to provide the Republic of Belarus with trolleybus transport, research and development work has been developed at the plant, aimed at creating new designs of trolleybuses. In 1994, the first prototypes of two-axle trolleybuses model 101 were manufactured here, and in 1996 - models 201 (Figure 7.9).
The advantages of electric traction over all other types of traction remain at the present time, which provides it with great prospects for further development.
with the exception of the United States, were still low at that time.
The mass development of motorization began in the 50s and continues at the present time.
A car as a means of individual transport has a number of advantages compared to other types of UPT: it provides the possibility of a direct trip with minimal time, and is distinguished by a high level of transport comfort. Modern cars have high dynamic performance - acceleration at start-up, deceleration at braking, maximum speed up to 200 km/h. Thanks to these advantages, the car has conquered and continues to conquer modern cities. The expected level of motorization in the United States will be more than 700 cars per 1,000 inhabitants.
The capacity of urban highways of most metropolitan and other large cities in the West has already been exhausted due to the automobile boom, which has led to sharp deterioration general transport service for the population. First, the car appeared on city streets, which then turned into freeways. But the flow of cars became crowded here too, then superhighways appeared. Highways are built in several tiers, their area, for example, in Los Angeles is 2/3 of the total area of urban development. The speed of the car flow during peak hours often drops to 4 - 5 km / h (pedestrian speed).
In Boston, for example, they organized a competition: 25 cyclists and 25 cars started for 10 miles (16 km) along the usual city route that is very crowded with vehicles. The cyclists won with a score of 23:2! A bicycle, for all its simplicity and cheapness in a modern large city, not only becomes competitive with a passenger car in terms of the speed of communication provided, but also saves people leading a sedentary lifestyle from hypokinesis- a disease associated with a lack of mobility. Hence its wide distribution and opposition to the car. In Japan and the USA, every third inhabitant uses a bicycle, in Holland - every second.
In connection with the growing motorization abroad, the number of road traffic accidents (RTA) is growing. The car has become one of the most dangerous means of transport, and car accidents have become a real disaster for mankind. Every year, hundreds of thousands of people die in road accidents, tens of millions become disabled, states suffer material damage, estimated in billions of dollars. On US highways, for example, more than 50,000 people die in road accidents every year, more than 1.5 million people are injured of varying severity, and material losses associated with road accidents exceed $ 10 billion. The annual growth rate of the number of road accidents is several times higher than population growth rate.
As a result of the accumulation of huge masses of cars, large cities are suffocating from the toxic emissions of vehicles. In calm weather with fog, smog clouds hang over them, creating a real threat to the life of the urban population. A cloud of smog over New York can be seen from an airplane at a distance of 240 km. In December 1952, more than 4 thousand people died from smog in London in a few days, in 1963 in New York - about 400 people. Similar phenomena were noted in other large cities - San Francisco, Los Angeles, Tokyo.
Special helicopter services are being created to warn the population about the approach of smog. Police officers regulate traffic in oxygen masks. In Tokyo, on the central highways, like gas stations, automatic machines with oxygen cylinders are installed. During the smog, pedestrians, moving from machine to machine, put 25-yen coins into them and hurriedly breathe oxygen. The real picture becomes consonant with the fantasy described by the science fiction writer Belyaev in the story "The Air Seller".
As a result of unregulated motorization, GMPT industrially developed countries entered a period of chronic crisis: since the 1940s, it has been continuously losing passengers and is gradually curtailing. Currently, about 90% of urban passenger traffic in the United States and about 70% in England and France are carried out by cars. In small US cities, there is practically no GMPT, where 100% of passenger transportation is carried out by cars.
7.2 Types of urban transport
Urban traffic is heterogeneous. It is made up of pedestrian and vehicle flows for various purposes. In order to ensure traffic safety and increase the efficiency of using urban driveways, they are separated in the city space and sent to specially designated areas: sidewalks, lanes of the carriageway of streets, artificial above-ground structures (bridges, overpasses) or underground structures (tunnels).
By destination, urban transport is divided into passenger, freight and special. The classification scheme for urban transport (GT) is shown in Figure 7.10.
Urban passenger transport(GPT). It is intended for transportation of the population in the urban and adjacent areas for various purposes: labor, business, public or cultural and household. Objects that determine the purpose of the movement of the urban population (enterprises, theaters, household institutions, etc.) are called centers of transport
gotenia.
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Figure 7.10 - Classification of urban transport by purpose
According to the capacity of vehicles, GPT are divided into:
for individual passenger transport (IPT) - cars, motorcycles, bicycles;
mass or public urban passenger transport (MPT, GMPT) - tram, trolleybus, bus, subway, city railways, river tram, etc.
To improve the quality of passenger service, urban passenger transport is equipped with special devices (Figure 7.11).
Individual passenger transport is characterized by a capacity of about 1-8 people, public (mass) passenger transport - with a capacity of 18-20 to 200-230 people or more.
According to the traffic organization system, the GPT is divided into route and non-route. Vehicle traffic route GPT organize in certain directions - routes equipped with landing sites, pavilions and route signs for passengers. Vehicle traffic non-route GPT are organized on the carriageway of streets according to the system of free movement within the limits imposed by road signs, roadway markings and traffic signaling. Basically, all types of modern MPT operate according to the route principle, and IPT facilities operate according to the free movement system. The only exception is fixed-route taxis, which are close in capacity to IPT, and in terms of traffic organization - to MPT.
Freight urban transport (GGT). Carries out urban freight transportation of industrial, municipal and household purposes. Freight urban traffic is dominated by trucks with a carrying capacity of 2–25 tons, as well as (to a lesser extent) trams and trolleybuses, rail and water transport. According to the traffic organization system, the GGT, like the GPT, is divided into route and non-route. route the GGT traffic management system is used in the directions of constant cargo flows, non-route– when organizing cargo transportation to various addresses on temporary applications and orders.
The share of GGT in the total urban traffic of modern cities is relatively small (≈ 1/3 versus 2/3 of the movement of GGT). However, in different cities, the share of freight traffic can be very different. In the traffic of the GPT, passenger vehicles prevail (up to 95% of the total traffic), the main share of which is made up of personal cars and a smaller share - taxis (taxi) and departmental cars. The share of MPT accounts for less than 5% of the total volume of traffic. In Moscow, for example, according to surveys in 1970, the share of cars in the total traffic flow was 59%, motorcycles and scooters - 3%, trucks - 35%, buses and trolleybuses - 3%. However, despite such a small share in the total amount of urban traffic, GMPT masters huge passenger traffic.
Special urban transport (SGT). It includes vehicles for urban improvement (TGB - street sprinklers, garbage and snow removal vehicles, special vehicles for the repair of road surfaces), ambulance transport for emergency medical care and home care (TMP), transport of the distribution network (TTS - specialized vehicles "bread ”, “milk”, “furniture”, “delivery of products to the house”, etc.), fire vehicles (PAT), vehicles of the Department of traffic regulation of the Department of Internal Affairs - (ORUD), ambulance vehicles (TSTP), etc. The share of these modes of transport in citywide traffic is usually an insignificant part.
The route GPT is characterized by scheduled movement, i.e., regulated in time and urban space. For other types of GPT and GGT, traffic is either not regulated at all in time and space (except for restrictions imposed by street markings, road signs and traffic signaling) or a certain amount of such regulatory traffic restrictions is set (for example, for block freight transport), but it less strict than on the route GPT. Therefore, the principles of organizing the movement of the route GPT differ sharply from the organization of the movement of the rest of urban transport. In the first case, they are carried out by the method of controlling the movement of each individual train, in the second, by the method of controlling the movement of traffic flows, dividing them into freight and passenger traffic according to the composition and direct, right-turn and left-turn in the direction of the expected movement at intersections. With a low intensity, freight and passenger traffic is often not even separated.