With this post I continue the series about various transport systems that are being developed, undergoing trial operation, or have already begun to develop, but remain a curiosity, or are receiving a serious update in their application. Conventional names - Prospective local transport / Prospective high-speed transport.

The article is large, I spent many hours preparing it. If it sparks interest, don’t remain indifferent - recommend it with an arrow.

A brief history of a promising type of transport for Russia

It would seem that the tram is an ancient invention of mankind. Indeed, the prototype of the electric tram - a horse-drawn tram (a tram car on rails, driven by a pair of horses) appeared in the 1830s. The horse tram was electrified in the 1880s. After this, there was a rapid flourishing of this type of transport, and after 50 years a gradual decline.

But since the 70s of the last century, the tram began to be revived on other principles - high speed and a dedicated off-street line. The tram has become a universal mode of transport - with the possibility of intercity communication - high-speed tram. Relatively inexpensive in cost, it is a real alternative to laying an expensive metro and establishing a full-fledged railway connection. Features in this case: a direct high-speed connection of nearby cities, with transport passing as close as possible to the housing or place of work of citizens, connecting key tram stations with other types of urban transport and the arrangement of transport interchange hubs in these places.

In order for this speed to be high, it is necessary to create a serious infrastructure system (dedicated lines on the streets, electrified intercity railway lines, overpasses, bridges, tunnels, traffic light facilities, stopping points-stations, transport hubs, electrical substations) and a fundamentally new type of rolling stock. This is what the article will discuss.

LRT, aka High-speed tram and Metrotram as a type of high-speed tram in Russia

In Russia, back in Soviet times, 2 tram projects were implemented, partially with high-speed sections: in Volgograd - 17 km and Stary Oskol - 27 km. In Volgograd, part of the route runs underground and along overpasses, so it belongs to a type of LRT - metrotram. But, naturally, with their long and outdated infrastructure, they are not comparable with the LRT of the 21st century.

Currently, other light rail projects are at various stages of preparation and implementation in 10 cities and one region. But it is necessary to note the difficult fate of all these projects - some have been discussed for many years, some have been designed for a long time, others will not begin construction, in some places construction has been frozen.

Therefore, RLT in Russia can be confidently classified as a promising local transport.

The closest in time to the beginning of implementation, the longest, most complex in terms of volume of work and the largest in terms of financial resources is the projected LRT system in the Moscow region. The need to create a high-speed off-street tram in these regions was discussed in 2011. And only after almost five years - in March 2016. approved the first stage planning project. We will consider this system in detail.

Ideology of the LRT system

Unlike the metro, tram transport has no technical restrictions and provides a full range of degrees of isolation - from a combined track to isolated sections similar to the metro. World practice does not divide trams into “high-speed” and “traditional” types: in large cities there is a single tram network with high-speed sections.

Prague tram, TPU

The degree of isolation of a section of the tram network (the need for interchange at different levels) is determined individually for each intersection, depending on the intensity of tram traffic and intersecting flows.

model 71-631 in Zlatoust, outside the city

The key is the ability to change the speed limit as the tram train travels. A tram route can start on a traditional network on a combined or separate track, and when several lines merge in a high-frequency area, switch to a completely isolated route, just like a car - from controlled streets to expressways. This scheme has been used in a number of cities around the world (Boston, Philadelphia, San Francisco, Cleveland, Frankfurt, Hanover, Cologne, Antwerp, Vienna and other cities).

Paris tram on a dedicated line, previously there were 2 car lanes

For passenger flows from 4 to 18 thousand passengers. per hour (t.p.h.) in one direction, the metro is not efficient in terms of cost and construction time. On flows from 18 to 25 t.p.h. (more than 30 pairs of trains per hour) will require the creation of an isolated route without single-level intersections for both the tram and the metro. World experience shows that in corridors from 4 to 25 t.p.h. The tram provides maximum quality of transportation (speed, reliability, direct service). No other modes of transport can compare with the tram in terms of efficiency, scalability, ease of use, and fit into the surrounding urban environment.

Tram station in Prague .

Over the past 20 years, the tram has been re-opened in more than 100 cities around the world, including London, Paris, Madrid, Los Angeles. Since 1987, the pace of opening new tram systems has been twice as fast as the pace of creating new subway systems. About 100 radar systems are currently being designed or built. Unfortunately, the tram was undeservedly forgotten in Russia until recently.

Primary plans for the creation of LRT in the Moscow region

In 2012 the need was stated and primary plans were described for the total length of LRT lines in the Moscow region, in accordance with the territorial planning scheme, based on 593.6 km. At the same time, the volume of investment in the development of the system in the Moscow region until 2030. was estimated by experts at $11.9 billion. The project involved attracting funding from budgetary and extrabudgetary sources.

The construction of lines was planned in the following directions: Mytishchi - Pushkino - Ivanteevka - Shchelkovo with a possible extension to the cities of Balashikha and Reutov, Podolsk - Domodedovo - Ramenskoye - Central Ring Road (the start of construction of the Central Ring Road was planned for 2014), Kubinka - Povarovo - Bely Rast and Domodedovo - Danilovo - Rossiya Park.

In addition, the high-speed tram was supposed to connect Butovo and Domodedovo through Shcherbinka, Rumyantsevo and Butovo, Noginsk and Elektrostal near Moscow, as well as Stupino, Voskresensk and Orekhovo-Zuevo. Another line was planned for construction - from the Moscow metro station "Krasnogvardeyskaya" ("Zyablikovo") to Domodedovo Airport and from the metro station "Shchelkovskaya" to Balashikha.

The deadline for the implementation of a pilot line between the Domodedovo airport and the Krasnogvardeyskaya metro station with a length of 24.5 km was announced - 2015. Among the first, a route was planned from Balashikha to the Shosse Entuziastov metro station, where a transport hub will appear, combined with a stopping point on the Small Ring of the Moscow Railway - opening plan 2015-16. The total length of the route under the project is about 21.3 km, of which 15.7 km the trams will move along special overpasses, reaching speeds of up to 75 km/h. It was noted that the travel time will be 11 minutes along the Moscow section of the route and 35-40 minutes along the entire route. Sending every 3-4 minutes. For Balashikha, where there is an acute shortage of roads and rare connections by electric trains, this should have been a breath of fresh air.

Primary scheme

Also, the Moscow region authorities were considering the possibility of creating a high-speed tram line from Khimki near Moscow to the capital's Planernaya metro station through private investment.

So far, all these plans have not been implemented, despite the passing of the initial deadlines for their implementation. But because The transport problem in the Moscow region is extremely complex and continues to worsen, a clearing has finally appeared at the end of the road - the other day, architects of the Moscow region approved the design of the first section of the LRT system and clarified other routes in the whole Moscow region.

The planning project for the first stage of the high-speed tram from Podolsk to Ramenskoye has been approved

The Main Department of Architecture and Urban Planning of the Moscow Region presented a plan according to which the first section of light rail transport will be laid

Approved first and second set of lines

At a meeting of the government of the Moscow region, a project for planning the starting section of the LRT was approved. The plan was presented by the head of the Main Department of Architecture and Urban Planning of the Moscow Region, Vladislav Gordienko.

The chord tram lines will pass through the most populated areas of the Moscow region, where more than 4 million people live, providing communication between 20 major cities of the Moscow region: Odintsovo, Khimki, Krasnogorsk, Mytishchi, Podolsk, Domodedovo, Ramenskoye. As a result, the chords will close into a ring and direct communication will be established between the four international airports of the Moscow air hub - Domodedovo, Vnukovo, Sheremetyevo and Zhukovsky, which annually transport about 50 million passengers.

Expected effectiveness of LRT

As noted in the document, about 7 million square meters are introduced annually in the Moscow region. meters of housing (the Moscow region is in first place in Russia in terms of housing commissioning rates). At this rate of construction, by 2025 the population of the region will be more than 10 million people. The Moscow region is the third most populous subject of the Russian Federation (after Moscow and St. Petersburg). Daily population migration between Moscow and the Moscow region is estimated at 1 million people. The existing transport infrastructure of Moscow and the Moscow region is currently operating at the limit of its capacity.

The high-speed tram should reduce travel time from places of residence to places of employment from 2 hours to 35 minutes. Travel time from Dolgoprudny to Sheremetyevo will be reduced by 84%, from Khimki to Sheremetyevo - by 69%, from Balashikha to Zheleznodorozhny – by 79%.

The reduction in traffic load on existing roads after the launch of the LRT, according to experts, will be 25%.

Updated plans of all lines

The current conceptual scheme of LRT in the Moscow Region

In accordance with the planning project updated by 2016, the territory allocated for the construction of the line will occupy 416 hectares. The total length of the line will be about 245 kilometers. The length of the line through the territory of the Moscow region will be 192 kilometers, and through the territory of Moscow – 54 kilometers. The line will “pick up” eight stations of the Moscow metro: three existing ones - Kotelniki, Volokolamskaya, Myakinino and five planned ones: Nekrasovka, Chelobitevo, Rasskazovka, Stolbovo, Kommunarka. The maximum speed of the light rail tram will be 100 kilometers per hour, the average speed will be 45 kilometers per hour. The number of cars is over 100. The cost of the project is estimated at 3 billion euros.

The LRT development project is divided into 4 launch complexes. The creation of the LRT "Ring Tram" is planned to be fully implemented by 2030."

http://www.m24.ru/infographics... LRT video:

Construction of the first launch complex "Podolsk - Domodedovo - Ramenskoye"

The 74-kilometer-long project is scheduled to begin in 2017. The first stage of construction of the line, the Podolsk-Domodedovo section, will be 36 km, the second - Domodedovo-Ramenskoye - 30 km. According to the project, the construction of interchanges is expected that will lead the transit flow from Klimovsk to Moscow onto the M2 Crimea federal highway.

The line's capacity will be up to 300 thousand people per day, and a trip along the route will take 40 minutes instead of two hours. It is expected that by 2020, LRT passenger traffic on the Podolsk – Domodedovo – Ramenskoye section will be 10 thousand people per hour, and by 2030 it will grow to 20 thousand people per hour. It will house 8 transport hubs (TPU) and 8 stopping points. Light rail transit (LRT) lines will run along roads, over bridges and overpasses at existing interchanges, through a total of 37 overpasses, overpasses and bridges. Roads from city centers and main highways will be built to the transport hub. There are fences along the entire length of the route.

Scheme of the first complex

The high-speed ring tram line will run from the Kuznechiki microdistrict of the city of Podolsk to the Ramenskoye station of the Ryazan direction of the Moscow Railway. From Podolsk, the tracks will run to the border with the Domodedovo urban district in the same corridor with the Starosimferopolskoe highway, and then the LRT will pass in the transport corridor with the Podolsk - Domodedovo - Ramenskoye - Central Ring Road highway to the Ramenskoye transport hub.

According to the project, high-speed tram stops will be located in the area of ​​large cities near Moscow: the Globus stopping point (OP) (in the city of Podolsk, in the area of ​​the Leroy Merlin and Globus shopping complexes); OP "Sosnovaya" (in the city of Podolsk, in the area where Sosnovaya Street adjoins Starosimferopolskoye Highway); OP "Yusupovo" (in the territory of the Domodedovo urban district, in the area of ​​the planned residential complex "Yusupovo-Park"); OP "Aviation" (in the territory of the Domodedovo urban district, in the area of ​​the "Aviation" platform of the Paveletsky direction of the Moscow Railway); OP "Business Center" (on the territory of Domodedovo Airport); OP "Neftebaza" (on the territory of the rural settlement of Chulkovskoye, east of the village of Kuzyaevo); OP "Ramenskoye" (in the southwestern part of the urban settlement of Ramenskoye); OP "Airport Ramenskoye" (on the territory of the international airport "Ramenskoye" under construction).

Capital plans for the creation of LRT

There are also plans to organize a high-speed tram system in the capital. In Moscow they want to build three lines - Biryulevskaya, Lianozovskaya and a line along the Entuziastov highway to Balashikha. It is assumed that the high-speed tram line in the south of Moscow will pass through the Chertanovo Central and Chertanovo Yuzhnoye districts along Krasnogo Mayak Street, where it will merge with the existing tram line, then the route will lead to the southern lobby of the Prazhskaya station, cross Kirovogradskaya Street, Varshavskoe Highway, Kurskoe direction of the railway and will go to Biryulyovo Western and Eastern. In the North-Eastern District, a high-speed tram line will be laid from the village of Severny to the Lianozovo platform of the Savelovsky direction of the railway. Perhaps in the future it will be extended to the Altufyevo and Medvedkovo metro stations. The line in the east of the capital will connect the Ivanovskoye district and the Shosse Entuziastov station. This will allow residents to get to the metro twice as fast.

Project problems

Deputy head of the Probok.net expert center Alexander Chekmarev believes that the LRT project is still “raw” at this stage. “The route of the line itself is not sufficiently developed. First of all, this is due to the fact that it is not very well connected with other modes of transport and with the existing network of high-speed transport by rail,” the expert explained.

According to him, there are some problems in the area of ​​​​the proposed light rail stops. “At the intersection with the Paveletskaya railway there is an intersection without a transfer. If a transfer is possible, then it will be necessary to move the Aviatsionnaya platform, but the problem is that it is located beyond the border of the main development of the city of Domodedovo,” he noted. “It turns out, after the station "At Domodedovo, passenger traffic is falling, and the transfer will not be successful."

Chekmarev added that not all directions of the first section of the LRT require direct communication. According to him, the most popular will be the road from Podolsk to Domodedovo airport. “If we talk about the connection between Domodedovo and Podolsk, then there are two big cities, especially since there is access to the airport, and the airport generates several thousand jobs,” the expert emphasized. “However, if we talk about the connection between Domodedovo and Ramenskoye, then it is very sparsely populated areas, that is, no one travels from Ramenskoye to Domodedovo and will not travel in the near future.”

According to Chekmarev, the busiest areas in the Moscow region are in the east of the region. “The busiest are Balashikha, Zheleznodorozhny, Reutov and further towards Lyubertsy. About a million people already live in this segment, and the site is planned for construction only in the distant 4th stage of the structure,” he concluded.

Additional infrastructure to support the project

According to the Ministry of Energy of the Moscow Region, it is planned to build 13 transformer substations to ensure power supply to light rail transport; developers are considering two main configurations of external power supply systems: a dedicated external power supply system for each transformer substation and a loop power supply system.

The importance of the project for the economy and development of the region

But Mikhail Blinkin, director of the Institute of Transport Economics and Transport Policy at the Higher School of Economics, is confident that the chord transport line of the high-speed tram will help solve transport problems in the near Moscow region.

“In the near Moscow region there are very few chord connections that directly connect cities, bypassing Moscow. The new connection is a huge contribution to mobility, the opportunity for residents to choose a place of work not in their city or in Moscow,” the expert explained.

Blinkin added that the areas where the first section of light rail will be located will be popular with residents. “These are densely populated residential areas in the near Moscow region; in addition, there is an airport there, and in the future a second one. This is a very suitable place for placing lines,” the expert concluded.

According to Vladislav Gordienko, the projected cost of travel in the Moscow region will be acceptable compared to other types of ground public transport.

“In terms of its scale, proposed technical solutions and impact on the socio-economic development of the Moscow region, the construction of the LRT is one of the most significant infrastructure projects in Russia,” noted Vladislav Gordienko.

What modern trams can be used on future LRT high-speed lines

1. Let's consider the products of the plant with the most massive production of trams - the Ust-Katav Carriage Plant - which has produced several tens of thousands of them over 70 years. Back in 2006, Russia's first experimental partially low-floor three-section high-speed tram car 71-630 was built there. In 2008, after much testing and adjustment at the depot, it was released in a single copy on a route in Moscow. During operation, some shortcomings were identified and two years later it was removed from the route.

Experimental tram car 71-630

There are no plans to use this particular model in Moscow in the future. But it is possible that modified versions will be used in the Moscow region. For example, by the end of 2015, the plant developed a completely low-floor model - 71-633, for which the 71-631 served as the basis (31 trains have been produced since 2011, operated mainly in St. Petersburg).

The car consists of 3 articulated sections 26 meters long and 2.5 meters wide. 1 is being operated in test mode in Samara. But this model has a low speed - 75 km/h, whereas on high-speed lines it should reach 100 km/h

2. In addition to these models, in Moscow, St. Petersburg and Krasnodar, since 2014, 9 new low-floor three-section trams "Vityaz" 71−931 of the Tver PC "Transport Systems" and the Krasnodar "KTTU" have been in operation. Within 2 years it is planned to reach the design capacity of 24 three-section trams per year. But again their maximum speed is -75 km/h

3. Several more articulated modern imported trams were in operation, for example the French one:

4.In 2015 There was a lot of excitement around the production model of the futuristic car R1 (Russia One, ESKPS code 71-411) - a three-section low-floor tram developed by Uraltransmash and OKB Atom. This is the second low-floor model in Russia. The cabin can accommodate over 250 passengers. The basic package includes GLONASS navigation, GPS, Wi-Fi, and an audio system that will select music according to the weather and time of day.

The tram is equipped with antibacterial handrails and heated steps to prevent the formation of ice. But after the announcement of its price of 50-70 million rubles. (depending on the configuration) there were no people willing to purchase it in Russia. In addition, potential operators criticized its maintainability and this unit is also insufficient for LRT - improvements are required.

5. From relatively inexpensive (75 million rubles in 2014) and modern models in Lvov, the Elektrontrans joint venture together with TransTec Vetschau GmbH (Germany) produces a low-floor tram car of five sections Electron T5L64 (the same with a capacity of 250 people). There is also a three-section model Electron T3L44. The cars have a reduced level of vibration and noise, automatic lubrication systems for wheel flanges on curved sections to increase the service life of the track, automatic dispensers for supplying sand to the rails during slipping and braking, and asynchronous traction motors. In the braking mode, it is possible to recuperate electricity into the contact network (energy savings of up to 40%). If necessary, you can install interior air conditioning (driver's workplace air conditioning is included in the basic package). But the likelihood of concluding a contract with a Ukrainian enterprise is extremely low (for reasons known to all, at least St. Petersburg was forced to refuse the purchase after the paid delivery failed).

Alstom Citadis 402 in the French Tour

Customizable appearance and configuration to suit the needs of a specific city is a basic function of modern Western tram models. Thus, another Alstom product - the multi-section Citadis 402 model, which reaches almost 50 meters in size - may look completely different in Paris and Dublin. The most spectacular look in the French Tour: instead of a pantograph, the tram uses a lower current collector from the third rail, and the train itself looks like an Apple gadget. Alstom is one of the most common brands on the streets of European cities.

So far, there is no information about what kind of requirements will be put forward for rolling stock in the Moscow region. Most likely, some version of the domestic tram will be used after modifications and the optimal price have been set.

The authorities have determined the traffic mode for the high-speed tram line in the Moscow region. The trains will run on schedule with a minimum time interval, General Director of the ANO "Directorate of the Moscow Transport Hub" Alexey Petrov.

He explained that it was decided to abandon the idea of ​​clock movement. Instead, light rail will operate on a scheduled basis. The interval will be longer than that of metro and MCC trains, but not by much - so that the passenger does not leave without waiting for transport.

Petrov added that the trams themselves will have similar characteristics to the Lastochka, but with less axle load. Negotiations are currently underway with top manufacturers of rail transport - Siemens (Germany), Bombardier (Canada), Sinara, CNR (China), ALSTOM (France), Transmashholding and many others.

“The train must reach a speed of 100 kilometers per hour, quickly accelerate and brake quickly, like a metro train, the carriage will have at least three doors to quickly exit and enter. A standard gauge of 1520 mm will be laid under the rolling stock. Movement will be tied to schedule," Petrov said.

They intend to actively develop rail transport in the Moscow region. The length of the light metro line in the Moscow region will be 246 kilometers. The new transport network will connect more than 20 large cities: Khimki, Dolgoprudny, Odintsovo, Podolsk, Domodedovo, Ramenskoye, Kotelniki, Lyubertsy, Balashikha, Mytishchi and others. For this purpose, it is planned to build about 50 stations in the Moscow region. The design speed of trains will vary from 45 to 100 km/h. In March 2016, the authorities of the Moscow region stretched 74 kilometers.

"With a normal schedule, the intervals are not always respected"

The interval of movement of the region's high-speed tram should not exceed twenty minutes, according to Deputy Head of the Probok.net Expert Center Alexander Chekmarev.

“The need for frequency of movement is determined by passenger traffic during peak periods to ensure maximum capacity. Therefore, intervals should not exceed 20 minutes even in the late evening. If you wait too long, the person will leave the stop for an alternative mode of transport,” says Chekmarev.

The tram project should be well-developed, he added. “This project has not yet been fully thought out, because the route passes mainly through areas where there is practically no residential development. Also, the interchange hubs are not well planned. For example, at the intersection in the Domodedovo area between the high-speed tram and the Paveletsky direction of the Moscow Railway, there are no transfers, but there is an inconvenient intersection with the Aviatsionnaya station,” the specialist noted in a conversation with the site.

At the same time, the expert believes that the clock schedule is still more convenient for passengers. “The clock schedule is convenient because it has certain periods of time after which the tram arrives each time. For example, every 15 minutes a train will arrive at a stop. With a regular schedule, the intervals are not always observed, and the schedule may shift, and this will be inconvenient for passengers.” , concluded the interlocutor of the site.

The capital's surface transport, the metro and the Moscow Central Circle operate on a regular schedule. At the same time in the city

Light rail transport

Light rail transport (also “light rail transport”, LRT, from the English Light Rail) is urban railway public transport, characterized by lower speeds and capacity than the metro and railways, and greater speeds and capacity than conventional street trams. A type of light rail transport is high-speed trams, including underground trams and urban railways). At the same time, the differences between such light rail systems from the metro and city railways (S-Bahn) are unclear, which often causes terminological errors. In general, this term is usually used to designate high-speed electrified railway systems (for example, trams), isolated from other traffic flows throughout most of the network, but allowing within the system both single-level intersections and even street traffic (including tram- pedestrian areas). Unlike light rail, which is closer to a regular subway, light rail is closer to trams.

Overpass transport

Elevated railways (abbreviated in the USA: el) - urban rail high-speed off-street separate system or part of the system of urban railways (S-Bahn), subways, light rail transport (depending on the design, number of cars and mass - overall parameters of the rolling stock), laid above the ground on an overpass.

Safety in railway transport.

Today, when transporting by rail, there are a number of main problems associated with potential safety in this type of transportation:

seizure of rolling stock by terrorists;

fire of rolling stock;

gathering of rolling stock;

train collision;

robbery;

track faults;

damaging factor in a collision (injury);

non-compliance with safety rules by passengers.

The requirements for personal safety on a train are the same as for other vehicles. But there are some features:

When buying tickets, you need to give preference to the middle carriages. In the event of a disaster, they suffer less than the heads and tails;

choose seats facing the movement of the train;

do not fall asleep if fellow travelers cause mistrust;

do not turn off the light in the compartment, keep the compartment door closed, keep documents and wallet in a safe place, and keep the briefcase closer to the window; You need to pay special attention to your belongings at intermediate stops.

The movement of a train becomes dangerous when it collides with another train, with another vehicle at a crossing, or when rolling stock leaves the track. In these cases, damaging factors arise that pose a threat to the life and health of passengers, railway personnel, the population, and the integrity of cargo and environmental objects.

The increased danger of railway transport is associated with the widespread use of flammable materials, as well as the danger of the transported cargo. The main causes of accidents and disasters in railway transport are faulty tracks, rolling stock, signaling equipment, dispatcher errors, inattention and negligence of drivers. Most often, rolling stock derailments, collisions, collisions with obstacles at crossings, fires directly in cars, washouts of railway tracks, landslides, landslides, and floods occur much less frequently. When transporting dangerous goods such as gases, flammable and explosive substances, explosions and fires occur.

Trains are always autonomous along the route, often far from places where it is possible to provide the necessary assistance in case of an accident or fire. The causes of dangerous failures of technical (hardware) equipment are an insufficient safety margin of their elements due to errors of developers and designers, errors of manufacturers when choosing technological processes and materials, as well as manufacturing defects. The list of causes of the accident also includes violations of operating technologies for technical equipment, leading to premature depletion of resources, and violations of maintenance and repair technologies, leading to incomplete and untimely restoration of the safety margin. The same reasons include the degradation of technical means caused by chemical and physical processes in the materials of the elements, even if operating technologies, maintenance and repairs are observed, as well as the influence of the external environment, including its natural, technological and social components. The causes of dangerous software errors are errors of developers, as well as errors of railway personnel during the operation and maintenance of programs.

The causes of dangerous mistakes by railway personnel include:

errors in professional selection and insufficient training of specialists;

low level of technological discipline;

errors when using medications;

taking alcohol and drugs;

deterioration of physical or psychological condition, including under the influence of the external environment.

The analysis of generalized data on injuries for the period 2003-2005 was carried out. showed that the main causes of accidents on railways are:

crossing, crossing railway tracks in unidentified places or in front of a nearby train - 65-75% of all victims;

non-compliance with safety rules at railway stations and platforms - 25-35%;

personal negligence of passengers when boarding and disembarking the train - 8-9% of cases;

suicide - about 1%.

The number of injuries does not decrease from year to year.

if possible, do not sleep while the train is moving;

pay attention to all suspicious persons and suspicious objects, report their detection to the conductor, station duty officers or police officers;

do not stand at the edge of the platform, approach the doors after the train has stopped and passengers have exited, try to board the cars in the middle of the train;

if an explosion or fire occurs, you must cover your mouth and nose with a handkerchief and lie down on the floor of the carriage or cabin so as not to suffocate;

dress neutrally, discreetly, avoid military uniforms and military colors of clothing, a lot of jewelry;

do not talk on political topics, do not read pornographic, political or religious publications, so as not to provoke terrorists, extremists or hooligans;

do not drink alcohol.

Modern management of transportation safety on the railway network of JSC Russian Railways ensures a very high level of safety. At the same time, it seems possible to reduce the number of rolling stock derailments and train collisions by increasing management efficiency.

The Moscow authorities have decided on the layout of the first nine lines of light rail transport (LRT) in New Moscow. According to the Deputy Mayor of Moscow for urban planning policy and construction, Marat Khusnullin, the corridors for their passage will be laid out in the General Plan of the capital - this means that the construction of any other objects on these land plots is impossible.

Since the annexation of new lands to Moscow, the population of TiNAO has been growing at a record pace. According to the head of the Department for the Development of New Territories, Vladimir Zhidkin, today more than 300 thousand people live in New Moscow. “In 2012, there were 234 thousand permanent residents. The growth in the number of residents is one third in four years,” he noted.

At the same time, the number of jobs has more than doubled. Over four years, about 100 thousand places of employment have been created in New Moscow. “This is a very large volume. When this territory was transferred to Moscow, there were only 84 thousand jobs. That is, we have already more than doubled their number,” said Vladimir Zhidkin.

According to the plans of the city administration, by 2035 1.5 million people should live in New Moscow and about 1 million should work. “In order to achieve a balanced development of New Moscow, we set the task of providing the territory with good transport accessibility,” noted Deputy Mayor of Moscow for Urban Development Policy and Construction Marat Khusnullin. The interest of investors in the annexed territories directly depends on this. The presence of off-street urban transport stations, that is, which does not depend on road congestion, increases the capitalization of objects.

According to the head of the construction complex, TiNAO will receive several metro lines, as well as up to 175 km of light rail transport (LTR) lines. We are talking about tram lines, the cost of construction of which is 3-8 times lower than the metro. “Nine specific areas in which the construction of LRT is planned have already been preliminarily identified,” said Marat Khusnullin. Thus, in the direction Michurinets railway station - ADC "Kommunarka" - Butovo railway station it is planned to build a line with a total length of about 22 km.

Let us remind you that the creation of a large administrative and business center has already begun in Kommunarka, which is intended to become one of the main growth points of the annexed territories. On a site of 550 hectares it is planned to build 4.8 million square meters. meters of various real estate.

In total, 36 thousand people will be able to live there, and about 76 thousand jobs are expected to be created. Therefore, the ADC plans to build two large transport hubs, each of which will include metro and tram stations, as well as bus routes. This LRT line is designed to provide convenient access to the administrative and business center for passengers using the railway. Another tram line, about 12 km long, will run inside Kommunarka and will allow passengers to quickly move between districts of the administrative and business center.

A 26 km long tram line will connect Vnukovo - Ostafyevo - the settlement of Shcherbinka. As Marat Khusnullin previously noted, in Ostafyevo there is an airport intended for business aviation, which it was decided to connect with Vnukovo Airport. The city authorities are planning to build a highway for this purpose, since today, to get from one airport to another, you have to go through the Moscow Ring Road, and by public transport even through the center of Moscow. It will be a 6-lane highway, three lanes in each direction. The tram line will run parallel to this road.

According to Marat Khusnullin, it is also planned to build lines from the future Mamyri metro station to Troitsk with a length of about 24 km. “Mamyri” is a station on the Kommunarka line (KhNK is the working name of the metro line that will run from the MCC, through the Ulitsa Novatorov station of the Third Interchange Circuit to the ADC in Kommunarka). It will be located in the village of the same name, near the intersection of Kaluga Highway and Admiral Kornilov Street. In this locality it is planned to build the Lotus City TVC with an area of ​​1.5 million square meters. meters (the first stage with an area of ​​350 thousand square meters is already ready).

Initially, the option of building an extension of the KhNK to Troitsk was considered, but, as city authorities admitted, this is only possible in the long term due to the high cost of the work compared to laying a high-speed tram line.

Another tram line will also come to Troitsk - from Varshavskoye Highway through the villages of Andreevskoye and Yakovlevo, with a length of about 18 km.
In addition, in the new Moscow it is planned to build LRT lines that will run along the following routes: the settlement of Moskovsky - Zimenki (about 6 km long), the village of Kommunarka - Andreevskoye (about 7 km), Salaryevo - Moskovsky - Maryino (about 30 km), Ryazanovskoye - Andreevskoye - Desna - Filimonki (about 30 km). “It is planned that by 2025 the increase in the total length of the light rail transport network in the Troitsky and Novomoskovsky administrative districts will be up to 48 km, and by 2035 - up to 175 km,” said Marat Khusnullin.

Alexander Shibanov

UDC 711.7:656.34 A.S. Morozov, V.E. Sviridenkov

ABOUT A MODERN APPROACH TO LIGHT RAIL TRANSPORT

Light rail transport (LRT) is a passenger rail transport system with rolling stock designed for operation both off-street and on the road network.

In domestic practice, the term “light rail transport” has not yet come into widespread use; The traditional term for improved rail service based on on-street and off-street rolling stock is “light rail.”

In Russia, there is no consensus on what constitutes a high-speed tram. According to some, only a tram line can be called “high-speed”, all intersections of which with vehicular and pedestrian flows are made at different levels, isolated from the “regular” tram network; According to others, the main criterion for a “high-speed” line is the speed of communication, while the presence of multi-level intersections is not significant.

Since the 1990s, the development of tram lines in Russia has been completely stopped. Meanwhile, abroad there is a massive development of transport systems based on tram technology. The authors analyzed the speeds of foreign light rail systems to understand what methods are used to achieve high speeds and how the concept of “light rail” has evolved over the past 20 years.

The current SNiP 2.05.09-90 “Tram and trolleybus lines” indicate that tram lines are designed “with design speeds of less than 24 km/h (regular tram) and 24 km/h or more (high-speed tram) ... Traffic on high-speed tram lines, as a rule, should be organized independently from a tram operating in normal mode... Intersections of high-speed tram lines with city roads and streets, surface metro lines, pedestrian flows, as well as with other tram lines must be provided at different levels" .

At the same time, D.S. Samoilov pointed out that “a tram line can be considered as a high-speed line if the speed of communication is 25 km/h or more,” but did not put forward strict requirements for separating the high-speed tram tracks from the regular one. On the contrary, it is said that “in order to create a route scheme that provides a large number of direct connections in the directions of the main passenger flows, it is allowed to run light rail trains through certain sections of the regular tram network. Ordinary trams may also be allowed to operate on the high-speed line, provided that this does not violate the established traffic intervals” (“City Transport”, M., 1975).

In the monograph by Yu.A. Stavnichy (“Transport systems of cities”, M., 1990) there are 4 types of tram lines: 1) on a combined track, 2) on a separate track with priority, 3) on a separate track with multi-level intersections (intersections at the same level are an exception ) and limited routing and, finally, 4) completely isolated lines without sibling crossings and no routing. The author especially notes that “all these types of lines should form a single “Tram” system.”

According to V.V. Khitsenko, “a high-speed tram line (SLT) is understood as a street-off-street line of sufficiently long length with parameters that ensure high speed of communication. It is the high speed of communication achieved on the SLT thanks to a set of technical and organizational measures, and not the presence of underground sections or interchanges at different levels, that is the criterion for classifying a tram line as a high-speed one" (Development of High-Speed ​​Tram Transport, M., 1992).

While SNiP require isolating the “high-speed tram” from the “regular” and ensuring that all “high-speed tram” intersections are at different levels, many experts consider as a positive aspect the possibility of combining systems and switching rolling stock from “regular” lines to “high-speed” and on the contrary, as is the case in practice in cities abroad.

Of the 15 cities of the USSR in which a high-speed tram was built, in one city (Krivoy Rog, 1986) all line crossings were made at different levels; another line (Novopolotsk, 1974) has one intersection on the service section of the track (entrance to the turning circle); the remaining high-speed lines are integrated into the city tram network and have single-level intersections with main streets.

The authors analyzed the actual speeds of communication on LRT routes in North America, depending on the presence or absence of single-level intersections and isolation of the roadway from road transport in order to rank routes by speed of communication, taking into account that the speed of communication is one of the main indicators of the quality of the transport system (Table 1 ).

The length of the studied routes in the indicated cities, as well as the distances between stops, were found based on the authors tracing the routes using Google maps; message times are determined based on schedules obtained on the official websites of carrier companies. A visual inspection of the entire route was carried out in a number of cities.

Table 1. Dependence of the speed of LRT traffic on the degree of isolation of rail tracks from vehicles in North America

		Line (route)	Degree of line isolation from vehicular traffic				Distance between stations, km			Communication speed, km/h
			Tunnel and overpass sections on stretches	Underground and overground stations	All intersections at different levels	The canvas is isolated throughout		Minimum	Maximum

Note: the sign (*) marks joint sections of LRT routes in the central part of cities, built on a separate road surface, but with frequent intersections with vehicles at the same level, passing in areas of intense pedestrian traffic.

: the sign (*) marks joint sections of LRT routes in the central part of cities, made on a separate road surface, but with frequent intersections with vehicles at the same level, passing in areas of intense pedestrian traffic.

The table lists LRT routes indicating their characteristics: the presence or absence of tunnel (overpass) sections and stations, compliance with SNiP requirements (all intersections at different levels), the presence of a separate roadbed along the entire route route, average, minimum and maximum distance between stations along the route route, as well as the speed of communication.

Only on one of the indicated 20 routes (Los Angeles, Green) all intersections with traffic flows are made at different levels.

The speed of communication on 6 LRT lines with the presence of single-level intersections exceeds the speed of communication on the Filyovskaya metro line in Moscow (37 km/h).

Of the 30 LRT routes analyzed, in 20 cases a speed of over 24 km/h is provided, satisfying the “high-speed tram” criterion.

Minimum and maximum distances between stops also do not affect communication speeds. Contrary to the requirements of SNiP 2.05.09-90 (prescribes that the distance between stopping points of the “high-speed tram” be at least 800 m), the distance between stops on LRT routes ranges from 160-280 m, while the speed of communication is up to 36-39 km/h ( Portland, Sacramento, Minneapolis).

In the central part of the cities of Sacramento, Portland, and San Diego, the lines are designed on a roadway separate from motor vehicles, but with frequent stops and numerous intersections at one level without priority right of way, and pass through areas with heavy pedestrian traffic. Despite the similarity of the central sections of the routes with a traditional tram, the average speed along the entire length of the route remains high (Sacramento: speed of service in the city center - 17.1 km/h, along the entire line - 39.7 km/h).

The speed of communication is directly influenced by two factors: 1) the presence of traffic areas in the general traffic flow (San Francisco); 2) the average distance between stops along the route (Salt Lake City - Red Line, as well as sections in city centers where the distances between stops are minimal).

For the quality and speed of communication, the type of rolling stock (tram car or subway car) is not of fundamental importance. Previously, a significant difference was the presence of steps at the entrance to the tram car; Today, with the widespread development of low-floor rolling stock, both in the subway and on the tram, the platform level coincides with the floor level in the car.

The practice of developing LRT systems in the world has shown that lines without single-level intersections are an exception to the rule: in total, in cities around the world there are more than 450 lines with tram rolling stock (of which more than 100 were built in the last 20 years); Of this number, only 7 lines (including 6 new ones) do not have intersections at the same level: this is the U6 metro line in Vienna, the Green LRT line in Los Angeles, the light rail line in Krivoy Rog, the LRT line in Manila, the Red LRT line Guadalajara and the Seville metro line opened in 2009.

Unfortunately, SNiP 2.05.09-90, which treats the “high-speed tram” as an isolated system, has not been updated since 1990 and does not take into account the international experience in the development of LRT systems over the past 20 years, which has slowed down the development of this flexible technology in Russia: the necessary element between “fully isolated” and “street” transport systems.

---------------------

1. The practice of developing public transport systems in the world shows that three groups of routes for the movement of urban passenger transport can be distinguished according to the degree of isolation from traffic flows: 1) sections of the route without single-level intersections (metropolitan, including the movement of rolling stock of any type); 2) sections of the route in common traffic flow (traditional tram, bus, trolleybus); 3) sections of the route on a roadway separated from vehicles, ensuring, if possible, priority at intersections (separate tram tracks, dedicated bus and trolleybus lanes with the exception of vehicle traffic). In the USA, in addition, for the movement of buses in express mode (without stops, as a rule, on suburban and intercity services), carpool lanes are used (priority lanes on highways for cars with several passengers).

2. The technology of light rail transport (LRT) is widely developing in the world, combining sections on a separate (3) and isolated (1) track, and also, as an exception, on a track combined with motor transport (2). In this regard, the term “high-speed tram” (as defined by SNiP 2.05.09-90) has lost its relevance: instead of isolated “high-speed” lines, it is necessary, on the basis of the existing tram, to develop a network of lines separate from vehicles with separate high-speed inserts. The organization of line crossings at different levels should be determined individually for each intersection, depending only on the forecast traffic intensity on intersecting traffic flows. The main criterion for the quality of communication should remain the speed of communication, determined in the project taking into account the time spent on stops and intersections.

3. For Russian cities where new metro systems are being built, the use of low-floor tram rolling stock on newly constructed lines is relevant. This will make it possible to combine the metro sections under construction with the citywide tram network and create a unified rail transport system based on LRT principles, ensuring wide coverage of the urban area by rail transport at high speeds.