In 1895, the City Duma recognized that electric trams are certainly needed, but at the same time they "should be a special city enterprise, and their arrangement and economic activity should be carried out at the expense and measures of city public self-government." I had to buy out the property of private horse-drawn railways - the forerunners of the tram. The redemption procedure dragged on until 1908, but already in 1899 the first tram appeared in Moscow.
In 1898, the Society of Russian Electrotechnical Plants Siemens and Halske built the first, actually experimental, tram line from Butyrskaya Zastava to Petrovsky Park. In February 1899, the commission of the City Duma, headed by chief police chief D. F. Trepov, tested the new transport. The tram was accelerated to an unthinkable speed ... 25 miles per hour (about 26 km), they braked sharply, tested the equipment in all modes. And on April 6, 1899, the grand opening took place: after the prayer service, the first tram set off on a working run to Petrovsky Park.
At first, the current was supplied from the Rausch power plant, which belonged to the Electric Lighting Society of 1886, but it was decided to build a state-owned power plant, especially since the tram network was growing rapidly. The site for the station was chosen very carefully. Initially, the choice fell on Simonov Sloboda. But the final decision was in favor of the Upper Gardeners. A very comfortable place! Moskva River, Vodootvodny Canal, which means convenient fuel supply; in excess of water, which was required in large quantities by the boilers of the future station. Moreover, not far from Theater Square, which at that time fell on the main load of the entire Moscow tram network, and, consequently, significant savings in cable consumption. It's hard to imagine a better place.
It was only necessary to cut off part of the land at the Wine and Salt Yard, it was there, on the banks of the Vodootvodny Canal, or Kanava, as Muscovites often called it, and the Central Electric Station of the Moscow City Railways was laid on September 25, 1904.
The construction was carried out according to the project of the architect VN Bashkirov with the participation of the famous engineer. The total projected power of the station was at least 15,000 kilowatts. While the station was being built, the current for the trams was produced by a temporary station built nearby, which was subsequently dismantled. The launch of the first stage of the station took place in a solemn atmosphere, in the presence of the mayor N. I. Guchkov on February 2, 1907. Eight Fitzner-Gamper water-tube steam boilers were put into operation in the huge boiler house of the Central Power Station, and two Brown-Boveri steam turbine generators were put into operation in the engine room.
By this time, almost a third of all electricity produced in Moscow was consumed by the tram industry.
They tried to link the architecture of the station with the composition of the Cathedral of Christ the Savior and the Kremlin. It was crowned by four high (64 m each) brick chimneys. The decoration was a beautiful clock tower, reminiscent of the Kremlin's Spassky Tower.
Unfortunately, in subsequent years, the tent of the tower and the clock were lost. Brick pipes were replaced with metal ones.
The station is still in operation today. It is owned by OAO Mosenergo and is officially called MGES-2, "Tram".
To reduce parking time, pass a significant passenger flow and ensure comfort, it is necessary:
- a canopy that provides protection from precipitation across the entire width of the platform in the landing area;
- heated premises combined with service and trade facilities;
- a place to install a line of turnstiles and ticket machines (similar to metro stations);
- information systems about the movement of tram trains;
- access for the disabled and passengers with wheelchairs;
- lifts (escalators and elevators) at stations located on a flyover or in a tunnel;
- convenient exits from underground passages (at stations located in the zone of underground passages);
- platform length sufficient for the simultaneous arrival of a 60-meter tram train or 2 30-meter tram trains.
Stations on light rail lines are located predominantly at ground level to provide the most convenient entry for passengers and reduce construction costs. It is possible to place stations on overpasses and in tunnels, including the construction of a combined station complex on 4 tracks (2 for the subway, 2 for the light rail) to ensure ease of transfer.
Structural solutions involve the construction of stations with coastal or island platforms. With island placement, the station platform is located between the tracks, similarly to most metro stations, the exit is on the left side. If necessary (for example, on sections that will be used in conjunction with the routes of the citywide network with traditional rolling stock), to ensure exit from traditional cars to the right side, stations are built with side (shore) platforms.
Light rail station in Prague.
Some of the stations are service and transport terminals (STT), providing a transfer from other types of public and personal transport to the light rail. STTs will serve as park-and-ride parking lots and will also be combined with shopping malls. Stations built into malls will allow many shoppers to forego their own car when shopping, so that new malls will not increase traffic congestion.
Equipping stations with visual and audio warning systems will provide passengers with accurate and timely information about the routes passing through the station and the waiting time for each of them, as well as possible delays.
Information board at the light rail station in Prague.
Waiting for the light rail will be more comfortable thanks to the sunlight, and information and reference software will allow you to be sure of the arrival of the tram and guarantee the travel time.
Photo from the late 1900s View of the Bersenevskaya embankment and the City tram power station from behind the Moskva River. The temple on the right is St. Nicholas on Bersenevka.
Just in case: The house on the embankment (at that time, of course, not yet existing, will be built on the left, in fact, behind the crop of the picture).
Photo taken in 1913 by P. P. Pavlov. View through the drainage channel.
Central Electric Station of Moscow City Railways
At the very end of the 19th century, a tram came to Moscow. In 1895, the City Duma recognized that electric trams are certainly needed, but at the same time they "should be a special city enterprise, and their arrangement and economic activity should be carried out at the expense and measures of city public self-government." I had to buy out the property of private horse-drawn railways - the forerunners of the tram. The redemption procedure dragged on until 1908, but already in 1899 the first tram appeared in Moscow. In 1898, the Society of Russian Electrotechnical Plants Siemens and Halske built the first, actually experimental, tram line from Butyrskaya Zastava to Petrovsky Park. In February 1899, the commission of the City Duma, headed by chief police chief D. F. Trepov, tested the new transport. The tram was accelerated to an unthinkable speed ... 25 miles per hour, they braked sharply, the equipment was tested in all modes.
Photo, 1899. Photo from the Appendix to the "Moskovsky leaflet".
"Yesterday, August 3 (1899), there was a celebration of the laying of rail tracks of the city electric tram. Mayor Prince V. M. Golitsyn, engineer A. L. Linev, builder of the city electric tram, N. F. Kondrashev, member of the city council and manager of the city railways, I. F. Rerberg, chairman of the highest approved commission for the installation of water supply and sewerage in Moscow , the Moscow Chief of Police, Major General D. F. Trepov, Duma vowels, invited and workers.
After the service, the persons present examined the railroad track of the city tram, which had already been laid on Aleksandrovskaya Square for a short distance ... "
In 1899, a grand opening took place: after a prayer service, the first tram set off on its first working run to Petrovsky Park. At first, the current was supplied from the Rausch power plant, which belonged to the Electric Lighting Society of 1886, but it was decided to build a state-owned power plant, especially since the tram network was growing rapidly. The site for the station was chosen very carefully. Initially, the choice fell on Simonov Sloboda. But the final decision was in favor of the Upper Gardeners. A very comfortable place! Moskva River, Vodootvodny Canal, which means convenient fuel supply; in excess of water, which was required in large quantities by the boilers of the future station. Moreover, not far from Theater Square, which at that time fell on the main load of the entire Moscow tram network, and, consequently, significant savings in cable consumption. It's hard to imagine a better place.
Photo from the 1910s
It was only necessary to cut off part of the land near the Wine and Salt Yard, namely, on part of its territory, on the banks of the Kanava (Vodootvodny Canal), and the Central Electric Station of the Moscow City Railways was laid on September 25, 1904.
Photo 1904
The total projected power of the station was at least 15,000 kilowatts. The construction was carried out according to the project of the architect V. N. Bashkirov with the participation of the famous engineer V. G. Shukhov. While the station was being built, the current for the trams was produced by a temporary station built nearby, which was subsequently dismantled. The launch of the first stage of the station took place in a solemn atmosphere, in the presence of the mayor N. I. Guchkov on February 2, 1907.
Photo of 1907 from the archive of the Museum of the History of Patronage and Charity.
Eight Fitzner-Gamper water-tube steam boilers were put into operation in the huge boiler house of the Central Power Station, and two Brown-Boveri steam turbine generators were put into operation in the engine room.
Photo from the 1910s Internal view of the power plant.
By this time, almost a third of all electricity produced in Moscow was consumed by the tram industry.
Photo taken in 1910. After the fire at the power plant on May 31, 1910.
The consequences of the fire were eliminated within a few months.
They tried to link the architecture of the station with the Kremlin. It was crowned by four high (64 m each) brick chimneys. The decoration was a beautiful clock tower, reminiscent of the Kremlin's Spassky Tower.
Photo from the 1930s On the left is the same tower of the power plant. In the center is the Udarnik cinema.
Unfortunately, in subsequent years, the tent of the tower and the clock were lost. And the pipes are, of course, different.
The station is still in operation today. It is owned by OAO Mosenergo and is officially called MGES-2, "Tram".