Melbourne, Australia. October 9-11, 2000. 2nd Asia-Pacific Congress. Exhibition "Urban transport".
(published based on the materials of the Bulletin of the GET of Russia, No. 6 (39) 2000)
The 5th International Light Rail Conference took place in Melbourne, Australia, whose tram network is one of the most developed in the world and the largest in the Southern Hemisphere.
A two-day conference called "Light Rail and Sustainable Cities", was timed to coincide with the 2nd UITP Congress for the Asia-Pacific region and the exhibition "Urban Transport-2000". The joint holding of these events has become the largest event in the life of the transport community southern hemisphere. The final document of the event was the adoption Melbourne Declaration, which, together with Dresden, are today the fundamental documents in making urban planning decisions in the vast majority of countries around the world.
- Conference participants heard reports from leading experts from all over the globe on topics such as: "Why light rail is the most attractive alternative to passenger transport in a sustainable city", "How to build a business plan for deploying a light rail urban network." Delegates were briefed on the latest developments and implementations in the field of light rail transport, using examples from cities such as Paris, Kuala Lumpur, North American cities, Zurich and Melbourne.
- The Light Rail Conference was of particular interest to operators and developers of rolling stock and equipment, managers and urban planners, consultants and suppliers. It also covered in detail the issues of marketing and information for passengers, other aspects of the operation of light rail networks. The conference brought together about 500 top public transport professionals from all over the world from 35 countries.
- Urban Transportation 2000, which took place at the Melbourne Convention Center, included all major players in the international vehicle market. 80 companies were registered to participate in the exhibition, which placed their exposition on the territory of 4,000 square meters.
The main conclusions that can be drawn from the presented material:
1. LRT is today the most dynamically developing public transport in the major cities of the world.
2. LRT is a faster mode of transport than a bus, trolleybus and traditional tram, which has a large carrying capacity.
3. For most major cities in the world, and for Russia as well, LRT is a highly efficient alternative to the subway.
4. LRT as an environmentally friendly electric transport solves environmental problems in large industrial cities in many respects.
5. LRT has a significantly (by an order of magnitude or more) higher carrying capacity than personal vehicles, which makes it possible to solve the problem of the limited capacity of the urban road and street network, eliminates the need for its significant expansion and reconstruction, and reduces maintenance costs.
6. LRT, which is especially important in the current conditions of the fuel crisis, allows significant savings on the national consumption of fuel and energy resources, since One LRT passenger-kilometre consumes an order of magnitude less energy than road transport.
In modern conditions, a significant amount of initial investment plays a significant role in the implementation of LRT. Therefore, the experience of a number of cities that have attracted non-traditional sources for the construction of LRT systems is useful: a concession approach, a combination of private and public capital, granting exclusive rights to investors to develop adjacent territories, to supply routes by other city transport (buses), etc.
The industry in the field of rolling stock for LRT is actively developing. The presentations at the Conference and the accompanying Asia-Pacific Public Transportation Show featured many vehicle innovations.
ALSTOM, among other things, presented a comprehensive project CITADIS (CITADIS), which ensures the participation of the company in the creation or reconstruction of the LRT system from the design stage to turnkey commissioning with a new design of rolling stock. The project is being implemented in a number of cities around the world: Montpellier, Orleans, Lyon (France), Dublin (Ireland), Katowice, Gdansk (Poland). The same company offers the METROPOLIS concept for new solutions in the field of traditional ("heavy") metro. Implemented projects under this concept: London (England), Paris (France), Singapore, Warsaw (Poland), Shanghai (China). As well as the EXTRAPOLIS (X "TRAPOLIS) and CORADIA" concepts - high-speed trains and "rail buses" for urban and suburban railways. All concepts are united by a single ideology and common design solutions.
Siemens offers its development of the COMBINO concept. On its basis, LRT projects are being implemented in the city. Augsburg, Amsterdam, Basel, Bern, Erfurt, Freiburg, Hiroshima, Melbourne, Potsdam, Dusseldorf. Using the COMBINO approach, vehicles for subways and suburban railways are designed and built. The company is active in the market of modernization of rolling stock of trams and LRT in the course of overhauls at specialized repair enterprises around the world.
Also of interest is the direction of development of the design activities of another transnational company ADTRANS (ADtranz), which specializes more in rolling stock and infrastructure for railways and subways. However, this firm is also interested in LRT and off-street high-speed transport based on new principles, for example: passenger transport "shuttles" at the Singapore airport, LRT rolling stock for Berlin, etc. The modular principle is also applied, on the basis of which the projects are implemented: INNOVIA (INNOVIA) - automatically controlled transport systems, INCENTRO (INCENTRO) - 100% low-floor rolling stock for LRT, MOVIA (MOVIA) - rolling stock for the metro, ITINO (ITINO) - " rail buses.
A number of bus-building companies also took part in the exhibition. Of interest is the chassis design proposed by METROTEC International for buses with an ultra-low floor level (25 cm) and a capacity of up to 82 passengers.
An interesting project CIVIS was presented by IRBAS, a subsidiary of MATRA and SIEMENS. In this project, a universal urban passenger vehicle is proposed, which can be driven both by diesel and from the mains (trolley bus). The cutting-edge design of this vehicle is closer to the look and feel of LRT rolling stock than traditional buses.
Representatives of Russian cities. At the exhibition, negotiations were held with representatives of these companies on the possibility of their participation in the preparation of projects, attracting investors and participating in the supply of rolling stock and other equipment. Of particular note is the activity of the search for foreign partners of the representative of the city of Rostov-on-Don. This city has already exceeded the population level of 1 million people, and the city needs modern high-speed transport. However, the construction of the subway is extremely expensive for the city, so the LRT can be the most efficient alternative. Agreements were reached with representatives of leading firms on establishing working contacts, exchanging information between Rostov-on-Don and these firms, and establishing cooperation.
On the same topic, a working meeting was held with the EBRD representative Guido Bruggerman, who participated in the Conference, was sent by the bank from London in order to search for projects of interest to the bank in the field of urban passenger transport. During working contacts, it was agreed that the EBRD would be informed of the interest of Rostov-on-Don and other Russian cities in improving public transport infrastructure and would be assisted in drawing special attention to this EBRD Moscow office. According to Guido Bruggerman, he may soon be in Moscow to get acquainted with the investment projects proposed by Russia for urban transport.
Taking into account the lack of experience in Russia in designing and feasibility study of the construction of LRT systems, an appeal was made to UITP for assistance in such work on one or several pilot projects. The UITP management responded positively to this request, and a meeting was held with Stefaan Willequet, Chief Manager of the UITP Department for Program Research. In the near future, he promised to give proposals (recommendations) on firms specializing in urban transport consulting, having experience in LRT, having authority over leading banks, which Russian cities will be able to attract to obtain loans (including the EBRD, IBRD ).
Separately, a meeting was held with UITP President J.-P. Bailly and UITP Secretary General G. Rath on the issues of expanding and deepening contacts between Russia and UITP. Today, UITP members are the main associations and unions of transport companies operating in the field of urban public transport: the Metro Association, the GET Association, RAS. UITP members are individual transport companies, their number is insignificant. As well as individual manufacturers. Obviously, there is a need for more active representation and cooperation with UITP of transport companies, manufacturing plants, city administrations (customers of transportation), for which a separate committee is provided.
During the meeting, the leaders of the UITP highly appreciated such a representative participation of Russia in the Conference, expressed gratitude for the message conveyed by AP. Nasonov. We outlined the position of the UITP on the development of cooperation with Russia and other states of the Euro-Asian region.
Today UITP is reorganizing its structure. It is based on a matrix scheme. The division is made on a territorial basis into assemblies and on a substantive basis (ie, by type of transport: bus, LRT, metro, administration, etc.) into sections. Regional assemblies include, for example: North American, Latin American, African, European, etc. A number of countries of the former socialist camp are striving for the European Assembly, although they are noticeably behind in their development from the developed countries. European countries which affects the approaches to solving certain problems in the field of urban transport. Of particular concern to UITP is their poor coverage of Russia, the CIS countries, and a number of Central Asian countries. Given that these countries have common problems in the field of urban transport, a proposal was made to unite them in the Euro-Asian Assembly with a certain leading role in this assembly of Russia. Of course, at the same time, the freedom of each UITP member to take part in the assemblies of other regions is preserved.
The first steps have already been taken by the Metro Association and, especially, by the head of the Moscow metro, D. Gaev. The publication of the UITP journal in Russian has begun, a group has been created to ensure working contacts with the UITP (in particular, this group provided the technical side of organizing the trip of the Russian delegation to Melbourne for high level). D. Gaev is the vice-president of the UITP, all members of the Association "Metro" (including those from the CIS) gradually became members of the UITP.
UITP is ready to make certain concessions and indulgences to the organized participants from the Euro-Asian Assembly, to reduce the level of fees, payment for participation in UITP events, with a large representation to provide simultaneous translation into Russian. UITP leaders expressed readiness to provide support Russian projects in the field of urban transport in international investment and financial and credit structures, incl. EBRD. They can assist in attracting specialized consulting firms and specialists for the implementation of projects.
Given the large scale of Russia, a large number of cities in it, etc. UITP calls for more active cooperation with government authorities, primarily the Ministry of Transport of Russia. A wish was expressed for the participation of representatives of the Ministry of Transport of Russia in a larger number of events, an invitation was received to take part at the head of the Russian delegation at the 54th UITP Congress in May 2001.
There was a discussion of the proposed conference on LRT in Russia for administrations of large cities and specialists in 2001. UITP is ready to assist in attracting specialists from other countries to participate in this conference, to assist in attracting sponsors to this conference. An agreement was reached to conduct joint work on the preparation and holding in the future in Russia of the UITP Regional Congress on Urban Public Transport within the framework of the regional assembly.
After the end of the Conference, the meeting of the First Assembly of the UITP section on LRT was held. Delegates of the Russian group took part in its work. At this Assembly, the governing bodies of the section were elected, the first results of the work of the LRT section were discussed, final provisions 5th LRT Conference and the Melbourne Declaration on the Importance of LRT Today for the World's Cities.
At the Assembly, it was noted that the International Association of Electricity Transport Workers of Russia and the CIS celebrated its 10th anniversary this year. The Russian delegation received congratulations on this occasion and a gift from UITP to the GET Association.
Why is light rail so promising?
1. Large carrying capacity.
The capital costs for the creation of LRT are high, and therefore, it is necessary to choose a specific type of LRT to solve specific problems of passenger transportation in a given city. LRT is ideal for transporting from 2,000 to 10,000 passengers per hour in one direction (with standard occupancy of the rolling stock). When using multi-car trains, the capacity of the LRT can be increased to 20,000 passengers per hour in one direction.
However, there must be a minimum passenger flow (for example, at least 1500 passengers per hour in one direction) to ensure the effectiveness of operating costs. Below this figure, buses or other intermediate modes of transport may be used more efficiently, and LRT should be introduced at a later stage.
2. Speed and regularity.
Due to its technical characteristics, LRT rolling stock accelerates quickly and is able to maintain a high speed. Due to the design features of the system, for example, a modern track, the priority of passing intersections, etc., the rolling stock of the LRT can move at a good speed (more than 25 km/h), which reduces the time a passenger spends on the road. In addition, traffic congestion on the streets is not created.
The availability of such a transport system, high speed of movement and regularity are also achieved due to measures to reduce the waiting time for passengers at stops, due to the low floor of the rolling stock, wide doors, ticket sales in the car, etc.
3. Reliability.
Transport that does not create traffic jams operates regularly and is therefore reliable. LRT can also operate in difficult weather conditions, such as snow and ice.
4. Comfort and ease of use.
Vehicles with good suspension, running on good track, provide a smooth ride. The attractive design of the car allows you to convince potential passengers to leave their car and use public transport. Low-floor LRT cars are becoming more and more accessible to all categories of passengers, especially the elderly, passengers with small children and prams, and passengers in wheelchairs. Pleasant and well-designed stops and information support also help to attract passengers to the LRT.
5. Safety.
LRT is many times safer than driving a private car. A separate canvas and priority at traffic lights reduces the risk of an accident. Passengers' feelings of insecurity can be reduced if cities and carriers are more careful in designing stops and taking other necessary measures.
6. Ecological purity.
Working on electricity, LRT does not pollute the streets with emissions. Modern equipment allows you to regenerate braking energy and thus significantly save energy. LRT is a relatively quiet mode of transport and wheel noise and vibration can be further reduced if the wagons and track are kept in good condition. The path, covered with modern grass cover ("green path") not only reduces noise, but also makes a visually pleasing impression.
7. Ability to adapt.
LRT can work in any urban and suburban environment. It is better if it moves along the ground track, but if necessary, the cars can pass underground or above the ground along the overpass. This type of urban transport is excellent for serving pedestrian areas in urban centers. LRT trains can move along the railway track and operate simultaneously with conventional rail transport. Simultaneous movement of different vehicles on the same rail track, as well as the "tram-train" LRT option, can open up wide opportunities for the development of LRT in the suburban area, as well as in intra-regional and inter-regional traffic, which will provide direct passenger transportation from the periphery to the city center.
8. Contribution to the positive image of the city.
Modern LRT has a pleasant appearance which contributes to the formation of a positive image of the city. Its modern design helps to attract passengers to public transport. Experience shows that private car owners are increasingly becoming passengers in new or upgraded light rail systems. As a result, LRT helps to reduce traffic congestion, reduce the need for parking spaces for private cars, and increase the efficiency of the use of road infrastructure. Urban LRT has a positive impact on city life, improves the quality of life and makes the city more livable.
9. Impact on city life.
Unlike bus transport, LRT tracks are constantly and easily visible. They symbolize to citizens the commitment of city authorities to public, environmentally friendly transport. LRT contributes to the revitalization and modernization of urban centers and the development of new areas. It attracts investors and develops the construction of real estate, new housing, offices and commercial enterprises. LRT plays important role in expanding the compact and dense development of cities, which avoids unnecessary sprawl, which increases the efficiency of urban planning solutions.
10. Impact on the transport situation in general.
The introduction of LRT will lead to an increase in the number of residents using public transport. This, in turn, will reduce the accumulation of individual cars on the streets of the city, and reduce the need for the development of the road network and its infrastructure, as well as parking.
Step by step development.
The development of LRT should be planned and carried out in several stages. At the same time, the benefits from using this system should be received already at the early stages of the project by both passengers and carriers. Initial street haulage or unified rolling stock can reduce initial capital costs and attract private partners. This will reduce the risk of overspending and the length of the initial shipping period.
Perspectives.
Over the past decades, LRT has developed successfully. This is likely to continue as there are still prerequisites for the success of LRT.
In addition, there are several new trends that may accelerate the development of LRT under familiar conditions, and may also create new markets and applications.
Technology.
Technological solutions in the field of LRT are constantly being improved. Over the past 15 years, low-floor technology, asynchronous drive control, and modular vehicle design concepts have been widely introduced. Near future trends will include the use of composite materials, measures to reduce energy consumption, and ease of repair and maintenance.
In addition to the classical LRT, "intermediate" ones appear. Several types of "trams on tires" are being tested in France. The first such line will be put into operation in Nancy before the end of 2000.
Dual-mode or hybrid drive systems combined with on-board energy storage devices (such as batteries or flywheels) will allow movement away from overhead wire and track.
Accessible light rail.
Successful examples of the implementation of this approach are shown by the LRT systems in Istanbul, Tunisia, where passenger flows are very high.
High investment costs often hamper the planning and implementation of LRT systems. New funding technologies such as public-private partnerships can help finance new projects. A simpler, more basic version of LRT, both in terms of wagon and infrastructure, could make LRT accessible to developing countries.
New application.
LRT does not have sufficient capacity for mass transportation over long distances in big cities. However, it can be used as an additional mode of transport, for example, for movement within suburbs or remote areas, as well as for communication between them, bypassing the city center.
"Tram-trains" running on railroad tracks in rural and suburban areas and entering the city on classic light rail routes allow direct travel between the city and the countryside.
Findings.
LRT has proven that it can reduce city dwellers' dependence on private cars and has many other benefits that benefit the city.
Over the past few decades, LRT has developed successfully, and there are all prerequisites for its successful development in the future.
UITP is confident in the importance of LRT and its positive contribution to increasing urban mobility in the future. UITP expresses its intention to support the development of this mode of transport worldwide.
M.Yu. Nikulin,
chief designer of KB "Electrotechnical complexes and transport systems", associate professor of NSTU
N. I. Shchurov,
doc. tech. Sciences, Professor of the Novosibirsk State technical university
Prospects for light rail transport in Russian cities
The development of a light rail transport system is the best option for solving the transport problem in large cities. As the experience of developed countries and the calculations of domestic researchers show, it is this type of transport that best combines such qualities as high carrying capacity, speed, environmental friendliness, comfort, safety and relatively low cost.
In February 2010, the City Planning Council of the Novosibirsk Mayor's Office approved and adopted the "Concept for the construction of high-speed trams until 2030". The document was developed by specialists from the Research and Design Institute for Territorial Development and Transport Infrastructure (NIPI TRTI, St. Petersburg) and transport specialists from Novosibirsk State Technical University.
The emergence of this concept is due to objective circumstances.
First, the European Bank for Reconstruction and Development and the World Bank have recently approached the Novosibirsk mayor's office with proposals. They cite the light rail system (LRT) as a priority investment. In addition, proposals are received from domestic and foreign manufacturers of rolling stock for LRT.
Secondly, the developing and intensively built up largest Siberian city needs well-defined and scientific, deeply developed urban planning documents - such as the "Scheme for the development of the road network until 2030" and the said concept.
Thirdly, a paradigm shift in the development of urban transport in Novosibirsk is overdue. On the one hand, the federal center stopped financing the development of subways, which raised the question of the feasibility and possibility of continuing the construction of new Novosibirsk subway stations. On the other hand, the rapid extensive development of bus traffic, which characterized the last decade, has come to the point where this type of urban transport can no longer make a qualitative leap towards improving the transport service for citizens.
global trend
As the experience of developed countries shows, it is LRT that allows citizens to quickly, comfortably, safely and relatively cheaply move along the streets and contributes to the creation of a high-quality urban environment. LRT began to return to the streets of cities in Europe, North America, Australia since the early 1980s. In Europe alone, about 100 light rail and tram systems have been revived in the previous 30 years.
This was a response to the explosive development of motorization. At first, the municipal authorities of large western cities solved the problem by extensive development of the road network, creating high-speed automobile diameters and multi-level interchanges. But all these measures did not lead to a breakthrough in improving the transport situation and creating a comfortable urban environment.
In a number of cases, municipalities took forced and unpopular measures: the introduction of paid parking, traffic restrictions in some areas, up to a ban on entry into the central areas of cities. However, then the bet was made on public transport, in particular on light rail systems, which for three decades have proven their viability and efficiency.
In the context of growing motorization, the largest cities in the east of the continent turned to the experience of old Europe. Now there is a high-speed tram in the Polish cities of Krakow and Poznan, such a system is being built in Szczecin. The rapid tram line in Budapest, operated by Siemens rolling stock, has proven its efficiency and high carrying capacity. In fact, it performs the function of a metro line. Its capacity is more than 20 thousand passengers per hour in one direction.
Do not remain aloof from the global trend and countries post-Soviet space. The Mayor's Office of Astana, the capital of Kazakhstan, signed a memorandum with the French manufacturer Alstom on the joint construction of an intracity light rail system. Design work has already begun.
Undeniable advantages The emergence of the "Concept for the construction of high-speed trams until 2030", a unique urban planning document in Novosibirsk, is evidence that the city community has realized the problems of the transport system and sees ways to solve them in the development of the LRT system. The rapid growth in the number of cars has caused deterioration in conditions and reduced travel speeds. According to the forecast indicators of the general plan, by 2030 the level of motorization in the city will reach 300 cars per 1 thousand inhabitants.
However, this predicted level will be exceeded in a few years, since already now there are 270 cars per 1,000 inhabitants. Modern system public transport in Novosibirsk does not meet the increased requirements and needs of citizens.
As noted in the "Scheme for the Development of the Novosibirsk Road Network", developed by St. Petersburg designers, if decisive measures are not taken, then in the very near future the city's road network will not be able to cope with the sharply increased traffic, and in a number of sections the load will exceed 100%. To change the worsening year by year situation and prevent a transport collapse, the scheme plans to build more than 100 facilities.
But extensively expanding the road network and concentrating all city resources on this task would be a short-sighted decision. The second component in the comprehensive development of the city's transport system should be the development of high-speed public transport, which is now represented in fact only by the subway. At the same time, the volume of traffic on the Novosibirsk metro has remained at the same level over the past decade. After the opening of three stations on the Dzerzhinskaya line, there was no significant increase in passenger traffic. Trolleybus traffic has also stabilized, and the length of the network is not increasing.
As for the Novosibirsk tram, it is in a state of degradation: tracks have been removed in a number of sections, the number of rolling stock has been reduced; used wagons are almost 90% exhausted and do not meet the criteria for the quality of transportation.
AT last years only the bus service developed rapidly, but its further growth is constrained by the low speed of the bus in the general traffic flow and the inability of this mode of transport to cover powerful passenger flows. In the general flow, the speed of the bus is reduced to 8-10 km/h, and the carrying capacity is limited to 6-8 thousand passengers per rush hour.
It should be noted that the demand of the population for high-quality intracity passenger transportation will grow. The LRT system in these conditions is the very missing link, the creation of which will make it possible to fulfill the strategic goal: to stabilize the share of public transport in passenger traffic at the level of about 80-85% of their total number. As stated in the Dresden Declaration of 2004, "tram - the only kind land passenger transport, which in areas of dense urban development is technologically able to provide high traffic volumes at reasonable investment and operation costs. It is not only an ecological mode of transport, but also has the ability to provide high-quality and highly profitable transportation services for all categories of citizens at an affordable price.”
This type of transport is almost as fast as the subway and has a slightly lower capacity in terms of passenger traffic with a high level of comfort, safety and environmental friendliness.
Directions of high-speed traffic
Specialists of NIPI TRTI in their work relied on a number of urban planning documents, including the new "General Plan of Novosibirsk" (2007), "Scheme of the street and road network of Novosibirsk until 2030" (2009), proposals of specialists from the Department of Electrical Complexes of Novosibirsk State Technical University and a number of others.
Existing passenger flows and prospective transport correspondences between new residential construction sites and places of employment, prospective schemes for the development of the subway and tram, options for redistributing traffic flows, taking into account the development of the road network and organizing accelerated traffic, the possibility of integrating the light rail system with the subway, city railway and traditional tram. As a result, four directions of the accelerated movement of the high-speed tram were determined: northern, western, southern radii and the central diameter with the eastern section.
The northern radius of the light rail will serve the rapidly growing housing estates Rodniki and Snegiri, as well as the remote village of Pashino in the Kalininsky District. The first stage provides for the organization of transportation to the existing Zaeltsovskaya metro station. The second stage will make it possible to run a high-speed tram across the promising Eltsovsky bridge to the left bank of the Ob, and, subject to the construction of the Botanichesky Sad metro station, to carry out an additional high-speed exit from rapidly developing microdistricts.
The southern radius of the high-speed tram will provide transportation to the existing Ploshchad Marksa metro station and connect with it the remote microdistricts of ObGES, Krasnoobsk and other areas of mass development, as well as provide transportation to the Kirov industrial zone. In the longer term, a link will be created along the Melkombinatovsky bridge across the Ob from the left-bank tram systems to the right-bank ones.
The western radius is necessary to serve passengers and employees of the Tolmachevo airport and the developing industrial and logistics park near the city of Ob; he must provide transportation to the metro station "Ploshchad Marksa".
The key element of the concept is the proposal concerning the central diameter: in accordance with it, a high-speed tram connection between the banks of the Ob along the promising Central Bridge should be created. The capacity of the six-lane bridge when cars and buses move over it is 7-10 thousand passengers per hour, and if a tram line is built along the bridge, it will increase by 3-4 times. At the same time, the carriageway for the tramway will need to be expanded by only 7 m.
In addition, the central diameter, bypassing the city center, will provide connections between all radial directions of the metro, urban railway and light rail lines. The eastern section in the future will be extended to the area of promising development - the Klyuch-Kamyshensky plateau and a number of microdistricts of the Oktyabrsky district to the Volochaevskaya metro station.
The principle of integration
One of the key points of the concept is the principle of integration embedded in it. High degree The connectivity of light rail lines both with the existing tram network and with other types of urban transport forms an urban transport framework, the components of which are also the subway and the railway.
A modern approach should involve convenient transfers from one mode of transport to another. Therefore, the concept provides for the development of complex interchange hubs: on the squares of Marx, Trud, Kalinin and in a number of other key places in the city. With full implementation of the light rail proposals, the existing tram network will be used by about 25%. This will ensure the preservation of transport corridors for the tram and exclude new development in those areas.
It is necessary to dispel the misconception that the concept cancels the development of the subway in Novosibirsk. The document provides for the development of interchange hubs at a number of metro stations and linking light rail routes to them, which will not only ensure a comfortable trip and transfer from one type of urban transport to another, but will also load existing metro lines without significant capital investments. The high-speed tram will not replace the development of the subway, but will only harmoniously complement it.
Now the linkage of the "Concept for the construction of the Novosibirsk high-speed tram until 2030" is being carried out. with newly developed urban planning documents - detailed plans of various districts of the city of Novosibirsk. It is important to prioritize the development of high-speed modes of transport so that existing and prospective development does not become an obstacle to the implementation of specific transport construction projects in the city. Architects often forget the postulate about the primacy of transport infrastructure when creating a comfortable living environment for citizens and put outdated solutions (buses and minibuses) into detailed planning projects.
With regard to capital investments, the implementation of the concept provides for an estimated investment of 13.4 to 16.7 billion rubles. for various options. Payback period - from 15–17 years. This corresponds to the payback period for the construction of transport systems in the cities of Western Europe.
With comparable capital costs, the city can get only 3-5 metro stations, which, at the current pace of construction, the citizens will have to wait for many years, and their coverage of the city territory will remain extremely low. If the concept of building a high-speed tram is fully implemented, this will dramatically improve transport services for a significant part of Novosibirsk.
Implementation Issues
The introduction of LRT in Russian cities is hampered by problems that can be conditionally divided into three groups. The first is a legislative issue. In Russia, there is still no unified law on urban passenger transport, which would clearly regulate the interaction of federal, regional and local authorities and transport service operators, stipulate clear and transparent conditions for holding competitions for transportation, indicate the general responsibilities of local administrations in the field of organizing transportation , criteria for the choice of modes of transport, their interaction with each other, were legally established. Such a law should be based on clear criteria for the quality of public service in urban passenger transport. A special place in the law should be given to the development electrical types transport and their protection from voluntaristic, often deeply unprofessional decisions of local authorities to reduce the share of electric transport in transportation.
Unfortunately, the Town Planning Code of the Russian Federation has not yet been amended to oblige local authorities the authorities to develop integrated transport schemes based on the master plans of cities and agglomerations, through which it would be possible, in particular, to solve the issues of long-term transport planning, the creation of protected zones free from development intended for promising transport corridors.
The second group of problematic issues is related to the lack of a modern regulatory and technical base, including for the implementation of LRT systems. Today in Russia there is no clear definition of light rail transport. Often, this term is understood as a light rail, but in fact it is somewhat wider. LRT are integrated systems, such as tram lines for normal street and fast traffic, separate lines for high-speed traffic up to completely isolated ones. The so-called light metro systems may also fall under this term.
For the successful implementation of LRT, it is necessary to develop new technical regulations that describe the requirements for rolling stock, track devices, methods of integration with other modes of transport, including individual, energy supply systems, maintenance, traffic management, etc.
Such “archaic” regulatory requirements clearly hinder the introduction of light rail transport, such as, for example, the limitation of the distance between lines and buildings in the current SNiP, which in new construction should be at least 20 m from the axis of the track. Instead of limiting the distance, it is necessary, following the example of Europe, to introduce norms for limiting noise, vibration and other impacts. It is necessary to abolish tram speed limits on bridges, flyovers, and tunnels. There are also no technical standards governing the construction of underground tram lines and stations. As a result, the underground tram sections in Volgograd were built according to the standards of the classic for the USSR "heavy" subway with a corresponding cost of up to 100 million euros per 1 km of the given shallow two-track section, while underground tram sections abroad have a reduced cost of up to 30-50 million euros for 1 km.
Recently, it has become a big problem for residents of the capital region to get to the metropolis on time and quickly. Light metro in the Moscow region 2019 should solve this problem and open up prospects for the further development of the Moscow region.
Light Rail Construction Project
The authorities of the Moscow region started talking about the new transport back in 2013. After that, the design of this type of transport began. The launch of high-speed trains that will connect 20 cities of the Moscow region was scheduled for 2019. However, in 2017 the government changed the concept of this transport. According to their plan, now the LRT should be connected with the Moscow metro. It's about about stations:
- "Nekrasovka";
- "Chelobitevo";
- "Kotelniki";
- "Volokolamskaya";
- Myakinino.
The first two are only planned to be built. This fact is associated with the delay in the construction of light rail transport.
Currently, all highways going to the cities of the Moscow region pass through the Moscow Ring Road. This creates a lot of inconvenience. A new mode of transport should eliminate this problem. It is planned that the LRT will unload both railway transport and car roads suburbs. This will make the movement of residents of the Moscow region more comfortable. In addition, light rail transport will open up new prospects for the development of the Moscow region and improve the environmental situation in the region.
According to the project, the first section should connect Domodedovo and Podolsk. The design and commissioning should take, according to experts, about four years. The total costs will amount to 57 billion rubles. The launch of the “high-speed tram” is generally scheduled for 2022. Ten stations are planned on this line.
Then the construction of the next LRT line will begin. It will connect Ramenskoye and Domodedovo. This branch will pass through Zhukovsky. Its length will be 35 km. The cost of the first launch complex will be one hundred and seven billion rubles.
The listed cities of the Moscow region were not chosen by chance. Automobile routes in the south of the Moscow region are the most intense. In addition, the passenger flow of Domodedovo Airport is constantly growing. Already now it is equal to thirty million people.
The commissioning of the first part of the LRT will also make it possible to connect the railway points of the Ryazan, Kursk and Paveletsky directions of Russian Railways. This will enable residents of the Moscow region not to visit the capital in order to use rail transport.
Scheme of LRT Moscow region
The new transport will have the following scheme:
The construction of the LRT will take eleven years. By 2028, fifty stations should be launched. Total length will be 245 km. It brings together all the important settlements areas, railway stations and airports.
A distinctive feature of the light rail
The LRT trains will consist of three double cars, equipped according to the latest standards. Each wagon will have:
- climate control system;
- surveillance system;
- air conditioning;
- WIFI.
The train will move at a speed of 80-100 km/h. The interval between trains will be a couple of minutes, as in the Moscow metro. Soon, residents of the Moscow region will be able to get to Domodedovo Airport in a matter of minutes, instead of the current 1.5-2 hours. The train can carry five hundred people. Sixty million people will benefit from LRT annually.
Who finances the project
Specialists who design the light metro claim that it will cost about 259 billion rubles. This is a large amount even for Moscow. Each kilometer of such transport will cost 1.5-2 billion rubles.
About ten domestic and foreign companies expressed their desire to implement the project. They are ready to compensate the costs by twenty percent. Investments will be returned, both by paying for tickets for the light metro, and by developing the territories adjacent to the LRT. The approximate price of the ticket will be commensurate with the cost of travel on suburban transport.
It is planned that next to the light metro there will be new shopping malls and other infrastructure. The land will be redeemed by the state, but the construction of new facilities will be carried out by investors from China, Germany and France.
Representatives of Russian financial circles also expressed their desire to participate in the project:
- VTB Bank;
- Sberbank;
- Eurasian Development Bank, etc.
Among the investors of the project: "Morton" - a company engaged in the construction of houses in Vidnoye. This organization is ready to finance a branch directly to their housing estates. This is about 280 million dollars.
Part of the investment will be invested by Uralvagonzavod and other enterprises. It is planned that the rolling stock will be built at domestic enterprises. This means that many Russians will benefit from the light Moscow metro, as their enterprises will work on LRT orders.
Also participating in the project were:
- Alstom Company;
- CPPC;
- Russian fund direct investment.
Western partners, including Siemens, will also take part in the construction.
What stage is the construction in now?
As one of the leaders of the SETEK MO company, which develops this type of transport, stated, in 2018 the LRT concept will be finally approved and competitive design will begin. The construction of a line from the Kuznechiki microdistrict of the city of Podolsk to Domodedovo Airport will start in 2019. The length of the section is 36 kilometers. It is also planned to build a new depot on this branch.
A competition has already been announced for design work for the next LRT line from Domodedovo to Ramenskoye, 33 km long.
At the third stage, this branch will be connected to the Zhukovsky airport. The length of this section is 5.4 km.
In general, in 2019, the first line with a length of 74.5 km is to be built.
Among the positive trends associated with the launch of LRT in 2022, experts name in the suburbs. This cannot but please the inhabitants of this region.
With this post, I continue the series about various transport systems that are being developed, are undergoing trial operation, or have already begun to develop, but remain a curiosity, or receive a major update in their application. Conventional names - Promising local transport / Promising high-speed transport.
The article is great, I cooked for many hours. If it arouses interest - do not remain indifferent - recommend with an arrow.
Brief background of a promising mode of transport for Russia
It would seem that the tram is an ancient invention of mankind. Indeed, the prototype of an electric tram - a horsecar (a tram car on rails, driven by a pair of horses) appeared in the 1830s. The horse tram was electrified in the 1880s. After that, 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 revive 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 - a light rail. Relatively budgetary in terms of cost, it is a real alternative to laying an expensive subway and setting up a full-fledged railway connection. Features at the same time: a direct high-speed connection of nearby cities, with the passage of transport as close as possible to the housing or place of work of citizens, the docking of key tram stations with other types of urban transport and the arrangement of transport hubs in these places.
In order for this speed to be high, it is necessary to create a serious infrastructure system (leased lines on the streets, electrified intercity railway lines, flyovers, bridges, tunnels, traffic lights, stopping points-stations, transfer hubs, electrical substations) and fundamentally the new kind rolling stock. This is what the article will be about.
LRT, aka High-Speed Tram and Metrotram as a kind of high-speed tram in Russia
In Russia, back in Soviet times, 2 tram projects were implemented, partly with high-speed sections: in Volgograd - 17 km and Stary Oskol - 27 km. In Volgograd, part of the route passes underground and along overpasses, so it belongs to a variety of LRT - metrotram. But, of course, with their long and outdated infrastructure, they are not comparable to the LRT of the 21st century.
Currently, other light rail projects are in various stages of preparation and implementation in 10 cities and one region. But it should be noted the difficult fate of all these projects - some have been discussed for many years, some are being designed for a long time, others will not start construction in any way, somewhere the construction sites have been frozen.
Therefore, RLT in Russia can be confidently attributed to a promising local transport.
The closest in time to the beginning of implementation, the longest, most complex in terms of scope of work and the largest in terms of financial resources is the projected LRT system in the suburbs-Moscow. 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 phase plan. We will consider this system in detail.
Ideology of the LRT system
Unlike the subway, 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 subway. World practice does not divide the tram into types of "high-speed" and "traditional": 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 traffic intensity of the tram and crossing flows.
model 71-631 in Zlatoust, outside the city
The key is the ability to change the speed limit in the course of the tram train. The tram route can start on a traditional network on a combined or separate track, and when several lines merge in a section with a high traffic frequency, move to a completely isolated track in the same way as a car from regulated streets to expressways. Such a scheme has been applied in a number of cities around the world (Boston, Philadelphia, San Francisco, Cleveland, Frankfurt, Hanover, Cologne, Antwerp, Vienna and other cities).
Parisian tram on a dedicated line, previously there were 2 car lanes
For passenger traffic from 4 to 18 thousand passengers. per hour (t.p.h.) in one direction, the subway is not efficient in terms of cost and construction time. On streams from 18 to 25 t.p.h. (more than 30 pairs of trains per hour), it will be necessary to create an isolated route without single-level crossings for both the tram and the metro. World experience shows that in the corridors from 4 to 25 t.p.h. the tram provides the maximum quality of transportation (speed, reliability, direct communication). No other modes of transport can compare with the tram in terms of economy, scalability, ease of use, fit into the surrounding urban environment.
Tram station in Prague
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Over the past 20 years, the tram has been reopened in more than 100 cities around the world, including London, Paris, Madrid, Los Angeles. Since 1987, the rate of opening of new tram systems has been 2 times higher than the rate of creation of new metro systems. About 100 RLT 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 declared and primary plans were described for the total length of LRT lines in the Moscow region, in accordance with the territorial planning scheme, at the rate of 593.6 km. At the same time, the volume of investments in the development of the system in the Moscow region until 2030. was estimated by experts at 11.9 billion dollars. 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 scheduled for 2014), Kubinka - Povarovo - Bely Rast and Domodedovo - Danilovo - Rossiya Park.
In addition, the high-speed tram was supposed to connect Butovo and Domodedovo via Shcherbinka, Rumyantsevo and Butovo, Noginsk and Elektrostal near Moscow, as well as Stupino, Voskresensk and Orekhovo-Zuevo. Another line was planned for laying - from the Moscow metro station "Krasnogvardeiskaya" ("Zyablikovo") to Domodedovo airport and from the metro station "Shchelkovskaya" to Balashikha.
The deadline for the implementation of the pilot line between the Domodedovo airport and the Krasnogvardeiskaya metro station, 24.5 km long, was 2015. Among the first planned was the route from Balashikha to the metro station "Shosse Entuziastov", where a transport interchange 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 trams will move along special flyovers, while developing a speed 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 a rare connection by electric trains, this should have been a breath of fresh air.
Primary scheme
Also, the authorities of the Moscow region considered the possibility of creating a high-speed tram line from Khimki near Moscow to the Planernaya metro station of the capital at the expense of private investment.
So far, all these plans have not been implemented, despite the past initial deadlines for their implementation. But since the transport problem in the Moscow region is extremely complex and continues to worsen, a gap at the end of the path nevertheless appeared - the other day, the architects of the Moscow region approved the planning project for the first section of the LRT system and specified other routes in the whole of the Moscow region.
The project for planning the first stage of the high-speed tram from Podolsk to Ramenskoye was 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 draft plan for the launch segment 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 tram's chord 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 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 carry about 50 million passengers.
Expected effectiveness of LRT
As noted in the document, about 7 million square meters are annually introduced in the Moscow region. meters of housing (the Moscow region is in first place in Russia in terms of housing commissioning). With such construction rates, by 2025 the population of the region will be more than 10 million people. The Moscow region is the third most densely populated subject Russian Federation(after Moscow and St. Petersburg). The daily migration of the population 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 work 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 decrease in the traffic load on existing roads after the launch of the LRT, according to experts, will be 25%.
Updated plans for 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 on the territory of the Moscow region will be 192 kilometers, on the territory of Moscow - 54 kilometers. The line will "pick up" eight stations of the Moscow Metro: three existing - Kotelniki, Volokolamskaya, Myakinino and five planned ones: Nekrasovka, Chelobitevo, Rasskazovka, Stolbovo, Kommunarka. Max speed light rail traffic will be 100 kilometers per hour, the average - 45 kilometers per hour. The number of wagons is over 100. The cost of the project is estimated at 3 billion euros.
The LRT development project is divided into 4 start-up 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"
with a length of 74 kilometers is scheduled to start in 2017. The first stage of the construction of the line, the section "Podolsk-Domodedovo", will be 36 km, the second - "Domodedovo-Ramenskoye" - 30 km. According to the project, the construction of interchanges is expected, which will bring the transit flow from Klimovsk to Moscow to the federal highway M2 "Crimea".
The capacity of the line will be up to 300 thousand people per day, and the trip along the route will take 40 minutes instead of two hours. It is expected that by 2020 the passenger traffic of the LRT on the section "Podolsk - Domodedovo - Ramenskoye" will be 10 thousand people per hour, and by 2030 it will grow to 20 thousand people per hour. It will accommodate 8 transport hubs (TPU) and 8 stopping points. Light rail transport (LRT) lines will run along roads, over bridges and overpasses at existing interchanges, across 37 overpasses, overpasses and bridges in total. Roads from urban centers and main highways will be laid to the TPU. Fences are provided along the entire length of the route.
Scheme of the first complex
The high-speed ring tram line will run from the Grasshoppers microdistrict of the city of Podolsk to the Ramenskoye station of the Ryazan direction of the Moscow Railway. From Podolsk, the tracks will pass to the border with the Domodedovo urban district in the same corridor with the Starosimferopolskoye highway, and then the LRT will pass in the transport corridor with the Podolsk - Domodedovo - Ramenskoye - TsKAD highway to the Ramenskoye TPU.
According to the project, high-speed tram stops will be located in the area of large cities near Moscow: stopping point (OP) "Globus" (in the city of Podolsk, near the shopping centers "Leroy Merlin" and "Globus"); OP "Sosnovaya" (in the city of Podolsk, in the area where Sosnovaya Street adjoins Starosimferopolskoye Highway); OP "Yusupovo" (on the territory of the urban district of Domodedovo, in the area of the planned residential complex "Yusupovo-Park"); OP "Aviation" (on the territory of the Domodedovo city district, in the area of the platform "Aviation" 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 under construction "Ramenskoe").
Capital plans for the creation of LRT
In the capital, they also plan to organize a light rail system. In Moscow, they want to build three lines - Biryulevskaya, Lianozovsky 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 Krasny Mayak Street, where it will merge with the existing tram line, then the route will lead to the southern vestibule of the Prazhskaya station, cross Kirovogradskaya street, Varshavskoye shosse, Kurskoe the direction of the railway and will go to Biryulyovo West and East. 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 metro stations "Altufievo" and "Medvedkovo". The line in the east of the capital will connect the Ivanovskoye district and the Highway Entuziastov station. This will allow residents to get to the metro twice as fast.
Project problems
Alexander Chekmarev, deputy head of the Probok.net expert center, believes that the LRT project is still "raw" at this stage. "The route of the line itself is not well 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 projected high-speed tram stops. “At the intersection with the Paveletskaya railway, there is a crossing without a transfer. If a transfer is possible, then the Aviatsionnaya platform will have to be moved, but the problem is that it is located outside the main building of the city of Domodedovo,” he noted. “It turns out, after the station "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 need a direct connection. 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 large cities, all the more there is access to the airport, and the airport generates several thousand jobs,” the expert emphasized. sparsely populated territories, 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 located 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, 13 transformer substations are planned to be built to provide power to light rail transport, the developers are considering two main configurations of external power supply systems: a dedicated external power supply system for each transformer substation and a looped power supply system.
The importance of the project for the economy and development of the region
But the director of the Institute of Transport Economics and Transport Policy high school economics Mikhail Blinkin is sure that the chord transport line of the high-speed tram will help solve transport problems in the Moscow suburbs.
“In the Moscow suburbs, there are very few chord links that directly connect cities, bypassing Moscow. The new link is a huge contribution to mobility, the ability for residents to choose a place of work not in their city and not in Moscow,” the expert explained.
Blinkin added that the areas where the first section of the 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, 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 fare for the Moscow region will be acceptable compared to other types of surface 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,” Vladislav Gordienko noted.
What modern trams can be used on future LRT high-speed lines
1. Consider the products of the plant with the most mass production of trams - the Ust-Katav Carriage Works - 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 long tests and adjustments 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
It is not planned 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, a completely low-floor model, 71-633, was developed at the plant, the basis for which was 71-631 (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. In test mode, 1 is operated in Samara. But this model has a low speed - 75 km / h, while on high-speed lines it should reach up to 100 km / h
2. In addition to these models, in Moscow, St. Petersburg and Krasnodar, since 2014, 9 new low-floor three-section Vityaz trams 71−931 of the Tver PK "Transport Systems" and the Krasnodar "KTTU" have been operated. Within 2 years it is planned to reach the design capacity - 24 three-section trams per year. But again they have a maximum speed of -75 km / h
3. Several more articulated modern imported trams were operated, for example French:
4. In 2015 there was a lot of excitement around the serial 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 salon accommodates over 250 passengers. The basic package includes GLONASS navigation, GPS, Wi-Fi, 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 icing. But after the announcement of its price of 50-70 million rubles. (depending on the configuration) there were no people willing to buy 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 Lviv, Electrontrans joint venture together with TransTec Vetschau GmbH (Germany) produces a low-floor tram car from five sections Electron T5L64 (the same for 250 people capacity). 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 devices for supplying sand to the rails during slipping and braking, asynchronous traction motors. In the braking mode, it is possible to regenerate electricity into the contact network (energy savings of up to 40%). If necessary, you can install an air conditioner in the passenger compartment (the driver's workplace air conditioner is included in the basic package). But the probability of concluding a contract with a Ukrainian enterprise is extremely small (for well-known reasons, at least St. Petersburg was forced to abandon the purchase after the disruption of the paid delivery).
Alstom Citadis 402 in French Tour
Customizable appearance and configuration for the needs of a particular city is a basic function of modern Western tram models. For example, another Alstom product, the Citadis 402 multi-section model, which measures up to almost 50 meters, may look completely different in Paris and Dublin. The most spectacular view in the French Tour: instead of a pantograph, the tram uses the lower current collection from the third rail, and the train itself looks like an Apple gadget. Alstom is one of the most widespread 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, one of the variants of the domestic tram will be used after modifications and setting the optimal price.