Light rail transport LRT. Prospects for light rail transport in Russian cities. Additional infrastructure to support the project

Recently, it has become a big problem for residents of the capital region to get to the metropolis on time and quickly. The 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 project

The Moscow region authorities started talking about new transport back in 2013. After this, 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, the LRT should now be connected to the Moscow metro. We are talking 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 routes going to the cities of the Moscow region pass through the Moscow Ring Road. This creates a lot of inconvenience. New look transport should eliminate this problem. It is planned that the LRT will relieve congestion on both railway transport and highways in the Moscow region. 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. According to experts, design and commissioning should take about four years. 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.

Next, construction of the next LRT line will begin. It will connect Ramenskoye and Domodedovo. This line will pass through Zhukovsky. Its length will be 35 km. The cost of the first launch complex will be one hundred seven billion rubles.

The listed cities of the Moscow region were not chosen by chance. The highways in the south of the Moscow region are the busiest. In addition, the passenger flow of Domodedovo Airport is constantly growing. Already now it is equal to thirty million people.

The introduction 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 the Russian Railways. This will enable residents of the Moscow region not to have to travel to the capital to use railway transport.

LRT scheme for the Moscow region

The new transport will have the following scheme:

Construction of the LRT will take eleven years. Fifty stations should be operational by 2028. The total length will be 245 km. It will bring together all the important settlements regions, train stations and airports.

Distinctive feature of the light metro

LRT trains will consist of three double carriages, equipped to the latest standards. Each carriage will have:

• climate control system;
• surveillance system;
• air conditioner;
• WI-FI.

The train will move at a speed of 80-100 km/h. The interval between trains will be a couple of minutes, like 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 accommodate five hundred people. Sixty million people will be able to use the LRT each year.

Who is funding the project

Experts who are designing the light metro say that it will cost approximately 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. They are ready to compensate the costs by twenty percent. Investments will be returned both through the payment of tickets for the light metro and through the development of territories adjacent to the LRT. The approximate price of a ticket will be comparable to the cost of travel on suburban transport.

It is planned that new shopping malls and other infrastructure will appear next to the light metro. The land will be purchased 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 in the project: Morton, a company engaged in the construction of houses in Vidnoye. This organization is ready to finance a branch line directly to its housing estates. This is approximately 280 million dollars.

Part of the investment will be made 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 interested in participating in the project:

• Alstom Company;
• CPPC;
• Russian Foundation direct investment.

Western partners, including Siemens, will also take part in the construction.

What stage of construction is it at now?

As one of the managers of the SETEC MO company, which is developing this type of transport, said, in 2018 the LRT concept will be finally approved and competitive design will begin. Construction of the line from the Kuznechiki microdistrict in 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 line.

A competition has already been announced for the design work of the next LRT line from Domodedovo to Ramenskoye, 33 km long.

At the third stage, this line will be connected to Zhukovsky Airport. The length of this section is 5.4 km.

In total, the first line with a length of 74.5 km will be built in 2019.

Among the positive trends associated with the launch of the LRT in 2022, experts name in the Moscow region. This cannot but please the residents of this region.

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 the train are the same as for other trains. vehicles. But there are some features:

When buying tickets, you need to give preference to medium-sized 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) means are an insufficient margin of safety 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 technology for operating technical equipment, leading to premature depletion of resources, and violations of technology maintenance and repairs, leading to incomplete and untimely restoration of the safety margin. These same reasons include the degradation of technical means caused by chemical and physical processes in the materials of the elements, even if the technologies of operation, maintenance and repair 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 5th International Conference on Light Rail Transport took place in Australia, Melbourne, whose tram network is one of the most developed in the world and the largest in the Southern Hemisphere.
The two-day conference was called "Light Rail Transport and Viable Cities", was timed to coincide with the 2nd UITP Congress on the Asia-Pacific region and the exhibition "Urban Transport 2000". The joint holding of these events became the largest event in the life of the transport community in the Southern Hemisphere. The final document of the event was the adoption Melbourne Declaration, which, together with Dresden, are today fundamental documents when making urban planning decisions in the vast majority of countries in the world.

• Conference participants heard reports from leading experts from all corners of the globe on topics such as: “Why light rail transport is the most attractive alternative to passenger transport for a viable city”, “How to build a business plan for the deployment of a light rail urban transport network”. Delegates were briefed on the latest light rail developments and implementations from cities such as Paris, Kuala Lumpur, North American cities, Zurich and Melbourne.
• The Light Rail Conference was of particular interest to rolling stock and equipment operators and developers, city planners and managers, consultants and suppliers. It also covered in detail the issues of marketing and information for passengers, and other aspects of the operation of light rail networks. The conference brought together about 500 leading professionals in the field of public transport from all parts of the globe from 35 countries.
• The exhibition "Urban Transport 2000", which took place at the Melbourne Convention Center, included all the main participants in the international transport market. 80 companies were registered to participate in the exhibition, which placed their exposition on an area of ​​4 thousand square meters.

The main conclusions that can be drawn from the material presented:

1. LRT is today the most dynamically developing public transport in major cities of the world.

2. LRT is a faster mode of transport than buses, trolleybuses and traditional trams, which have greater carrying capacity.

3. For most large cities in the world, and even Russia, LRT is a highly efficient alternative to the metro.

4. LRT, as an environmentally friendly electric transport, largely solves environmental problems in large industrial cities.

5. LRT has significantly (an order of magnitude or higher) higher carrying capacity than personal vehicles, which makes it possible to solve with its help the problem of limited capacity of the road and street urban network, eliminates the need for its significant expansion and reconstruction, and reduces maintenance costs.

6. LRT, which is especially important in modern conditions fuel crisis, allows for significant savings on the national consumption of fuel and energy resources, because per one passenger-kilometer LRT 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: concession approach, combination of private and public capital, provision exclusive rights investors for the development of adjacent territories, for supply routes with other public transport (buses), etc.

The industry in the field of rolling stock for LRT is actively developing. Presentations at the Conference and the accompanying Asia-Pacific Public Transport Exhibition featured many new vehicle innovations.

ALSTOM, among other things, presented a comprehensive project CITADIS, which ensures the company's participation in the creation or reconstruction of an LRT system from the design stage to turnkey launch 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 concepts EXTRAPOLIS (X"TRAPOLIS) and CORADIA (CORADIA) - 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 for the modernization of tram and LRT rolling stock during major overhauls at specialized repair plants around the world.

Also of interest is the direction of development of the design activities of another transnational company ADTRANS, which specializes more in rolling stock and infrastructure for railways and subways. However, this company also shows interest in LRT and high-speed off-street transport on new principles, for example: passenger transport shuttles at the Singapore airport, LRT rolling stock for Berlin, etc. A modular principle is also used, on the basis of which projects are implemented: INNOVIA - automatically controlled transport systems, INCENTRO - 100% low-floor rolling stock for LRT, MOVIA - rolling stock for the metro, ITINO - " rail buses."

A number of bus manufacturing companies also took part in the exhibition. Of interest is the chassis design proposed by METROTEC International for buses with ultra low level floor (25 cm) and can accommodate up to 82 passengers.

An interesting CIVIS project was presented by IRBAS, a subsidiary of MATRA and SIEMENS. This project proposes a universal urban passenger vehicle that can be driven by both diesel and electric power (trolleybus). The cutting-edge design of this vehicle is closer to the appearance of LRT rolling stock than traditional buses.

Representatives of Russian cities showed great interest in developments in the field of LRT. At the exhibition, negotiations were held with representatives of these companies about the possibility of their participation in the preparation of projects, attracting investors and participation in the supply of rolling stock and other equipment. Of particular note is the active search for foreign partners of the representative of Rostov-on-Don. This city has already exceeded the population level of 1 million people, and the city requires modern high-speed transport. However, building a metro system is extremely expensive for a city, so LRT may be the most effective alternative. Agreements were reached with representatives of leading companies to establish working contacts, exchange information between Rostov-on-Don and these companies, and establish cooperation.

A working meeting was held on the same topic with the representative of the EBRD, Guido Bruggerman, who participated in the Conference and was sent by the bank from London 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 assistance would be provided in bringing this to the special attention of the EBRD Moscow office. According to Guido Bruggerman, he may soon be in Moscow to get acquainted with investment projects proposed by Russia on urban transport.

Considering the lack of experience in design and feasibility studies for the construction of LRT systems in Russia, an appeal was made to UITP to provide assistance in such work on one or more pilot projects. The UITP management responded positively to this request, and a meeting was held with the chief manager of the UITP Department for Program Research, Stefaan Willequet. In the near future, he promised to give proposals (recommendations) for companies specializing in the field of consulting in urban transport, with experience in LRT, and with authority over leading banks, which Russian cities will be able to attract to receive loans (including the EBRD, IBRD ).

Separately, a meeting was held with UITP President J.-P. Bailly and UITP Secretary General G. Rath on issues of expanding and deepening contacts between Russia and UITP. Today, UITP members are the main associations and unions of transport enterprises working in the field of urban public transport: the Metro Association, the GET Association, and RAS. Members of UITP are individual transport enterprises, their number is small. As well as individual manufacturing plants. It is obvious that more active representation and cooperation with UITP is necessary for transport enterprises, manufacturing plants, city administrations (transportation customers), for which a separate committee is provided.

During the meeting, UITP leaders highly appreciated such a representative participation of Russia in the Conference and expressed gratitude for the message conveyed by AP. Nasonov. They outlined the position of 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 subject basis (i.e. by mode of transport: bus, LRT, metro, administrative department, 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 noticeably lag behind developed European countries in their development, which affects 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 countries in Central Asia. Considering that these countries have common problems in the field of urban transport, a proposal was made to unite them into the Euro-Asian Assembly with a certain leading role in this assembly for Russia. Of course, the freedom of each UITP participant 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 magazine in Russian has begun, and a group has been created to ensure working contacts with UITP (in particular, this group provided the technical side of organizing the trip of the Russian delegation to Melbourne at a high level). D. Gaev is the vice-president of UITP, all members of the Metro Association (including those from the CIS) gradually became members of UITP.

UITP is ready to make certain concessions and relaxations to organized participants from the Euro-Asian Assembly, reduce the level of contributions and fees for participation in UITP events, and provide simultaneous translation into Russian in case of large representation. UITP leaders expressed their readiness to 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 to implement projects.

Given the large scale of Russia, large number cities in it, etc. UITP calls for more active cooperation with its bodies state power, primarily the Ministry of Transport of Russia. A wish was expressed for representatives of the Russian Ministry of Transport to participate in a larger number of events, and an invitation was received to take part as the head of the Russian delegation at the 54th UITP Congress in May 2001.

A discussion was held of our 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, and to assist in attracting sponsors to this conference. An agreement was reached to carry out 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, a meeting of the First Assembly of the UITP section on LRT was held. Delegates from 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, the final provisions of the 5th Conference on LRT and the Melbourne Declaration on the importance of LRT today for the cities of the world were adopted.

At the Assembly it was noted that the International Association of Municipal Electric Transport Workers of Russia and the CIS turned 10 years old 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 of creating an LRT are high and hence it is necessary to select a specific type of LRT to solve specific tasks for the transportation of passengers in a given city. LRT is ideal for transporting from 2,000 to 10,000 passengers per hour in one direction (with the 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, it is necessary to have a minimum passenger flow (for example, at least 1500 passengers/hour in one direction) to ensure the efficiency of operating costs. Below this figure, buses or other intermediate modes of transport can be used more efficiently, and LRT is advisable to be introduced at a later stage.

2. Speed ​​and regularity.

Due to its technical characteristics, LRT rolling stock accelerates quickly and is capable of maintaining high speeds. Due to the design features of the system, for example, a modern track, priority of crossing intersections, etc., LRT rolling stock can move at a good speed (more than 25 km/h), which reduces the time a passenger spends on the road. In addition, there are no traffic congestions on the streets.

The accessibility of such a transport system, high speed and regularity are also achieved thanks to measures to reduce the waiting time of passengers at stops, due to the low floor of the rolling stock, wide doors, ticket sales in the carriage, 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 a good road surface provide a smooth ride. The attractive design of the carriage helps convince potential passengers to leave their car and use public transport. Low-floor LRT cars are becoming increasingly 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 attract passengers to the LRT.

5. Security.

LRT is many times safer than driving a personal car. Separate roadways and priority at traffic lights reduce the risk of accidents. Passenger uncertainty can be reduced if cities and carriers better design stops and take other necessary measures.

6. Environmental cleanliness.

Operating on electricity, LRT does not pollute the streets with exhaust emissions. Modern equipment makes it possible 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 by maintaining the cars and track in good condition. A path covered with modern grass (a “green path”) not only reduces noise, but also makes a visually pleasing impression.

7. Ability to adapt.

LRT can operate in any urban or suburban environment. It is better if it moves along the ground track, but if necessary, the cars can pass underground or above ground along an overpass. This type of urban transport is excellent for serving pedestrian areas in city centers. LRT trains can move along the railway track and operate simultaneously with conventional railway transport. The simultaneous movement of different vehicles on the same rail bed, 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 intraregional and interregional 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 attract passengers to public transport. Experience shows that private car owners are increasingly becoming passengers on new or upgraded light rail systems. As a result, LRT helps reduce traffic congestion, reduce the need for parking spaces for private cars, and increases the efficiency of using 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 retail businesses. 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 as a whole.

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 city streets, 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 implemented in several stages. At the same time, the benefits from using this system should be obtained already at early stages project by both passengers and carriers. Initial street service or uniform rolling stock can reduce initial capital costs and attract private partners. This will reduce the risk of excessive costs and the length of the initial transport period.

Prospects.

Over the past decades, LRT has developed successfully. This is likely to continue as... The prerequisites for LRT success still exist.

In addition, there are several new trends that can accelerate the development of LRT in the usual conditions, and can also create new markets and areas of application

Technology.

Technological solutions in the field of LRT are constantly being improved. Over the past 15 years, low-floor technologies, asynchronous drive control, and modular vehicle design concepts have been widely introduced. Trends in the near future will include the use of composite materials, measures to reduce energy consumption, and ease of repair and maintenance.

In addition to the classic 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 for off-rail and off-rail propulsion.

Accessible light rail.

Successful examples of the implementation of this approach are shown by LRT systems in Istanbul and Tunisia, where passenger flows are very high.

High investment costs often hinder the planning and creation of LRT systems. New financing technologies, such as public-private partnerships, can help finance new projects. A simpler, more basic version of LRT, both in terms of carriage and infrastructure, could make LRT accessible to developing countries.

New application.

LRT does not have sufficient capacity for mass transportation over long distances in large 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" moving along the railway track in rural areas and in the suburbs and entering the city along classic light rail tracks, allowing for direct travel on routes between the city and the countryside.

Conclusions.

LRT has proven that it can reduce the dependence of city residents on private cars and has many other benefits that benefit the city.

Over the past few decades, LRT has successfully developed, and there are all prerequisites for its equally successful development in the future.

UITP is confident in the importance of LRT and its positive contribution to increasing the mobility of urban residents in the future. UITP expresses its intention to support the development of this mode of transport throughout the world.

The possibility of launching such transport as high-speed trams in the Russian capital has been discussed for a long time. In 2005, the project for laying such a line was presented at one of the press conferences by the chairman social movement“Muscovites for the tram” by A. Morozov, UITP representative V. Tikhonov and editor of the publishing house “Zheleznodorozhnoe Depot” A. Myasnikov. The prospects for the development of this have been considered by the capital authorities for a long time. At the moment (2015), a decision has been made to implement four high-speed tram projects: to Biryulyovo, to the Lianozovo platform and to the Ivanovskoye and Severnoye districts. It is planned that all these branches will begin to function in the coming years.

How the idea came about

In Europe, high-speed trams are used quite widely. There are such lines in our country: Ust-Ilimsk, Kazan and Stary Oskol. Of course, they are not particularly large-scale, but they received very good reviews from the townspeople. In Ukraine, in Kyiv, such trams were launched back in Soviet times - in 1978. So the idea of ​​​​using these light, fast and at the same time economical vehicles cannot be called new. According to the authorities, by introducing trams, the load on other types of passenger transport can be significantly reduced. With such lines, it will be much easier for residents of the capital and its guests to get to the metro, to remote areas of the metropolis, or perhaps even to satellite cities.

What is light rail

What is this type of vehicle and how convenient can it be? According to SNiP, high-speed lines are those lines on which trams can travel more than 24 kilometers in an hour. The main features of such highways also include:

• Isolation from street traffic and (full or partial).
• Very long stretches and a limited number of stops. In the projects of Moscow lines, a distance of at least 700 meters is provided between the latter. For comparison: a bus travels approximately 300-400 m from stop to stop.
• Use of tram trains with a length of at least 28 meters.

The high-speed tram in Moscow, according to the projects, will fully comply with all these standards.

Advantages of light rail

The construction of a line of this relatively new type of transport in Russia is considered by the Moscow authorities as a very good alternative to the metro, buses and trolleybuses. According to the Administration, high-speed trams will make moving around the capital much more convenient. ground transport combines the best qualities of both metro and buses. Its main advantages are:

• High speed of transportation. 24 km/h is only the lower threshold for the movement of such trains. In practice, trams of this type can travel at speeds of up to 80 km/h. With fewer stops, travel time is reduced even further.
• The construction of a high-speed tram route costs 10 times less than the construction of a metro line of the same length.
• This type of transport is considered more convenient than the metro. After all, passengers do not have to go underground. Its throughput capacity is not much different from that of the metro.
• A high-speed tram, the speed of which in practice is actually quite high, also does not experience any difficulties when driving in ice and snow (unlike the same buses and trolleybuses).
• Since this type of transport does not depend on traffic jams, it never deviates from the developed traffic schedule.
• An important advantage is that this type of vehicle is absolutely environmentally safe.

Disadvantages of light rail

There are practically no downsides to this type of transport. Some disadvantages include only the need to build a separate roadway, which significantly increases the width of city highways. The additional load on city power grids can also indirectly be attributed to the disadvantages of such transport as high-speed trams. However, since such compositions do not consume too much energy, this disadvantage is not considered particularly serious.

Line to Biryulyovo

According to the project, this new highway in Moscow will be designed to transport about 150 thousand passengers per day. The tram routes of this line will run from the Prazhskaya metro station to the western and eastern parts of Biryulyovo. According to preliminary data, the travel time for residents of this area to the subway will be reduced by approximately 30%. If now Biryulyovites have to get to Prazhskaya in 70-85 minutes, then with the launch of the high-speed tram they will spend no more than an hour on the road.

The total length of this line will be 8.2 km. Part of it (2.1 km) will pass along an overpass. It is assumed that trams will run at intervals of 4-6 minutes. Their average speed will be 25-28 km/h. The travel time from the final stop in Biryulyovo to the Prazhskaya station will not exceed 10-12 minutes. The project provides for the arrangement of only ten stops (at a distance of 800 m). One of them will operate on the overpass.

Initially, it was planned to loop one of the lines in Western Biryulyovo. However, local residents objected and the project was revised.

Line to Ivanovskoe district

This is another project approved by the Moscow authorities. This high-speed tram line will connect the Ivanovskoye district and the Shosse Entuziastov metro station. According to the project, its length will be about 6.5 kilometers. The tram will stop six times along the route.

The construction of this line will improve transport services for 80 thousand residents not only of the Ivanovskoye district, but also of Perovo. The line will be designed for approximately 105 thousand passengers daily. After the launch of the line, residents of the districts will get to the metro in 30-40 minutes less.

Line to the Northern district

This route is also planned to be accepted in the near future. The length of the Severny line - the Lianozovo platform will be about 5.4 km. There will be five stops along the route. tram, as in previous cases, will be 25-28 km/h. Residents of the area will spend about 11 minutes traveling from the initial station to the final one. The route will be able to accommodate a load of 50 thousand people per day.

Line to Medvedkovo

From the Lianozovo platform station, another line will be built to the Altufyevo metro station. Further, the tracks will stretch to Medvedkovo. Below is a diagram of the high-speed tram from the Severny district to Altufyevo and further to Medvedkovo. Thus, the fourth route project is a continuation of the third. That is, after both of them are implemented, it will be possible to travel from the Medvedkovo station all the way to the Severny district.

Light rail and housing prices

Residents of those areas where such routes will be built will most likely receive another advantage. According to experts, the cost of square meters will increase in these parts of the city. Of course, the price increase will not be as noticeable as during the construction of, for example, metro lines. However, high-speed train routes are capable of housing in Biryulyovo, Severny and Ivanovo quite significantly.

In fact, the tram routes of all lines themselves were developed taking into account the wishes of residents of the areas where they are planned to be laid. So in any case, this type of transport will be as convenient, reliable and also very inexpensive.

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.

IN 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 the 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 ones. 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 SLT thanks to a complex of technical and organizational events, and not the presence of underground sections or interchanges at different levels, 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 intersections of the “high-speed tram” 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 the separation of the track 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

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, built 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 the traditional tram, average speed remains high along the entire length of the route (Sacramento: speed of service in the city center - 17.1 km/h, along the line as a whole - 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.

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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, carpool lanes (priority lanes for cars with several passengers on highways) are used for buses operating in express mode (without stopping, usually on suburban and intercity services).

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.