Tramvaj na ulicach Kieva:
Gespeichert in:
| Format: | Buch |
|---|---|
| Sprache: | Russian |
| Veröffentlicht: |
Kiev
Sky Horse
2011
|
| Schlagworte: | |
| Online-Zugang: | Abstract |
| Beschreibung: | PT: Trams on the streets of Kiev. - In kyrill. Schr., russ. - Zsfassung in engl. Sprache |
| Beschreibung: | 293 S. überw. Ill., graph. Darst. |
| ISBN: | 9789662536072 |
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Datensatz im Suchindex
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| adam_text |
TRAMS
ON THE STREETS OF KIEV
By Dmitry Yermak
Starting its life in the 19th century, the Kiev tram, the oldest urban passenger transportation vehicle, was the
major mode of transport used by the city dwellers for many decades. Along with the metro, the tram continues
to play this important role still today. Peering into remote past, captured on the rare black-and-white images,
we can trace how and by what Kievers traveled in the different years and epochs, and how the appearance of
houses and streets changed together with transport. Having passed rather difficult stages of formation and
development, the tram blended in Kiev's unique architectural environment and settled for ever in the still of
scenic streets of the eternally young and green "city on seven hills".
In the late 19th century, Kiev, with its trade and
industrial capacity, became one of the biggest cities
of Ukraine. As the economy advanced, the number of
townspeople and suburbs increased, and the separate
disconnected parts of the city merged into a single
whole through intensive housing and institutional
development on 'white' lands. It became harder and
harder for Kievers to get from one district of the city
to another, and only a few could afford to hire a speedy
horse-cab driver.
In autumn of
1879,
the first omnibus
-
the ancestor
of the public municipal transport
-
appeared in the city.
The city life, however, pressed for affordable and mass
means of transport. The first proposals on arrangement
of tram communication in Kiev went back to the period
between
1869
and
1873.1η
1880,
the Russian-American
company offered a project for the construction of two
horse-drawn tramways (municipal horsed railway).
In the
80s
of the 19th century, the other cities of the
Russian empire were well in advance of Kiev in terms
of public transport. The municipal horsed railways
were already in service in Saint-Petersburg, Moscow,
Odessa, Kharkov, Tbilisi and Rostov-on-Don.
Considering the overall lack of roads, the rail transport
had incontestable advantages over any other. The
fifteen-year-long failed negotiations between the city
council and various entrepreneurs incited a tender
process. Engineer Amand Struve became the winner of
the tender. In
1886,
concurrently with the conclusion
of the contract, Struve proceeded to setting up a
joint-stock company "Kiev city railway" (KCR). The
necessary parts of the rails were provided by Bryansk
rail mill. Kolomna machine engineering plant (KMEP)
supplied the first
24
horse-drawn railway wagons.
On
30
July
1891,
the route "Khreschatik-
Vassilkovkaya" was opened to the horsed rail traffic.
Between
1890
and
1892,
Kirilovskaya, Lvovskay and
Vokzalnaya routes were also railed, as well as the road
section along the Aleksandrovsky Descent. After the
KCR delivery of seven tank-engines with condensed
steam in January
1892,
there were already two types
of traction. But from the first days of their work,
both horse-drawn trams and steam locomotives had
been demonstrating their powerlessness in front of
the city's difficult topography. Their operation on
Aleksandrovskaya and Pecherskaya branch lines
proved to be economically unsound. Taking advantage
of the world experience with use of electricity in
transport, KCR joint-stock company made decision on
electrification of an experimental stretch of the road
on Aleksandrovsky Descent. On
13
June
1892,
the
first electric tram in Russia and Eastern Europe was
opened for regular passenger traffic. Profitability of the
new type of traction resulted in quickening of plans for
electrification of all operating routes and building of
new transmission lines.
In early 20th century, the electric tram appeared
in the other cities of the Russian empire. By that
288
ТРАМВАЙ НА УЛИЦАХ КИЕВА
time, the electrified tramway length had already
reached
49.6
km with the total length to
66.2
km.
83
motor wagons and
80
trailer wagons of
6
different
types (produced mainly abroad) were in service on
tramways. In
1905,
KCR came into possession of the
Belgian concessionaires who set up
"Societě
anonime
Belge des tramways de Kieff
'
in Brussels. Apart from
the KCR main network, in the period
1898-1912,
there
were opened several independent tram enterprises for
servicing the suburban areas of Kiev: Svyatoshyno,
Demeyevka, Solomenka, Nikolskaya Slobodka and
Brovary. By the end of
1910,
the KCR tramway length
had made up
166.1
km. On the average,
9.5
km of
tramways were built annually. In
1913,
some
500 000
inhabitants lived in Kiev and there were
21
tram lines
in operation.
Over the years of the First World War and the civil
revolutions, the tram enterprises fell into decay. Their
restoration began after the revolutions. The Kiev main
tram workshops undertook repair of old trams and
manufacture of new ones. For the period from
1923
to
1926,
the tram network was expanded due to the
former private lines that joined it. The total length of
the tram network came to
180
km.
200
wagons operated
on the routes. In the
1930s,
more emphasis was put on
communication between industrial enterprises and
remote working-class area, while in the central part of
the city the tram was gradually loosing its position. By
the outbreak of the Second World War, the Kiev tram
trust had incorporated
5
wagon fleets, Mikhailovsky
Ascent (funicular) and
5
traction substations in
service.
In June-September
1941,
when the war began, the
tram was used for the army requirements: war-stores
transportation, casualty evacuation from hospitals,
etc. Since the early days of German occupation, only
truck traffic remained. The carriage of passengers
resumed on
18
October. Only German Nazi and their
collaborators had the tram right-of-way.
After the liberation of Kiev in November
1943,
restoration of the tram enterprises began. Wagons were
repaired, the street railways roads were cleaned and
the traction substations recovered. Freight tram trains
took the remnants of ruined buildings away from the
city and later were engaged in the construction of new
buildings. As of
1
September
1944, 8
routes having a
length of
54.4
km were in service in Kiev. In the post¬
war years, the restoring Kiev tram smoothly entered
the intensive phase of development. On
1
November
1954,
the tram crossed the Dnieper via the new Paton
Bridge that enabled to resume communication with the
left bank. As far back as in
1912,
the first tram line over
the Dnieper was laid along the Chain bridge that was
blown up during the Civil war. In
1941,
on the same
spot, Yevgenia Bosch Bridge was built and the petrol-
powered motor tram route to Brovary neighborhood
resumed. In
1941,
communication with the left bank
was disrupted again. And now, when Paton Bridge was
opened, the left-bank tram network yet again revived:
the lines to Rembaza (Repair base),
Krasny
Khutor,
Voskresensky housing area were built; Darnitsky tram
depot was brought into service.
As of
1
January
1965,
the general rolling stock fleet
of tram vehicles numbered
584
passenger wagons,
38
cargo wagons and
29
maintenance wagons. Dynamics
of volumes of passenger carriage changed as follows: in
1960 - 281.5
ml, in
1965 - 278.5
ml, in
1969 - 321
ml.
In
1969,
the tram and trolley-bus lines were powered
by
45
traction substations, of which
24
were equipped
with silicon rectifiers, and
29
were converted to remote
control.
In
1977,
construction of the light rail line
from
Pobeda
(Victory) Square to Otradny and
Mikhailovskaya Borschagovka housing areas in the
south western suburb of the city was completed. The
line was railed on a separate roadbed with construction
of station complexes and traffic intersections. The
trains of three wagons
(Tatra T3)
first began running
here. Alongside with that, starting from the second
half of the
1970s,
the tram was gradually pushing to
the sidelines, giving place to the underground railway.
In the 1900s, the state of Kiev tram dramatically
deteriorated: the new routes opening, the new wagons
-
all these became the exception rather than the rule. The
city authorities set a course for development of private
bus transportation and sharply reduced financial
ТРАМВАЙ НА УЛИЦАХ КИЕВА
289
expenditures for public transport. The so-called
"marshrutki" (a share taxi, a mini-bus) unnoticeably
flooded on Kiev's street. As of today, this very vehicle
has become the major mode of transport for many
Kievers. From
1994
till
2009,
over a dozen effectively
operating tram routes were closed, the rolling stock
fleet of passenger wagons and special vehicles was not
renewed, allocation of funds for equipment repair and
modernization practically ceased.
The first four years of the 21th century were
marked by active and unpardonable phasing-out of
trams. At that period, the routes to Zheleznodorozhny
(Railway) housing area and Moskovskaya (Moscow)
Square were superseded, the rails on Saksagansky
Street and Zhylyanskaya Street were removed (only
the maintenance branch line of Shevchenko depot
was left). On
9
June
2004,
the very last passenger
tram crossed Paton Bridge. In this way the two tram
networks isolated from each other have appeared in
Kiev. In view of the sudden reduction of the numbers of
routes in service, Lukyanovsky tram depot was closed
and all its vehicles were passed to
Podol
depot.
In
2006,
Shevchenko depot was relocated to the
new premises in Borschagovka suburban area from
the downtown. Nowadays, this overhaul base serves
exceptionally light rails. With the beginning of
reconstruction of a considerable stretch of the light
rail line in spring
2009,
Shevchenko depot turned out
to be cut from the city's public grid and was not in use
over a year. Prior, for about seven months, Routes
1
and
3
just duplicated Route
15,
using the temporary
descent at the intersection of
Komárov
Avenue and
Ivan Lepse Boulevard.
On the reconstructed light rail line opened in
September
2010,
for the first time in two decades, the
new vehicles appeared: apart from the nine articulated
tram cars K3R-N, assembled on the old rolling stock
base, Kiev got
8
wagons
"Tatra-
Yug" and one sample
of the high-tech three section model LVS-2009,
manufactured in Saint Petersburg.
Вид Крещатика 1890-х гг. в районе Думской площади: по
ллектрифицированной линии КГЖД удаляется поезд с прицепным
вагоном конки
290
Ї8*
1 ' ■
j
џшштт |
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| spelling | Tramvaj na ulicach Kieva Dmitrij Ermak Trams on the streets of Kiev Kiev Sky Horse 2011 293 S. überw. Ill., graph. Darst. txt rdacontent sti rdacontent n rdamedia nc rdacarrier PT: Trams on the streets of Kiev. - In kyrill. Schr., russ. - Zsfassung in engl. Sprache Geschichte gnd rswk-swf Straßenbahn (DE-588)4057884-7 gnd rswk-swf Kiew (DE-588)4030522-3 gnd rswk-swf Kiew (DE-588)4030522-3 g Straßenbahn (DE-588)4057884-7 s Geschichte z DE-604 Jermak, Dmytro Oleksandrovyč 1983- Sonstige (DE-588)1046294873 oth Digitalisierung BSB Muenchen 2 application/pdf http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=024992751&sequence=000002&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA Abstract |
| spellingShingle | Tramvaj na ulicach Kieva Straßenbahn (DE-588)4057884-7 gnd |
| subject_GND | (DE-588)4057884-7 (DE-588)4030522-3 |
| title | Tramvaj na ulicach Kieva |
| title_alt | Trams on the streets of Kiev |
| title_auth | Tramvaj na ulicach Kieva |
| title_exact_search | Tramvaj na ulicach Kieva |
| title_full | Tramvaj na ulicach Kieva Dmitrij Ermak |
| title_fullStr | Tramvaj na ulicach Kieva Dmitrij Ermak |
| title_full_unstemmed | Tramvaj na ulicach Kieva Dmitrij Ermak |
| title_short | Tramvaj na ulicach Kieva |
| title_sort | tramvaj na ulicach kieva |
| topic | Straßenbahn (DE-588)4057884-7 gnd |
| topic_facet | Straßenbahn Kiew |
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