All the best. I have extremely interesting news for you from Switzerland regarding TOSA's unique new mode of transport scientific and applied project. Some readers over the past six months have sent me a number of questions regarding the test route. contactless trolleybus in Geneva. As there? Will there be development or not? What did the Swiss decide?

Today it is already possible to take stock and talk about the future. Since we are talking about the result of the work of Swiss design bureaus and factories in the most creative sector, the ability to work in a joint team with representatives of the public and private sectors, no one will ever show this to you on TV in the post-Soviet space. I have collected unique material, the lion's share of which is accounted for by the Swiss concern ABB, which is the most actively involved in this project.

Why did I mention TV and teamwork? Everything is simple. We can observe the presence of an iron wall on the screen and on the radio (including on your favorite Echo), blocking off the demonstration of the highest R&D; introduction of the latest technologies, super GOSTs and planned strategies (top ones in terms of their effectiveness); comfort of the best countries (not to be confused with the USA and commodity countries).

Instead, one or another ether imposes a thought process that is absolutely far from our life, economy and development. Do not think that this is a problem only of the last 10-15 years. Nothing was better before. It's just that the topics were a little different, but the essence does not change. People do not think about the present and what surrounds them. Consequently, they are not a source of demand for modernization and development, as is the case, for example, in the Confederation.

This situation does not allow many to look beyond the stereotypes that have developed due to gross strategic mistakes.

As the Swiss road safety experts say: “I have eaten a lot of toads in discussing the safety of pedestrian crossings with other experts, but I am satisfied with this.” Unfortunately, our specialists have long been "not eating toads" either by themselves or together with others, since there is no demand for modernization, and, alas, their heads, alas, like the rest, seem to be occupied with somewhat different and distant and otherworldly topics. All this causes degradation.

We get an absolute misunderstanding of how certain technologies function, where the leading countries go, how they develop their lands and why they do it this way and not otherwise. Where compromises are possible and where not.

As a result, a person sincerely does not understand the dependence of railway transport companies and the purchase of rolling stock of urban and suburban electric trains on the decision of the city itself, top management at various levels. He is trying to justify the degradation of the collapse of his own and, quite unbelievably, foreign lands. Moreover, he cannot understand how the city, the region, various federal and private organizations can and should actually work together.

This is quite understandable by the fact that for 25 years, instead of teamwork, even at the level of the city / region, there was in fact a civil strife over who should pay for what and what to do. This has led to the fact that the border between the region and the city is overly contrasting in many respects. Everyone pulls the blanket over himself, and, consequently, the development of cities not only stopped at the level of agglomerations, but also turned back. An ordinary person sees this by the state of roads, communications and public transport. But in fact, everything is much more serious.

In the TOSA cabin, each seat is marked with one of the official and private organizations that took part in the team's work to create the system.


ABB Switzerland

Contrary to these trends in the post-Soviet space, in developed countries, agglomerations have long been only an intermediate stage on the way to the formation of metropolitan areas from powerful, united municipalities, cities, regions and regions, which at the same time remain as independent as possible in making certain decisions. They are collected by transport, infrastructural, and, consequently, economic ties.

Conventionally, everyone is developing a new trolleybus or railway line, infrastructure. But no one can say: "Let's cut down a huge green park here, demolish the historical center of such and such a municipality under a 20-story ghetto, a shopping center and a 10-lane freeway along a residential area." That is, the municipality cannot lose its historical identity and the lungs of the entire region for the sake of the "feasible" help of a beloved developer.

In Switzerland, it is not the city and the region that bends under the developer or the merchant, but the developer and the merchant under the city based on its development strategy.

From the point of view of the letter, there is a large Zurich, there is the metropolis of Zurich, which, you will agree, sounds very status. but Zurich cannot say: "Let's demolish the floor of Zug under the ghetto and the roads here."

Both Zug and Zurich will jointly create projects taking into account the interests of all citizens, their historical identity and the comfort of the territories. I think that the educated reader will understand not only the direct but also the many indirect benefits that this approach brings. On the other hand, common area In many ways, the metropolitan area is a more convenient and comfortable, infrastructurally unified living space than Moscow, which absorbs land.

Of course, none of the specialists will save a single cent on the development of land-based green public transport and schnelbahn systems with related infrastructure, top-quality rolling stock of a “supra-European” level (the word “European” is similar). Just because no matter how expensive high-tech electric trains, trolleybuses and trams are, roads for growing traffic will cost the city and the region several times more. Therefore, this investment in expensive high-tech is actually an investment in your future income and security compared to buying junk at an "affordable" price.

In Switzerland, there is no question of how to protect degradation and why everything should be left to chance. There is only one question. How to jointly solve a particular problem as efficiently as possible. How to involve the maximum number of higher graduates, designers, planners and managers. Actually, this should be understood before reading this article.

And one more thing. Our television and radio hosts operate with a non-existent term " metropolis”, which has nothing to do with either the city or city associations. This term has nothing to do with science, it is a fiction and a village profanity, invented by our journalists. Its use in relation to the city definitely characterizes a person in the same way as a visitor drinking alcohol while squatting in the Pushkin Museum. There is a city, there is an agglomeration, there is a metropolis.

And now back to the contactless TOSA trolleybus equipped with a fully automatic power supply system. 3 years ago, I already had an article on the launch of a test line, the results of which were supposed to tell exactly whether the Swiss would develop the project or not. Let me remind you.

I want to emphasize right away that the citizens of the Confederation, despite their shocking modesty for us with their financial capabilities, do not invest money just like that.

Neither their own, nor others. Maybe financiers, but not industrialists and municipalities. Therefore, it is unrealistic for them that a successful wealthy billionaire or a talented showman would loudly invest in incomprehensible and initially garbage car projects with the involvement of higher officials, and then close them with no less scandals, including debts.

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First completed stage.

Its purpose was to experimentally test the most complex system, to identify certain problems. It was necessary to understand whether the system could be cost-effective and workable not on paper or as a prototype, but in real life. For this, a really small line was launched from Geneva Airport to Palexpo. A unique machine and the most sophisticated ABB equipment, specially designed for TOSA, were tested.

conclusions

After research and results, a verdict on workability, sustainability and cost-effectiveness this project. The project gets its commercial development.

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ABB

Second phase

It was decided to re-equip bus line 23 with contactless TOSA trolleybuses. I became aware of two contracts. Of these, 13.9 million CHF for heavy engineering represented by the Swiss factory HESS AG and more than 16 million CHF for ABB, which, by the way, is engaged in increasing the efficiency and putting in order (including harmful emissions) Russian power plants.

What is required in the second step?

It is necessary to replace 12 diesel buses with 12 TOSA contactless trolleybuses on route 23. Provide the associated infrastructure required for this mode of transport. The length of the route is 13 km. The line connects the Airport with the nearest suburb of Geneva. The new equipment should start operating in March 2018. The operating organization is the Transport Company of Geneva (TPG)

Bonuses for the region and Geneva

In addition to infrastructure work, in order to create the maximum economic effect, the line will be slightly transformed in order to cover the area that will be given over for development in accordance with the development strategy of Geneva.

route 23.

The modification of line 23 will allow investors to create about 11,000 new apartments and create about 11,000 new office jobs in the Praille-Acacias-Vernet area. Do you understand? Do not remove the trolleybus line for development. On the contrary, replace buses with contactless trolleybuses for suburban development based on the principles of comfortable space. And not building for the sake of the building itself and the owner's profits, but a comprehensive plan for the development of the area with jobs and comfortable low-rise housing, and not a cement ghetto.

Goals and positive effect from the implementation of the system

Creation of public transport zero emission without wires

Emission reduction dust formed during the operation of the brake system of buses and its tires (fine dust is the cause of cancer and other serious diseases),

Fundamental noise reduction(twice compared to diesel buses),

The latest materials and components, including no highly toxic components and parts when creating and disposing of transport (for example, prohibited in developed countries, including chrysotile,),

Maintaining the ability to transport a large number of people, including a possible increase in passenger traffic. Current volume exceeds 10,000 passengers per day, in comfortable conditions, allowing you to forget about a private car, even a German-made very high class,

- minimizing the use of raw materials during the life cycle (for these purposes, lithium-titanium batteries are used for fast-charging batteries and aluminum alloys for the body of the trolleybus itself),

Weight loss through lightweight aluminum alloy body, minimum weight batteries and a special high-speed robotic charging with maximum comfort of the car, equipment, strength and durability, increased cross-country ability in adverse weather conditions (2 driving axles),

Guaranteed work on the line with minimal intervals(current requirement on the new route is 10 minutes),

Recharging in compliance with not only the comfort of passengers, but also taking into account lack of consequences for their health and safety,

Sustainable solutions for functioning throughout the entire life cycle from creation to disposal,

Control of investment and operating costs.

A contactless trolleybus can perform identical work to conventional trolleybuses or buses, under similar conditions and, most importantly, schedules. It also satisfies the requirements of BRT systems. For the future, a project of a 3-section trolleybus with an even greater capacity is being considered, while maintaining comfortable personal space. Fortunately, the platform has long been successfully functioning as efficiently as possible in Zurich with minimal intervals in the form of a regular trolleybus called "Light Tram".

Instead of trolleybuses or buses?

Despite the “optimization of trolleybuses”, see the picture below, Geneva starts the optimization with diesel buses, unlike Moscow, where they decided to “add a little bit” hell and pleasant diesel air by removing several trolleybus routes. If it's really bad, then you can make it even worse. Such logic.

ABB

In this way the most important goals Swiss specialists in the field of transport and urban management are harm reduction applied to urban and suburban space, as toxic emissions, as well as noise. It's going down about 2 times in relation to diesel buses.

A liquidation 12 buses will stop emissions in the amount 1,000 tons per year!

That is taking care of the residents. Not to make their life a little worse, but to make it better. This is a principled position and duty to ancestors and descendants. Actually, a similar answer was given to me in the municipality of Zurich.

What is required from HESS and ABB? Infrastructure and trolleybuses

According to the ABB project, it is necessary to build 13 items fast recharging along the route, 3 points at the end points of the route. Plus 4 points in the park itself. Total stops should be 50 , of which 13 are equipped with recharging. It's rough on the infrastructure.

Machines are needed. Both factories must be involved in their production. For platform HESS concern ABB it is necessary to provide solutions for the transmission of 12 contactless trolleybuses. This includes traction and auxiliary converters, high speed power transfer robotic systems, permanent magnet traction motors and battery packs.

It should be noted that the trolleybus has two driving axles and two engines providing incredible smoothness, patency in the cold season, low level wear of related components and assemblies due to the lack of traction load on a single axle. And of course the handling of the best German business class cars.

One such toy, however, like the “ordinary” horned Swisstrolley 4, can “break” any bus on the line in any weather and season.

Recharging on the route

Operation of the power replenishment system TOSA carried out using a special technology that prevents the formation of electromagnetic fields. This ensures a low level of non-ionizing radiation during charging. Stop times remain unchanged.

In 1 second, the device is connected, and in 15 seconds trolleybus gets 600 kW. This is the world's fastest recharging system for this type of transport. For complete battery charging at the end station will be required 4-5 minutes. This innovative technology developed by Swiss engineers ABB. The press releases emphasize that this work was done in Switzerland. Kind of hints, right? Management emphasizes that this is part of a next-level strategy that will reduce the level of environmental pollution.

Battery

Separately, I will focus on a compact lithium-titanium battery. They were chosen due to their fast charging characteristics and their safety compared to conventional lithium-ion batteries.

“Lithium titanate battery is a variant of Lithium-ion batteries that uses lithium titanates (Li4Ti5O12) as the anode. Nanocrystal structures are used to increase the anode area. Such batteries have a shorter charging time, higher reliability, and can operate at low temperatures (-30).»

Service included

It is very important that the contracts include 5 years of quality factory maintenance and repair of equipment. This is a guarantee of uninterrupted and safe operation. That is, so that it doesn’t work out, as in our parks, when the “muzzle” from one model of a trolleybus is welded to another, not to mention the level of repair and its aesthetics in general.

It is very important when the manufacturer is responsible for his equipment, eliminates defects and carries out repairs. For a transport company, this may be a little more expensive, but on the other hand, it is a guarantee of the factory condition, which was laid down by the designers.

The transport company just in this case will not seek to disguise the hack, on the contrary, it will be interested in the highest quality service. And the state of the rolling stock, as we know, directly affects passenger satisfaction. Thus, the attraction will contribute to saving money on roads and the inhuman proportions of the city.

Electric bus or contactless trolleybus?

In past discussions there have been heated debates about how to properly name this mode of transport. On the one hand, the car belongs to the category of electric buses. On the other hand, it is not, since it depends on a powerful electrical line, laid along the route for food at certain stops.

That is, having a certain freedom on the route, the car cannot be transferred to another line, unlike an electric bus, which only needs to “fill up a full tank”. Therefore, it is rather a trolleybus equipped with a contactless recharge system.

I can say that even the Swiss do not have a common opinion. Most often they call it Elektrobus or E-bus. That is an electric bus. However, the abbreviation itself stands for Trolleybus Optimization du Système d "Alimentation. It can be translated as optimization of the trolleybus power system. That is, in any case, the trolleybus appears. Correct, please, who knows French well. In German Trolleybus Optimierungssystem Stromversorgung.

I admit my mistake, but l For me personally, this is a non-contact trolleybus. As soon as the possibility of regular recharge disappears, it will become an electric bus.

For reference

Geneva is one of technological And innovative centers of Switzerland, respected by the entire developed world. Moreover, it is a popular tourist spot. with a high standard of living. I want an understanding of these words to arise.

ABB
I have already written a lot about the HESS AG factory. Now a little about ABB, since most people know it only by machines and differentials for the residential sector.

The work of ABB covers a number of sectors of the national economy, both in Switzerland and around the world. In the field of transport, various solutions, including modernization, for railways, metro, trolleybuses and electric buses. A special area is the associated infrastructure and engineering for electric vehicles.

Of course, the factory does not use components that are toxic and prohibited in developed countries, for example, the same asbestos. Its products have all the characteristics and requirements of solutions for Switzerland itself. That is, unlike our trains, you simply will not find asbestos there. Consequently, during the modernization of the same trains, workers will not be forced to use it, much less grind, as required in the case of upgrading the descendants of ER1.

The company is celebrating its 125th anniversary today. Without the work of ABB, it would hardly have been possible to open the longest railway tunnel in the world, which just recently happened in Switzerland. For 57 kilometers of the underground world, the company provided power supply and ventilation solutions. The contribution to Russia deserves great respect. 1100 jobs, 7 production sites across the country and the latest training center in Moscow.

TOSA is an ideal and clear example of the typical work of Swiss managers not only at various official levels (municipality-region-fedcenter), but also with powerful polytechnics, innovative industrial companies. Once again, I want to emphasize that everyone remembers. Replacing 12 wonderful buses with trolleybuses will reduce 1,000 tons of emissions annually. This is the first commercial order for the supply of such charging systems and the first truly viable alternative to diesel buses without the use of a catenary. Most likely, this model will become the basis of the future new wheeled urban transport.

The technology is only at the very beginning of its journey. Today, this decision is likely to undergo many more changes. And if the Swiss themselves are very cautious, then we should all the more wait perhaps 10-15 years or more. During this period, it is necessary to prepare a high-quality platform for implementation by bringing the city up to Swiss standards and completing a number of tasks.

1) Moscow's current trolleybus system

It is vital to develop the trolleybus system, including high-speed contact network, rolling stock, service and maintenance, to the level of Switzerland. The base of this non-contact trolleybus in the form of a conventional trolleybus should be purchased and operated in large quantities already today for a smooth transition to the system of the future in the future.

It is necessary not to destroy lines, remove trolleybus substations and give power to developers, but on the contrary, in every possible way develop them, build new ones. These are investments that are actually measly pennies from the cost of Moscow Metro and roads for 3 years. But these investments, unlike the latter, will give huge savings on the same roads that will not be required in an unacceptable amount. And the city will get a human scale and street design as a bonus, along with incredible economic attractiveness.

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2) Infrastructure, standards and quality of work

Resolve the issue of infrastructure quality. Because modern cities and transportation systems require outdoor quality to the highest standards. Guests of the capital with two classes of education without a language and an appropriate attitude to our land, families in a neighboring state, and current specialists cannot cope with this.

Without the fundamental quality of infrastructure work, including preparatory, road, drainage, it is impossible to reliably place expensive equipment for the system at every fifth stop. For us, this is technically unrealizable on this moment. Since Soviet times, quality and standards have not changed in any way. better side. One thing is a falling traffic light or a sign, falling wells, and another thing is the most complex transport engineering of the future.

This requires SNnorm, SIAnorm, TEDnorm and a fundamentally different approach to work.

www.bus-bild.de Julian Ryf

These two main tasks absolutely necessary to decide for the future implementation of systems like TOSA.

Indeed, there are many more problems to be solved. Let's take an ordinary trolleybus as an example. Electricity is used in soft mode with a more or less constant load. TOSA is characterized by pronounced hopping connections. That is, when creating the appropriate infrastructure, all these nuances and technological challenges must be taken into account. To do this from scratch throughout the capital, without a powerful and developed trolleybus economy, is simply an unrealistic task.

Especially since we can't handle regular rain, which is only a fraction of what falls in Swiss cities. That is, neither poor Omsk (c), nor even rich Moscow can cope with storm water.

That is why TOSA actually speaks directly about the modernization of the trolleybus system in the city where it already actively exists. And once again I want to draw attention to the Swiss experience. The replacement is not trolleybuses, but buses. Since the foreground is not wires, but emissions and noise. This is the right development strategy.

Sincerely, Alexander Mostovoy

The Moscow City Hall has decided to completely destroy the entire Moscow trolleybus network by 2018!!! And this is truly a national treasure not only of the capital, but of the whole country: 9 trolleybus parks, almost 90 routes, 960 km of contact network - the largest and oldest trolleybus system in the world! Moscow, the trolleybus capital of the world!

According to sources (everything is done without publicity, as much as possible behind the scenes with backdating of documentation), on December 10 of this year. a meeting was held with all the heads of the city's trolleybus parks, at which the directors were instructed to "prepare lists for the closure of trolleybus routes." An amateur video made by the director of the Filevsky bus and trolleybus depot, S. Glikman, made by a hidden camera, appeared on the Web, explaining to park workers the “prospects” for closing trolleybus traffic in the city.

To the President of the Russian Federation V.V. Putin, in April of this year, a collective appeal has already been received from veterans, specialists and current employees of the State Unitary Enterprise Mosgortrans (published in the media) convincingly proving that the capital's officials have been systematically and purposefully ruining this branch of the urban economy in recent years, despite the economic and environmental efficiency of development in Moscow, namely trolleybus transportation, including the use of contact-battery trolleybuses to replace up to 40% of Moscow bus routes, duplicating trolleybus lines for a long distance.

In Moscow, after the removal of trolleybus traffic in the city center, the public organized the campaign “Muscovites for a trolleybus”, as a result of which almost 20,000 individual requests were received by the mayor's office with a request to preserve this environmentally friendly and economical form of urban transport - part of the historical appearance Golden-domed. There were open letters in defense of the trolley bus from deputies of the State Duma and the Moscow City Duma.

In the Moscow City Duma, deputies, industry experts (including international ones) and Muscovites held a round table “Are trolleybuses needed in Moscow?”, where exhaustive technical aspects of the expediency of trolleybus communication in such a metropolis as Moscow were covered.

The scandal in the media and the Internet turned out to be so grandiose that the mayor of Moscow had to repeatedly justify himself to the Muscovites that "there are no plans to eliminate the trolleybus traffic and never have been." However, this statement is not true. The media published the “Minutes of the Steering Committee for the “Ground urban passenger transport” No. 17-29-88 / 3 dated 06/04/2013 signed by the ex-deputy M. Liksutov E. Mikhailov (now the head of Mosgortrans), where in section "Reforming the trolleybus traffic" in paragraph 5.3 openly refers to the merger and closure of trolleybus fleets and the replacement of trolleybuses with diesel buses.

Currently, the open destruction of the city’s trolleybus system is underway: under Sobyanin, 21 routes have been closed since 2010 (8 trolleybus lines have been shortened), including along the Garden Ring (Nos. 2, 3, 9, 15, 31, 44, 69, 46 , 25.75, 68, 79k, 79, 87, 95, 40, 71, Bcr, Bch, 10, 47), abbreviated 8 (Nos. 3, 8, 12, 16, 12.33, 35, 45). To divert eyes, illustrating the alleged "development of the trolleybus" route No. 75 from Novokosino to Ivanovskoye was opened. At the same time, trolleybuses cannot turn around on the trolleybus circle in front of the new troll / park built back in the time of Luzhkov: the place is occupied by buses of the 4th car park withdrawn from the center (the territory of the 4th car park has been sold). The trolleybus fleet of 150 trolleybuses in Novokosino was turned into a bus and trolleybus fleet with subsequent reprofiling into a purely bus one.

Due to the lack of rolling stock, which is illegally decommissioned and disposed of (in total, 111 trolleybuses have been decommissioned since May of this year), buses operate parallel to trolleybuses on trolleybus route 52. On December 10, route 40 was closed (transferred to buses), and from December 12, route 71 was closed. (not implemented - extended for 2020), the construction of three new trolleybus parks in Mitin, Maryina and Korovin, as well as new trolleybus lines, was canceled. It was decided to rebuild the almost completed trolleybus fleet in Mitin for 250 trolleybuses into a bus fleet for 410 buses. The protests of local residents are ignored.

The 4th trolleybus fleet, the Moscow repair trolleybus plant, the plant for the production of special parts for the contact network and electrical equipment EMOS, etc., were closed. In January 2017 (this park has practically no active routes left), it is planned to close the 7th trolleybus, in April - the trolleybus site of the Filevsky bus and trolleybus depot, in May - the 5th trolleybus depot.

Since 2013, the Department of Transport, by a behind-the-scenes decision of the Moscow City Hall, has stopped purchasing new vehicles, as a result, according to official data from Mosgortrans, as of mid-2016, it is urgently necessary to write off 430 trolleybuses that have worked on the line for more than 15 years. Against this background, before the autumn elections to the State Duma, the mayor of Moscow decides to donate 45 trolleybuses to the regions, 25 of them are the newest, manufactured in 2012!

It's no secret that S.S. Sobyanin does not favor trolleybus transport. In Tyumen, where he was governor, the trolleybus was closed according to the classical scheme - brought to the state of scrap metal, which, in fact, is being done in Moscow.

The purpose of the destruction of trolleybuses, according to experts, is purely corrupt - the Moscow trolleybus interferes with the privatization of Mosgortrans (MGT).

The creeping transfer of MGT routes to private carriers, including entire fleets under the so-called "life cycle contract", as was done with the 17-car fleet, the sale of territories of trolleybus parks with stuffing fables about replacing trolleybuses with mythical and unviable, more expensive ones into the media controlled by the mayor's office in operation than a trolleybus with electric buses, and the mass purchase of LiAZ buses (presumably, according to a rollback scheme - Deripaska's buses have been exclusively purchased under Sobyanin since 2010) and, as a result, a sharp deterioration in the quality of transportation, an increase in pollutant emissions, an increase in transportation tariffs (the cost of operating trolleybuses, according to official data from Mosgortrans, is 15.5% cheaper than buses, and their service life is almost twice as long) - this is the real prospect of abandoning trolleybus transport.
In more detail, why the trolleybus network is being destroyed and who benefits from it, is written in the article "Obshchaya Gazeta" "Kill the Bug" and a number of other articles on this topic.

These were the impressions of the trolleybus system in the Swedish Landskrona, where, against all odds, in 2003 they tried to create a trolleybus line. Although before that the trolleybus lines in Stockholm, Västerås, and Gothenburg were closed. This is no exception, in fact, there are large trolleybus networks in single major cities Western Europe (Zurich, Milan, Rome, Salzburg, Solingen - they can actually be counted on the fingers of the hand) and live out their lives in Eastern Europe. However, the inexorable logic of technical and economic feasibility will sooner or later lead to the logical conclusion of the trolleybus history of Europe.

Total. Contrary to Katz's assurances, Europe's experience with trolleybuses is unambiguously negative in the vast majority of cases. And Moscow, on the contrary, is the real trolleybus capital of the world! Therefore, it is simply unwise to appeal to the experience of Europe regarding the prospects for a trolleybus. Let's see in which countries of Western Europe the trolleybus has ceased to exist and what are the prospects for the development of the trolleybus in Moscow:

1. Austria - 10 out of 12 trolleybus systems closed
2. Belgium – 3 out of 4 trolleybus systems closed
3. Great Britain - ALL trolleybus systems are closed (about 50!)
4. Germany - out of almost 50 systems, less than 10 remain
5. Denmark - closed 3 out of 4
6. Ireland – ALL trolleybus systems closed
7. Spain - out of 11, only 1 trolleybus system remains
8. Italy - less than a dozen left out of more than 50
9. Netherlands - Closed 3 out of 4
10. Norway - closed 3 out of 4
11. Portugal – ALL trolleybus systems closed
12. Finland – ALL trolleybus systems closed
13. France - out of almost 30, 3 trolleybus systems remain
14. Switzerland – 10 out of 20 closed

As we can see, the world experience, to which Katz likes to appeal so much, says the opposite. Trolleybus in Europe is dying out. Which does not mean at all that the same thing will happen in Moscow, but it hints at the strainedness of Katz's traditional argument "experts say so and the whole world does so." The whole world is doing exactly the opposite so far, and most experts find the trolley bus a very controversial mode of transport.

All Katz's experts are Mr. Vuchik, who generally seems to have little understanding of where he was dragged in and who traditionally agrees with Katz. And Mr. Wolfgang Maer from Cologne, in which the trolley bus operated from 1950 to 1959. And in fact, they didn’t say anything particularly unambiguous, so ... good reasoning for all the good against all the bad. As a result, there is no authoritative community of experts who would unequivocally be sure of the total advantage of a trolleybus over other modes of transport.

Why did it happen? Why did almost all of Europe first massively equip their cities with trolleybus systems, and then just as massively abandoned them? There is such an opinion:

The reason for this is apparently that in the 60-70s the trolley bus lost its self-identification and was no longer perceived as an independent mode of transport. There were 12m and 18m buses with powerful diesel engines. Bus engines began to improve rapidly towards environmental friendliness (EURO-0,1,2, 3, 4, 5...). In addition, the technology of automatic transmissions has been developed and the operation of the bus has become simple. For a trolleybus, this was fundamental. In the 30s, for example, buses usually had low-power, non-environmentally friendly engines with low motor resources and manual gearboxes (poorly suitable for driving in the city). And now buses began to compete with trolleybuses on an equal footing. The technology of gas, hydrogen and fuel cell engines has also been developed. In addition, there were few independent manufacturers of trolleybuses in Europe, usually trolleybuses were made on the basis of bus bodies. Against this background, the trolleybus has ceased to be perceived as an independent mode of transport and has turned into a specific, especially environmentally friendly version of the bus. By 1972, England had closed absolutely all trolleybus systems (except museum ones).

Yes, that's exactly what I was talking about in previous posts. In the 30s, the mass diesel engine was really low-power, and powerful samples were extremely uneconomical and more similar to tank engines, i.e. indeed, monstrous black smoke was coming out of them, they were very loud and not environmentally friendly. But since then, humanity has flown into space, to the moon, invented computers, the Internet, and among all this, a powerful, economical and environmentally friendly diesel engine. In this regard, the trolleybus has sharply lost its attractiveness, since it required a separate infrastructure, while maintaining low autonomy and vulnerability to a large number of factors (icing of wires, accidents, loss of power supply, low maneuverability) all this leads to a high probability of immobilization of the entire route! + pollution of the urban landscape with wires without any transport advantages compared to the bus!

This led to the replacement of trolleybuses by buses and then a vicious circle turned on - due to the massive abandonment of trolleybuses, the production of trolleybuses began to lose economic sense sharply, as sales decreased. This made the production of trolleybuses even more expensive. On average, a trolleybus costs at least 1.5 times more than a similarly comfortable bus. Add to this the need to maintain the trolleybus infrastructure...

It was this combination of factors that led to the mass extinction of torlleybuses in Europe. Trolleybus systems that have survived to this day consume significantly more resources than they are worth. This is in Europe. Not so in Moscow!

The first thing to understand. In Moscow, they DO NOT DESTROY a trolleybus.

Moscow has been and remains the trolleybus capital of the world. Trolleybuses are being replaced with new ones, the contact network is being modernized. This is not happening as fast as Katz would like, since this network in Moscow is colossal. And it is impossible to change everything at once everywhere. And it costs quite a lot of money. The colossality of the public transport system is also associated with the presence of old buses, which, although they are massively changing, old models still come across, although most of the bad buses are not connected with Mosgortrans at all and are not included in the ground urban passenger transport system ().

What is happening now? Take off several trolleybus routes in the city center, the reasons are as follows:

1. The contact network is being removed in connection with the reconstruction as part of the My Street project. This resulted in the network being taken down ANYWHERE. And the question is not “to remove or not to remove”, but “to build anew or not to build”. Katz's argument "why are you taking everything down" - does not make sense! They will be demolished in any case, because otherwise it will not be possible to reconstruct the streets and make a comfortable urban space.

2. Contact network significantly. It is a fact. Arguments about "stability and a sense of calm, which is generated in the souls of citizens from the contemplation of wires" are obviously just irrational arguments. I admit that Katz, due to some secret fetishism, loves wires over his head, but the vast majority of people categorically do not like it.

3. The trolleybus has low autonomy and. Many reasons can stop the entire route at once (wire breakage, icing of the wire, traffic accidents, violation of the rules by other drivers, blackout of the area due to an emergency).

4. At the same time, in terms of transport, a trolleybus is absolutely identical to a bus. It carries the same number of passengers, at the same speed, with the same level of comfort.

5. There is a shortage of electric power in the city center. It is a fact! This is due to the fact that almost everything now consumes electrical energy. The city center has acquired a large number of energy-consuming devices, including resource-intensive ones such as corporate computing centers.

6. Trolleybus routes in the center were laid more than half a century ago and in many areas have categorically lost their relevance. Revision and development of new traffic routes is required.

7. The city purchased the most modern buses with the Euro-5 environmental safety class, this completely removes the only noteworthy argument about the environmental friendliness of the trolleybus

8. The air in the bus and trolleybus has the same quality! It's even confirmed

9. Based on a combination of factors (low autonomy and vulnerability to external causes), trolleybuses cause major traffic jams. This significantly worsens the quality of traffic in the city and has an extremely negative impact on the environment due to massive traffic jams. Traffic problems due to trolleybuses in the center of Moscow is a well-known FACT that cannot be denied. Arguments - redo everything to save the trolley bus - these are infantile arguments, or obviously provocative.

10. It is also a fact that at a much higher cost, the domestic trolleybus has a significantly worse quality of the hull, interior, has poor quality assembly, poor coloring and many other things much worse than the domestic bus. Foreign trolleybuses are more High Quality are so monstrously expensive and generally cannot be considered as an option to replace the existing fleet.

11. Opportunity autonomous running- This is a non-working option for regular operating conditions in the city. In real conditions, the driver has to get out of the trolleybus and put the "horns" back on the wires. This is extremely bad for movement and can only be used in a small number of cases when there is simply no other way to continue moving.

12. And finally, the trolley bus is more expensive to maintain and requires constant checks for electrical safety.

The opponents of the bus still cling for the last argument - environmental friendliness. At the same time, they claim that the trolleybus is still more environmentally friendly and even offer to breathe from the exhaust pipe of the Euro-5 bus. This is the logic of an idiot. In any car there are dangerous places where it is not necessary to climb. On the offer to breathe from the exhaust pipe of the bus, you can only offer to stick your head between the bars of the trolley bus ... Both will end very sadly. Another idiotic suggestion is to put diesel at home. Well, for this I can recommend them to go with a smartphone with "horns", which works only from wires :) ... These are obviously unsuitable arguments, these are not even arguments, but simply troll demagogic tricks. Normal people understand that everything has its place.

Regarding ecology, we can say that in a practical sense, the Euro-5 class does not cause not only significant, but even instrumental harm to the environment on the streets of the city, along which millions of cars with internal combustion engines move.

Environmentalists should look elsewhere. Tightening the class of environmental safety of transport in Moscow is what is required. If Moscow banned, for example, the operation of cars with a class lower than Euro-4, tightened control over fuel quality, this would have a tremendous effect. The presence or absence of a dozen trolleybuses does not change anything!

So, the reasons for the refusal to restore the contact network on several streets in the center of Moscow (this is only 6% in the Central Administrative District and less than 1% on the scale of the whole of Moscow) are deeply justified and have strictly objective justifications.

I emphasize that listing the shortcomings of the trolleybus, I do not absolutize them, but only note that the "nice" trolleybus has a number of significant disadvantages that make us look for a balance of reasonable use of the trolleybus in the city. For Katz, the whole world is divided into black and white. Either he declares genocide to cars in the city, or he sets his flock on the bus, on which a year earlier he insisted on transferring all motorists ... My approach and the approach of the Moscow Government - reasonable, balanced and without extremes - both pluses and minuses are taken into account

If we think further, it becomes clear that in the city center the trolley bus will die out sooner or later. The reasons are not at all in some irrational dislike of the Mayor of the city for this type of transport. Unlike Katz, the city's leadership does not operate with the concepts of "cute" or "hellish", but with a combination of economic and transport justifications. At the same time, it is logical and correct to develop a trolleybus on the main routes. This is what will be done. It is there that the advantages of the trolleybus are manifested, and its shortcomings are almost completely leveled. In the center of the city, everything is exactly the opposite. It may be recalled that in the 1930s the areas near the Third Ring Road were almost the outskirts of Moscow. Now Moscow is much bigger. A lot of everything has changed. This requires a revision of the transport system as well.

At the same time, Mosgortrans is actively working to find electric buses suitable for Moscow, i.e. fully electric autonomous buses. It would be perfect!

The electric bus LiAZ is already being tested, negotiations are underway with the largest manufacturers of electric vehicles, Mosgortrans is seriously considering the possibility of its own investments in the development of electric buses. At this, Katz chuckles, saying that it is useless... The position is more than stupid. Electric buses have not yet reached an acceptable quality, not at all because of the technological impossibility of creating, but because of the lack of mass demand. The interest of such a metropolis as Moscow in electric buses is the most serious reason for a powerful breakthrough in the development of electric buses. If Moscow manages to do this, it will really be a breakthrough! Moreover, it will immediately give another impetus to the development of personal electric transport, since a developed infrastructure for recharging will appear.

Moscow was and remains the trolleybus capital of the world! Katz impudently distorts the facts (allowing data distortion up to 250 times!) and driven by deeply selfish goals, he is conducting a destructive political campaign, which in fact is directed against the interests of Moscow and Muscovites. No need to succumb to provocations! The Moscow government knows what it is doing and is doing everything right in this case. New routes and new, comfortable, environmentally friendly Mercedes and LiAZ buses will appear in the center of Moscow, fully complying with the Euro-5 standard.

These are great buses! Nothing worse than trolleybuses :)

The advantages and disadvantages of a trolleybus as a type of public urban passenger electric transport are most clearly manifested when compared with other types of UET, such as trams and buses.

Trolleybus transport has the following advantages compared to tram transport:

• 1) a trolleybus equipped with pneumatic tires moves along ordinary city streets and does not require special track structures or devices. For a tram, significant costs are required for the construction, repair and maintenance of rail tracks;
• 2) a trolleybus moves with less noise than a tram car;
• 3) the trolleybus in the process of movement has the ability to deviate from the line of contact wires in both directions by a distance of about 4.5 m, which will allow it to bypass vehicles standing in its way, and also, if necessary, overtake slow moving vehicles. This ability of the trolleybus makes it a more manoeuvrable mode of transport, especially since the trolleybus can pass along curved sections of the track with a smaller radius than is required for a tram car.

Disadvantages of trolleybus transport compared to tram:

• 1) the presence of bipolar current collectors of a relatively complex design is the reason for their descent from the wires, especially when passing through special parts of the contact network;
• 2) a trolleybus has a higher resistance to movement compared to a tram, which is the reason for a higher specific energy consumption for movement and an increased cost of passenger transportation.

Compared to a bus, a trolleybus has the following advantages:

• 1) for the movement of the trolleybus, electrical energy is used, generated by various types of power plants. The bus consumes liquid or gaseous fuel obtained from irreplaceable natural energy sources (oil, natural gas);
• 2) a trolleybus is a more environmentally friendly mode of transport, since it does not emit harmful substances during operation that pollute the atmosphere of cities and are dangerous to public health;
• 3) the trolleybus traction motor is structurally simple, more reliable and requires less maintenance and repair costs than the bus internal combustion engine;
• 4) in the end, the cost of transporting passengers by trolleybus transport is less than by bus.

Disadvantages:

• 1) a trolleybus requires large investments due to the need to build substations and a contact network;
• 2) the trolleybus is connected to the contact network and therefore less maneuverable than the bus. In the absence of voltage in the contact network, the movement of trolleybuses stops;
• 3) the presence of complex special parts of the contact network makes it necessary to reduce the speed of trolleybuses when they pass. The same happens when cornering;
• 4) the contact network of trolleybus transport clutters up the streets and squares of the city;
• 5) under the confluence of a number of conditions, the trolleybus can be a source of damage electric shock passenger or attendants.

The almost 50-year history of the domestic trolleybus allows us to determine the main technical and operational requirements for trolleybuses for the cities of Kazakhstan. These requirements are divided into the following areas:

• *security;
• *comfort;
• *ecology;
• *reducing operating costs;
• *competitiveness with tram and bus transport.

These requirements can be formulated in more detail as follows.

• 1. A trolleybus must ensure the transportation of passengers on roads equipped with a contact network that meets the requirements of SNiP 2.05.09-90 "Tram and trolleybus lines", in climatic conditions in accordance with GOST 15150--69 at temperature fluctuations from -40 ° C to +40 ° C and 100% relative humidity at +20 ° C outside the machine (according to IEC 349 - Central European climate).
• 2. The trolleybus should use a traction electric drive based on modern semiconductor technology, which ensures smooth acceleration and deceleration of the trolleybus. The electric drive must be able to save up to 25% of the electric energy used for movement, compared to a conventional rheostat-contactor drive. The trolleybus must be equipped with diagnostic equipment that performs continuous (or periodic) monitoring and accumulation of information on the technical condition of the main mechanical and electrical systems that affect the safety of traffic and passengers.
• 3. To significantly increase the level of passenger safety against leakage current, an on-board device should be installed on the trolleybus for continuous (or periodic) monitoring of the state of insulation of the high-voltage equipment of the trolleybus, disconnecting the electrical equipment from the contact network and issuing a signal to lower the current collectors in the event of an increase in the electrical conductivity of the insulation in excess of the established norms.
• 4. The labor intensity of the maintenance and repair of a new trolleybus regulated by the manufacturer should be reduced by 20 ... 25% compared to a two-axle trolleybus of the ZiU-682 type or an articulated trolleybus ZiU-683.
• 5. The trolleybus must be equipped with current collectors with insulated rods and automatic rod catchers, which can be controlled from the driver's workplace.
• 6. All electrical equipment operating under the voltage of the contact network (traction and auxiliary electric motors, controller, static converters, resistor boxes, pantograph frame, etc.) must have an additional degree of insulation from the body.
• 7. Electrical devices located under the body must be protected from water and dust.
• 8. Installation of cables and wires should provide for their fastening in order to exclude contact of the electrically conductive core with metal elements of the body or frame in case of separation from the tip.
• 9. Steps and entry rails made of metal must be insulated from the body and covered with non-slip, wear-resistant insulating material.
• 10. The electrical circuit of the trolleybus must exclude the possibility of supplying voltage to the contact network to the traction motor when you press the running or brake pedal in a trolleybus standing at a stop with at least one door not completely closed.

At present, the following main directions for improving the design of trolleybuses have been identified:

• *increasing the level of safety and comfort of passengers during the journey;
• *increasing the durability and reliability of equipment while reducing the cost of the machine itself through the use of modern technologies and materials.

Also, new directions in the development of the design of trolleybuses have been outlined:

• *low floor and availability of special devices that enable the entry and exit of passengers in wheelchairs;
• * traction drive based on asynchronous electric motor.

With the growth of the economy of Kokshetau, the trend rapid development which can be traced in recent years, it is quite predictable to change the financial, economic and social conditions for the functioning of urban electric transport. A change in the situation around the facilities included in the urban electric transport system - the solvency of the population, the level of technical condition, the age and structure of the city's trolleybus depots, the correspondence of the route network to the needs of the population - sets the task of strategic planning for this branch of activity. The task of urban electric transport development is an integral part of the city development program.

The list of problems of electric transport includes:

• - reducing the capacity of streets and highways of the city;
• - a sharp increase in traffic intensity;
• - deterioration of the ecological situation in the city;
• - decrease in the level of road safety;
• - Steady aging of the depot of the rolling stock of urban electric transport;
• - Deterioration of the depot structure of urban electric transport;
• - uncontrolled development of the route network of urban electric transport;
• - insufficient accounting and control over the activities of carriers in accordance with the tender conditions and contractual obligations;
• - insufficient degree of equipment of stopping points of urban electric transport;
• - lack of funding for research and design and survey work to solve the problems of urban electric transport.

The main problems of electric transport and their solution, which can be solved at least in the medium term.

The main directions and methods for implementing solutions to the problems of urban electric transport are given below.

• 1.Increase throughput of streets and highways:
• 1) construction of transport interchanges;
• 2) punching of new sections of streets, reconstruction of streets, construction of new sections of streets;
• 3) construction of bridges;
• 4) a ban on the construction of buildings and structures that narrow the streets;
• 5) a ban on the construction of large markets along the main electric transport routes;
• 6) improving the quality of the road surface through the annual planned repair of street sections
• 2. Reduced traffic on the streets:
• 1) organization of enlarged main routes, abolition of parallel and duplicate routes of urban electric transport, change of traffic patterns of existing routes
• 3. Improvement environmental situation:
• 1) the predominant development of electric transport;
• 4. Improvement of the depot structure of the rolling stock of urban electric transport:
• 1) annual renewal of trolleybuses by 10-15%;
• 2) implementation of measures to achieve the optimal ratio of trolleybuses of large, medium and small capacity
• 5. Conducting scientific and design work on the problems of urban electric transport in the city:
• 1) development of the transport scheme of the city;
• 2) development of a project for optimizing the route network of the city;
• 3) development of a comprehensive program for the development of passenger transportation.

The Russian passenger transportation market is currently experiencing rapid development: rolling stock is being updated, technologies for automating transport work are being created and improved, and traffic volumes are increasing. State and development of industries transport complex different cities and regions differ from each other. This is due to the following factors:

The level of economic activity;

Geographic characteristics and natural resources;

Social organization of the life of the population;

political conditions;

The effectiveness of the activities of local authorities.

The central point of all transformations in a region or city should be the creation of conditions that ensure a decent life for a person, the level and quality of his life. And the level of development of urban passenger transport plays an important role.

Having analyzed the experience of foreign countries, it should be noted that the prospects for light rail transport in Europe, the USA and Asia are well understood. In April 2004, the International Public Transport Union adopted the Dresden Declaration, in which Russia also took part. The document contains a number of key recommendations and measures for the development of electric transport:

The tram is not an obsolete mode of transport that interferes with other modes of transport. Many new systems created in recent years show that the existing tram networks represent a strong base for further development;

The tram is the only type of land passenger transport that is technologically able to provide high traffic volumes in dense urban areas at reasonable investment and operation costs;

In order to ensure sustainable development and maintain their investment attractiveness, cities should not dismantle their tram networks, but rather maintain and modernize them. The modernized tram, or trolleybus, is not only an environmentally friendly 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;

Social tariffs are justified only if they are adequately compensated. No organization is able to ensure the production of its products if a significant part of it diverges free of charge or at large discounts;

The development of urban public passenger electric transport is the first and most effective measure to combat traffic congestion;

The best strategy for a city with an old tram network is to create a political and financial "road map" that contains long-term goals for the development of public transport and would commit to adhere to the chosen transport policy.

In some Russian and CIS cities, new technologies are being introduced, trams and trolleybuses are being equipped with modern systems for operational dispatch control and management. Equipping mobile units with GPS navigation devices will minimize deviations from traffic schedules, increase the safety level of urban electric transport and, in general, contribute to improving the quality of passenger service. This equipment will provide a permanent stable connection of electric transport with the city central dispatch service, transmission of information about the exact location of the vehicle, as well as the possibility of an emergency dispatcher call in case of an emergency, automatic sending of an alarm signal to the Ministry of Emergency Situations and connection of autoinformers to announce stops.

The new South Korean system for the introduction of validators, that is, a new electronic fare collection system, will ensure the completeness of the collection of revenue from transportation, and reduce the shortage of personnel in transport. The new electronic system was first introduced in Alma-Ata (Kazakhstan); currently, validators are not used in Russia.

In many cities of the Russian Federation, two-car tram trains driven by one driver are widespread, which allows saving on the driver's wage fund.

Urban electric transport, which is represented in the city of Khabarovsk by trams and trolleybuses, is the most popular type of urban transport. Currently, the Khabarovsk tram and trolleybus department is going through hard times due to a chronic lack of financial resources.

This state has developed due to significant physical deterioration of urban electric transport facilities (64% of trams and 55.4% of trolleybuses involved in the routes have already fully exhausted their resources, up to 60% of the equipment of traction electrical substations is technically outdated), unequal conditions for competition with private road transport , as well as payments not in full of the cost of transport services, which are provided free of charge to certain categories of citizens.

Urban electric transport has a number of invaluable advantages: it is an environmentally friendly mode of transport, it has a high carrying capacity, efficiency, and safety during transportation. These benefits contribute to solving problems in the functioning of public transport and have an impact on reducing the number of road accidents. These circumstances are the basis for ensuring the active development of urban electric transport. MUP Khabarovsk "TTU" technical and planning and economic departments developed a Development Program for the short, medium and long term. After that, they will be adjusted in the Transport Administration and approved by the Mayor of Khabarovsk. The program for the development of urban electric transport for the period 2009 - 2011 was developed on the basis of the Federal Law of the Russian Federation "Charter of Motor Transport and Urban Electric Transport" dated November 10, 2007 and other regulatory legal acts of the Russian Federation. The program for the development of electric transport in Khabarovsk is presented in Table 3.1. The purpose of the Development Program is:

Ensuring stability and real growth in the level of transport services for the population, as well as further raising the level of technical condition of urban electric transport;

Creation of appropriate conditions for the provision of high-quality passenger transportation services to the population;

Ensuring the continuous functioning and further development of urban passenger transport;

Increasing the share of electric transport in urban passenger traffic, as well as the priority development of electric transport, as the most environmentally friendly.

The main objectives of the Development Program are:

Adaptation of Municipal Unitary Enterprise of Khabarovsk "TTU" to work in market conditions;

Providing city financial support in resolving the issue of updating the fleet of trolleybuses and trams;

Stable financing from the city (regional) budget of expenses from the transportation of privileged categories of citizens; regulation of prices and tariffs;

Stimulation of economical and rational use of energy carriers; introduction of new energy-saving technologies.

Table 3.1 - Program for the development of urban electric transport in Khabarovsk for the period 2009-2011

In thousands of rubles

It should be noted that the program was developed in 2008 prices, without taking into account the increase in tariffs. The economic effect of this Development Program is presented in Table 3.2. Achievement of the goals and solution of the main tasks of the Development Program will be achieved through the implementation of the envisaged activities. The problems of ensuring the proper level of passenger transportation are envisaged to be solved in the following ways:

organization of effective management of urban electric transport and the use of its property complex, control and management in automatic mode;

resolving issues of compensation from the state and local budgets in full for losses of MUP "TTU" from free transportation a separate category of citizens, as well as from the establishment of tariffs for travel in urban electric transport, the level of which does not cover the cost of transporting passengers;

improving the efficiency of toll collection; the use of new technical means and systems for collecting fares, accounting for privileged category passengers who use electric transport;

preparation and submission of proposals for the development of new and revision of obsolete legal acts on the regulation of relations in the field of urban electric transport, construction, repair and operation of its facilities;

updating a transport that has exhausted its technical resource;

construction and reconstruction of trolleybus and tram lines, the use of new technologies and structures for contact networks;

clarification of integrated schemes for the development of urban electric transport and traffic organization schemes in order to increase the volume of passenger traffic by urban electric transport.

Table 3.2 - Economic effect from the implementation of the Development Program

This reconstruction of traction substations, contact network, sections of tram tracks and the acquisition of rolling stock will allow the municipal unitary enterprise of the city of Khabarovsk "TTU" to approach the level of passenger service in terms of comfort, economy, to the average level of Russian cities.

Khabarovsk is one of the few cities where the GET is not only not destroyed, but also developed. With the support of the administration of MUP "TTU" they were able to get out of the breakthrough - new routes appeared, traction energy facilities are being strengthened, the fleet is gradually being updated. This indicates that the authorities understand the problems of the region and global transport trends. In 2008, brand new trams and trolleybuses appeared on the routes of Khabarovsk, three sections of the tram track were reconstructed, as well as the station square, Voronezhskaya, Serysheva, Lenina, Dzhambula and other streets where the routes run.

The trends in the development of Khabarovsk electric transport identified in the process of writing the graduation project allow us to draw the following conclusions and proposals for the further development of the UET in Khabarovsk.

Firstly, rail transport, which, developing in stages, on the basis of a modern tram, will turn into a highly developed transport system that moves along a separate track at the ground level, underground and on a flyover. The scientifically substantiated fact of the need to develop a unified system of high-speed and traditional trams must be taken as the basis for planning the development of the transport system of the city of Khabarovsk. Movement on rails requires an order of magnitude less energy than the movement of road transport. The staff of drivers can be reduced by several times through the use of two-car trains.

Secondly, the development of electric transport: the widespread replacement of a bus with a trolleybus in areas with a passenger flow of 1.5-2 thousand passengers per hour, taking into account the economy, comparative environmental cleanliness, smoothness, comfort and attractiveness of the new type of trolleybus.

Thirdly, in order to exclude gas contamination of the center, urban electric transport should provide transportation from the center to the outskirts, while the bus should operate in the suburban area. At present, the problem of an insufficiently developed route transport network of the city is relevant for Khabarovsk. Residents of remote microdistricts do not have access to urban electric transport routes. Therefore, it is necessary to design and build additional routes, including plans for the development of new residential areas. In this regard, special social programs and advertising campaigns are required to increase the prestige of public transport.

Fourthly, it is necessary to carry out dispatching of all transport that performs urban transportation. The introduction of this system everywhere will allow not only to regulate traffic on individual routes, but also on the route network in the complex, as well as: unload the main highways of the city due to the release of the optimal number of vehicles on the route and speed control, which has a positive effect on traffic safety; control the implementation by all carriers of the agreed timetable; promptly respond to incidents and emergency situations; increase the responsibility and discipline of the personnel of transport enterprises; passengers to receive updated information about the time of arrival of transport using specialized information boards connected to the system.

Fifth, it is necessary to improve the working conditions of workers involved in the organization of passenger transportation by urban electric transport.

In the future, it is possible to introduce a conductorless method of collecting fares.