Creating convenient public transport (PT) is a truly complex task that includes a number of measures. But simple solutions can significantly improve the quality of mass passenger transportation. Today we will talk about them. Unfortunately, such solutions are almost not present in our cities or are very poorly implemented. We dedicate this article to everyone involved in development transport complex in cities. And if you are not connected in any way with the administration, then share it so that the information reaches the responsible officials.

Busboards

In Russia, curbs at bus and trolleybus stops are no different from ordinary ones. As a result, OT drivers approach the stop slowly and stop close to the curb, which leads to negative consequences. Firstly, the speed has to be reduced before approaching the stop. Secondly, a large gap is formed between the boarding platform of the stop and the bus. Even in Moscow and St. Petersburg, one can observe a situation where all the advantages of low-floor transport are negated due to the fact that the bus has stopped far from the boarding platform. Thirdly, tire wear increases. No matter what professional is behind the wheel, sometimes the tires come into contact with the curb, which affects its condition.

However, a solution to this problem already exists. In the 90s, in Kassel, Germany, they began testing a completely new curb, the so-called “busboard”, which later received the name “Kassel curb”. This curb is a special concrete profile with a curved part, somewhat reminiscent of a small ramp. When hitting it, the rubber behaves in the same way as when contacting a speed bump and is not damaged. During tests in Kassel, such a curb showed its best side. As a result, by 2001, every sixth Kassel stop was equipped with busboards, and by 2010, this solution appeared at most bus stops in Germany. At the same time, the victorious procession of beadboards took place in other European countries, and now such curbs can be found in many cities - from Zurich to Prague. Maybe it's time to use them in our cities too?!

Traffic lights at stops

In cities throughout the post-Soviet space, tram stops are often combined with the roadway and do not have a separate platform. If the tram has stopped to disembark and pick up passengers, then according to traffic regulations, drivers are required to stop to let them pass. Unfortunately, this does not happen every time. And not always because of the malicious intent of the drivers - sometimes the motorist simply does not notice that the tram has already stopped. And the very organization of traffic in such areas encourages you to drive through it quickly, and not slow down...

An error occurred while loading.

Of course, ideally all tram stops should be physically separated and have their own platform of the so-called Vienna type. But another solution is suitable as an intermediate solution - installing special traffic lights that, using sensors, automatically turn on the red light while passengers board the tram. Has the tram arrived? Red turned on! Simple and convenient for both drivers and OT passengers. By the way, sometimes there is another situation: there seems to be a traffic light at the tram stop, but people, risking their lives, run into the red light because they are afraid of being late. Sensors could help in this case too, helping passengers not to miss the desired transport.

Park & ​​Ride

But this solution is found in Russia, but its implementation leaves much to be desired. We are talking about intercepting parking lots, which in Europe are usually denoted by the words Park & ​​Ride or the letters P+R - in Europe they have long understood that personal and public transport complement each other perfectly.

Park & ​​Ride parking lots - best example. Their purpose is for the driver to independently drive to the nearest station and then transfer to public transport. It seems that intercepting parking lots are found here too, but the whole question is in implementation. Firstly, we have very few such parking lots. For example, in Moscow there are only about 20 of them in a city with a population of millions! Secondly, we have them located near metro stations, although the main traffic jams accumulate at the entrance to the city. Therefore, many, having reached the station, prefer to move on rather than waste time stopping and not the most comfortable descent into the subway.

But European Park & ​​Ride are designed according to a different principle. What comes first here is not the metro, but railway transport- that is, modern electric trains. It is also important that such parking lots appear outside the city, so that motorists do not load the main highways and harm the environment in the center. Thirdly, the accessibility of the environment plays a very important role. Park & ​​Ride are specially made on the same level as the nearest railway stations and are located as close to them as possible. That is, the driver does not have to walk an additional 500 meters, go up and down stairs, cross the road, etc. This is what creates comfort in using such parking lots.

The success of this transport and planning solution depends on two factors: the location of the parking space and its equipment, as well as the level of public transport services (frequency/interval, speed, convenient route network). In fact, the driver makes a choice in favor of ride-hailing parking if such a multimodal method of transportation is beneficial to him - from a financial point of view or in terms of time investment. In general, this measure only works in the case of coordinated development transport system- simultaneously with the development of the park-and-ride system, public transport services are being developed: the quality of rolling stock is improving, the route network is expanding, traffic intervals are decreasing, etc.

Maria Rozhenko

Associate Professor, Higher School of Urbanism. A.A. Vysokovsky National Research University Higher School of Economics

"Tricky" tickets

In Russia and other post-Soviet countries, the tariff policy is usually simple: you buy a ticket and go. At the same time, the number of stops or stations does not matter: for the same price, even in Moscow, you can go to the other end of the city, or you can go through just one stop. But in European countries the tariff policy is more flexible. Not only can you buy a pass for a whole day or a weekend, but you can also buy so-called “short tickets” if you only need to travel a few stations. Of course, such tickets are cheaper and greatly increase mobility within the surrounding areas.

Another interesting type of public transport tickets is group tickets. Suppose you are traveling somewhere with a large group, each member of which needs to buy a ticket. In this situation, it will almost certainly turn out that traveling in several cars will not only be more comfortable, but also more profitable. European transport experts have long assessed this situation and came to the conclusion that the introduction of a group tariff encourages residents to use public transport.

Both of these solutions can be implemented without problems in our country, at least on ground public transport.

Slot machines

Another solution is ticket vending machines, which are installed directly at bus stops or inside the bus. In our country, as a rule, tickets for public transport are sold either at special ticket offices or from the driver. As a result, more time is spent purchasing a ticket, queues form, and if you buy a ticket from the driver, the departure of the bus is also delayed. Installing ticket machines could help solve this problem. Firstly, it is cheaper to install and maintain such a machine than to pay a cashier’s salary. Secondly, the presence of a convenient machine will encourage passengers to purchase tickets more often, rather than try to pass as a “hare”. Finally, thirdly, with the help of automatic machines you can relieve the driver of a bus, trolleybus or tram from the unusual functions of a cashier, as well as increase the speed of transport.

As you can see, many solutions are quite easy to implement, but they can significantly improve the operation of public transport and the comfort of passengers. Of course, they should be part of a larger strategy to improve OT comfort. Its development and implementation is a separate conversation.

To use preview presentations, create a Google account and log in to it: https://accounts.google.com

Slide captions:

“Transport in my city” Sociological survey of Michurinsk 2014

A questionnaire and sociological survey about the work of transport in the city of Michurinsk, Tambov region, was carried out by students of class 9 “A” of MBOU Secondary School No. 7 Yakovlev Alexander Maslova Svetlana Andreev Sergey Dubrovsky Grigory

Five questions were asked: 1) How do you evaluate the performance of urban transport? (excellent, satisfactory, unsatisfactory) 2) What type of transport do you use? 3)Which type of transport works more efficiently? 4) What does not suit you about the work of transport? 5) How to improve transport in our city? In January 2014, 102 residents of Michurinsk were surveyed.

excellent satisfactory unsatisfactory 25 44 33 1) How do you assess the performance of urban transport?

Personal transport 25 Bus 27 Minibus 32 Taxi 14 Not used 4 2) What type of transport do you use?

Personal transport 30 Bus 11 Minibus taxi 24 Taxi 37 3) Which type of transport works more efficiently?

1) Few buses in the morning 16 2) Transport leaves the route early 20 3) Poor state of transport 13 4) Value for money (high price, low quality of transportation) 13 5) Heavy crowding 20 6) Radio “Chanson” 8 7 )Everything suits you 12 4)What doesn’t suit you about the work of transport?

1) Improve the quality of roads 44 2) Increase the operating hours of urban transport 20 3) Increase the number of buses 10 4) Make new routes to the outskirts of the city 12 5) Make transport more convenient 16 5) How to improve the functioning of transport in our city?

On the topic: methodological developments, presentations and notes

Project "Historical Monuments of My City"

History of the city of Dzerzhinsky Project goal: acquaintance with the history of the city, its cultural monuments, education of Orthodox culture, knowledge of the history of the Nikolo-Ugreshsky monastery, visit...

The colors of my town. (Colors of my city.)

Situation 1. There was no bus for 45 minutes. Perhaps the equipment has broken down, perhaps the driver has fallen ill... There can be many reasons, but the result is the same. A bus on a certain route did not arrive on time at the stop where people were waiting for it. It happens. It's OK..

Situation 2. The bus missed the stop. Perhaps something broke in the car and the driver was on his way to the repair site. Perhaps he was just in a hurry to finish his shift... There could be many reasons, but the result is the same. A bus on a certain route did not arrive on time at the stop where people were waiting for it. Happens. It's OK…

Situation 3, situation 4, situation 5…. There are many reasons, but the same result. People were unable to leave when they should have left. According to the schedule. According to agreements concluded by the city administration with carriers. According to the oral and written assurances of the managers who checked the above facts, they did not confirm... It happens. It's OK…

Of course, it's okay if we talk about specific situations. The question is what to do if such situations are repeated on different routes, in different parts of the city, with different carriers, day after day with enviable regularity?

The algorithm for solving the problem proposed by the city administration is as follows:

1. Call the numbers provided and state the essence of the complaint.

2. Receive a reasoned response about the measures taken.

I have used this scheme several times to inform transport workers that there is a specific problem. The scheme does not work.. More precisely, the process is ongoing, but there is no result. The call, of course, is accepted, the complaint is recorded, the information is communicated to the carrier... But that’s where it all ends. The carrier, at its own discretion, decides whether to recognize the complaint as justified or not (they say, we are good - they slander us). In the above situations, the claims were rejected - “you’re lying, it didn’t happen.” After all, if the carrier recognizes the claim as justified, this means that certain sanctions may be applied to it. Does he need it?

All city buses are equipped with navigation devices. They say that the entire route of a bus can be tracked in minutes. But if you can trace the entire route of a particular bus, then why do drivers commit violations? Don't you worry about fines? Or maybe they change the instrument readings? Besides, According to concluded agreements, only DGI inspectors can make claims against the carrier based on the results of inspections. Yes, in these cases the carrier can admit his guilt (and even then not always).Then, one wonders, what's the point of calling and complaining to us, ordinary users? transport services, if as a result you receive the answer - “Are you lying?”..

There are several proposals to solve this problem. But in order to voice them, it is necessary to know how Vologda residents themselves react to disruptions in the operation of public transport. In this regard, the question is - please tell me what you do when you personally encounter any violations in the operation of public transport (nviolations of traffic intervals, flight cancellations, violations of traffic rules by the driver, rudeness and inattention on the part of the conductor or driver, etc.)? Thank you!

Every year there are more and more cars in the city, and residents on foot spend more and more time traveling around the city. Public ground transport in many areas of the city makes you wait for a long time, and then also stands in general traffic jams. Those who can afford it choose personal transport - you will still have to stand in traffic jams, but at least it’s more comfortable in your own car.

However, according to estimates by the capital’s authorities, public transport now provides about 74% passenger transportation(including the metro, of course). By 2017, it is planned to “increase the volume of transportation by public transport by 40%.” It turns out that the authorities want to transfer almost all motorists to public transport, but there is one “but”.

The old fashioned way

As Mikhail Blinkin, scientific director of the Research Institute of Transport and Road Facilities rightly notes, public transport does not yet represent any acceptable alternative for the motorized part of the city’s population. For now, this is nothing more than a “cattle truck”, in which it is either too hot or too cold, stuffy and cramped. “Some young student who has been driving a car since her second year, a gift from either her dad or her boyfriend, will never board our buses. But a modern electric bus is welcome. It’s comfortable and stylish,” he says. For comparison: in developed countries public transport is easily used to complete daily business trips– there it is comfortable and really fast.

Another serious problem is the old route network, which is not always clear. What a surprisingly “expedient” route from Vykhino to Red Square! Only suitable for a sightseeing tour. According to M. Blinkin, in advanced cities of the world the route network operates according to a model that is unusual for us. There is a division there. One part is high-speed main public transport routes, a kind of above-ground metro - “this is a high frequency of movement, modern, comfortable interiors, separate lanes or track structures.” The second part is supply routes, they are laid along city streets and residential areas. Here the picture looks different: here is a bus dragging for a huge distance, first it goes along the main route, and then suddenly goes somewhere in the neighborhoods. “Its purpose is not even clear,” complains M. Blinkin.

According to the head of the Moscow Center for Combating Traffic Jams, Alexander Shumsky, the main problem of urban public transport is that it is not a system. “We have Mosgortrans, we have the metro, we have electric trains, minibuses. They are not coordinated with each other in any way. They live on their own,” he says.

In addition, we have practically not implemented the practice, which is quite widespread abroad, of selling “through” travel tickets, which can be used both in the metro and on ground public transport. A monthly “Metro+TAT” pass does not count, it is expensive and not suitable for everyone; “through” tickets for a small number of trips or valid for a certain time (one hour, for example) would be much more convenient.

Coffin on wheels

Minibuses are extreme transport, but quite often there is no alternative. Many experts agree that this type of transport is a thing typical only for third world countries. And indeed, have you ever seen this type of transportation in Europe?

“Minibuses should not be used as the main route transport, as a mass network. They are quite suitable for groups with limited mobility, for those who cannot travel by other transport. There are rare routes on which small groups of passengers travel at a certain time, and put on such a flight the bus is simply unprofitable,” says A. Shumsky. And here minibuses are designed to plug “holes” in the city public transport system.

But an artificial ban on such transportation will only cause an outburst of even greater indignation among Muscovites. Dangerous minibuses will disappear only when they become economically unprofitable for their owners. And this, in turn, will happen only when urban public transport becomes profitable and profitable. At the same time, experts are not at all opposed to private passenger transportation networks. The main thing is to have unified management and coordination of all routes. “The main thing is for companies to work within the system and compete in quality,” says A. Shumsky.

Implementation in Russian

The latest innovation on Moscow roads - dedicated lanes for public transport - is being discussed quite vigorously. All conversations boil down to one thing: as is usually the case with us, a rational idea was implemented rather unsuccessfully. A. Shumsky generally believes that these strips as a project failed. "They are inconvenient, they lead nowhere, they do not answer technical requirements, but they reported beautifully,” he says, recalling that the stripes introduced so quickly were developed under Yuri Luzhkov. They were not thought out, but the projects were already on paper, so they were implemented.

M. Blinkin notes another disadvantage of our “dedicated lines”. According to him, the effect of such priority lanes will only be when public transport runs along them at much shorter intervals than now. “Suppose, on average, 800 cars, that is, approximately 1 thousand people, pass along one section from traffic light to traffic light per hour. If a bus runs there with a good frequency, for example, every five minutes, then it will be possible to transport many more passengers. And if the bus runs every 20 minutes, then we will transport fewer passengers than just by car,” he explained, adding that going to dedicated lanes on “infrequent routes causes nothing but irritation.”

Abroad, as usual, everything is much more pleasant. Main routes are laid along dedicated lanes, along which modern powerful equipment moves at short intervals (of course, this situation is not everywhere, but we are talking about advanced cities). In addition, in some cities, public transport is even given a priority phase of movement - when, say, a bus approaches an intersection, the traffic light turns green for it out of turn. But this is rather a secondary option.

Gordian knot

Another “breakthrough” in the modernization of the capital’s transport system was the organization of transport interchange hubs (TPU). In February of this year, the first such node went into operation at the Planernaya metro station. According to A. Shumsky, when this transport hub was opened, “only Moscow transport was allowed there, transport from the Moscow region was not allowed.” That is, buses and minibuses from the same Khimki (which is almost 30% of the flow) were forced to drop off passengers on the adjacent streets. Problems also arose with parking lots - “people simply didn’t understand how to get to the metro,” says A. Shumsky. “So far, all that has been created is a roof under which several types of transport have been driven, which are still disconnected from each other,” he sums up.

However, the capital authorities intend to build more than a hundred transport hubs by 2016, of which 13 hubs are located on the Small Ring of the Moscow Railway alone. We can only hope that the citizens' complaints will be heard and, most importantly, taken into account.

One cannot help but recall another “innovation”, albeit implemented by Luzhkov’s team, which over the years has not become less irritating. We are talking about turnstiles at the entrance to buses and trolleybuses. Because of them, the boarding time for passengers is extended by several minutes, and during rush hours at stops you have to observe a “double queue” - not only do people crowd at the entrance to the bus, but the buses themselves line up on the road waiting for the opportunity to approach passengers .

Of course, the turnstiles provided Mosgortrans with invaluable assistance in collecting fares, although this did not bring any comfort to passengers at all. Experts have repeatedly pointed out the imperfections of this mechanism, but it seems that the transport system is not going to abandon it. Profit is more important, and people... people get used to everything.

Who is to blame and what to do

Experts unanimously declare the need to introduce modern transport systems. The absolute leader here is Light Rail Transit (LRT). In our opinion - a tram. Only (again!) modern, high-speed, well fenced off from highways. When was the last time tram tracks were laid in our city? That's it. We were just sorting it out.

True, in fairness it must be said that the Moscow transport development program for 2012-2016 provides for the introduction of high-speed trams: according to the results of 2015. There should be 20 such trains running around the capital, and by the end of 2016. their number should increase to 46. Next year the first high-speed tram line should be operational - from the Shosse Entuziastov metro station to Stalevarov Street. The first stage involves the construction of only five stops, and in the uncertain future this line should “get” to Balashikha.

A. Shumsky believes that transport authorities should abandon quantitative criteria for assessing their work. “A new, high-quality criterion of efficiency must be introduced. Recently it was reported that buses on dedicated lanes began to move 60% faster. Did anyone say that almost no one rides these buses? In an “accordion” that seats more than 100 people , no more than 10 passengers are traveling. You need to report not on the fact that so many lanes were made, but on the fact that you managed to transfer so many people to public transport, and the average travel time from work to home was reduced by so much,” - argues A. Shumsky.

As for the idea of ​​introducing dedicated lanes on the capital's roads, the expert believes that the Moscow authorities need to start by studying transport and passenger flows, figure out the matrix of movement around the city, and rebuild the route network. “And for this new route network, it is already necessary to allocate separate lanes in such a way that, for example, a bus passes its entire route along this “dedicated lane,” but now it turns out that we drove for 20 minutes along the dedicated lane, and then stood for two hours on a regular road ", says the head of the Moscow Center for Combating Traffic Jams. He believes that the new Moscow transport authorities could easily have done this work in a year, “and now begin to allocate these lanes, understanding where they are really needed.”

Mikhail Blinkin, scientific director of the Research Institute of Transport and Road Facilities, notes that the current team that is “resolving” transport problems is having a very hard time. She “has to carry a suitcase without a handle,” the expert believes. “A lot of investment projects, primarily for road construction, were started under the previous government. There are not very rational decisions there. But it’s simply impossible to leave potholes on the roads, it’s necessary to complete construction,” says the expert. He notes that in the coming years, a significant part of Moscow investments will be directed to the completion of such projects.

A. Shumsky is more critical in this regard. Based on the current pace of “working on mistakes,” he does not rule out that by 2017. The mayor of Moscow will have to admit that the main transport problems have not been solved. However, it is difficult to make forecasts for such a long-term period. We can only hope that the city authorities will listen to the expert community and citizens, and by this time we will know what a city is that is comfortable to live in.

Veronika Ichetkina, RBC

I Continuation of the systemic struggle for work in a single legal field.

Illegal minibus taxis still operate on the streets of Omsk, for example, the canceled route 205 and a number of others.
Only systemic monotonous daily checks of the legality of passenger transportation and taking appropriate measures against violators can “break” illegal carriers.
http://fotobus.msk.ru/photo/1695922/
http://fotobus.msk.ru/photo/1686696/

It would also be a good idea to have drivers checked by the State Traffic Safety Inspectorate. minibus taxis for compliance with the work and rest regime. Personally, I have no recorded facts of overtime for minibus taxi drivers, but, including, according to the stories of the drivers themselves, there are overtimes for minibus taxi drivers and they are very serious. And this is a question of transportation safety!

I personally traveled in minibus taxis with a passing stop at a gas station (without disembarking passengers), I personally saw how minibus taxi drivers snack on the go... which indirectly indicates that the drivers’ work and rest schedule may be violated.
Checking the overtime of minibus taxi drivers by the State Traffic Safety Inspectorate should become the norm. This will make it easier to bring passenger transportation into the legal framework.

For example, in Kaliningrad, private carriers are constantly inspected by the mayor’s office, the traffic police and the State Traffic Safety Inspectorate, which makes it possible to restrain carriers within the limits of the law and limit the overtime of private transport drivers.
It is also necessary to check legal carriers to ensure that the actual number of vehicles on the route corresponds to the number of issued transport cards (declared quantity) and take action against unscrupulous carriers.

II Development of a unified public transport schedule.

It is necessary to organize a rhythmic constant transport service, taking into account rush hours and traffic jams.
I will give two illustrative examples of what not to do:
1) There is no transport for 30 minutes, then there is a crowded minibus, a minute later there is a half-empty bus, and a minute later a trolleybus is a third full. After 30 minutes there is nothing again. This situation is often repeated on the right bank of the Irtysh: there is no transport towards the left bank. Then, one after another, with an interval of a minute or less, there are: 409 minibus, 14 bus, 7 trolleybus.
2) trams of routes 4, 8, 9 rush from the terminals from the Amur village, PO "POLYOT" and 3rd Razezd to the stop "9 line" on the street. Lermontov, where they gather in line one after another and then crawl at a snail’s pace (less than 5 km/h) to the stop “ul. Marshal Zhukov."
It is necessary to obtain evenly distributed departures from final points and travel to intermediate points for transport routes, routes and/or directions and/or key transfer points which coincide by more than 50%. Naturally, you need to understand peak loads, their direction and the road situation (predicted traffic jams).

Competition between municipal transport can be destructive; a uniform transport supply, I believe, on the contrary, will provide greater comfort for passengers, reduce crowding (during a crush, it is extremely difficult to accommodate passengers) and create a comfortable occupancy of the cabins. Naturally, during rush hour, when the demand for transport is maximum, the interval between departures may be minimal. At the moment of minimum demand, transport can stop for a break/lunch, but at the same time, I think, transport supply should not completely stop, and transport should evenly depart, but with an increased interval.
As far as I remember, municipal carriers already had such experience on route No. 20.

You should also consider changing transport crews at major terminal stops. So, for example, for trolleybus route No. 15, it may be worth changing crews not at the trolleybus depot, but at the terminal station. For example, a driver and conductor for work on the second shift arrive at work not at the trolleybus depot, but at the terminal station “ul. Hasek”, where the driver passes the medic (for example, in the control room, or, for example, at PP4) and the rolling stock is immediately accepted at the terminal. The spent crew returns by passing transport to the depot. Thus, an extra trolleybus trip to the depot and back is eliminated.
For example, in Novosibirsk several years ago, changes of tram crews (driver and conductor) were carried out right along the route at the “Sibiryakov-Gvardeytsev Square” stop. At the same time, the total time the tram stopped at this stop did not exceed 40 seconds.

III Priority for the use of trolleybus and tram transport

The bottom line: in sections of the route network equipped with tram and/or trolleybus lines, the use of electric transport is a priority.
Trams and trolleybuses are effective types transport with low operating costs.
https://fotki.yandex.ru/next/users/vdovinea/album/434032/view/1183168

The cost structure can be clearly seen from Soviet prices for travel on public transport: tram - 3 kopecks, trolleybus - 4 kopecks, bus - 5 kopecks. Thus, the tram is the most economical type of urban transport, the trolleybus is the most economical type of trackless urban transport. Unit costs energy for traveling 1 km of track is the lowest for a tram, and slightly higher for a trolleybus. The same is stated by transport scientists (for example, Safronov, Vaksman,...) and data from transport enterprises of other Russian cities (Novosibirsk, Yekaterinburg, Moscow,...).

It is also important to remember that the tram and trolleybus lines in the city represent large investments made in previous years to create an effective transport system. Therefore, maximum load of existing tram and trolleybus lines in route traffic will increase the return on capital investments, reduce specific operating costs, and reduce the cost per passenger kilometer for transport enterprises.

IV Increase in the average speed of public transport

The bottom line: the passenger must get from point “A” to point “B” faster.
One of the arguments of opponents of the abolition of minibuses was that minibuses travel faster. Indeed, municipal transport schedules are quite lengthy and include all possible traffic delays vehicle from end to end.

So, for example, in most cases, a trolleybus or tram in Omsk can travel along the route from terminal to terminal on average 15% faster than planned in the schedule. An increase in traffic speed can lead to an increase in the number of flights performed and to an increase in revenue for transport enterprises.

In some exceptional cases, increasing the speed of transport may require capital expenditures: for example, on Serova Street near houses No. 4a, 6a, due to the poor condition of the track, the speed of trams is limited. An increase in the speed of trams on this section is possible after major repairs of the track.

Increasing the speed of trolleybuses is largely an organizational matter that will not require capital expenditures.
Shifting the overhead wires from the edge of the roadway closer to the center (for example, on Marx Avenue, where the right lane is often parked or covered with snow) can help increase the speed of trolleybuses, which can be done within the framework of routine maintenance or current planned repairs of the contact network.

For a trolleybus, a small reserve for increasing the speed of movement also lies in the use of modern high-speed special parts of the contact suspension, allowing the trolleybus to pass through intersections and junctions of wires at the maximum speed allowed in the city of 60 km/h.

V Preservation of trolleybus depot No. 2:

Now GET incurs large costs for heating trolleybus depot No. 2, about 3 million rubles. per year. In conditions of cost reduction, in my opinion, it is possible to sell the 4-story administrative building and completely abandon the heating of the boxes. Pre-trip inspection of trolleybuses can be carried out without heating, or with the organization of local heating (heat guns in the inspection ditch, turned on only during the inspection period) as a necessary measure to reduce costs. Heating of personnel can be carried out in a module (container) equipped with a heat gun.

It might also be worth considering autonomous systems heating. Yes, they will require initial costs in the form of installing a pellet or gas boiler, but then they can pay off in the form of lower subsequent heating costs.
Selling fans and production boxes, in my opinion, is deeply mistaken. This will make it worse economic indicators work of trolleybus routes No. 7, 16, 67. Moreover, in my opinion, the left bank trolleybus network is underloaded with trolleybus routes and in the future (naturally, based on research) it is possible to introduce new trolleybus routes, which will require storage and maintenance of rolling stock. And it is most logical to produce this in depot No. 2.

Tex prepared by Yuri Romanovsky - Chairman of the public movement