YATB-1 is a Soviet high- floor trolleybus for intercity passenger traffic produced by the Yaroslavl Automobile Plant . The abbreviation "YATB-1" means "Yaroslavl trolleybus, the first model."
YATB-1 | |
---|---|
Manufacturing plant | Yaroslavl Automobile Plant |
Project, | end of 1935 |
Produced, he. | 1936 - 1937 |
Assigned service life, years | ten |
Instances | 450 |
Weight without passengers, t | 9.5-8.9 |
Curb weight, t | 13-12,4 |
Max. speed, km / h | 50 |
Capacity, people | |
Seating | 34 + 1 |
Full capacity (8 persons / m²) | 55 |
Dimensions | |
Length mm | 9320 |
Width, mm | 2500 |
Roof height, mm | 3150 |
Base, mm | 5200 |
Clearance, mm | 660 |
Salon | |
Number of doors for passengers | 2 |
Formula door | 1 + 1 |
Interior lighting | incandescent lamps |
Engine | |
Type of | DTB-60 |
power, kWt | 60 |
Control system | RKSU |
Operating voltage, V | 550-600 |
Development History
The first domestic trolleybuses of the LK-1 brand were assembled by a small amount of imported components in Moscow: electrical equipment - the Moscow Dynamo plant, the body — the Stalin Plant ( ZIS ), and the chassis for the first ten LK-1 trolley buses were made at the Yaroslavl State Automobile Plant (YAGAZ ).
This work went off plan and was carried out with an “assault” that had grown by the end of the year. Only in Moscow, by the end of 1935, the length of trolleybus routes increased to 22 km, on which 61 machines worked. Trolleybuses liked Muscovites, but especially the first secretary of the Moscow Party Committee (MK and CIM of the CPSU (b)) Nikita Sergeevich Khrushchev , who demanded a significant increase in these indicators. First planned for 1936 release of 35 trolley buses, but in the IV quarter. In 1935, this figure increased to 250. In 1936, it was planned to increase the length of trolleybus routes by 52 km in the capital, including laying one of them along the Garden Ring from the Kursk railway station to Vosstania Square.
It immediately became clear that it would be necessary to concentrate the production of trolley buses on a specialized plant.
Production
The British trolleybuses became the prototype of the YATB-1, two samples of which were acquired by the chief designer of the YAGAZ, V. V. Osepchugov during a business trip to the UK in October-November 1935.
The design of the first trolleybus of its own design began in the fall of 1935, when the design bureau was created at the Yaroslavl Automobile Plant. Simultaneously with the preparation of the production, the construction of the first two trolleybuses in full size began. It was an experienced trolleybus, made in 1935, in 1936, decided the fate of the plant, when during discussions, where did the USSR organize the issue, Sergo Ordzhonikidze , People's Commissar of Heavy Industry, chopped off: “Do it at the Yaroslavl plant!”. By that time, a full-size sample was already ready in Yaroslavl, unlike other enterprises in the industry, which could be commissioned to produce this new type of transport for the USSR. Since then, trolleybus construction has become important, becoming one of the main ones at the plant.
Serial production of "horned" decided to learn at YAGAZ, previously specialized in the production of trucks and buses. In March 1936, three main tasks for the production of trolleybuses were defined for the YAZ. 1. To master the production of trolley buses for two and a half months. 2. On the basis of the two prototype trolleybuses produced, set up their production in the current year and manufacture 250 units, they were written into the plant’s annual plan for 1936. 3. Revise the design of the trolleybus and improve it on the basis of comments received after the start of operation.
As usual, the decision on the production of trolley buses was taken in a hurry, when the annual funds of the enterprise were already selected. The plant manager V. A. Elenin reacted with great responsibility to the organization of the production of new products, singled out the maximum of very limited production areas. Under the new case, the premises of the trade school were used - the factory school . The wallpaper section was placed in the locker room, the tin section was in the foundry workshop, the compressors of the pneumatic drive of the brakes were assembled in the red corner of the tool shop, and the body was assembled in the yard of the factory, under a shed. In a short time for the design of the body, a special design office was organized, which they were assigned to engineer V. V. Osepchugov, and to ensure serial production - related production: brake and electrical equipment, wheels, tires, rubber products, etc. The designers designed Krasheninnikov designed the wooden body. Vasiliev, Khrenov, and the frame - Breitovsky. In November 1935, they designed a disc parking brake based on a YG-6 truck and two-drum wheel brakes. Simultaneously with the design, two prototype bodies were made, twin passenger seats and a driver's seat with height adjustment and forward movement, other units. Also, in the design of equipment for the future of the trolleybus, specialists from NATI and the Dinamo plant named after SM Kirov were engaged. The design office of ZiSa played a significant role in the development of the trolleybus.
In early 1936, the creation of a new trolleybus was in the center of attention of the People's Commissariat of Heavy Industry and the Government. Since that time, trolleybus production at YAGAZ was given more attention. By order of the plant (March 1936), it was planned to complete the production of two experimental machines by mid-May, and on their basis, in 1936, by all means, make 250 trolleybuses. New car was designated YATB-1 - Yaroslavl trolleybus, the first model. At the beginning of July 1936, the director of the YAGAZ, V. A. Elenin, received a telegram from the people's commissar for heavy industry Ordzhonikidze: “I approve the schedule for the release of trolleybuses: August - 30, September - 45, October - 50, November - 60, December - 85. I offer it firmly stick to. Take all measures, mobilize the workers, the Stakhanovites, the engineering and technical workers, the entire factory staff to fulfill this crucial task. ” The People's Commissar Ordzhonikidze had the fame of a man of his own, not at all as tough as, say, the People's Commissar Kaganovich, but his schedule — taken from the ceiling, not relying on any realities — could not be disobeyed.
For mass production of trolley buses started, without making a prototype of the prototype, without testing. Subcontractors were helping out - the Moscow ZiS , supplying the rear axle with a worm main gear, the Moscow Dynamo plant (electrical equipment). For the manufacture of the body (its production turned out to be the most difficult, which accounted for 78% of the labor intensity of the whole machine), a special section with a large warehouse was needed where the wooden blanks would be dried, there was no woodworking industry. Without such, Yaroslavl agreed to dry the forest ... at the Kalinin Carriage Works and in Moscow - at the Rudzutak plant. Wooden parts were made by Sokolniki car-repair plant and a number of enterprises in Yaroslavl.
Due to the fact that there was no ready-made equipment, proven technology for the production of trolleybuses in the Soviet Union, difficulties in creating a trolleybus production arose in almost every issue, was affected by the plant’s unpreparedness for the release of a new product. The task for the production of trolleybuses was obtained after the annual building funds for the material were distributed. Necessary drying of solid wood - oak, ash, beech was not, so the manufacture of frames for passenger seats, lining the roof, flooring, battery boxes, etc., was entrusted to the Paris Commune factory . The forest from which the trolleybuses were built was brought from Odessa to Kalinin (now Tver ), from where it was sent to the SVARZ Moscow plant after drying, and then to Yaroslavl.
The wooden body outside sheathed steel sheet, inside - plywood. The mass of the “house” turned out to be decent - about 3 tons. Because of this, it was necessary to construct a massive frame, which was riveted from standard rolled channels with a large margin of safety, and there wasn’t even talk of a frame with stamped spars. That piece of the frame, where it went around the rear axle, was produced separately by the Yaroslavl factory “Proletarian Freedom”. Alas, in terms of technology, the Yaroslavl Automobile Plant was lagging behind. The mass of the trolleybus exceeded 9,500 kg, and in order to certainly ease the car, the driver’s cabin wall had to be replaced with a light partition.
The plant team undertook to manufacture the first trolley bus by May 1, and by the end of the month and in June, make 20 cars each. The task of the People's Commissar Ordzhonikidze, of course, tore the plant off: until September 5, he released only 7 trolleybuses. Fulfillment of obligations frustrated by the "help" of subcontractors: GAZ only sent 12 pairs of wheels in July, the VMS delayed the delivery of worm pairs, and the Chelyabinsk Tractor - axles and fists. "Tried" and other suppliers of components. Nevertheless, on July 25, 1936, it was possible to manufacture the first trolley bus.
By itself, the case of mastering a new product was unprecedented: on the move, improvements were made to the wheels from the wheels.
The serial production of YATB-1 lasted from July 1936 to November 1937. In the III quarter. In 1936, 22 trolley buses were made at YAGAZ, and in the 4th quarter, - 97. In total, for the year - 119, instead of the planned 250. In January 1937, they continued to produce YATB-1 and began to develop a lightweight version of YATB-2 , which they were supposed to master in production from the release of the 200th copy. The first sample of the “two” was made in November 1937, and in December - 30. 450 units of the YATB-1 were manufactured at YAGAZ [1] . In total, from 1936 to 1941, 922 vehicles of all modifications (except YATB-3 ) were manufactured in the workshops of the Yaroslavl Automobile Plant : YATB-1, YATB-2 , YATB-4 , YATB-4a , YATB-5 , which were supplied to 11 cities of the country: Tbilisi , Stalino , Chernovitsy , etc.
Having established the production of trolley buses in 1936, the Yaroslavl Automobile Plant laid the foundation for the mass production of a whole generation of trolley buses in the Soviet Union. Already in the postwar years, improving the design of trolleybuses, domestic trolleybusostroiteli many years used the practices, achievements and drawings of Yaroslavl. Machines YATB mark a huge contribution to this ancient Russian city of Yaroslavl.
Front view
Back view
Front view to the right
Rear sofa in the cabin
View of the back door
Work in the cities of the USSR
The first trolleybus YaTB-1 began working in Moscow on August 5, 1936, an elegant liner for that time, painted with blue, yellow and light green varnish. The newspaper "Pravda" wrote:
- “A new trolleybus car released by the Yaroslavl Automobile Plant arrived in Moscow, with significant advantages compared to the cars currently in Moscow. It has a beautiful color. In the car 34 comfortable soft seats. For heating in the winter 6 electric furnaces were supplied. Doors open and close automatically, like in subway cars. The interior of the car is very elegant. In the case of termination of electric lighting on the current line in the car, two bright lanterns are ignited, receiving current from the batteries. For the driver delivered a comfortable chair. The run of the new car is silent and elastic. This is facilitated by semi-bottles on wheels and a worm gear instead of a normal one. ”
The main consumer of YATB trolleybuses was Moscow, but in addition to the capital of the USSR, in 1936 deliveries of YATB-1 began to Leningrad , where on October 21, 1936 a trolleybus movement was opened. For this event, 4 trolleybuses were manufactured at YAZA, which were supposed to open the first route in the city on the Neva. In 1936, the party of trolleybuses was built and sent to Kiev. A significant expansion of the geography of supplies occurred as early as next year, when 15 YATB-1 machines were shipped to Rostov-on-Don and several for Tbilisi. The production of trolleybuses at the YAZ stopped in the autumn of 1941, by that time there were over 540 trolleybuses in Moscow, 133 in Leningrad, 50 in Tbilisi, 36 in Kiev , 27 in Kharkiv , 15 in Baku , and Stalino (Donetsk) 12 and in Rostov-on-Don - 28. Despite the cessation of the release of a new electric transport in the period from 1942 to 1957, under various circumstances, YATB appeared in the cities of the USSR and Eastern Europe.
In November 1941, 105 trolleybuses were evacuated from Moscow, which were delivered to Kuibyshev ( Samara ) on railway platforms. From there, part of the trolleybus was distributed between the cities of Chelyabinsk and Sverdlovsk ( Yekaterinburg ), where in 1942 and 1943 a trolleybus movement was opened. 50 trolleybuses from 105 arriving in Kuibyshev in 1943 were returned to Moscow. The rest were sent to Novosibirsk , where they, having stood at the railway station without action, were redirected back to Moscow. Some of the trolley buses returned from evacuation were restored, and 10 units after overhaul at the Tushino aircraft plant in 1947 were sent to Gorky ( Nizhny Novgorod ), where the trolleybus movement was organized in the same year.
A little-known history of the YATB-1 trolleybus: the cars continued to cruise around the German-occupied Donetsk during the war through Studstaedtchen - Stahlwerk.
Six trolleybuses of the YATB-1 model from Leningrad to Kirov were delivered on April 25, 1943. They had Leningrad numbers on the sides: Nos. 4, 5, 10, 12, 13 and 14. Prior to the launch of the first line of the trolleybus and the completion of the depot construction, the trolleybuses were located on the territory of the 1st fire station, where with the help of the fire station workshops a small Trolleybus repair.
With the end of the war and the restoration of the urban economy, the remaining YATB-1, YATB-2 , YATB-4 and YATB-4A in Moscow, Leningrad, Kharkov and Kiev underwent a major overhaul (CWR) with a deep modernization of the body. They were equipped with new comfortable seats and power windows, the wooden-leatherette roof was replaced with a metal one, they improved the braking system and electrical equipment. In Moscow, in the period from 1944 to 1947, Yaroslavl trolleybuses were first restored at the Tushino aircraft plant, and then at the MTRZ , where they were assigned the YATB-1M index. Later, in the same place, they were rebuilt into the MTB-10 model. This modernized trolleybus looked similar to the Tushino MTB-82, but the chassis for the MTB-10 was used from old Yaroslavl trolley buses. In Leningrad, trolleybuses were repaired at VaRZ , where changes were made to the design of the YATB trolleybuses. But perhaps the most unusual modernization, while preserving the recognizable features of YATB, was done in Kharkov. The trolleys were punched in glass from MTB-82, the location of the traction engine and the body plating was changed. In this form, they worked on the streets of Kharkov until the mid-1950s, and later were used as an auxiliary transport. In Moscow, YATB-4, YATB-4A, YATB-1M and YATB-3 worked until 1953, MTB-10 until 1968.
In addition, part of the trolleybus was transformed into auxiliary cargo structures.
In the autumn of 1941, in Moscow, the worn-out YATB trolleybuses dismantled seats and doors to carry firewood and food, and one was adapted to collect anti-aircraft cartridges. Freight trolleybuses made from YATB were used to transport small loads, filling the body through windows and doorways. For the delivery of oversized cargo, the cabin was replaced with an onboard platform.
YATB-1 was best suited for reworking into trucks, since their carrier base had a large margin of safety. So that the cargo trolley could drive away away from the contact network, they used a special “fishing rod” device, which was a high-voltage cable connecting the current lead of the machine to the contact network.
However, the relatively short service life of the body structure (no more than 10 years) did not allow to operate these machines further, and in the late 40s they were removed from the lines. True, in some cities of the USSR, the YATB trolleybuses worked until the early 60s, that is, for more than 20 years.
Construction Description
Frame and body
The YATB-1 trolleybus is a car of a frame construction: all components and assemblies are mounted on the frame, forming a special trolleybus chassis. All the main components and assemblies of the trolleybus - the body, the DTB-60 traction engine, the front and rear axles on the suspension from semi-elliptic sheet springs, and the pneumatic compressor - are attached to the massive frame riveted out of the channel frame with rolling crossbars. The traction motor is greatly shifted to the left and is located under the left side of the seats, so the frame is not symmetrical. Within the wheelbase, the left spar is strongly shifted to the side of the trolleybus, and a third, central one that runs along the longitudinal axis of the trolleybus is laid between the left and right side members to provide additional rigidity.
The trolleybus had a semi-flowing wooden body (oak, ash and beech) with a metal lining, like the LK-1 trolleybus, but with a different, less angular shape. It had a significant mass (3 tons) and its production accounted for an exorbitantly large proportion (78%) of the total labor input. The body was attached to the frame of the trolley and, in principle, can be replaced by another in case of any damage. To access a number of components and assemblies in the floor were made hatches. Significantly reduced the level of the floor in the aisle between the seats, which made it possible to make only one step. The bumpers are made of powerful steel strip, wooden bars are placed between them and the body.
The body has two door gantries: one at the rear end, the other behind the wheel arch of the front axle. In the doorway portals are installed wooden doors. The doorway width is only 75 cm. Boxes for pneumatic actuators for opening and closing doors are installed on the inside of the body above the door portals. Almost the entire front wall of the body is occupied by two hinged doors, which, like the gate, swing open in different directions. The side windows of the passenger compartment have the opportunity to go inside the body.
In YATB-1 were placed soft seats of the sofa (on the springs) type. The body of the YATB-1 had fewer seats than the outdated LK-1 (33 seats and 17 seats for standing passengers against 55). The driver’s seat was not isolated by a cabin, but was separated only by a curtain.
Bridges
YATB-1 is a two-axle trolleybus, in which the rear wheels are driving wheels and the front wheels are used to set and change the direction of movement. Wheels, tires, wheel hubs, front axle, steering gear and a number of other parts and components of the trolleybus borrowed from the YAG-4 serial Yaroslavl truck. The increased size of pneumatic tires increased their operational reliability. Both bridges are suspended from a YATB-1 frame on semi-elliptic leaf springs . The rear axle is attached to the frame with longitudinal jet rods. At the front ends of the springs there are no usual brackets with fingers, in front of the springs there is nothing connected with the frame. When there are many passengers and the trolleybus is loaded, the frame side members “sit down” at the ends of the springs. At the rear ends of the springs - the usual earrings. In the suspension there were no shock absorbers. By the way, rubber bump stops, suspension travel stops, on other modern trolley buses remained the same detail that they were on YATB.
Front and rear axles differ significantly in design, since, in addition to common functions, they perform their specific tasks. The front axle is less massive and more complex than the rear one; It contains a wheel turning mechanism. The steering mechanism did not have an amplifier, and when the machine was maneuvering, the driver had considerable physical exertion, but still the control of the machine became easier than that of the LK-1 . The axis of the main gearbox lay 250 mm to the left of the machine’s longitudinal axis, and the axles of the rear axle were of unequal length. Worm main gear allowed to make the trolley turn soft and noiseless.
Pneumatic Equipment
The trolleybus YaTB-1 was equipped with a rich set of pneumatic equipment to support the work of many units and assemblies of the machine. Pneumatic equipment was provided to drive the brakes, wipers, control the doors, and tire inflation. Compressed air supplied a three-cylinder compressor type YATB-1, driven by an autonomous electric motor.
Electrical equipment
The electrical equipment of the YATB-1 trolleybus is powered by a two-wire trolleybus contact network with a voltage of 550 V by means of movable rod collectors. It includes:
- traction motor (TED) DTB-60;
- engine brakes;
- contactors group rheostat controller;
- driver controller ( reverse traction motor);
- motor compressor pneumatic system;
- outdoor lighting circuit, light and sound alarm;
- interior lighting circuit of the passenger compartment and driver's cabin;
- heating circuit of the passenger compartment.
The circuit of the electric equipment worked on LK-1 number 56.
The main nodes of the YATB-1 electrical equipment are the traction motor DTB-60 with a power of 60 kW and the control system for the electric current passing through it. The DTB-60 engine is located on the left side of the frame and is a collector- type electric motor with compound excitation [2] (mixed excitation). Engine weight was 590 kg.
On the roof of the trolleybus, rod-type current collectors 5.9 m long with a roller-type current collection were installed on porcelain insulators. Behind them are located in a special box engine-pads resistance .
The driver accelerated the trolleybus with the help of an indirect non-automatic rheostat-contactor control system (RCSU). By pushing the "gas" pedal (controller), the driver switched low-voltage electrical signals that controlled high-voltage contactors. The system was located behind the left wing of the “chiffonier”, as the compartment was called in the front of the trolleybus, where the high-voltage equipment was located and where the hinged doors with ventilation slots led. Under the left hinged hood - the driver's controller, consisting of 11 rollers with cams. Below the right sash is an electrical panel consisting of two contactor panels with contactors and relays that regulate the passage of current through the traction motor circuits.
The battery and the relay-regulator, located under the body of the trolley.
For heating in the winter, 6 electric furnaces and electric windshield heaters were installed in the trolleybus.
Brake system
At YATB-1, the developers applied an advanced braking system, which in final form consisted of four levels. At first, electric braking was carried out when the traction motor was switched on in generator mode. At high speed, regenerative braking was carried out, at which the generated high-voltage current entered the supply network. When the voltage produced by the traction motor became less than the mains, rheostat braking began, at which the current from the traction motor entered the rheostats located on the roof of the body.
The recuperative-rheostatic system of electric braking made it possible to slow down the trolleybus during the whole range of speeds of movement. For comparison, the LC-1 with a similar system in its initial version had to use wheel brakes with a mechanical drive from a speed of 20 km / h and below
For a full stop of the machine, the pneumatic drive of shoe brakes of all four wheels was used. The braking of the rear wheels was carried out by the central brake. The pneumatic wheel brakes played a supporting role on the YATB-1. But be that as it may, this model was the first in the history of the automotive industry with pneumatic brakes and doors. Having stopped the car, it was necessary to fix it in place with the help of a manual shoe parking brake for all wheels.
Project Evaluation
Compared to LK-1, YATB-1 introduced many innovations: pneumatic drive for brakes, doors, windshield wipers, double-sided folding doors - in those years they did not use this in buses, trams, electric trains. To reduce the center of gravity, the floor in the aisle between the seats was lowered as much as possible, and the traction motor, together with the two-stage drive shaft, was shifted under the left row of twin passenger seats, and the rear axle was equipped with a worm gear. Therefore, passengers did not climb into the cabin in “three steps upwards”, as in LK-1, and the noise in the cabin decreased due to the worm gearing of the main gear that was much quieter. The driver's seat was height adjustable.
In the spring of 1937, the first results of the work of Yaroslavl trolleybuses in Moscow were summed up. Yaroslavl firstborn was not without flaws.
The main drawback of the new trolley bus was considered a heavy wooden body. The first car turned out to be heavier than the LK-1 - its mass without passengers was 9,500 kg, but already the tenth instance in the course of refining “lost” more than half a ton (8,900 kg).
Weaknesses YATB-1 steel powertrain, drive shaft, worm gear and axle shaft. After a short service life, these important nodes often failed, which worsened the performance of trolleybuses due to line outages and failures to return to the park. With the destruction of the propeller shaft is lost the possibility of applying electric braking and central brakes. In the practice of operation, there were cases when the rotating pipe of the destroyed cardan damaged the air duct and the brake chambers, as a result of which the trolleybus became uncontrollable. The analysis of accidents showed that the destruction of the cardan shaft, worm gearbox and axle shafts most often occurred when using the central brake due to excessive force of its action.
In total, 113 accidents of rear axle gearboxes have occurred since the start of operation. The reasons were defects in the manufacture of roller bearings and inaccuracies in the details of the worm gearbox, made by the ZiS plant, in connection with which the Yaroslavl Automobile Plant created a commission of the General Directorate of the automotive industry. The result of the work of this commission was the conclusion that the release of worm gearboxes in its current form is unacceptable. When carrying out practical measures to improve the assembly of worm gearboxes from February 1 to February 25, 1937, trolley buses were not manufactured at the plant. It began to increase the backlog from the schedule of release of trolley buses. It is unpleasant that the unfinished wooden bodies of trolleybuses exposed on the street have partially rotted to the spring, and many details have fallen into disrepair. The marriage and the disruption of the people's commissary supplies were found in the typical explanation for their time: the factory was exposed to “pests”. In June 1937, the director of the Elenin Yaroslavl Automobile Plant was dismissed, the newspapers wrote: “The enemy of the people was exposed, the former director of the plant Elenin spoiled the plant a lot. His wrecking subversive activity was mainly aimed at the destruction and decommissioning of the machine park. The enemy beat on the most tangible place of the plant ... ”Such a car factory found the reason for the poor quality of the trolley buses produced.
The high-voltage electrical equipment of the YATB-1 trolleybus, located in the front of the body, was poorly protected from moisture penetration in rainy weather and during the period of snowmelt. As on the LC, the water that penetrated into the electrical equipment, damaged the insulation, caused a leakage of current, equipment malfunction and a fire from short circuits. Moisture fell on low-voltage equipment (battery and relay-regulator), located under the body of the trolleybus, causing additional trolley bus downtime. Difficult to repair the location of high-voltage electrical equipment in front of the housing. During operation, it turned out that the lack of an insulated cab worsened the working conditions of the driver. The unsatisfactory design of the window-lift mechanisms (because of this, the windows in the cabin did not open) made it impossible for passengers to open the windows of the cabin freely, as a result of which it was stuffy during the warm season, and primitive ventilation only aggravated the situation.
In the pneumatic equipment of YaTB-1 there was a serious drawback - the air ducts froze, which caused the compressor and the brake system to malfunction.
The current collectors brought a lot of trouble: even at low speed (and the YATB trolleybuses were over 40 km / h and did not accelerate), the rollers rotated at a terrible speed - several thousand revolutions per minute. From this they quickly wear out and break. The term "life" of one video was about 8-10 days. Replacing the roller was not an easy task, and the trolley bus with a broken roller got up, rooted to the spot. This continued until, in 1938, heads with a graphite sliding shoe were used, which began to serve much longer. Such heads not only slid well along the wire, but also additionally “smeared” irregularities on it. The design is still in use.
Where to see
Until recently, it was believed that the YATB trolleybus was not preserved anywhere. After the cancellation, some cars remained in the parks - they were used as sheds and change houses, but even such “real estate” was everywhere cruelly and boldly in time. In the 70s several YATBs turned into cabins were still standing in St. Petersburg Trolleybus Park No. 1, one of which was renovated for the needs of Lenfilm. The car has appeared in such films as “ Born by the Revolution ”, “ Notes of a Dead Man ”, “ Blockade ”. The last tape was fatal, when shooting a film about the hard days of blockade Leningrad, the trolleybus was shamelessly burned according to the director's idea. So, it seemed, the last copy was lost and the story signed its verdict.
But there was literally a miracle - at the end of the 90s in one of the gardening art. Gorky in the Leningrad region was found a body with a frame, standing on the dacha as a barn. The frame with three longitudinal channels of restorers found that the trolleybus found at the dacha was YATB-1. On a frame there was a brand "1936". In recent years, before decommissioning and sending to the dacha, this YATB served as training in some Leningrad park: there were remnants of the mechanism of “double pedals” in the cabin. Forces of St. Petersburg enthusiasts, he was transported to the city and restored in several years. Now he is in the St. Petersburg Electric Transportation Museum . And this is not just a body on wheels, but a fully functional machine, ready to go on line, although YATB-1 will no longer work, of course: now its purpose is to tour and shoot. On October 24, 2015, the YATB-1 trolleybus arrived in Moscow to participate in the celebration of the Moscow trolleybus .
In 2011, Niue Island issued 4 silver coins from the “City Transport of the USSR” series, with a face value of 2 New Zealand dollars. On one of the coins is the trolleybus YATB-1.
Literature
- L. M. Shugurov. Cars of Russia and the USSR. - M .: ILBI, PROSTEKS, 1993.
- D.I. Perkis. Tutorial for mechanics to repair trolley buses. - M .: Stroyizdat, 1966.
- S.A. Rebrov. The device and the technical operation of the trolley. - K .: Budivelnik, 1966. - 303 p.
Notes
- ↑ Trolleybuses produced by the USSR (inaccessible link) . The appeal date is May 25, 2011. Archived on April 13, 2014.
- ↑ Truck with “horns” (inaccessible link) . The appeal date is May 25, 2011. Archived March 4, 2016.
Source
- History of Yaroslavl trolley buses . Kharkov transport
- Automobile bureau: YATB-1, YATB-2, YATB-4, YATB-4A (there are several photos, scheme)
- Trolleybuses produced in the USSR . USSR trolleybuses
- "Horned" from YAGAZ . "Technique of youth" 2 2008
- Yaroslavl-town - Moscow area . “Truck Press” No. 9/2008