Butyr tram depot

If we talk about the emergence of public urban transport in Moscow , the year 1847 can be considered the milestone, since it was in this year that ten-seater summer and winter crews were launched along 4 radial lines and one diametrical line.

Scheme of the horse-drawn railway network for 1875

From Red Square, it became possible to travel by carriage to the Smolensk Market , Pokrovsky (now Electrozavodsky ) Bridge, Rogozhskaya and Krestovsky Gate. It was possible to go along the diametrical line from the Kaluga Gate through the city center to the Tverskaya Zastava . The birthday of the Moscow horse tram can be considered June 25 (July 7), 1872. Its network connected the center of Moscow (present Revolution Square ) with Trubnaya and Strastnaya Square (now Pushkinskaya Square with Smolensky (now Belorussky ) Railway Station in order to simplify the movement of citizens to the Polytechnic The line was one-track, 4.5 km long with a 1524 mm gauge and 9 roundabouts, 10 double-decker cars with imperials without canopies, and spiral staircases ran along the line. and, therefore, in such cases they usually resorted to the help of post-warriors or harnessed additional horses. Despite everything, the horse was in great demand among the inhabitants of Moscow. For the years 1894 - 1896 the horse was transported by more than 47 million citizens. Prices were very democratic: the price was 5 kopecks, and in imperial - 3 kopecks.

Nevertheless, over time, the quality of tracks and wagons began to get worse, the rails were broken by numerous stamping of hooves, horses spoiled their health. It was necessary to look for an alternative mode of transport. Given the positive experience of launching an electric tram in other cities, the First Society of Horse-Railways in Moscow in 1895 turned to the City Administration with a proposal to launch it in Moscow along one of the lines of horse-drawn railways. ^[one]

At the same time, a steam passenger tram was launched in Moscow from Petrovsky-Razumovsky through the park of the Petrovsky Academy to the station of Smolensky Station. It was assumed that both test lines would close after the completion of the Polytechnic Exhibition, but Muscovites liked this transport: traveling to Smolensky Station was more convenient and cheaper in a horse-drawn tram than a cab. Therefore, the first passenger line of the Konka continued to live after 1874, and the steam passenger tram ran only from Smolensky Station to Petrovsky Park .

In 1886, from the Butyrskaya Zastava to the Petrovsky Academy, the predecessor of the electric tram was launched - the first intracity “ steam train ”, consisting of 5-6 cars. ^[2] In 1898, the City Council, with the help of the Society of Russian Electrical Engineering Plants Siemens and Halske , began a project to build a tram line in Moscow. From Butyrskaya Zastava to Petrovsky Park, sleepers, rails and poles with electric wires were laid. This line was experimental in nature. However, it was made with the latest technology. By the end of January 1899, wagons were delivered from Germany , and all construction work on the line was completed. In February of the same year, it began running-in and training of operating personnel.

" Russian Vedomosti " of February 6, 1899 wrote:

  ... February 4, at about two in the afternoon, the first experiments of electric traction of cars were made.  The experiments were carried out by the administration of the Society of Horse-Railways in the presence of the Chairman of the Board of the Company N.M.  Perepelkin and a special special commission appointed by the Moscow Chief Police Officer.  The place of the first trips with the help of electric traction was a small double-track, 400 fathoms long section of the Butyrki-Bashilovka section, going from the Butyrskaya Zastava to the electric station of the Society of Horse-Railways.  The experiments generally gave satisfactory results.  A small carriage, which housed the members of the commission and the administration of the Company, moved forward and backward at different speeds, reaching up to 25 versts per hour.  Samples of fast stops at full speed of the car completely failed.  The electrical energy transmitted through the air wires was more than enough.  With the permission of the commission, at the Butyrki-Bashilovka section, wagons will now be daily driven specially for conductors and technicians for their practical study of wagon management.  The opening of the movement to the public and the final arrangement of electric traction wires on Malo-Dmitrovskaya and Dolgorukovskaya streets will take place after the proper permission is received by the Board of the Company .

It was from this building, 115 years ago, on March 25 (April 6), 1899, that the first Moscow tram went. Before transporting passengers, the city council commission decided to check the safety of the new transport on itself. That's what the Moscow newspapers wrote on the day.

Moscow News , March 26, 1899:

  On this occasion, in the electric park, near Bashilovka, at 4 o'clock in the afternoon a liturgy was performed with blessing of water before the venerated icon of the Savior Not Made by Hands and local shrines.  The liturgy took place in a machine building, decorated, like all buildings in the park, with flags, was performed by the Dean Archpriest P.V. Priklonsky in a cathedral, with the participation of the choir and singers.  They came to the litigation: Moscow Governor Gofmeister A. G. Bulygin, Moscow Post Director Secret Advisor K. G. Radchenko, Moscow Mayor Prince V. M. Golitsyn , Acting Moscow Chief Police Officer Colonel D. F. Trepov , Head of the Post Office and telegraph district F. A. von Pistolkers, government inspector P. D. Vonlyarovsky.  The guests were met by the directors of the Board of the First Society of Horse-Railways with the chairman N. M. Perepelkin at the head.  Near the park, long before the arrival of the guests, a large crowd of people gathered, waiting for the opening of the electric tram ... The liturgy ended with the proclamation of many years, and Archpriest P.V. Priklonsky delivered a speech befitting the occasion.  After the prayer, all those present were invited to take places in the wagons cleaned with national flags.  Soon, the first carriage with the bosses and honorary persons set off, and at the exit from the park's gates a three-color ribbon was cut.  Behind this wagon, 4 more wagons filled with guests invited to the celebration moved at short intervals.  The commission drove back and forth many times, accelerating the car to an incredible speed ... 25 versts per hour, while braking sharply while testing equipment in all modes.  The tests ended successfully, the acts were signed, it remains to wait for the opening.  It took place on April 6 (hereinafter the dates are given in a new style) in 1899.  In the evening after the prayer, the leaders took seats in a carriage decorated with national flags, which went at good speed on the first working flight to Petrovsky Park - where Marta Street and Old Petrovsko-Razumovsky passage intersect now.  Along the way, for 2.2 miles, there was a people watching with curiosity the movement of an electric tram.  The tram traffic was smooth, fast and almost without any noise;  at the request of the tram with a turn of the lever instantly stopped.  In Petrovsky Park, the arrival of the tram was expected by the local population.  All those who were in the wagons were personally convinced of the advantages of electric traction over the horse;  On all sides, wishes were expressed that Moscow would soon become covered by a network of electric trams.  From Petrovsky Park, the guests were very quickly taken along the second path to the Butyrskaya outpost.  Here they were awaited by horse-drawn railway cars, in which all the guests were transferred to follow to the Moskovskaya Hotel, where dinner was prepared for the invited people.  Dinner was accompanied by toast.  The first toast for the precious health of the Sovereign Emperor was proclaimed the mayor by Prince V.M. Golitsyn ... Then Prince V.M.  Golitsyn welcomed, on behalf of the city government, the First Society of Horse-Railroads with important initiative in improving what undoubtedly is the opening of the electric tram.  Chairman of the Board of the First Society of Horse-Railways N. M. Perepelkin made a lengthy speech in which he presented a historical outline of the development of improved tracks in Moscow and wished that the first experience would justify the hopes that the Society has on electric traction, so that this traction will receive citizenship rights all over Moscow ... Further, several speeches were made, in which it was noted that this day should be considered significant in the life of Moscow, since on this day a radical reorganization was begun in the matter of imminent  and convenient communication in the capital ... Lunch in a lively conversation lasted up to ten.  The lunch menu was decorated with the emblem of Moscow and a view of the electric tram leaving the depot [3] 

Moscow Leaf, April 7, 1899:

  ... After a ringing signal, the carriage guide turned the lever, and the carriage rolled smoothly along the rails, and the first stop was made at the three-color ribbon blocking the path.  After the path was opened, the car rolled further and, having passed two arrows, entered the main track, along which it headed to Petrovsky Park.  This whole journey was done in a few minutes, and at that time instant stops, decelerations and accelerations, etc. were made.  experiences that all failed.  From Petrovsky Park, the wagons returned to Butyrskaya Zastava, meeting other wagons along the way, with the public at the consecration of the station.  After riding the invited people, yesterday until late in the evening, electric tram cars were presented for free use to the public ... [4] 

" News of the Day ", April 7, 1899:

  ... In less than 15 minutes, the wagons made two ends and were at the Butyrskaya Zastava, where there were already horse-drawn wagons drawn by horses with decorated manes, and in these horse-drawn wagons the guests were taken to the Bolshaya Moskovskaya hotel, where lunch was held, accompanied by usual toasts ... ... An electric tram can reach a top speed of 25 miles per hour.  In the days of heavy traffic, open wagons without motors will be attached to the electric tram to enhance transport capacity.  The wagons are remarkably beautiful, graceful, light, give full peace of motion, which is not found in horse-drawn wagons.  Stops are made quickly, the brake works perfectly and almost does not give passengers a jolt.  The windows in the cars are mirrored, the lighting is electric ... Driving on an electric tram is so convenient, fast and safe that, having experienced it, the public will wish for a speedy arrangement of such a message throughout Moscow.  In the types of accident protection with passing, in front of the wagons, nets are arranged that pick up everything that falls under the wagons.  One may wish that the horse-drawn draft, which has outlived its time, should soon be replaced by an electric one, since introducing it at such a short distance only teases the public [5] 

Regular movement of the tram (Muscovites for a long time called it an "electric train") along this path opened on April 7. Initially, there were two cars with an interval of 14 minutes from 8 a.m. to 8 p.m. Ticket price - 6 kopecks. Car men were only men, stood the whole shift on their feet on the blown site. In winter, they were given an insulated form - a sheepskin coat and felt boots. After the park was opened, Moscow residents liked to ride it with companies with a breeze "for the soul." Alternating current went along a cable 7 versts long from a private Raush power station before its own state-owned power station was built at the park. The movement was initially started only along the country line, and then the city line was also connected. It is worth noting that both lines were simultaneously ready for launch, but there is an assumption that such a delay was provoked by the chief police officer of Moscow, Trepov D.F. The fact is that he could not even overtake the tram on his best crew - he considered obscene, so that someone overtakes his person. ^[6]

The first rolling stock was Falkenried Belgium wagons with a rod collector.

The description of the design of the electric motor car, which was manufactured in 1898 at the Falkenried factory in Hamburg , and is equipped with electrical equipment from the Siemens and Halske factories, has also been preserved. Here is a fragment of it:

  ... The current from the wires flows through the arc of the Siemens and Halske system with an aluminum clasp insert, from it passes through a circuit breaker and enters the controller with copper contacts, which allows you to adjust the movement of the car.  Each carriage has two controllers, one at each site;  their action is independent of each other.  Each controller (in the form of a copper circle) has a switch for moving forward, backward and for turning the current on and off (with the corresponding inscriptions on the circle "starting up", "forward", "backward", "brake").  By turning the handle worn on the axis, which goes out in the center of the circle to the outside, according to the inscriptions made, the carriage driver located in the open area can regulate the movement of the carriage.  To the right of the controller is an ordinary hand brake.  In the middle part of the controller there are several copper contacts that allow you to work in 8 modes.  Their combination determines the operation of the engine and the speed of the cars.  [7] 

On the territory of the Butyrsky tram depot, a 320 kW submerged substation was built, which generated alternating current (2000 V) into direct current (600 V), which was allowed into the contact network. This substation was the first substation of its kind in Moscow. Next to it was a wagon shed with six tracks for 30 wagons, 12 fathoms wide. The repair shop and the forge were not located; the barn had a vaulted roof. The tram park was designed by the engineer A.V. Bari and V.G. Shukhov . A park was built on the territory of the park with apartments for the engineer, his assistants, and barracks for train drivers. ^[7]

During the First World War, the tram economy of the capital underwent significant changes. Трамваи стали использоваться больше для транспортировки топлива и продовольствия, чем для пассажирских перевозок. Пассажирское движение в период Первой мировой войны, Октябрьской революции и Гражданской войны периодически возобновлялось. В 1931 году на базе Бутырского трамвайного парка создается первый в Москве грузовой парк. Парк оснащается специальными грузовыми вагонами и платформами. Основной функцией парка становится перевозка грузов: дров, угля, керосина, продовольствия и почтовой корреспонденции. К концу 1931 года в московском трамвае было 139 грузовых вагонов. Грузовые вагоны, способные перевезти до 50 тонн, использовались на стройках метрополитена, Дворца Советов , ВСХВ , Крымского , Большого Краснохолмского , Большого Устьинского мостов. Также их использовали в промышленных целях: линии доходили до хлебопекарен на Валовой улице , Коровьем валу , к мельнице в Сокольниках, складам Гортопа, заводам «Станколит», « Красный пролетарий », им. Орджоникидзе, фабрикам « Свобода », « Большевик » и « Красный Октябрь ». В 1932 году все московские трамвайные парки переименуются в трамвайные депо.

Особо востребован грузовой трамвай стал во время Великой Отечественной войны, особенно с учетом того, что практически все грузовые автомобили были мобилизованы на фронт. С октября 1942 года режим работы Бутырского грузового депо перешел на круглосуточный. При таком режиме перевозки могли достигать 7000 тонн в день. В 1942- 1943 гг. грузовой трамвай стал преобладающим видом транспорта в Москве. Все грузовые трамваи принадлежали Московской городской конторе грузовых перевозок. По решению исполкома Моссовета 1942 г. для увеличения продуктивности, количества и объёма перевозок 30 пассажирских поездов подлежали переоборудованию в грузовые; а троллейбусы были также преобразованы в грузовые. Транспорт использовался для перевозки провизии, топлива для жилых домов и других грузов. Грузовой трамвай обслуживал хлебозаводы, мелькомбинат им. Цюрупы, электростанцию МОГЭС и ТЭЦ-8 . Чтобы не происходило накладок с пассажирскими перевозками, грузовой трамвай ходил преимущественно ночью. В сентябре 1942 г. созданная Служба грузовых перевозок объединила грузовые трамваи Краснопресненского , Бутырского депо и депо им. Баумана . На протяжении 1942 г. строились новые грузовые ветки, протяженность которых к концу года составляла 38 км, а инвентарь — 208 вагонов (96 моторных и 112 прицепных). В 1943 г. в Бутырском депо были оборудованы 5 поездов для перевозки хлеба. За один рейс он перевозил 17 тонн. Осенью в Бутырском депо были оборудованы мастерские по ремонту грузовых трамваев, в ходе которой увеличивали их грузоподъемность с 8 до 9-10 тонн. Кроме того, в 1943 г. была увеличена суточная перевозка грузов: январь 1943 г. — 2380 т сентябрь — 6600 т декабрь — 5000 т весна 1945 г. — 7000 т. С 1941 по 1945 гг. перевозки возросли с 844 тыс. т. до 2589 тыс.т. В мастерских Бутырского депо в годы войны производились противотанковые ежи. ^[7]

После окончания Великой Отечественной войны объёмы перевозок стали резко снижаться. Возвращенные с фронта грузовые автомобили потеснили грузовой трамвай. В ноябре 1945 г. для перевозки нефтепродуктов в Бутырском грузовом депо были сооружены 3 поезда с вагонами-цистернами , которые вмещали в себя 20 тонн груза. Точки обслуживания оставшимися грузовыми трамваями не изменились. Это по-прежнему были хлебозаводы, мельницы, угольные склады предприятий и электростанций. В связи с сокращением услуг, требующихся от грузового трамвая, в августе 1946 г. началась переделка грузовых вагонов в пассажирские. С сентября 1946 г. вышел запрет на движение грузовых трамваев дневное время в пределах Садового кольца . Оживление работы грузового трамвая произошло в 1954—1955 годах, когда они стали использоваться при жилищном строительстве. ^[eight]

В 1960 году Бутырское грузовое трамвайное депо было ликвидировано, а грузовые перевозки теперь производили грузовые троллейбусы. В 1956 г. в депо было 127 грузовых вагонов, в 1960 г. — 67 вагонов, в 1966 г. — 30 вагонов, а в год 1971 г. — 7 вагонов. В 1966 году Бутырское депо было отключено от линии, а в 1972 году закончил свою историю и грузовой трамвай. Трамвайные пути, ведущие с Нижней Масловки в депо и на территории депо, были разобраны. В настоящее время территория и здания бывшего Бутырского трамвайного депо принадлежат Мосгортрансу , пятая дистанция службы ремонта пути.

• Иванов М. Д. Московский трамвай: страницы истории / М. Д. Иванов. — М. : Мосгортранс, 1999.
• Тархов С. А. История Московского трамвая / С. А. Тархов. — М., 1999.
• Иванов М. Д. История московского трамвая / М. Д. Иванов. — М., 2009.
• Rozaliev V.V. Moscow tram: its past, present and future. - M.: Russian Psychological Society, 1999.
• Tarkhov S. A. City passenger transport in Moscow. A Brief History of the 125th Anniversary of Origin / S. A. Tarkhov. - M., 1997.