Tula Tram

Background. From the second half of the 19th century until the First World War

The first draft of the equestrian railway in Tula was presented to the governor of Tula by the nobleman Alexei Veidengamler in 1872. The author suggested laying rails and launching 4 passenger and 10 freight cars. Six months later, the project was returned for revision, which was never completed. Only on June 10, 1887, the Tula City Duma heard a report from the council on a contract with engineer Gorchakov, which was to present plans and profiles of four lines: Kiev, Millionnaya, Kursk and Batashevskaya. May 11, 1888 Gorchakov presented the project. A depot was built on the left bank of the Upa River near the bridge. 1888 was the year of birth in Tula rail city transport. The first line of the city railway was laid from the Kiev Outpost (now Lev Tolstoy Street) along the streets of Kiev (now Lenin Avenue), Posolskaya (now Sovetskaya), Staro-Pavshinskaya (now Mosin), Gryazevskaya (now Leiteisen) and Krivonogovskaya (now - Klara Zetkin) to Kursky (now - Moscow ) station. Movement along it was carried out on a single track 1000 mm wide. In order for oncoming cars to pass each other, several lines were arranged on the line. Horse-drawn railway park was built on the left bank of Upa. Konk did not have any turning rings. At a dead end, the coachman unhooked the horses, transferred them to the opposite end of the carriage, sat on another coachman's place and continued to move in the opposite direction. By the beginning of the 1910s, the length of the Konka lines in Tula increased to 7.5 km. Lines were built along the streets of Millionnaya (now Oktyabrskaya), Suvorovskaya (now Krasnoarmeysky Prospekt), Krestovozdvizhenskaya (now Revolution), Mendeleevskaya, Voronezh (now Oboronnaya) and Vanykinsky passage (now Pervomaiskaya St.). The horse park was moved to Horse Square near the Temple of the Twelve Holy Apostles (now the former depot number 1 of the Tula tram is located on this site). In 1910, the Belgian company Société Anonyme des Tramways Urbains et Suburbains en Russie became the owner of the Tula horse-drawn horse, managing horse-drawn railways in many European and Russian cities. Already in 1889, Gorchakov proposed to launch an electric tram in the city. But his proposal was never implemented. We returned to the question of the possibility of replacing the tram with a tram in the spring of 1914, but World War I prevented the plans ^[1] .

Origin. 1920-1940s

In the first years of Soviet power in Tula, industry was actively developing, new enterprises were being built. It was not practical to restore the competition. Launched in 1924, the bus also did not solve transport problems.

In 1926, the Tramweistroi office was organized; in the same year, work began on the arrangement of tracks. The first line of the Tula tram with a length of 8.9 kilometers connected the Kursky (now Moskovsky) station with the southern outskirts of the city - Tolstovskaya Zastava (now it is just above the intersection of Tolstoy Street and Lenin Avenue). The lines ran along the streets of Krasnoarmeyskaya, Sovetskaya and Kommunarov (now Lenin Avenue). The tram movement in the city was opened on November 7, 1927. Regular traffic was organized three days after the official opening. The fee for the station was 8 kopecks, for 2 stations - 15 kopecks, the length of the street. Kommunarov to the Kursk station corresponded to 1.5 stations, and the fare was 10 kopecks. Tram stations corresponded to sections: 1st - Kursky Station - Vosstaniya Square, 2nd - Sq. Uprising - Tolstoy outpost. On the first day, 4 trams operated on the line, subsequently 6 cars left, one was in reserve.

Soon, other tram lines opened in Tula. In January 1929, rails were laid in Zarechye (route number 2 was opened). At the end of 1930, the network was replenished with a line to the village of Kirov (route number 3). In 1931, the following routes operated: Kursky Station - Tolstovskaya Zastava (release of 7 motor cars, travel time 42 minutes, interval 6 minutes), Zarechye - Tolstovskaya Zastava (release 7 motor and 3 trailed cars, travel time 54 minutes, interval 7 - 8 minutes), Chulkovo - Kursky Station (production of 6 motor and 4 trailed cars, travel time 64 minutes, interval 10 minutes), Chulkovo - Zarechye (production of 7 motor and 2 trailed cars, travel time 75 minutes, interval 10 minutes) . In 1932, single-track tram lines were launched along Voronezhskaya Street (now Oboronnaya) (route No. 5) and from the village of Kirova to the Novaya Tula plant (later the Tula Combine Plant ), also along the Oryol highway to Ivanovo dachas (route No. 4 ), and in 1934 the line was continued to the checkpoints of the Kosogorsky Metallurgical Plant . Also, in the prewar years, the tram came to Krivoluchye (1939, route No. 9), the double-track line was extended to the Combine Plant (1936).

In 1932, the first lines of a freight tram were opened in the city. The movement opened six platforms obtained from Kursk . Single gauge dead-end cargo lines were brought along Komsomolskaya Street to bakery No. 2, along Epifanskaya Street (now Demidovskaya Plotina) to bakery No. 1, along Bukhonovsky and Studentsky Lane to mills in the city center. Transportation by tram was much cheaper than a similar car or horse-drawn transport. Since 1935, a system of preventive repair of wagons was introduced.

Before World War II, the tram park was growing. So, in 1938 there were 72 motor and trailer cars, 6 freight platforms. New motor cars of the X series arrived , some of which worked together with M trailers, as well as used cars from Moscow. Cars of the X and M series first came from the Mytishchi plant , and since 1936 from Ust-Katav . On July 1 of the same year, the second such train entered line No. 3. The wagons of such a train (motor + trailed) had soft seats, silk curtains on the windows, and fresh flowers in the cabin. By August 1, a third such train was equipped. In 1936, a new route was opened from Moskovsky Station to Zarechye (No. 6).

In 1939, due to the growth of the rolling stock, the track service was transferred to the area of ​​the current terminal station Mendeleevsky Village, where a small depot was built.

In the pre-war 1940, the tram economy came into crisis. Routes No. 5, 6, 8 were canceled; instead of 76 wagons, 40 worked according to the plan.

During the difficult period of the city’s defense — in the fall and winter of 1941 — trams transported the wounded and brought ammunition to the defense line. In difficult conditions, lines were built to hospitals, warehouses, mines. There were nine such lines during the war years. The longest branch (4.5 kilometers) led to the ditch mine. Many employees of the enterprise went to the front. But the rest selflessly worked in the rear: they made anti-tank hedgehogs from rails, built barricades, and repaired equipment for the front. At the beginning of 1942, when the enemy was driven back from the city, tram traffic on routes 1 and 2 resumed. Then, with the need for 62 wagons, only 34 went out. In 1944, 28 passenger and 10 freight wagons entered the line. Immediately after the war, tram workers set about restoring the rolling stock and rail track.

Development, 1950s - 60s

In 1949, the first batch of six new KTM-1 tram cars with a KTP-1 trailer arrived . The main advantage of the new domestic trams was automatic doors, as well as a separate heated cabin for the car driver. New wagons initially took route No. 1. In the same year, the double-track line along Lenin Avenue was extended to the Rogozhinsky village in the area of ​​the current Victory Square.

In 1955, on the Slanting Mountain, instead of a dead end, a revolving ring was completed.

In the 1950s, the lines to warehouses and hospitals built during the war were dismantled. In 1955, the branch to the Ditch mine was closed, in 1958 - to Gosteevka. In 1960, the last freight tram lines were closed, which were the very first ones to mills and bakeries. The remaining freight tram trains are either written off or become official.

In 1957, the length of the tracks in the city was 53 km, there were 130 passenger cars, 12 special, 4 traction substations, 250-270 thousand passengers were transported daily on ten routes:

• 1 Moscow railway station - Rogozhinsky village
• 2 Rogozhinsky village - Bayonet
• 3 Moskovsky Station - New Tula (Combine Plant)
• 4 Rogozhinsky village - Diagonal Mountain
• 5 st. Sovetskaya - st. Smirnova (single-track line along Oboronnaya)
• 6 Moskovsky Station - Bayonet
• 7 Rogozhinsky village - pos. Kirov
• 8 Bayonet - pos. Kirov
• 9 Moscow station - Krivoluchye
• 10 Moscow station - pos. Kirov

In the first half of the 1960s, KTM / KTP-2 wagons entered the city. They did not differ much in technical specifications from the first model, but had a noticeably improved external and internal design: in the spacious interior there were soft seats, comfortable windows on large windows. But these cars did not last long in the city, about 10 years.

The reason for this was a major accident. In 1972, the coupling from KTM-2 / KTP-2 wagons, following route 9, did not stop after descending from the Demidov overpass and, not fitting into the curve at the turn to Zarechensky bridge, turned over on its side. At the previous stop, the wagon-driver squawked for several minutes with passengers hanging on the steps of the filled hitch, but couldn’t make them get off the wagon. It is not known why the electrodynamic brake failed and why the counselor could not apply the emergency brake.

In the accident, 10 passengers died - all who hung on the steps. They were crushed by the mass of the fallen carriage. After the accident, an order was issued by the Ministry of Housing and Agriculture, recommending that all KTM-2 / KTP-2 cars be decommissioned. The cars of this series were disposed of in just a year, and not a single service car was made from them.

In the 1950s and 1960s, Tula was rapidly developing. In this connection, the tram, which then transported the largest number of passengers in comparison with other types of transport in the city, also received natural development. Double paths instead of single ones lay in Krivoluchye (1967). The line from Oboronnaya Street was continued along the streets of Kaul (1959), Mikheev, Rudnev and Stanislavsky to Kommunarov Street (1960). A new tram depot was built on Oboronnaya Street , a ring on Krasniy Perekop (1959) and on the southern outskirts of the city at the Pedagogical Institute (1962), the old depot was converted into car repair shops. The tracks built along Epifanskaya street, with the construction of a new overpass, closed a small tram ring in the city center, passing along Sovetskaya and Proletarskaya streets. In connection with the transfer of the tram from Kommunarov Street (1962) to Boldin and Engels Streets, a large tram ring was formed along which a special tram route K ran along Sovetskaya and Oboronnaya Streets, as well as Rudnev, Stanislavsky and Boldin Streets.

Some of the plans in those years remained unfulfilled. The tram was supposed to come to the villages of Serebrovka and Kurulovka, but instead of it a trolley bus was put in there. The paths along the streets of Frunze, Kurkova, Maxim Gorky with access to the streets Kalinin, Pervomaiskaya, Decembrists were to create the Big Ring on the periphery of the city. But this project was abandoned.

All domestic trams that arrived in Tula before 1965 were biaxial. The era of four-axle trams began with the delivery to Tula of 25 Czechoslovak T-3 cars. For the acceptance of Czech wagons into operation, a contact network, technological equipment, and a tram track were prepared. The cars of the first release had a narrow route indicator in the frontal part, horizontal lights at the rear, aluminum moldings on the sides of the car. In total, 55 such trams arrived in Tula (25 - in 1965, 10 each in 1966-1968). T-3 cars from the first deliveries worked in Tula until 1983.

In 1962, a trolleybus movement was opened in the city. Due to the fact that Kommunarov Street (now Lenin Avenue) was heavily overloaded with the opening of a new mode of transport, the tram tracks were dismantled and transferred to Friedrich Engels Street.

The Golden Age, 1970s and 80s

In 1969-1970, 19 articulated Tatra K2 wagons arrived in Tula. The first car of this series was decommissioned in 1971 due to a fire in electrical wiring. The remaining cars were decommissioned between 1976 and 1978, with the exception of four transferred to Kharkov .

In 1973, the tram traffic from Krasnoarmeyskaya st. was moved to the next street of the Comintern, along the now renewed Krasnoarmeysky Prospect, the movement of trolleybuses opened. In connection with the increase in rolling stock, serving an increasing number of Tula residents, the second tram depot in Krivoluchye was opened with 150 car seats. The city at that time was served by 250 tram cars. Considering the experience of other cities, a cashless service method was introduced, composters were installed and one-time and monthly tickets were printed. The conductors for a short time remained only in the trams of route No. 4 ^[2] .

There were 14 tram routes:

• 1. Moscow Station - Pedagogical Institute
• 2. Bayonet - Pedagogical Institute
• 3.Moscow Station - Combine Plant
• 4. Pedagogical Institute - Slanting Mountain
• 5.Moscow Station - Red Perekop - Pedagogical Institute
• 6. Bayonet - NTMZ
• 7. Combine Plant - NTMZ
• 8. Combine Plant - Soviet
• 9.Moscow Station - NTMZ
• 10.NTMZ - Soviet
• 11. Combine Plant - Red Perekop - Pedagogical Institute
• 12. Bayonet - Red Perekop - Pedagogical Institute
• 13.NTMZ - Krasny Perekop - Pedagogical Institute
• K. Sovetskaya - Stanislavsky (Koltseva)

In the 1970s, the Tula Tram-Trolleybus Administration was experiencing its “golden age." The fleet of cars was noticeably updated; in 1977, the 2nd All-Russian competition of professional skill of young drivers of urban electric vehicles was held. Not only beginner carriages, but also tram cars gathered at the competition. In addition to the traditional Tula wagons, trams from other cities participated in it. It was possible to drive on the Leningrad car LM-68 , Riga - RVZ-6 , Ust-Katavsky KTM-5 . You could also meet the harmonica Tatra K2 .

In 1977, a tram line was opened in the village of Myasnovo, and in the same year a double-track line (instead of a single-track) from the Pedagogical Institute to the Mendeleevsky village was laid. In the period from 1977 to 1980, almost all routes along the Peduniversitet ring continued to circulate, only 1 and 4 routes reached the Mendeleevsky village. In 1980, the U-turn at the Pedagogical University was liquidated, and the largest U-turn ring in the city with a service point was arranged at the Mendeleevsky Village. In the event of emergencies, when it was impossible to have connections with the main depots, he was ordered to perform the functions of a mini-depot ^[3] , but the VET did not last long - the ground waters flooded the viewing ditches, two of them were later paved, and the surviving to this day lost the switch mechanism in 2015 year.

The number of routes reached the maximum number of 18:

• 1.Moscow Station - Mendeleevsky Village

• 2. Bayonet - Pedagogical Institute

• 3.Moscow Station - Combine Plant

• 4. Mendeleevsky Village - Slanting Mountain

• 5.Moscow Station - Red Perekop - Pedagogical Institute

• 6. Bayonet - NTMZ

• 7. Combine Plant - NTMZ

• 8. Combine Plant - Soviet

• 9.Moscow Station - NTMZ

• 10.NTMZ - Soviet

• 11. Combine Plant - Red Perekop - Pedagogical Institute

• 12. Bayonet - Red Perekop - Pedagogical Institute

• 13.NTMZ - Krasny Perekop - Pedagogical Institute

• 17. Moskovsky Station - Confectionery factory "Yasnaya Polyana"

• 18. Bayonet - Confectionery factory "Yasnaya Polyana"

• 19. Bayonet - Combine Plant

• 20. Pedagogical Institute - Combine Plant

• K. Sovetskaya-Stanislavsky (Ring)

Numbers 14, 15, 16 were intended for backup lines to the Slanting Mountain.

On route 7, in the summer of 1983, three three-car CMEs appeared . At the same time, in almost all cities, three-car CMEs received current through two pantographs - on the first and second cars, while in Tula they most often managed one, raised on the second. All tees were disbanded in 1984.

In 1985, 16 tram routes operated:

• 1.Moscow Station - Mendeleev Village

• 2. Bayonet - Mendeleevsky village

• 3.Moscow Station - Combine Plant

• 4. Mendeleevsky Village - Slanting Mountain

• 5. Confectionery Factory "Yasnaya Polyana" - Red Perekop - Mendeleevsky Village

• 6. Bayonet - Metallurg Stadium

• 7. Metallurg Stadium - Combine Plant

• 8. Bayonet - Confectionery Factory "Yasnaya Polyana"

• 9. Moscow Station - Stadium "Metallurg"

• 10. Metallurg Stadium - Soviet

• 11. Combine Plant - Red Perekop - Mendeleevsky Village

• 12. Bayonet - Red Perekop - Mendeleevsky Village

• 13. Metallurg Stadium - Red Perekop

• 14. Confectionery Factory "Yasnaya Polyana" - Mendeleevsky village

• 15. Bayonet - Combine Plant

• 16. Mendeleevsky Village - Combine Plant

Plans for the 1980s to open new tram lines remained unrealized. Tram rails were supposed to connect Krivoluchye with Tulachermet . In the Proletarsky district, it was also planned to draw a line from the Combine Plant to the Regional Hospital and then with access to Metallurgov Street. In this case, a large tram ring would form in Krivoluchye. The Zarechenskaya line on Gorky Street was supposed to walk along Zavarnaya Street to Maly Goncharov and move from Oktyabrskaya Street to Volodarsky (now Demidovskaya). The double path was to connect the Mendeleevsky village with the Slanting Mountain, where it was planned to extend it to the dispensary of the metallurgical plant, and also further, to Yasnaya Polyana and Shchekino. There were plans to build a new tram depot in Myasnovo. Moreover, in accordance with the master plan for the development of the city, adopted back in 1971, it was planned to organize the movement of metrotram on two lines. The only thing that was done was to extend the tram tracks from the Combine Plant to the Shcheglovskaya Zaseka in 1991.

The latest story. Late 1980s - Present

In 1988, a new model of the Czech-made T6B5 series tram appeared in the city. During 1988-1989, 75 tram cars of this type arrived in Tula.

However, after the collapse of the CMEA, wagons from abroad had to be purchased for hard currency, while the economic situation of the city began to rapidly deteriorate. Spare parts had to be taken from decommissioned cars. Broken glass windows were replaced with plywood or metal sheets. At the same time, neither updating nor replenishment of the park took place. The number of trams was sharply reduced due to the dismantling of old cars for spare parts.

In this situation, it was decided to purchase a large batch of domestic trams. In such conditions, even the issue related to the complete transition to domestic cars was considered. There were still enough non-convertible rubles at that time, and the only reason that it was impossible to quickly switch to domestic trams was the fact that the plant would not be able to produce the required number of cars in a short time. Their need was estimated at 300 units. The choice fell on the Ust-Katavsky Carriage Works .

The first to enter the test was the KTM-5 M3 series wagon, which did not work on passenger lines, did not receive a tail number and was disassembled during 1994. The first six KTM-8 K cars arrived in the city at the end of December 1992. It was decided to transfer the new trams to the tram depot No. 1, since its fleet at that time was largely equipped with older rolling stock. In total, 26 cars of this series arrived in the city. Of these, 11 double-wagon trains and 4 single-wagon trains were formed.

However, domestic cars began to write off very quickly. The reasons for the rapid abandonment of the KTM were: the incomparably low quality of the wagons themselves, the obsolescence of about two generations in comparison with the T6B5 , and the lack of the necessary material and technical base for these trams. The KTM-8 K, the last relatively serviceable linear car, was decommissioned in 2006 and sent for cutting in May 2009. It turned out to be much more profitable to buy used Tatras in Moscow.

In 1995, an attempt was made at the Combine Plant to organize a joint overhaul of Tatra T3 series tram cars with “CKD-Prague”. It was planned to repair about 150 cars a year, as well as assemble new cars. The latter was not done so, and the quality of the insignificant number of wagons repaired for Tula, Tver , Yekaterinburg left much to be desired. Due to the imperfection of tax legislation, an undeveloped foreign investment policy, as well as the lack of real interest in the majority of Russian local municipalities in the development of tram transport, due to which there was practically no sales market, relations with Czech partners were at an impasse. The last time the issue of restoring joint production was raised in 2003, however, all the agreements were never implemented.

At the beginning of the two thousandths, 1, 2 and ring routes were closed.

In the new century, the tram in Tula was supplanted, among other things, by the aggressive policy of fixed-route taxi owners (many of whom are officials in the city administration), as well as due to the increase in traffic on the city streets, the tram moves very slowly, so passengers often choose other modes of transport. However, there are a number of routes where the tram is of strategic importance, especially during rush hour.

In 2004, the number of tram routes was reduced to ten:

• 3.Scheglovskaya Zaseka - Moscow Station
• 4. Mendeleevsky Village - Slanting Mountain
• 5. Mendeleevsky Village - Red Perekop - Confectionery factory "Yasnaya Polyana"
• 6. Bayonet - Metallurg Stadium
• 7. Scheglovskaya Zaseka - Metallurg Stadium
• 9. Moscow Station - Stadium "Metallurg"
• 11. Red Perekop - Scheglovskaya Zaseka
• 12. Mendeleevsky Village - Red Perekop - Bayonet
• 14. Mendeleevsky Village - Confectionery factory "Yasnaya Polyana" (Myasnovo)
• 15. Shcheglovskaya notch - Bayonet

In 2005, 10 Tatra T3DC wagons, previously operated in Germany, entered the city. The party consisted of 5 head and 5 trailed wagons. One trailer car, No. 82, was understaffed and became a "donor" of spare parts for other cars.

In 2005, the Krivoluchensky depot was officially closed, the rolling stock was transferred to the depot on Oboronnaya Street. Most CMEs were uncoupled and the number of single-wagon trains was increased. Error in footnotes ^? : Invalid call: invalid keys, for example, too many keys were specified or the key was incorrect . Subsequently, according to this technology, tram tracks were shifted on especially busy sections (Oktyabrskaya St., Pavshinsky Bridge), subsequent years of operation confirmed the reliability of the new coating. However, the high cost of the method holds back its widespread adoption.

In early 2008, the tram depot was again transferred to Krivoluchye, the former depot No. 1 was transferred to the bus transport service. The fan depot and the triangle at the entrance were partially dismantled, instead a ring path was built along the territory of the depot, on which Tatra T6B5 decommissioned wagons were defended until 2011. In 2015, the circle was cut off from the main line due to the partial depot dismantling by the depot staff.

In 2008, the LM-2008 car was purchased at the PTMZ enterprise’s funds, but its subsequent deliveries were refused. At the beginning of 2010, the question was raised about the purchase of new AKSM-60102 tram cars at Belkommunmash .

In 2008, route No. 4 was canceled, and in the summer of 2009, the roads to Kosaya Gora were dismantled. This is the only case of the closure of the tram line in Tula, except for line transfers.

In the summer and autumn of 2012, a major reconstruction of the tram tracks from Zarechensky Bridge to the Central Department Store was carried out, as well as the last single-level intersection of the railway tracks and the tram on Mosina Street. In December 2012, the last linear two-door T3 was decommissioned.

From September to December 2013, fourteen 71-407 wagons were delivered.

On September 30, 2013, the last CMEs were disconnected and the Tatra T3DC 2 wagons were discontinued.

On January 1, 2015, route No. 5 was canceled, and No. 13 was extended to Mendeleevsky village. Also, on the weekends, night tram routes were introduced (No. 6, 9, 14) ^[4] , but already in January 2016 these flights were canceled due to unprofitability.

On May 4, a tram-railway gate was dismantled - a branch connecting the city tram network with the Moscow Railway.

January 1, 2016 canceled route number 8.

From December 1, 2016, 30 used KTM-19 KT trams from Moscow arrived in the city, and due to the lack of spare parts, the last Tatra T3DC cars were decommissioned and the Tatra T3 model was discontinued.

In the summer of 2017 , tram tracks were reconstructed on Marata Street; by the end of 2017, the rails on the Bazhenova - DK VOS section were repaired.

In the post-Soviet period, proposals were periodically made, including from the previous leadership of the city, to eliminate the tram in the center of Tula. According to these plans, after dismantling the tracks on Sovetskaya, Oboronnaya, Friedrich Engels, Maxim Gorky, Oktyabrskaya and Metallurgists streets, the tram network would be divided into two systems - the northern one with two routes (Myasnovo - Depot No. 2, Shcheglovskaya Zaseka - Moskovsky Station) and the southern - with one (Mendeleevsky Village - Depot No. 1). While these plans remained unfulfilled, only in 2008 the movement to Kosaya Gora was liquidated and route No. 4 closed. The single-track line with two routes was almost completely dismantled in the summer of 2009 ^{[3] [5] [6]} .

On March 18, 2018, a vote was held among the residents of Tula. Subject: Saving or closing tram traffic. According to official data, 71.5% of Tula residents supported the preservation and development of the tram system ^[7] .

According to the data for 2019, there are 11 routes operated by one depot. In total, Tula has 113 passenger, 18 service and 2 museum cars. The daily issue is: on weekdays - 58 wagons during rush hour and 47 during off-peak hours and on weekends. The length of tram tracks today is 92.1 km. The fare from January 1, 2015 is 20 rubles (by transport card - 15 rubles). The cost of a single ticket is 200 rubles for students and schoolchildren, for the population - 750 rubles, for legal entities - 1000 rubles.

Tram routes

• Krasnoarmeyskoe was established in 1927 , transformed into car repair shops in 1959, and liquidated in 2007.
• Basovo established in 1939, liquidated in 1979
• Established on Oboronnaya in 1959 , transferred to the bus transport service in 2008
• Krivoluchye was created in 1973 .

Service Points

• Kursky Station, existed from 1930 to 1965.
• The village of Kirov, from 1930 to 1977.
• Combine Plant, from 1936 to 1991.
• Rogozhinsky village, from 1951 to 1962.
• Pedagogical Institute, from 1962 to 1980.
• NTMZ (Stadium of Metallurgists), from 1967 to 1997.
• Moscow Station, from 1974 to 2006, the ditch has survived to the present day
• Confectionery Factory "Yasnaya Polyana" (Myasnovo), from 1977 to 2006, the ditch has survived to this day.
• Mendeleevsky village, from 1980 to 2006, one of the three ditches has survived to this day, but movement along it is not carried out.
• Shcheglovskaya Zaseka, from 1991 to 1998, the ditch was preserved, but the paths were dismantled.

• On Mosin Street with access roads from the Tula-1-Kurskaya station to the Tula Arms Plant from 1929 to 2012;
• On the street Shcheglovskaya Zaseka with access roads from the station Tula-3-Vyazemskaya to the warehouses of the NGO "Basalt" from 1991 to 2006;

• L / st "Scheglovskaya zaseka"

Built in 1991 with the extension of the line from the Combine Plant. It has two reception and departure tracks. The path with the ditch was dismantled in 2011.

• L / st "Metallurg Stadium"

Built in 1964. It has two reception and departure tracks. The path with the ditch was dismantled in 1991.

• L / St Moskovsky Station

Built in 1973 with the transfer of the line from Krasnoarmeysky Prospekt to Kominterna Street. It has three pick-up and one track with a ditch. Also, until 2015, there was the gate “Alexinsky Dead End”

• L / st "Confectionery factory Yasnaya Polyana"

Built in 1977. It has two pick-up and one track with a ditch.

• L / st "Mendeleevsky village"

Built in 1980 after the liquidation of the ring at the Pedagogical University. It has four pick-up routes and three parking rings on the other side. Also, until 2017, there was a triangle on the south side, illegally disassembled. Until 2015, it was possible to move along one of the surviving ditches, the other two were dismantled.

• C / st "Shtykovaya Street"

Built in 1929. It has no path development, until 1955 it had a dead end.

• Ring "Red Digging"

Built in 1959. Double-sided reversal circle, single-track, the second path was dismantled in 1999.

• Ring "Glinka Street"

Single track circle. Built in 1930. After the elimination of vocational education in 1977, it has no road development.

• Combine Plant Ring

Built in 1940. The design of the ring is the same type of the steelwork “Scheglovskaya Zaseka”. To this day, the track development has not been preserved; the ditch and the additional path have been dismantled.

It is planned to repair and reconstruct paths on the section of Lenin Avenue from Stanislavsky to Pedagogical University, Vozdukhoflotskaya Street. A branch is planned from the line in the Shcheglovskaya Zaseka to the region of the Regional Hospital, subsequently extending it to the line in Krivoluchye and locking the ring in the Proletarsky district; construction of a line from Oboronnaya Street to a tram depot through a new overpass .

One of the ideas of the city administration is the approach of Tula to the light rail system. The idea of ​​building a light rail in Tula is not new. It was first officially enshrined in the 1971 Tula master plan. Then it was planned to create a network of a partially-underground light rail ( metrotram ) of two main lines, each of which would have branches.

The first was to begin in the area of ​​Myasnov and Mikhalkov. Joining from two branches into one, she had to go through the Likhvinsky (in another version Pavshinsky) overpass, go to the center, and the north-eastern part of the city and, split in two, end in Shcheglovskaya Zaseka, Krivoluchye and near Novotulsky metallurgical and combine plants. Under the route of this line, it was planned to use the lines of an ordinary tram in Myasnovo, Shcheglovskaya Zaseka and Krivoluchye, converted for high-speed traffic. The line was almost entirely assumed to be land, with the exception of the tunnel under the street. Mosin. Depot lines were supposed to be in the village of Mikhalkovo and near the combine plant.

The second line was proposed to be laid through the most important passenger nodes. In the north, two branches coming from Gorelki and Medvenki were to join it, after which the route went into a tunnel hidden under Oktyabrskaya Street. The depth of the tunnel was supposed to reach 20 meters. The transfer station was planned at the intersection of Mosin and Sovetskaya streets with access to the existing underpass. Further, the line was supposed to go in the area of ​​F. Engels Street, the park of culture and rest and the RTI factory. Then, going to the ground in the area of ​​the Pedagogical University and branching out, she took the direction in the direction of Kosaya Gora and Skuratova . The total length of the second line would be 26 km. Under the route of this line, it was planned to use the line in the Mendeleevsky village, converted for high-speed traffic. The depot was supposed to be in Medvenka.

The speed on these lines, taking into account the stops, was to be 35 km per hour. The distance between the stations is from 600 meters to 1.5 km. In connection with the commissioning of high-speed lines, it was planned to purchase an additional 260 tram cars.

But according to the modern design, the light rail system will develop only where the tram line is separated from the main road. According to one of the projects, along ul. The Soviet will be laid ring tram line, separated from the road, from which tram lines will leave on the outskirts of the city. Wagons will circle in a circle and return to their branch. On the outskirts of the line will connect a large ring. The start of the project was expected no earlier than 2015. But, most likely, this project will never be implemented.

On September 19, 2018, at a meeting of the Transport Commission, it became known that on January 1, 2019, two tram routes will begin (restore) operation:

Tram No. 11 , closed in 2010, will operate along the route:

Shcheglovskaya notch - Red Perekop.

The route of tram number 8, closed in 2016 , with the following:

Moscow station - Shtykovaya street.

Trams will operate at the regulated tariff of the Tulgorelectrotrans MCP. ^[eight]

• Tula on the site "City Electric Transport"
• An article by D. Denisov on the history of the Tula tram and trolley bus
• Tram Forum
• Database of depot cars at STTS
• Release data for routes on the UDHiS website
• The resolution of the administration of the city of Tula dated October 19, 2015 No. 5436 "On approval of the volume of transport services on the route network of the municipality of the city of Tula" (as amended on December 8, 2017)

• Tula Trolleybus
• Tula bus
• Minibuses Tula