Which department does the monorail belong to? Monorail at vdnkh
Often, leaving the VVTs, I watched this picture - the monorail train smoothly passes along the overpass against the background of the Cosmos Hotel, a picture like from a film about the future. Immediately there was a desire to ride such an exotic form of transport. But, sometimes it's expensive, then the next time, then some other excuse - "or I'm not the son of the country."
Finally the "next time" came and I made up my mind. I started from the initial station "Ulitsa Sergei Eisenstein" - the initial one because there is a depot in front of it.
We pass through the gleaming silver metal turnstiles
From the platform you can see the train leaving the depot.
And now he is at the platform - the doors open and passengers enter the car.
Head compartment
Intermediate compartment
Entering the carriage, I was not exactly shocked, but very surprised. I expected that I would enter a spacious salon, like the European high-speed express trains, especially since outwardly the monorail somewhat resembles them. It turned out to be a small, rather cramped capsule with eight seats - four on each side (three in the head capsule). And the whole composition consists of such capsules (compartments). Such a division is necessary for the car to fit into turns.
The surprise increased when the carriage started. The speed turned out to be unexpectedly low, and at turns it decreased to almost pedestrian speed, and at the same time the car creaked and twitched. The definition immediately came to mind - a rattle train, and not a new one.
We pass the famous Mukhina's sculpture "Worker and Collective Farm Woman", recently it was restored and it took its original form, as it was at the World Exhibition in Paris in 1937.
The platform of the Exhibition Center station. There are more people here, and the platform itself is wider.
This is a futuristic view from here. The monorail is single-track, and therefore a fork.
We drive past Ostankino Park, with its famous serf theater, pond and Church of the Life-Giving Trinity
Ostankino Television Center
A significant part of the route passes by industrial zones
And this is not even an industrial zone, but some kind of dump. This is such an attraction for foreign tourists - they cannot see this at home.
"Timiryazevskaya" - the terminal station of the monorail
On Timiryazevskaya, he turns around and goes back.
Interestingly, in Germany, in the city Wuppertal the "great-grandfather" of the Moscow monorail, which is more than a hundred years old, exists and is working properly. In addition to age, it is distinguished by the suspension of the cars from the bottom and is called Monorail cable car ... It also differs in length - 13.3 km compared to Moscow - 4.7 km and more spacious, so to speak, cabins salons - "great-grandfather" - it will be more impressive.
Where they coincide is in speed and rumbling and shaking while driving.
News! Will the monorail be closed?
Monorail began to work on a new scheduleZvezdny Boulevard №2 (512) January 2017
A new schedule for the monorail has been approved. As the head of the Moscow metro Dmitry Pegov told "ZB", now the intervals between train arrivals are 15-30 minutes - depending on the time of day and the work of exhibitions at VDNKh, since near the main exhibition of the country the monorail will operate in excursion mode.
Let's remind that earlier the average interval was 7 minutes. Its increase, according to Pegov, is due to the fact that with the introduction of the MCC and the opening of three new metro stations - Butyrskaya, Fonvizinskaya and Petrovsko-Razumovskaya - passenger traffic on the monorail fell by a third.
- People used the monorail to cross the tracks of the October railway, now, due to the introduction of the MCC, this need has disappeared,
- he said.
According to Pegov, metro employees will monitor all VDNKh exhibitions in order to adjust the monorail operation to their schedule.
Maria GUSEVA
Moscow monorail transport system (MMTS) is a monorail system in Moscow, in the North-Eastern Administrative District, running from the Timiryazevskaya metro station to Sergei Eisenstein Street. The route starts at the Timiryazevskaya metro station, runs along Fonvizin Street, crosses the Oktyabrskaya railway line, goes past the TV Center along Akademika Korolev Street, goes to the Main and then to the Northern entrance of the All-Russian Exhibition Center.
The operating organization of the monorail transport system is the state unitary enterprise "Moscow Metro".
Project implementation history
Preparation for the project and design
The official history of this project begins on July 17, 1998, when the state enterprise "Moscow Institute of Heat Engineering" (MIT), together with the Transport and Communications Department and the Moscow Committee for Architecture (NIIPI General Plan of Moscow), was instructed to develop a draft program "Moscow Monorail Transport" (deadline - September 1998) and a preliminary feasibility study for the creation of monorail routes in Moscow (deadline - December 1998).
On February 16, 1999, a decree was signed on the establishment of JSC Moscow Monorail Roads. By the first quarter of 2000, an experimental-test monorail complex (test track) was built on the basis of MIT, and the company Intamin Transportation was purchased.
Initially, it was planned to build a line from Yaroslavskoe highway to the Severyanin overpass, but later the project was changed. Finally, the construction site of the future monorail transport system, which should connect the All-Russian Exhibition Center with the nearby metro stations (Timiryazevskaya and Botanichesky Sad), was defined on March 13, 2001 in the "Concept of holding the World Universal Exhibition EXPO-2010 in Moscow in 2010". The location of the MMTS depot was determined on the territory of the tram depot. N.E.Bauman.
Construction
In August 2001, the first works began on Fonvizin Street. On September 22, a test frame for the first support was installed. On February 2, 2002, tram traffic from the South Entrance of the All-Russian Exhibition Center to Ostankino was closed, for which a temporary single-track turning circle was built on the site of the parking lot for trams on routes 11 and 17. At this time, the rolling stock is being finalized, since the previously acquired Intamin trial train showed unsatisfactory results of tests in the winter period. The track itself is officially called experimental. On October 15, tram traffic was restored on the line from VDNKh to the Ostankino terminal station.
On November 11, the terminal station of MMTS "Expocentre" received a new name - "Sergei Eisenstein Street". In November 2003, most of the stations are at the completion stage, undercarriage beams have been laid everywhere, and in December the first rolling stock has been run-in. During the tests on February 21, an accident occurred: the car tore about 15 meters of the contact rail in the area of \u200b\u200bthe Ul. Academician Korolev. Another postponement of commissioning was announced. In May, three trains are being tested on the line, the opening of the road is once again postponed without a public explanation of the reasons.
Excursion mode
Exit to Dmitrovskoe shosse (150 m), Yablochkova and Fonvizin streets (100 m), to the Depo mall, Alex shopping center.
"Timiryazevskaya" of the Moscow metro and the platform "Timiryazevskaya" of the Savyolovsky direction of the Moscow railway (50 m).
Boarding the bus number 12, 19, 23, 126, 604 (stops on Yablochkov and Fonvizin streets); 87, 206, 604 (stops on Dmitrovskoe highway, 270 m); trolleybus No. 47, 56, 78 (stops on Dmitrovskoe highway, 270 m).
Station code: 200.
Milashenkova street
The platform is of the island type, has an S-shape. Length: more than 50 m. Width: variable, expanding towards the center.
Exit to Milashenkova Street, Ogorodny Proezd, Fonvizin Street, to the Matrix hypermarket.
Located in the immediate vicinity of the Fonvizinskaya station of the Moscow Metro
Boarding the bus number 12, 19, 23, 126 (stop Ogorodny pr., 100 m); bus number 12, 23, 126; trolleybus number 3, 3K, 29, 29k (stop. Fonvizin st., 75 m).
Station code: 201.
Telecentre
Island type platform. Length: 40.150 m.Breadth: 14.950 m.
Exit to Akademik Korolev Street, to the Ostankino television center, the Ostankino television tower.
Boarding the bus number 24, 85; trolleybus number 9, 36, 37, 73.
Station code: 202.
Academician Korolev Street
Separate platform. Length: 40.150 m.Breadth: 2 × 4.800 m.
Exit to Akademika Korolev Street, to the building of TV3 TV channel, Megasfera shopping center (200 m).
Boarding trolleybus No. 9, 13, 15, 36, 37, 69, 73 (200 m); tram number 11, 17.
Station code: 203.
Exhibition Center
Island type platform. Length: 40.150 m.Breadth: 12.600 m.
Exit to 1st Poperechny proezd, Longitudinal proezd, to the All-Russian Exhibition Center (main entrance), the Monument to the Conquerors of Space and the Memorial Museum of Cosmonautics.
Boarding the bus number 76, 154, 239, 803; 33, 154, 239, 244, 834 (stop at Prodolny proezd, 300 m); 56, 93, 136, 172, 195, 834 (stop at 1st Poperechny proezd, 250 m); 33, 56, 93, 136, 195, 244, 834 (stop at 2nd Poperechny proezd, 35 m); 286 (stop at Prospekt Mira, 370 m); suburban buses; trolleybus No. 13, 15, 36, 69, 73 (stop on Longitudinal passage, 280 m); 14, 48, 76 (stop at Prospekt Mira, 370 m); tram number 11, 17.
Station code: 204.
Sergei Eisenstein Street
Island type platform. Length: 40.150 m.Breadth: 9.100 m.
Exit to Sergei Eisenstein Street, 1st Selskokhozyaistvenny Proezd, to VVTs (northern entrance, pav. 70 "Moscow", 69 "Interbranch", 75).
Boarding bus number 154; trolleybus number 48.
Station code: 199.
Station codes are numbered continuously with the stations of the Moscow metro.
Opening hours and ticket prices
Monorail stations are open for passenger entry from 8:00 to 20:00 daily. Travel time from the station "Ulitsa Sergei Eisenstein" to the station "Timiryazevskaya" - 16 minutes 14 seconds, in the opposite direction - 16 minutes 40 seconds.
Operates on the line from 1-2 trains. Intervals during the day are 22 minutes during peak hours (two trains are running) and 45 minutes the rest of the time (one train is running).
From January 1, 2013, all types of tickets for the Moscow metro began to operate on the Moscow monorail. At the same time, a free transfer between the metro and the monorail was introduced: during the transition between the stations VDNKh - Exhibition Center and Timiryazevskaya - Timiryazevskaya in any direction, an additional trip from the ticket will not be debited if the passage through the second turnstile occurred no later than 90 minutes walk through the first. New tickets began to be sold at ticket offices at metro and monorail stations.
Memorable ticket to the opening of MMTS
Back side of a commemorative ticket
The first option of the full ticket
First discount ticket option
Ticket with "MTS" overprint
Ticket on sale before the end of 2009
Experimental ticket "Ultralight"
The reverse side of the Ultralight ticket
Infrastructure
The stations were built according to individual projects, have a two-level space-planning structure, with platforms of the island (5 stations) and separate (1 station, Akademik Korolev st.) Types. All stations are equipped with staircases, escalators and a lift for the disabled. At the same time, due to the fact that the entrance to the elevator car on the street is located on the opposite side of the station lobby and the passenger, using the elevator, does not pass through the turnstiles, their use is limited only to wheelchair users who have the right of free travel.
The roofs of the stations are equipped with a Snegoscross impulse system.
For parking and maintenance of rolling stock, an electric depot was created on the territory of the tram depot named after N.E.Bauman. The total area of \u200b\u200bthe depot is 2.05 hectares. Building area - 12 710 m². The construction volume of the technological building is 74,290 m³. The length of technological paths on the territory of the electric depot is 1 184 m. The estimated number of units serviced by the EPS - 10. The number of tracks for servicing and assembling the EPS - 2.
The entire line can be controlled in a fully automatic mode by a computer from the control room located in the depot. Also, at each station there is a station dispatching office, from where you can control the train while it is at the station. However, despite the long time it took to fine-tune the system since the start-up, this operating mode was never properly worked out. Currently, monorail trains operate in a semi-automatic mode, in which the system controls the movement of the train under the control of the driver. There is also a manual mode, in which the driver independently controls the movement. The composition is managed by one person.
The trains communicate with the dispatching office by means of IP-telephony via Wi-Fi network. There is also a back-up conventional radio link.
The power supply of the MMTS route is provided by 7 traction-step-down substations: 6 in the stations and 1 in the depot.
Monorail equipment must comply with the technical requirements of the metro.
| External images | |
| Path development scheme | |
Path construction
The monorail tracks are two steel box-section beams, laid on reinforced concrete supports at a height of 4-6 m. Service walkways are arranged between the track beams. The supports have a pile foundation made of bored piles with a diameter of 0.75 m and a monolithic body. There are 167 supports along the entire route. The grounding of the current-carrying elements of monorail tracks is provided by the device of grounding taps, passing mainly inside the monolithic elements of the supports.
The spans have a length of 20 to 53 m. The minimum radius of curves on the main tracks for a monorail project developed by JSC MMD is 25 m. The minimum radius of curves for the main line MMTS Timiryazevskaya - Ul. S. Eisenstein "- 100 m, on the approaches to the stations - 50 m. In the curves the transverse profile of the beam remains horizontal, so the speed in them is limited due to uncompensated lateral acceleration. At the end stations, there are turning circles with a radius of 20 m.
The greatest slope of the running beam for the monorail project developed by JSC MMD is 7%. The largest longitudinal slope of the running beam for the main line MMTS "Timiryazevskaya" - "Ul. S. Eisenstein "- 2.98%; within the station zones - 0.3%; for technological routes - 7.0%.
The smallest radii of the vertical curves of the running beam: convex - 1 110 m, concave - 2 458 m.
To compensate for the temperature movements of the running beam, expansion joints specially designed for monorail tracks are provided.
On the Moscow monorail, reverse turnouts are used: the flow profiles on them are rigidly fixed; above - the profile of the passage in one direction, below - in the other. The arrow turns around itself in a horizontal plane, "substituting" for the train the profile along which it must pass. The arrow can be moved in no more than 20 seconds. The line has 3 turnouts: 2 in the depot area and 1 in the area of \u200b\u200bthe Timiryazevskaya station.
The distance between the centers of the platforms of the end stations is 4,698 m in double-track calculation, the turn in the area of \u200b\u200bthe Timiryazevskaya station (from the center to the center of the platform) is 240 m in the single-track calculation, the turn at the Ul. S. Eisenstein "(from the center to the center of the platform) - 609 m single-track. Extension along the axis of the running beam (in single-track terms along the ring, including dead ends) - 10 317 m.
Rolling stock
A P30 train from the Swiss company Intamin Transportation was purchased as a prototype of a rolling stock of two head carriages. The TEMP Engineering Center has developed an asynchronous linear motor, which makes it possible to increase the efficiency and to solve the problems of train slippage during icing of the running beam. At the moment, the Moscow monorail is the only monorail in the world with a linear motor (except for maglev systems).
In total, there are 6 cars, the number of seats: 44 (6 in the head cars and 8 in the intermediate cars). The capacity of the train is 200 people at a rate of 5 people / m² or 290 people at a rate of 8 people / m².
The length, width and height of the train are 34.5, 2.3 and 3.3 m, respectively. The width of the doorway is 1.2 m.
There is an air conditioning and heating system in the driver's cab and in the train cabins.
The maximum speed of the train is 60 km / h (16.7 m / s), but it should be reduced to 28 km / h on a curve with a radius of 100 m and up to 20 km / h on a curve with a radius of 50 m.Nominal acceleration during acceleration and deceleration is 0 , 8-1 m / s² depending on the load of the train. Acceleration during emergency braking - no more than 3 m / s².
The braking distance at a speed of 43.2 km / h (12 m / s) on a straight dry section of the track during service braking is no more than 80 m, with emergency braking - no more than 36 m.
The maximum noise level in the passenger compartment at a speed of 40 km / h (excluding air conditioning and heating systems) is 65 dB. The noise level at a distance of 25 m when a train is moving at a speed of 40 km / h is 65 dBA. There are no radio, television and electromagnetic radiation at a distance of 25 m.
Traction drive: based on asynchronous linear motors with inductors on bogies and a secondary element on the running beam. The thrust of one engine is 750 kgf.
The voltage supplied to the train is constant, 600 V ± 10%. Current collection type - bottom, two trolleys and a grounding bus.
Fire protection - fire control system, automatic fire extinguishing devices, fire extinguishers in cars.
Temperature range environment during operation - from -40 to +40 ° C.
The depot has 8 passenger trains (numbered from 01 to 08) and one multifunctional vehicle (a special train consisting of two head cars, without a number). All trains are in operation. In normal mode, up to 6 trains operate simultaneously on the line, 1 train must be in scheduled repair and one in reserve. If necessary (for example, with a sharp increase in passenger traffic), the reserve train is also brought to the line, thus, the total number of simultaneously operating trains can reach 7.
Currently, the assembly of the ninth train is in progress at the depot.
Carrying capacity
At the moment, the carrying capacity per hour in each direction is:
- 2 trains: 576 passengers at a rate of 5 persons / m² or 835 passengers. at a rate of 8 persons / m²;
It should be noted that these indicators of carrying capacity refer only to a specific MMTS line, on which six-car trains operate. The maximum composition of a monorail of the MMD system is 10 cars.
Passenger traffic
Security
The safety of passengers on board is ensured by a fire control system, automatic fire extinguishing devices, and fire extinguishers in carriages.
Three methods have been developed to evacuate passengers from a faulty train, depending on the situation:
- if the train is out of order, but can continue to move, then a second train departs from the neighboring station along the same track, which takes the emergency train in tow and delivers it to the nearest station, where passengers get off;
- if the train is faulty and cannot continue moving, then the train with the walkways (ladders) loaded into it at the station is sent on the opposite path, adjusted exactly opposite the emergency one, along these ladders the passengers go to the serviceable train and go to the nearest station;
- if the line is completely inoperative (for example, in the event of a power outage), then the doors of the train are opened manually, and passengers go down the special stairs available in each carriage to the observation paths between the tracks and walk to the nearest station.
The safety of passengers at the stations is ensured by the presence of two exits: the main (with escalators) and the spare (with fire escapes) - from the opposite end of the platform. The Ulitsa Akademika Koroleva station, which has side platforms, is additionally equipped with a special emergency gangway for moving from one platform to another. In addition, private security personnel work at the stations (in the lobbies and on the platforms).
Criticism
Route selection
Before the construction of the monorail, there was no direct connection between the Timiryazevskaya metro station and the TV center and the All-Russian Exhibition Center, however, instead of building a new monorail line, such a connection could be provided by extending the tram line from Koroleva Street (respectively, with the construction of an overpass or tunnel through the Oktyabrskaya Railway).
In addition to organizing direct communication, one of the reasons for the construction of the line was the preparation for the World Universal Exhibition "EXPO-2010". The plans for the exhibition noted the need to use monorail transport to organize the entrance to the VVC from the Timiryazevskaya and Botanichesky Sad stations, since during the exhibition the capacity of the VDNKh station in the morning and evening hours would be sufficient only in the exit or entry mode. However, when the monorail was already under construction, the right to hold the exhibition went to Shanghai, and the construction of the line was divided into two start-up complexes, the first of which includes the constructed and open section from the Timiryazevskaya metro station to the electric depot on Sergei Eisenstein Street.
Financial side of the project
System setup costs
According to official data, the construction of the monorail cost the city 6,335,510,000 rubles. (in 2005 prices), that is, $ 221.3 million (at the exchange rate of the Central Bank of the Russian Federation as of July 1, 2005). Dividing the indicated amount by the length of the track (5158.5 m in double-track calculation, taking into account service tracks), we can make the erroneous conclusion that a kilometer of the Moscow monorail cost $ 42.9 million, which is even more than the cost of building the Butovskaya light metro line. However, in fact, the total cost of the Moscow monorail project included not only the cost of designing and building the line itself, but also the costs of:
- purchase of a trial train of two Intamin cars;
- construction of a test site at the Moscow Institute of Heat Engineering;
- licensing of technology and design of rolling stock and track structure by Intamin;
- development and manufacture of rolling stock (including the development and implementation of LAD and information management system for rolling stock);
- development of an information system for automatic control of the line;
- construction of a depot for both stages of the line (Timiryazevskaya - Botanical Garden).
The cost of the direct construction of the monorail line of this system was not published.
Information that the money spent on the creation of monorail transport could have been used to build a new metro station, or even an entire line, is not confirmed. In addition, the creation of the Moscow monorail transport system was not financed from the budget of the metro construction in the city of Moscow: this money was not withdrawn from the budget of the metro construction and, in case of refusal to build a monorail, could not be used for the construction of the metro.
Monorail road in Moscow: photo from the window of its train - this is the Ostankino tower and the Telecentre, VVTs, loaded highways and streets, urban landscapes. For a long time, it was used not as a transport, but as an entertainment. Does the monorail have serious prospects in Moscow?
Story
The creation of this line made it possible to avoid traveling by metro through the center, which reduced the total travel time by 2-3 times. So, after 10 years of work, what are the results and prospects? Will the monorail, which includes only one short line, develop in the future?
Characteristics and reviews
Currently, the monorail in Moscow has a maximum passenger traffic of 7,000 people per hour, 6 carriages and 44 seats. The train can reach speeds of up to 60 km / h, although, as a rule, it moves more slowly. The journey between the two terminal stations takes about 16 minutes, and this really saves time, because the Kaluzhsko-Rizhskaya and Serpukhovsko-Timiryazevskaya metro lines do not have a direct connection between them. The noise level at a standard speed - 40 km / h - at a distance of 25 meters is 40-65 dB, so it does not disturb the residents of the surrounding houses, even if the train passes very close to them.
The main advantage of the monorail is that it is an off-road transport system, that is, it is not affected by traffic jams, accidents and obstructions on ordinary streets. On the other hand, the special provision will make it difficult to evacuate passengers if the need arises. The advantage over tram lines is that the monorail is more environmentally friendly, although it is more expensive to build and operate.
Currently
Despite the fact that some time ago the project was declared unsuccessful, the Timiryazevskaya-VDNKh monorail in Moscow still exists today. Several years ago there were talks about closing it, but the capital's government postponed this issue until 2015, when this route will be duplicated by a metro line. If this causes an outflow of passengers from the monorail, the road will be dismantled. The current situation is completely satisfactory to the transport department. Of course, there is no question of profitability, but the indicators are steadily growing, so, since the beginning of 2014, almost 2 million people have used this type of transport, and there are more paid passengers. Nevertheless, year after year, subsidies are allocated from the capital's budget.
Problems and solutions
While it seems that the monorail in Moscow is a great solution, there are also opponents who consistently criticize this mode of transport. Many believe that it simply does not fit into the architectural appearance of the city. In addition, the lack of communication with other modes of transport affects, although the authorities are constantly trying to solve this problem. Initially, it was assumed that the monorail would be integrated into the metro system, but in fact the stations of the two lines are located at a considerable distance from each other. For quite a long time, separate tickets were valid for this, but since 2013, all travel documents for the metro can also be used to travel on MMTS. Moreover, if you change trains within 90 minutes, the additional trip will not be deducted from the ticket.
Often critics note the uselessness of this route, since it really cannot be called popular. However, it is also not possible to replace the monorail with land transport, at least a similar route for a bus will take much more than 16 minutes. Moreover, the operating mode and the relatively small gap between trains make MMTS much more attractive.
Perspectives
The monorail in Moscow obviously has both advantages and disadvantages. It is not yet clear what prospects await this type of transport in the future. Perhaps the city authorities will consider the light metro project in the southern part of the city more successful. The route is also laid mostly on elevated structures, so it is in many ways similar to the monorail. In the meantime, MMTS remains too expensive and completely unprofitable mode of transport, although it is possible that this situation will change in the future. The construction of new lines can help connect the Moscow region with the capital, duplicating the busiest commuter train routes. The main thing is not to sacrifice integration into the existing transport network.
Moscow really has everything. Even exotic transport!
Namely - the only monorail in Russia, the line of which connects the metro stations VDNKh (orange line) and Timiryazevskaya (gray line). Formally, this thing was built as "experimental" (we will leave the real reasons to the newspaper journalists), and is considered as such to this day. However, while the line is operating, the trailers run (and very often), the people ride ...
In general, I'll tell you about the Moscow monorail, otherwise you never know how the experiment will go.
Monorail is a type of rail transport (mainly urban), where the train goes not on two, but on one rail of a certain design. Most often, such a road is raised high above the ground. The first horse-drawn monorails were built back in the 1820s (the Englishman Henry Palmer is officially considered the inventor of the monorail in 1822, but the first versions of "pole roads" existed before, including in Russia), and the development of the monorail began only at the end of the 19th century, with the advent of electric transport.
Monorail and its "big brother" - a tram.
But in general, in the world, mnrails remain a rather rare type of transport - more often they perform auxiliary functions (say, inside airports or suburban shopping malls). There are only 3 full-fledged monorails in Europe: in the German Wuppertal (14 km) and Dortmund, and in Moscow. There are 3 more of them in America - in Seattle, Jacksonville and Las Vegas, but the largest monorail in the USA is located in Disneyland - its length is 24 km. The length of all the other monorails listed above is no more than 6 km.
The monorail has taken root much better in Asia - in Japan alone, it is in 8 cities, in some places it serves as a full-fledged metro.
In general, the Moscow monorail, which includes one line with a length of about 4.3 kilometers and 6 stations, is not at all as poor as it is commonly thought. There is a good one on Wikipedia.
The decision to build a monorail in Moscow was made back in 1998, and in 2004 it was launched "in excursion mode" - trains ran every 30 minutes, the journey cost 50 rubles. This was accompanied by frequent breakdowns, but gradually the work was debugged.
Finally, since 2007, the monorail has become a full-fledged transport, with the same prices as in the metro. Its intervals are quite at the level of non-CIS subways - from 6 to 20 minutes. However, in the summer, at least 1-2 tourists will certainly be found in each carriage.
But where else has this been seen - so that you can photograph a transport object in full view of the police, and employees can also advise where it is more interesting.
Typical monorail station. Pay attention to the logo:
Escalator and a company of burrow-tourists on it:
Station interior. Although all 6 stations of the Moscow Monorail were built "according to an individual project", the differences mainly relate not to design, but to construction (shape of platforms, location of escalators, etc.):
Monorail tracks on overpasses. By the way, surprisingly, the train really goes almost silently - with a quiet soft hiss. Initially, as an experiment, two trains were purchased in Switzerland, but in the end, only the design remained of them - everything else is domestic, based on Soviet developments - after all, there is no more experience in the world of building a monorail in such a climate. Interestingly, there is no integral space inside the cars - each one is divided into several "cabins" with 8 seats:
Well, let's go on the track! To begin with, a view from the Ulitsa Sergei Eisenstein station, which ends in the east, towards the depot:
"Sergei Eisenstein Street" is located east of the Kaluzhsko-Rizhskaya metro line, as if on the outskirts. The run to the Vystavochny Tsentr station is the shortest, and it runs near the VVTs (former Exhibition of Achievements of the National Economy, VDNKh).
The Moscow Pavilion, better known as the Montreal Pavilion, participated in the 1967 Montreal Industrial Exhibition. In the near future, this pavilion will be demolished, like many other objects, preventing the new owner of the All-Russian Exhibition Center, which is long overdue to rename it VDRE (Exhibition of Market Economy Achievements)
A giant Ferris wheel (if I'm not confusing anything, 30 meters) and the Ostankino tower behind it:
I liked the view (filmed already from the ground, at the top is not a glitch, but the edge of the Montreal Pavilion):
And the monster house on the other side:
West view from the station:
The way forward to the Exhibition Center station:
Past the central entrance to the All-Russian Exhibition Center:
And this is a view towards "Eisenstein Street" from the "Exhibition Center":
This particular station is located in the immediate vicinity of the VDNKh metro station and is the main one in the east of the monorail. It takes several minutes to walk from the metro entrance to it, it is she who is shown in the frame with the grass.
Views from the Exhibition Center - the Cosmos Hotel, built for the 1980 Olympics. A giant 25-storey building in the form of a regular half-ring, designed for 3000 seats. After the liquidation, the Rossiya hotel became the largest hotel in Russia and Europe. Apparently, because of its appearance, "Cosmos" is the venue for the KRI, the Game Developers Conference.
The famous rocket of the Museum of Cosmonautics:
In general, it is pleasant to ride on the monorail. It almost does not shake (although it does rock a little), it is quiet, there are few people - and the bustle of the city remains below:
As if you weren't driving, but flying:
The section "Exhibition Center" - "Academician Korolev Street" runs mainly through a multi-storey microdistrict:
Ahead is "Koroleva Street" - the only two-platform station with tracks in the middle:
Looking outward:
From most monorail stations, the lobby of the next station is visible - in this case, the Telecentr station:
This short haul is probably the most spectacular in the Moscow monorail:
Nearby is the legendary Ostankino TV Tower. Built in 1963-67, the TV tower was unique for its time. Little of. that at the time of construction it was undoubtedly the tallest building in the world (and indeed the first man-made structure in history to overcome a height of 500 meters), a lot of innovative ideas were implemented in its design. In 2000, the tower survived a fire.
Now it is already only the 4th tallest building in the world: after the Burj Dubai skyscraper in Dabai (over 800m), a TV tower in Guangzhou, China (over 600m), and not a new TV tower in Toronto, Canada (551m).
In general, the Ostankino Tower is one of my favorite buildings in Moscow. And one of the most striking monuments of the USSR of the era of its heyday.
Opposite the TV tower is the Ostankino estate, built by Count Sheremetev at the end of the 18th century:
The palace is known for a unique project that combines elements of the palace itself, a theater and an art gallery, and a unique decoration made of carved wood, therefore it is open to visitors only from May to September, and even then when the humidity is below 80%. However, I myself, to my shame, have not been here so far, so I could be wrong. Here is a link to the site of the estate museum.
Near the palace there is the Trinity Church in Ostankino (1677-83) in the Yaroslavl style, but I could not photograph the general view:
This place - between the Tower and the manor - is the most interesting place on the monorail. The problem is that it is almost impossible to shoot both of them at once due to the position from different sides of the carriage: you need to pass this section at least twice.
Interesting fact: Ostankino is the leader in Moscow in terms of suicide rates. Moreover, it surpasses any other area. I used to think that the reasons are in the electromagnetic radiation of the TV tower. Now I understand - the reasons are HERE:
This is the Ostankino Television Center. Here, in special halls-pavilions, they shoot news, serials, talk shows, various programs ... Of course, they shoot a lot of good things too. But still, if I lived next to the Telecentre, I would have a constant temptation to hang myself out of shame.
Behind the Telecenter station, the line turns beautifully. This view opens up: the lobbies of two stations, a block of high-rise buildings, the Cosmos hotel, a rocket, and the pipes of the CHP in Metrogorodok - the highest in Moscow (about 200 meters):
The building opposite the TV Center is a less pretentious, but more elegant Radio Center:
And the way forward to the station "Ulitsa Milashenkova":
Pay attention to 1) the arrangement of the paths, 2) - the plug at the bottom.
No, it's nice to drive at 3-4 floors, after all!
In front of the Ulitsa Milashenkova station, the monorail crosses the Oktyabrskaya Railway (its carriages can be easily seen from the train), behind which is a very beautiful industrial zone (apparently food, judging by the presence of an elevator).
In the Milashenkov Street area:
Typical Moscow landscape:
Here the track runs through the sleeping areas:
Crosses Milashenkova Street with a very spectacular perspective (at first I took it for a major highway):
So we arrived. View from "Timiryazevskaya" in the opposite direction:
From "Timiryazevskaya" on the monorail not far to "Timiryazevskaya" of the Moscow metro. There is no monorail depot here, the train enters the circle and goes back. All the way from end to end is about 20 minutes, 4.5 kilometers.
And this sight terrified me. Probably, if we are captured by the Chinese, our regional centers (with a population of 800 thousand) will look like this:
P.S. In general, the fate of the Moscow monorail is still not clear. They say that the experiment has failed and the sea rail will not develop; then they say that in 2010 a second section will be launched in the west of Moscow, and the first statement applied only to this section. In addition, in 2007 there were plans to create an "internal" monorail in Moscow City. Although, in all fairness, in our climate, the idea of \u200b\u200bsuch a transport seems very dubious - imagine these platforms in a frost -20 with the wind ... And this combination of beauty and irrelevance makes the monorail akin to narrow-gauge railways.
November 20, 2004, at 10:00 am,
The monorail transport system was opened to operate in excursion mode, as an attraction, not city transport!
Fortunately, the impossibility of using the monorail for the daily mass transportation of residents of residential areas became obvious to the Moscow authorities. After that, the first project of the post-Soviet monorail was safely forgotten. This project has been developed since the mid-90s, and, according to it, the line was supposed to start at the Botanichesky Sad metro station, go over Serebryakov Passage, past the Severyanin platform, go out onto Yaroslavskoye Shosse, and go over it to the Moscow Ring Road. It became obvious that for the experiment it was necessary to choose a much less congested track. And they found such a route. The first real project of the Moscow monorail looks like this: the track starts at the Timiryazevskaya metro station, runs along the center of Fonvizin Street, crosses the Oktyabrskaya railway line, and goes past the Telecentre on the street. Acad. Queen and goes to the main entrance of the All-Russian Exhibition Center. Further the route goes to the street. S. Eisenstein to the MMTS depot, which now occupies part of the territory of the tram depot. Bauman, which until recently housed the exposition of the Museum of Urban Transport. It was originally planned to bring the line along the street. Wilhelm Pieck or Agricultural Street. to st. m. "Botanichesky Sad", however, in order to reduce costs and speed up the commissioning of the line, the monorail route was shortened to VVTs.
One of the key arguments of the opponents of the construction of MMTS in Moscow is that the monorail has never been tested in a harsh (though noticeably warmer in last years) of the Russian climate. To carry out full-fledged tests on the territory of the Moscow Institute of Heat Engineering in Otradnoye, a 520-meter experimental line was built, cars from the Swiss company Intamin were purchased. It soon became clear that the characteristics of Intamin's park-and-recreational monorail cars did not correspond to the task set to create a transport, and not an "entertainment" connection between the Timiryazevskaya and VDNKh metro areas. Considering that the construction of the monorail has become a political task for Moscow (including for organizing EXPO-2010, which eventually went to Shanghai), sufficient funds were allocated to create a new train. As a result, a new rolling stock with an asynchronous linear electric motor was created. Tests, including linear sea trials, carried out throughout the fall of 2003, showed the viability of the new type of transport. Only the real capacity of the line remains unclear. However, there was not long to wait.
The construction of the first non-experimental passenger monorail line in Russia started in 2001. In the fall, work began on re-laying communications along the route of the future line at ul. Fonvizin. In the evening of September 22, on the street. Fonvizin, a test frame was installed for the first reinforced concrete support. A little later, the front of work unfolded on st. Academician Korolev. The construction of the line was carried out by Mostootryad 114 and Mostootryad 99. In total, 167 supports were installed along the highway from the Timiryazevskaya metro station to the depot territory, on which tracks are laid in links of 2 or 3 welded rails. There is space between the links for temperature compensators, designed to neutralize the effect of the difference between summer and winter temperatures on the track. During the period from March to June 2002, the construction of a monorail line over the tram tracks at ul. Academician Korolev (supports # 98 - 127). In order to preserve tram lines 11 and 17 to Ostankino, it was decided to build the monorail as if on the second floor above the tram tracks and install 2 supports for each section of the track (instead of one support on both tracks on most other sections). The preservation of the tram line is a great success: after all, perhaps for the first time, it was possible to create a new project not to the detriment of the existing transport.
In June 2002, work began on the construction of the first stopping point "Akademika Korolev Street" with side platforms between supports No. 110 - 112, opposite house No. 5 on the street. Academician Korolev. According to the project, typical monorail stopping points (stations) should be either two side platforms raised on supports, or one island platform. The ascent and descent of passengers should be carried out along escalators and stairs.
Monorail stations
Station "Timiryazevskaya"
Terminal station - located next to the entrance to the station. Metro "Timiryazevskaya", on the south side of the square, at the junction of st. Fonvizin. Has one island platform. Behind the station, the monorail line makes a circular loop, allowing the driver not to wrap the train when changing direction and not change the cab. Also, the loop allows you to abandon the bulky switch mechanism. Nevertheless, there will be an arrow here, and it will connect the line to the dead end located inside the loop for standing up the emergency or reserve train. The construction of the station itself began only in April-May 2003, when the service building of Metrostroy was demolished on the way of the monorail. Currently, the construction has been completed, the territory has been landscaped.
The section "Timiryazevskaya" - "Street Milashenkova"
From "Timiryazevskaya" the line runs along the middle of the street. Fonvizin over the dividing boulevard. This site, so to speak, is the oldest, since it was from here that the construction of the line began, and it was he who was completed earlier than others.
Station "Ulitsa Milashenkova"
The line crosses the street with no support. Milashenkov and goes to the station of the same name. The station with an island platform is the only one on the line located not on a straight section of the track. The station platform itself has an S-shaped bend. In the distant future, the station should create an interchange hub with the promising Butyrsky Khutor metro station of the Lyublinsko-Dmitrovskaya line.
The section "Ulitsa Milashenkova" - "Telecentr"
One of the most difficult sections: from the station. "Milashenkova St." line goes through the industrial zone to the Oktyabrskaya railway line, about 100 meters goes along it to the southeast, and then crosses the Oktyabrskaya railway line with a support-free span. On this section of the track, the supports were laid in the spring of 2003. Here, jewelry accuracy and calculation were needed to prevent disruption of movement along railroad... The span itself is assembled from reinforced rail links.
Station "Telecentr"
It is located between the main entrance to the Telecentre and the Ostankino pond and has an island platform, apparently the widest of all. The rise and fall of passengers is carried out using 3 low-rise escalators (without balustrades).
The section "Telecentr" - "Academician Korolev Street"
Without doubt the most picturesque section. From st. "Telecentr" line runs along the street. Ak. Queen, next to the Ostankino pond. On the other side of the street, the Ostankino TV tower rises. Beyond the pond, the monorail line is adjoined by tram lines 11 and 17 from the terminal station. "Ostankino". At this point, the monorail tracks are laid on cross beams supported on both sides of the tram line running below. Thus, a two-story structure is obtained, where a tram runs along the ground, and a monorail above it.
Station "Ulitsa Akademika Koroleva"
Probably the most "massive" structure is the station "Ulitsa Akademika Koroleva", located on the street of the same name, opposite the house number 5. The station, the only one of all, has 2 side platforms instead of one island. There is another floor above the platforms, on which there is a distribution lobby, and below the stations there is a tram line. Stairways and 2 lines of twin escalators lead to the lobby. The station has been under construction since June 2002 and has now been completed.
The section "Akademika Koroleva Street" - "Exhibition Center"
The two-story tram-monorail line ends before the intersection with the 1st Ostankinsky passage. Further, the monorail tracks go separately from the tramways, on the north-western side of them.
Station "Exhibition Center"
Station with an island platform, located halfway between the station. m. "VDNKh" and the main entrance of the All-Russian Exhibition Center. Here the escalator slope leading to the distribution hall is not at the side, but at the end of the station.
Line to the depot and the station "Ulitsa Sergei Eisenstein"
From the Vystavochny Tsentr station, the line goes along the tram tracks, then diagonally crosses the undeveloped area and goes to the North Entrance of the All-Russian Exhibition Center. Directly in front of the entrance there is the terminal station of the first stage of the monorail "Ulitsa Sergei Eisenstein" (the original project name was "Expocentre"). Station - with an island platform. Despite the fact that the station is the final one, the line does not end here, but goes further along the territory of the All-Russian Exhibition Center, crosses the street. Eisenstein and enters the territory of the depot.
Electric depot MMTS
On the territory of the tram depot. Bauman, including on the territory of the museum of city passenger transport removed from the depot, the construction of the "Electric depot for parking and repair of MMTS rolling stock" was completed. Work here began in February 2002 and was carried out by the forces of JSC "Transmonolit". On the territory of the depot, there is the main building itself and the transborder located behind it, which acts as a turntable. In front of the depot, but on its territory, there is a reversal loop for the turnover of monorail trains. There are switch gears at the western and eastern end points of the loop. (Thus, in total there are 3 turnouts on the line: two - on the territory of the depot and one - behind the Timiryazevskaya station.) The lines from the turnouts continue tangentially to the loop, go around the main building and go to the transborder. In front of the depot building, an overhead girder crane was erected for loading and unloading wagons onto trailers.
Currently, the construction of the main building of the depot has been completed and the depot has been commissioned. As of the beginning of December 2003, the depot had 3 monorail trains with 6 cars each.
It was assumed that Muscovites will be able to start using the new mode of transport by the City Day 2003, but the construction was delayed, then rolling stock tests continued for a long time. The opening dates of the line have been postponed several times. Another date: November 7, 2004. Then we will be able to fully appreciate all the advantages and disadvantages of the monorail, and it will cease to be the object of fantastic drawings, but will become what it is supposed to be: environmentally friendly, quiet and calm transport with large recreational and tourist and very limited transport options. Well, wait and see.
