Trams in Kharkiv - Misplaced Pages

Electric tram system in Kharkiv, Ukraine

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Kharkiv Tramline

Overview

Native name

Харківський трамвай

Owner

City of Kharkiv

Area served

Kholodnohirskyi District, Shevchenkivskyi District, Kyivskyi District, Saltivskyi District, Nemyshlyanskyi District, Industrialnyi District, Slobidskyi District, Osnovianskyi District, Novobavarskyi District

Locale

Kharkiv, Ukraine

Number of lines

Annual ridership

103,818,300 (2016)

Website

http://gortransport.kharkov.ua

Operation

Began operation

September 24, 1882 (horse-drawn tram)
July 3, 1906 (electric tram)

Operator(s)

KP Miskelektrotransservis
KP Saltivske tramvaine depo

Number of vehicles

276

Technical

System length

217.6 kilometres (135.2 mi) (2017)

Track gauge

1,524 mm (5 ft)
(1,520 mm (4 ft 11+27⁄32 in) Russian gauge)

System map

The Kharkiv tram (Ukrainian: Харкiвський трамвай) is part of the public transport system of the second largest city of Ukraine. The tram system has a "Russian Standard" track gauge of 1,524 mm (5 ft). The tram network is built almost exclusively on the streets of Kharkiv, making it a traditional tram system. The network consists almost exclusively of double track. In most parts the tracks are separated from other road traffic, whereas elsewhere tracks lie on lanes that cars and buses may also use.

History

The history of the horse tram

Beginning in 1871, people and companies began to apply to the Kharkov Duma with projects for the construction of a horse-drawn tram in Kharkiv. On March 2, 1881, French businessmen P.-K. Bonnie and E. Otlie appealed to the Duma with their rationale for the construction of a horse-drawn railway in Kharkiv, which was accepted. On May 31, 1882, a contract was signed with them for the construction of a road for passenger and goods traffic with a length of 17.5 versts. The first horse railway line was built on September 12, 1882 and belonged to a private Belgian company. The first route was from the station of the Azov-Kursk Railway (now the Kharkiv railway station) to the stock exchange on Mykolayivska Square. Over time, 3 tram lines were opened in the city center.

The fare was set at 5 kopecks per passenger for the entire journey with an additional charge of 2 kopecks in case of transfer to another line. The horse-drawn tram worked an average of 14–15 hours a day: from 07:00 to 23:00 in summer (until 22:00 in winter).

The first horse depot was built in 1885. On September 16, 1917, the City Duma considered the issue of stopping the horse-drawn tram. On March 23, 1919, the horse tram ceased to exist.

In July 1920, horse-drawn tram service was temporarily resumed on the section from the station to Rosa Luxemburg Square. But already in June 1921, this line was electrified — an electric tram began to run along it. In November 1922, the line on Moskalyovka was electrified, and in October 1923, the line along 1 Travnia and Staro-Moskovska Streets to the Chervonozavod Theater was electrified. The routes of the horse-drawn tram along Sumsky and Kinnaya Streets were canceled, and the lines were dismantled. The carriages of the horse-drawn tram were operated until the end of the 20s of the 20th century - due to the lack of rolling stock, they were used as trailer carriages for the electric tram. But in connection with the transition of all tram lines to broad gauge at the end of the 20s, the narrow-gauge carriages of the former horse-drawn tram were finally scrapped.

The history of the electric tram

The first 12 carriages, in 1906, were built at Maschinenfabrik Augsburg-Nürnberg AG.

The track width was 1,000 mm (3 ft 3+3⁄8 in) (the current track width is 1,524 mm (5 ft)).

Electric tram service was launched on the following routes: "Pavlivskyi Maidan - Balashovskyi Vokzal" along the street. Petinsky (now Georgiya Tarasenko St.), St. Zmiivska (now Gagarina Ave.), str. Netechenska, prov. Podilskyi, prov. Kostyurinskyi (now part of Podilskyi Prov.). In the same year, the Petynsky tram park was built, which was located at the Craft School. From the very beginning, it belonged to the city and was exploited by the city authorities, which caused conflicts with a private Belgian horse. There were fights between hired people and workers who laid tram lines.

Current times

In October 2016, extensive sections of the track are in poor condition, even unsafe. Sleepers are rotten in parts, fishplates unbolted, pointwork derelict, some rails have sunk some 8 cm (3.1 in) below the road surface, overhead voltage supply is poorly regulated. Speeds are low.

In October 2018, the line beyond Children's Park was back in service, though the track is in poor condition, especially at the balloon loops at the terminus and Children's Park. The line through the city center - previously unused except for specials - now sees regular services, but the line from near Children's Park past the cemetery and down to the valley is not in service. The line to the station is in bad condition. A section between the station and the river has been rebuilt, apparently now omitting any connections to former car barns and/or workshops.

In October 2021 the Stadler Metelitsa tram was making test runs on the Kharkiv tram system. On 24 September 2021 acting mayor of Kharkiv Ihor Terekhov stated that his city's tram fleet would be completely renewed in four years.

Following the start of the ongoing Russian assault on Kharkiv since February 24, 2022 in the invasion of Ukraine all traffic has been suspended on February 28. The tram depot in Saltivka has been destroyed by Russian bombardment early in March. On May 4 the City Council announced it will be impossible to restore the system as all electrical substations and rolling stock have been destroyed by the enemy.

A number of European cities, including Brno, Ostrava and Prague, have offered to donate surplus tram cars for restoration of the system.

On May 19, 2022, Kharkiv Mayor Ihor Terekhov announced that four light rail lines would restart service, due to the improving security situation in the city.

Rolling stock

The Kharkiv tram system uses many different tram cars and types, with some being designed in Moscow and manufactured in Riga, some being manufactured by the ČKD Tatra company in Prague. The following data incorporates only some tram cars used by the system.

Current

Manufacturer	Model	Quantity	Since
ČKD Tatra RVR	T3SU (3 doors) T3SUCS T3M T3 T3A	89 61 15 5 30	1966 2011 2011 2012 2013
ČKD Tatra	T6B5SU	22	1988
UKVZ	71-619	9	2007
ČKD Tatra KhVRZ	VPNP	3	2017
Stadler	Metelitsa	1	2021

Historical

Manufacturer	Model	Quantity	Years
MAN		12	1906–1930
MMZ		74 28	1910–1949 1910–1965
UKVZ	Kh	236	1927–1969
UKVZ	KTM-1	49	1949–1974
UKVZ	KTM-2	140	1961–198
RVR	MTV-82	49	1953–1977
RVR	RVZ-6	167	1961–1984
ČKD Tatra	Tatra K2	40	1970–1991
UKVZ	KTM-5	136	1975–2004
ČKD Tatra KhVRZ	T3VPA	3	2009–2022