World Tram & Trolleybus Systems : Russia : Achinsk Tramway : Industrial Section

ACHINSK TRAMWAY NETWORK

Gallery 2

The Industrial Section

[ World ] [ Russia ] [ Achinsk ] [ Facts ] [ 1 ] [ 2 ]

2-01. The line to AGK.
KTM-5M3 49. Line 1, AGK-bound.
The section of the line between the city and the industrial area has a rural character.
(12.09.2004, YM)

2-02. The line to AGK.
KTM-5M3 73+72. Line 1 AGK-bound.
The rural stretch of the line is built entirely on the side of the road leading to the combine. 2-car trains were still common when this photograph was made, but by 2004 they became limited to rush hour service only.
(29.05.1996, Aare Olander)

2-03. The line to AGK.
KTM-5M3 62. Line 1, city-bound.
A few intermediate stops serve surrounding villages. All Achinsk trams give a ring prior to moving, practice common in the West, but almost never exercised in Russia.
(12.09.2004, YM)

2-04. The line to AGK near 5 Iyulya Ul. and the M-53 Federal highway.
KTM-5M3 15. Line 1, city-bound.
KTM-5M3 62 in the background. Line 1, AGK-bound.
The split between two lines: Line 1 continues to the main gate of AGK, Line 2 diverts to the west. The latter one serves the back service installations of the industrial complex and operates on a long headway, mostly through the extent of the workday, operation ceases after 18:00.
(12.09.2004, YM)

2-05. The Achinsk Industrial Park.
KTM-5M3 40. Line 1, city-bound.
This tram comes back from AGK, the enormous industrial complex of the combine is in the background.
(12.09.2004, YM)

2-06. The AGK Terminal.
KTM-5M3 49. Line 1, city-bound.
Leaving the AGK Terminal. The loop is located behind the viaduct, the main entrance to the combine is visible to the left. Photography is not welcomed within the sight of combine's security.
(12.09.2004, YM)

2-07. The line to ZFA near 5 Iyulya Ul. and the M-53 Federal highway.
KTM-5M3 4+5. Line 2, ZFA-bound.
2-car train enters the ZFA line. As ZFA technically belongs to the AGK industrial complex, destination signs of trams serving both lines say AGK. By 2004 the ZFA line was served with single cars only. The Trans-Siberian Federal highway M-53 is visible in the background.
(29.05.1996, Aare Olander)

2-08. The line to ZFA.
Tramless but not less graphic view along Line 2 in the back of the combine. It's after 18:00 on a Sunday, trams are no longer running.
(12.09.2004, YM)

2-09. The line to ZFA.
KTM-5M3 10+11. Line 2, city-bound.
2-car train bends as it passes the S-curve, the 2nd car is barely visible. These 2 cars were the newest cars on the property in 1996. The same was true in 2004.
(29.05.1996, Aare Olander)

2-10. The line to ZFA.
KTM-5M3 62. Line 2, ZFA-bound.
Approaching the ZFA Terminal.
(29.05.1996, Luke Koenot, from Aare Olander ollection)

2-11. The ZFA Terminal.
The track leading nowhere is the former extension of Line 2 to the deserted areas of Mazulskiy Rudnik. From the mid-1990s on it was operated by the shuttle Line 3, until it was closed around 2001/2002 due to lack of ridership. All tracks are now pulled. It was a single-track line. The shuttle service was operated by 2 cars coupled back-to-back. Such operation was necessary, as the ZFA loop was not built to accommodate a turnaround for cars coming from the south, only the ones coming from the city. This arrangement is identical to the one operated in the city of Stariy Oskol, which uses the same equipment as Achinsk (click on link): KTM-5M3+KTM-5M3. This is the only other known case of regular service back-to-back operation in Russia.
(12.09.2004, YM)

2-12. The former line to Mazulskiy Rudnik.
The southwest view from the ZFA terminal. The line used to go around the highly contaminated lake to the decrepit scarcely populated slums Mazulskiy Rudnik visible in the background, the far right behind the artificial lake on this photo.
(12.09.2004, YM)

2-13. The former line to Mazulskiy Rudnik.
The right-of-way curves around the southern tip of the lake. The entire alignment was built next to the road leading to the same village. Although the entire line was less than 2 km., two rows of poles and wider space marking former tracks suggest the existence of the passing point. This was only useful when Line 2 went all the way to Mazulskiy Rudnik. The necessity to have a passing point also hints what the headway must had been like during the "better" days.
(12.09.2004, YM)

2-14. The Mazulskiy Rudnik Terminal.
When the shuttle line was in operation the loop at the end of the line was not needed and eventually dilapidated to the point that it was no longer useable. This photo shows the site of the stub end in the middle of the track, prior to the loop, the terminal point for Line 3. The industrial complex is visible in the background. The distance from here to the combine illustrates the length of the former Mazuskiy Rudnik line.
(12.09.2004, YM)

2-15. The Mazulskiy Rudnik Terminal.
The site of the former loop at the end of the line. The inspection of the site of the loop reveals that the track forming the loop and the overhead were removed much earlier than the track leading to the stub end, the latest version of the terminal. The Mazulskiy Rudnik ghetto is in the background, another 300-400 meters up the road.
(12.09.2004, YM)

2-16. The Depot.
KTM-5M3 28+29.
Train of cars coupled back-to-back specifically to serve Line 3 parked at the depot. The line itself was not in service on the given day. Note a door from car 68 on the front car, while the car itself is numbered 28.
(29.05.1996, Aare Olander)

2-17. The Depot.
KTM-5M3 28+29.
The other angle shows car 29 and the coupling mechanism that is more clearly visible.
(29.05.1996, Aare Olander)

[ World ] [ Russia ] [ Achinsk ] [ Facts ] [ 1 ] [ 2 ]

© 2002 Author: Yury Maller
Content: Yury Maller, Aare Olander
Presentation: Stefan Mashkevich
Usage of material found herein is permitted provided the source is mentioned. Usage for public display is possible with authors' permission only.
Last update 10-Dec-2005

	2-01. The line to AGK. KTM-5M3 49. Line 1, AGK-bound. The section of the line between the city and the industrial area has a rural character. (12.09.2004, YM)
	2-02. The line to AGK. KTM-5M3 73+72. Line 1 AGK-bound. The rural stretch of the line is built entirely on the side of the road leading to the combine. 2-car trains were still common when this photograph was made, but by 2004 they became limited to rush hour service only. (29.05.1996, Aare Olander)
	2-03. The line to AGK. KTM-5M3 62. Line 1, city-bound. A few intermediate stops serve surrounding villages. All Achinsk trams give a ring prior to moving, practice common in the West, but almost never exercised in Russia. (12.09.2004, YM)
	2-04. The line to AGK near 5 Iyulya Ul. and the M-53 Federal highway. KTM-5M3 15. Line 1, city-bound. KTM-5M3 62 in the background. Line 1, AGK-bound. The split between two lines: Line 1 continues to the main gate of AGK, Line 2 diverts to the west. The latter one serves the back service installations of the industrial complex and operates on a long headway, mostly through the extent of the workday, operation ceases after 18:00. (12.09.2004, YM)
	2-05. The Achinsk Industrial Park. KTM-5M3 40. Line 1, city-bound. This tram comes back from AGK, the enormous industrial complex of the combine is in the background. (12.09.2004, YM)
	2-06. The AGK Terminal. KTM-5M3 49. Line 1, city-bound. Leaving the AGK Terminal. The loop is located behind the viaduct, the main entrance to the combine is visible to the left. Photography is not welcomed within the sight of combine's security. (12.09.2004, YM)
	2-07. The line to ZFA near 5 Iyulya Ul. and the M-53 Federal highway. KTM-5M3 4+5. Line 2, ZFA-bound. 2-car train enters the ZFA line. As ZFA technically belongs to the AGK industrial complex, destination signs of trams serving both lines say AGK. By 2004 the ZFA line was served with single cars only. The Trans-Siberian Federal highway M-53 is visible in the background. (29.05.1996, Aare Olander)
	2-08. The line to ZFA. Tramless but not less graphic view along Line 2 in the back of the combine. It's after 18:00 on a Sunday, trams are no longer running. (12.09.2004, YM)
	2-09. The line to ZFA. KTM-5M3 10+11. Line 2, city-bound. 2-car train bends as it passes the S-curve, the 2nd car is barely visible. These 2 cars were the newest cars on the property in 1996. The same was true in 2004. (29.05.1996, Aare Olander)
	2-10. The line to ZFA. KTM-5M3 62. Line 2, ZFA-bound. Approaching the ZFA Terminal. (29.05.1996, Luke Koenot, from Aare Olander ollection)
	2-11. The ZFA Terminal. The track leading nowhere is the former extension of Line 2 to the deserted areas of Mazulskiy Rudnik. From the mid-1990s on it was operated by the shuttle Line 3, until it was closed around 2001/2002 due to lack of ridership. All tracks are now pulled. It was a single-track line. The shuttle service was operated by 2 cars coupled back-to-back. Such operation was necessary, as the ZFA loop was not built to accommodate a turnaround for cars coming from the south, only the ones coming from the city. This arrangement is identical to the one operated in the city of Stariy Oskol, which uses the same equipment as Achinsk (click on link): KTM-5M3+KTM-5M3. This is the only other known case of regular service back-to-back operation in Russia. (12.09.2004, YM)
	2-12. The former line to Mazulskiy Rudnik. The southwest view from the ZFA terminal. The line used to go around the highly contaminated lake to the decrepit scarcely populated slums Mazulskiy Rudnik visible in the background, the far right behind the artificial lake on this photo. (12.09.2004, YM)
	2-13. The former line to Mazulskiy Rudnik. The right-of-way curves around the southern tip of the lake. The entire alignment was built next to the road leading to the same village. Although the entire line was less than 2 km., two rows of poles and wider space marking former tracks suggest the existence of the passing point. This was only useful when Line 2 went all the way to Mazulskiy Rudnik. The necessity to have a passing point also hints what the headway must had been like during the "better" days. (12.09.2004, YM)
	2-14. The Mazulskiy Rudnik Terminal. When the shuttle line was in operation the loop at the end of the line was not needed and eventually dilapidated to the point that it was no longer useable. This photo shows the site of the stub end in the middle of the track, prior to the loop, the terminal point for Line 3. The industrial complex is visible in the background. The distance from here to the combine illustrates the length of the former Mazuskiy Rudnik line. (12.09.2004, YM)
	2-15. The Mazulskiy Rudnik Terminal. The site of the former loop at the end of the line. The inspection of the site of the loop reveals that the track forming the loop and the overhead were removed much earlier than the track leading to the stub end, the latest version of the terminal. The Mazulskiy Rudnik ghetto is in the background, another 300-400 meters up the road. (12.09.2004, YM)
	2-16. The Depot. KTM-5M3 28+29. Train of cars coupled back-to-back specifically to serve Line 3 parked at the depot. The line itself was not in service on the given day. Note a door from car 68 on the front car, while the car itself is numbered 28. (29.05.1996, Aare Olander)
	2-17. The Depot. KTM-5M3 28+29. The other angle shows car 29 and the coupling mechanism that is more clearly visible. (29.05.1996, Aare Olander)