Part 2

A detailed description of the tram and trolleybus network

Map with photo locations

25. This mid-route loop at Bubnova Street is equipped with the dispatch station, thus some regular service cars with the passengers get delayed here for the scheduling purposes. Some cars are turned around at this loop to compensate for the delays. Trams pull oll the way to the curb to discharge passengers despite some unsafe moves that have to be completed to do so. The service announcements are made over the loud speakers, capable of waking up the dead, not just the neighboring city dwellers. (27 May 2004)
26. Between June 1999 and July 2002 the service here was reduced to route #1 only, yet route #6 and later route #3 did come back after the restoration of the line via Engelsa Prospekt meaning a two-fold increase in operation on this outer line to Melanzheviy Kombinat. Thus, the service is plentiful nowadays, and short runs do not generate many complaints. Car 311-T has to circle the same loop twice to allow for others to pass. (27 May 2004)
27. The wide spaces of Suvorova Street provide for speedy unabstracted tram movements in what is supposed to be a mixed traffic operation. Cars, however, rarely dare to wonder onto the right of way. (27 May 2004)
28. A tranquil scene on Ul. Karavaykovoy. The rebuilt tram 262-T is on route #1 going toward Melanzheviy Kombinat. (27 May 2004)
29. Car 271-T has arrived at the Melanzheviy Kombinat Terminal. (27 May 2004)
30. The next car to arrive is 262-T. It was completely rebuilt at the local shops, which fact is given away by the smooth surfaces of the trams body. The number of cars rebuilt locally that were observed in 2004 is impressive enough especially as only one such car was observed in 2002 (the pioneer car was 279-T). This might mean a solution for a few years to go, and a bright short term future for local trams. (27 May 2004)
31. The closer look, however, does reveal some structural deficiencies of the rebuilt cars, and the reality that is somewhat less optimistic. Or could it mean easier maintenance, as the sheets could be simply replaced with the screw driver by the end of the day? In any case, the current state of some equipment conveys a strange sense that with the recent notable service increase, Ivanovo does run whatever equipment it can run, regardless of its state of repair. (27 May 2004)
32. Car 256-T is another rebuilt car in classic post-overhaul light green and white is pictured on Kuznetsova Street near Zharova Street. This tram is operating via the short line to 1-y Rabochiy Poselok served by route #2. (27 May 2004)
33. Car 323-T of KTM-8 type is the newest car in Ivanovo, delivered in 1993. It represents the fleet of 9 KTM-8 cars that constitute the latest delivery. These cars, however, were found less reliable than the older KTM-5 cars. Therefore, the system does not seem to plan any future for its newest trams. Only 3 survive in regular service (315, 320 and 323) with another one used for training purposes. The rest of KTM-8 cars are already out of commission. Car 323-T is freshly painted, but it is not rebuilt. The photo is taken at the beginning of Krasnyh Zor Street, coming back from 1-y Rabochiy Poselok. (27 May 2004)
34. Car 271-T has reached 1-y Rabochiy Poselok Terminal. This car was producing clouds of smoke from the left side of the rear boogie, as I just followed it all the way to the terminal along route #2. At the terminal 271-T received in-the-field maintenance in the form of a heavy punch to the middle of the boogie in question from a heavyset female babushka-conductor. This was good enough for the car to be placed in compliance with the Ivanovo safety guidelines, so it picked up another batch of passengers and is pictured here about to continue on, back along ul. Krasnyh Zor. Compare this photo of 271-T with photo #29, taken in 2004. (12 June 2002)
35. A pale 280-T is crossing the intersection of Pochtovaya Ul. / Ul. Kuznetsova working route #5 from the city center toward ZTS. Trams of route #2 from the city center are making a right (our left) turn here toward 1-y Rabochiy Poselok. The currently unused track allowing to make a turn from 1-y Rabochiy Poselok to ZTS was used by route #4 as it was briefly introduced in 1996 (see Ivanovo tramway and trolleybus maps). (27 May 2004)
36. Further up the line to ZTS trams go through village-like city neighborhoods along Bolshaya Vorobyevskaya Ul. This IS a city street, by the way, with automobile traffic potentially allowed. This might be a good indicator that this tramway line's future is safe and secure. This car will be doing over 60 km/h as it leaves the stop, as many Ivanovo trams do in many places. (June 11, 2002)
37. Car 315-T of the newer KTM-8 type is working this attractive right of way, hidden behind the buildings near Tashkenstkaya Street. This car is the only KTM-8 that is actually rebuilt, as the system is not planning to maintain any other KTM-8 cars any further. The car is painted in the national colors of The Russian Federation. (29 May 2004)
38. The ZTS Terminal at the end of route 5 is the only point where trams actually reach the outskirts of the newest developments of massive apartment blocks, a potential passenger generator (the buildings did not make it to the picture, but could be found to the left). The line stops short of continuing into these areas any further, giving way to trolleybus service instead. (29 May 2004)
39. Route #3 boasts an impressive tramway-only village boulevard, as tracks in Gagrina Street (pictured here) and Frolova Street spread away from one another, making way for wild greenery in the middle. (27 May 2004)
40. Route #3 ends at Ermaka Street, where it goes via a section of reserved right of way on the side of the road, and where it is briefly paralleled by the trolleybus service #4. Tram route #3 is short and has less service than any other routes in the city. It is also observed to carry no passenger load at all. Trolleybuses provide a better connection directly to the city center, while trams do not. The officials at the depot insisted that this route does not operate during middays, with cars pulled into the depot for an extended lunch. The route, however, WAS observed operating during those hours, but on somewhat extended headway. (27 May 2004)
41. The loop at the PKiO Stepanova Terminal of route #3 has an attractive former dispatch building, nowadays unused. (27 May 2004)
42. This local snowplough receives a coat of sparklingly bright new paint in the Depot's yard right before the summer begins. (27 May 2004)
43. Inside the shops. Most trams belonging to route #3 are pulled into the depot for a daytime pose. (27 May 2004)
44. This chamber is the main overhaul shop. All Ivanovo's rebuilt trams are coming through here, but the shop is only capable of processing 1 car at a time. (27 May 2004)
45. These two KTM-8 cars represent the latest delivery, both appeared in Ivanovo as recent as 1993. The cars of this type were found unreliable. Cars 321-T and 322-T are 2 of 5 cars that could be found out of commission permanently parked at the depot. (27 May 2004)
46. Ivanovo's museum tram is KTM-1 car G-12, the number suggests its a workcar. (27 May 2004)
47. The same car from the one's impressive rear side. (27 May 2004)
48. The controls of KTM-1. (27 May 2004)
49. This shed is constructed entirely of the doors belonging to KTM-1 cars. Note some curious tramway-like technology in the back. (27 May 2004)
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© 2002 Yury Maller (contents), Stefan Mashkevich (presentation). Usage of material found herein is permitted provided the source is mentioned. Usage for public display is possible with authors' permission only.
Last updated: 20-Aug-2004