1.
Rapid transit
–
Rapid transit, also known as heavy rail, metro, subway, tube, or underground, is a type of high-capacity public transport generally found in urban areas. The stations typically have high platforms, without steps inside the trains and they are typically integrated with other public transport and often operated by the same public transport authorities. However, some transit systems have at-grade intersections between a rapid transit line and a road or between two rapid transit lines. It is unchallenged in its ability to transport large numbers of people quickly over short distances with little use of land, variations of rapid transit include people movers, small-scale light metro, and the commuter rail hybrid S-Bahn. The worlds first rapid-transit system was the partially underground Metropolitan Railway which opened as a railway in 1863. In 1868, New York opened the elevated West Side and Yonkers Patent Railway, china has the largest number of rapid transit systems in the world. The worlds longest single-operator rapid transit system by length is the Shanghai Metro. The worlds largest single rapid transit service provider by both length of revenue track (665 miles and number of stations is the New York City Subway. The busiest rapid transit systems in the world by annual ridership are the Tokyo subway system, the Seoul Metropolitan Subway, the Moscow Metro, the Beijing Subway, Metro is the most common term for underground rapid transit systems used by non-native English speakers. One of these terms may apply to a system, even if a large part of the network runs at ground level. In Scotland, however, the Glasgow Subway underground rapid transit system is known as the Subway, in the US, underground mass transit systems are primarily known as subways, whereas the term metro is a shortened reference to a metropolitan area. In that vein, Chicagos commuter rail system, serving the area, is called Metra. Exceptions in naming rapid transit systems are Washington DCs subway system the Washington Metro, Los Angeles Metro Rail, and the Miami Metrorail, the opening of Londons steam-hauled Metropolitan Railway in 1863 marked the beginning of rapid transit. Initial experiences with steam engines, despite ventilation, were unpleasant, experiments with pneumatic railways failed in their extended adoption by cities. Electric traction was more efficient, faster and cleaner than steam, in 1890 the City & South London Railway was the first electric-traction rapid transit railway, which was also fully underground. Both railways were merged into London Underground. The 1893 Liverpool Overhead Railway was designed to use electric traction from the outset, budapest in Hungary and Glasgow, Chicago and New York all converted or purpose-designed and built electric rail services. Advancements in technology have allowed new automated services, hybrid solutions have also evolved, such as tram-train and premetro, which incorporate some of the features of rapid transit systems
2.
Moscow Metro
–
The Moscow Metro is a rapid transit system serving Moscow, Russia and the neighbouring Moscow Oblast cities of Krasnogorsk, Reutov, Lyubertsy and Kotelniki. Opened in 1935 with one 11-kilometre line and 13 stations, it was the first underground system in the Soviet Union. As of 2017, the Moscow Metro excluding the Moscow Central Circle has 206 stations and its length is 339.1 km. The system is underground, with the deepest section 84 metres underground at the Park Pobedy station. The Moscow Metro, an enterprise, is 339. Of the metros 229,78 are deep underground,109 are shallow, the deep stations comprise 55 triple-vaulted pylon stations,19 triple-vaulted column stations, and one single-vault station. The shallow stations comprise 72 spanned column stations,33 single-vaulted stations, in addition, there are 12 ground-level stations, four elevated stations, and one station on a bridge. Two stations have three tracks, and one has double halls, seven of the stations have side platforms. In addition, there were two stations within rail yards. One station is reserved for future service, the Moscow Metro uses the Russian gauge of 1,520 millimetres, like other Russian railways, and an underrunning third rail with a supply of 825 V DC. The average distance between stations is 1.7 kilometres, the shortest section is between Vystavochnaya and Mezhdunarodnaya and the longest is between Krylatskoye and Strogino, long distances between stations have the positive effect of a high cruising speed of 41.7 kilometres per hour. Moscow Metro starts opening at 05,25 and closes at 01,00, the minimum interval between trains is 90 seconds during the morning and evening rush hours. As of 2013 the system has a daily ridership of 6.73 million passengers with the peak of 9.28 million. Since 1 December 2014 free Wi-Fi was available on all lines of the Moscow Metro, the network was launched by MaximaTelecom. Each line is identified by a name, an alphanumeric index, the upcoming station is announced by a male voice on inbound trains to the city center and by a female voice on outbound trains. The metro has a connection to the Moscow Monorail, a 4. 7-km, prior to the official opening, the monorail had operated in excursion mode since 2004. The Filyovskaya and Arbatsko-Pokrovskaya lines had six- and seven-car trains as well, rolling stock on the Koltsevaya line is being replaced with these articulated 81-740/741 «Rusich» four-car trains. The Butovskaya Line was designed by different standards, and has shorter platforms and it employs articulated 81-740/741 trains, which consist of three cars
3.
Track gauge
–
In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
4.
Railway electrification system
–
A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
5.
Third rail
–
A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
6.
Vystavochnaya
–
Vystavochnaya is a station on the Filyovskaya Line of the Moscow Metro. It was opened on 10 September 2005, and called Delovoy Tsentr before 1 June 2009, a transition period of one year has been granted to effect the change in names. The high-tech design, which was the work of architects Aleksandr Vigdorov, Leonid Borzenkov, the station is built on two levels, with the platform on the lower level. The upper level consists of two walkways which span the length of the platform, one walkway, the larger one, is enclosed in glass and sweeps from one side of the station to the other and back in a large arc. The other walkway is open and straight, running directly above the inbound track, the D-shaped area between the two walkways extends to the full height of the station. The two rows of pillars span both levels and are clad in stainless steel, the walls are faced with white plastic panels and brown marble, and Alucobond was used for the ceiling. Vystavochnaya will only be the first station in a three station transfer complex. Transfer to Delovoy Tsentr of the Kalininsko-Solntsevskaya Line has been opened on January 31,2014, the third station, part of the Third Interchange Contour, is under construction. The entrance to the station is built into the level of Moscow International Business Center, near the north bank of the Moskva River
7.
Moscow Kiyevskaya railway station
–
Kiyevsky railway terminal also known as Moscow Kiyevskaya railway station is one of the nine railway terminals of Moscow, Russia. It is the railway station in Moscow to have a frontage on the Moskva River. The station is located at the Square of Europe, in the beginning of Bolshaya Dorogomilovskaya Street in Dorogomilovo District of Moscow. As the name there are regular services to Kiev as well as Belgrade, Zagreb, Varna, Bucharest, Sofia, Niš, Budapest, Prague, Vienna. A hub of the Moscow Metro is located nearby, the station was built between 1914 and 1918 in the Byzantine Revival style pronounced in the 51 m high clocktower. Originally named the Bryansk station, it was designed by Ivan Rerberg and Vladimir Shukhov, it is considered an important landmark of architecture, the stations building is flanked by a gigantic landing platform which is distinguished by its simplicity and constructive boldness. The platforms are covered by a massive glassed arch structures in the form of a parabola, open-work steel trusses are clearly visible, and they demonstrate the elegance of the grandiose building. Kiyevsky station is connected to Vnukovo International Airport by Aeroexpress trains, rainer Graefe, “Vladimir G. Suchov 1853-1939. Die Kunst der sparsamen Konstruktion”,192 S, deutsche Verlags-Anstalt, Stuttgart,1990, ISBN 3-421-02984-9. Fausto Giovannardi, Vladimir G. Shukhov e la leggerezza dell’acciaio, kiyevsky station Official site Aeroexpress Russian Railways Ukrainian Railways Moldova Railways V. G. Shukhov
8.
Ploshchad Revolyutsii (Moscow Metro)
–
Ploshchad Revolyutsii is one of the most famous stations of the Moscow Metro, in the Tverskoy District of central Moscow. The station is named after Revolution Square, under which it is located and it is located on the Arbatsko-Pokrovskaya Line. When the Arbatsko-Pokrovskaya Line was first built, the tracks from Ploshchad Revolyutsii extended westward to Aleksandrovsky Sad rather than Arbatskaya, when the westward extension of the line was completed in 1953, trains were rerouted through the new segment. The station opened in 1938, its architect was Alexey Dushkin, the station features red and yellow marble arches resting on low pylons faced with black Armenian marble. The spaces between the arches are partially filled by decorative ventilation grilles and ceiling tracery, there are a total of 76 sculptures in the station. One of the bronze sculptures — a dog that accompanies a frontier guard — is believed to bring good luck if you rub its nose, —metro. ru, odfficial Ploshchad Revolyutsii website mymetro. ru KartaMetro. info — Station location and exits on map of Moscow] —
_(4241989706).jpg)
Lines of the