The longest trolleybus route in the Crimea. "Krymtrolleybus" ceases to exist independently. Trolleybus timetable: commuter routes

The Crimean trolleybus is one of the main reasons that prompted me to take an express trip to the Crimea. Due to the absence of any significant investment in infrastructure since Soviet times, the unique trolleybus network has retained a Soviet face. This applies not only to the trolleybuses themselves, but also to stops, pavilions and infrastructure.

1. Trolleybuses Škoda 9Tr No. 5511 and No. 5608 in Yalta. Such trolleybuses still make up a significant part of the fleet in Yalta and Alushta.

The Crimean trolleybus is nonsense, which should have been either closed or overhauled. But something in between happened, and I was able to ride on the same trolleybuses as during my previous trip to the Crimea in 1987.

Crimean trolleybus is an intercity trolleybus system linking Simferopol with Alushta and Yalta. The system also includes lines of urban and suburban routes in Simferopol, Alushta and Yalta. The route from the airport to Yalta is the longest trolleybus route in the world - 96 km. The Sevastopol trolleybus network is considered independent and is not part of the Crimean trolleybus.

3. Trolleybus station in Alushta. Trolleybuses Bogdan T70110 No. 8300 and Škoda 9Tr No. 7013.

Initially, they planned to build a railway, but the project was simply not pulled. There were 2 options: one from Bakhchisaray with a tunnel passage through the mountains to Yalta, and the second from Sevastopol along the seashore to Yalta and further from Yalta to Alushta. Before the Great Patriotic War, work was begun on laying the tracks, after it they returned to the project, but it was not possible to resume work, because in the area of ​​​​the village of Opolznevoye there was a shift in the soil, and the laying of tracks became impossible. Options for transferring the project from the landslide area were considered, but research work was carried out, according to which it was decided to abandon the project, since many landslide areas were identified.

The movement of trolleybuses on the first intercity section Simferopol - Alushta was opened in November 1959.

4. Škoda 9Tr with tail number 1508. Built in 1974. It is not currently involved in regular passenger traffic. The final stop is "Working Corner", Alushta.

In the 70-80s, during the holiday season, the intervals of movement of trolleybuses on the Simferopol-Alushta highway averaged 2 minutes. During these years, tickets for trolleybuses to Alushta and Yalta were sold together with railway tickets to Simferopol at the railway ticket offices of large cities of the USSR: Moscow, Leningrad, Kiev, Minsk, Kharkov, Riga and Vilnius.

6. Škoda 14Tr with tail number 8200, route No. 2, Alushta.

Then the dashing 90s began and passenger traffic gradually began to fall . There is no talk of any development of the network went on, worked on the line trolleybuses delivered in 1960-1990. IN In 2009, the Krymtrolleybus enterprise was declared bankrupt, and it was on the verge of closing. Many routes were closed.

7. Škoda 14Tr No. 810, Škoda 9Tr 774, Škoda 15Tr 7012. Trolleybus station, Alushta.

The turning point was 2010. New trolleybuses Bogdan T60/T70/T80 began to arrive, new routes began to open. In favor of trolleybuses, most of the fixed-route taxis were removed from the center of Simferopol. The cars delivered during this period still form the basis of the Krymtrolleybus fleet.

At the beginning of 2014, Crimea was annexed to the Russian Federation (Anexia to Krim Russia) and there was a feeling that the Crimean trolleybus would never be the same as before. But contrary to expectations, in 2014-2016 the trolleybus network did not receive any new impetus in development, and minibuses returned to the center of Simferopol again. After the well-known events, 5 trolleybuses from different cities of Russia were transferred to the Crimea. It could not be called a planned delivery, rather a spontaneous political decision. Normal deliveries began only in 2016. In 6 months, 14 SVARZ-MAZ-6275 low-floor trolleybuses were delivered.

11. Trolleybus station in Yalta. Trolleybuses Škoda 14Tr.

According to the site transphoto.ru, now “ Crimeatrolleybus» works on the lines 183 cars. Of these, 72 were delivered back in the Soviet period, from 1974 to 1990 year. This is 39.4% of the entire park. The oldest working trolleybus is now 42 years old! Of the trolleybuses purchased between 1990 and 2014, 94 are now in operation.(51.4%) cars. Of those purchased from 2014 to 2016, 17 are working(9.2%) machines.

Below is the complete list:

12. Škoda 14Tr No. 6103, intercity route 52 Yalta - Simferopol. Škoda 14Tr No. 6003, route 41 Yalta - Krasnokamenka. Trolleybus station in Yalta.

Of course, the trolleybus network has long lost its infrastructural significance. The percentage of passengers transported by trolleybuses has become so low that it is no longer possible to speak of any environmental effect. In the days of the USSR, there was no talk of personal vehicles, the question was decided on what to carry - buses or trolleybuses. And then the choice was made in favor of the latter.

13. Škoda 9Tr No. 5608 follows route No. 1 Trolleybus station - st. Krasnoarmeyskaya, Yalta.

14bis: Trolleybuses in Yalta.

If you can somehow put up with traffic jams, then it is more difficult to do it with the environmental component. The beaches in Alushta now smell not of the sea, but of car exhaust. It is impossible to talk about any tourism industry with such an approach. And what are the traffic jams at the entrances to the beaches? Yes, there is anarchy. Well, okay, this is the topic of the next post.

14. Škoda 9Tr in the Yalta trolleybus park, route No. 3 Massandra - st. Krasnoarmeyskaya.

Another important problem of trolleybuses is that they use the same roads for transportation as cars with buses. Due to outdated infrastructure, trolleybuses are forced to greatly reduce speed on three-lane sections of the serpentine and block the movement of other vehicles. Paradoxically, the modernization of the trolleybus system must begin with the expansion of roads. After that, you can upgrade the contact network and trolleybus arrows. Modern technologies make it possible to increase the speed of trolleybuses up to 90 km/h.

Trolleybuses on the intercity route "Simferopol - Alushta - Yalta" in the Crimea in five years due to the reconstruction of contact networks will be able to reach speeds of up to 90 kilometers per hour. This was announced on the sidelines of the Crimean Transport Forum by Andrey Bezsalov, Minister of Transport of the Republic, TASS informs.

Today, a trolleybus on the Simferopol-Yalta highway is a big problem, it annoys all the drivers who follow it, - Andrey Bezsalov, Minister of Transport of the Republic, said on the sidelines of the Crimean Transport Forum. - We expect to reconstruct contact networks and reach the average speed of trolleybuses up to 90 kilometers per hour, design solutions that are used for electric trains will be applied there.

According to him, the reconstruction of networks is planned within five years, TASS reports. Also, from his words it became clear that he treats the trolleybus not as a modern and attractive form of transport, but as part of the social infrastructure for low-income Crimeans. That, IMHO, is a completely wrong approach.

Modernization requires not only the infrastructure, but the trolleybuses themselves require replacement. And not just replacements for modern trolleybuses, but replacements for trolleybuses specially designed and built for intercity lines of the Crimea. First of all, they should have an air-conditioned cabin with special luggage racks and chairs designed for long trips.

20. Boarding the trolley bus route 53 Yalta - Alugta. Bogdan T70115 No. 8401.

It also makes sense to think about the reconstruction of intercity trolleybus stations. These should be air-conditioned rooms with good visibility, adequate seating and access directly to the doors of the trolleybus. A good example is the Flygbussarna cityterminalen bus station in Stockholm. There, buses drive up to the terminal on a door-to-door basis.

The Crimean trolleybus is a unique intercity trolleybus system that connects Simferopol with the resorts of the southern coast of Crimea, the longest trolleybus system in the world (86 km).
Trolleybus traffic on the route Simferopol - Alushta was opened in 1959, on the route Simferopol - Yalta - in 1961.
Travel time from Simferopol to Alushta is 1.5 hours, to Yalta - 2.5 hours. On the way from Simferopol to Alushta, the trolleybus crosses the Angarsk Pass (752 m).
The structure of the Crimean Republican Production Enterprise "Krymtrolleybus" includes Simferopol, Alushta and Yalta trolleybus parks.

In October 1958, the Council of Ministers of Ukraine decided to build the first in the USSR and Europe mountain, intercity trolleybus line Simferopol - Alushta - Yalta. The first stage of this line Simferopol - Alushta with a length of 52 km was built and put into operation in a record short period of 11 months. This line was built by specialists from more than 80 enterprises from 10 cities of Ukraine. In the first stage, 2 trolleybus depots were built in Simferopol and Alushta, 16 traction substations, more than 3,000 poles were installed, and over 200 km of contact wire were suspended.
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In May 1959, by decision of the Crimean Regional Executive Committee No. 337, the Crimean Trolleybus Administration was organized. In the summer of the same year, the first 40 trolleybuses arrived in Simferopol: MTB-82D of domestic production and 8Tr8 from Skoda. On September 12, 1959, the running-in of the contact network began in Simferopol, and on October 7, regular traffic was opened on the route Railway Station - Maryino, 8.5 km long. 9 trolleybuses of domestic production of the MTB brand - 82 operated on the route. Over 200 thousand passengers were transported during the first month of operation. In the late 80s, about 500 thousand passengers were transported in the city in one day. Today, over 220,000 passengers are transported in one day.
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On November 6, 1959, in a solemn atmosphere, the movement of trolleybuses was opened on the Simferopol-Alushta line. The first trolleybuses on this line worked with conductors. The fare was 6 rubles 50 kopecks, and the conductor part-time served as a guide. On April 28, 1961, trolleybus traffic was opened in Yalta along the city ring, 4.5 km long. On this route, trolleybuses worked with an interval of 1 - 2 minutes. In July 1961, the second stage of the intercity trolleybus line Alushta - Yalta was built, 33 km long. The duration of the trip to Alushta was 1 hour 50 minutes, to Yalta - 2 hours 50 minutes.
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Employee of the trolleybus fleet, working since its foundation
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In general, in 1960-70. there was an active expansion of the trolleybus network. The intercity route became very popular in the country, trolleybuses worked in 3 shifts. The park in Simferopol reached its design capacity by 1962, with 102 cars. By 1968 Simferopol took 19th place in the USSR in terms of saturation and intensity of urban transport. In the same year, there were 212 trolleybuses in the inventory, which required reconstruction, which was completed in 1972.
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In the 70-80s. at the height of the summer season, the intervals of movement of trolleybuses on the Simferopol-Alushta route averaged 2 minutes. During these years, for the convenience of passengers, tickets for trolleybuses to Alushta and Yalta were sold together with railway tickets to the city of Simferopol at the box office in the city. Moscow, Leningrad, Kyiv, Minsk, Kharkov, Riga and Vilnius.
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Skoda 9Tr (Skoda 9Tr) - a trolleybus, which was produced from 1961 to 1982 by the Czechoslovak enterprise "Skoda-Ostrov" and was one of the "legendary", most massive models of trolleybuses operated in the USSR - a total of more than 5 thousand cars.
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The USSR got acquainted with Czech trolleybuses back in 1959, when new Skoda-8Tr cars arrived for work on the Simferopol-Yalta intercity highway in Crimea. Initially, it was planned to operate domestic vehicles on this unique line, but tests of MTB-82 trolleybuses showed that they were not able to work on a mountain track. On a long descent from the Angarsk Pass, the start-brake rheostats, which were designed for the operation of trolleybuses in cities with a flat terrain, overheated. Czech trolleybuses did not have this problem. In addition, their operation on the Simferopol-Yalta highway was determined by a number of other advantages - better maneuverability on mountain serpentines, an improved dynamic braking system, greater strength of the body and chassis. An important role was also played by the fact that Czech technology looked much more modern than domestic cars, and only the best trolleybuses were supposed to work on the resort route of all-Union significance.
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The body of the trolleybus was made in two versions: with two or three screen-type doors. Door drive - pneumatic. Traction motor control system - rheostat-contactor.
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For the USSR, a special two-door modification was made. This was due to the Soviet fare collection system - passengers enter through the back door, where the conductor is located, and exit through the front. A small number of three-door cars were supplied to the USSR, but usually they blocked the middle door, leveled the floor and installed additional seats (this was done only on cars intended for the Simferopol-Alushta-Yalta highway; the Skoda-14Tr was also upgraded)
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Time has confirmed that the Skoda 9Tr turned out to be a very reliable car - some of them have worked for more than 35 years, and some are still working. The most whimsical part most often turned out to be a rheostat-contactor control system for the traction motor. The stepwise change in the strength of the electric current in the windings of the electric motor was dictated by the need for smooth acceleration and deceleration, and the system was designed so that when it malfunctioned, the trolleybus accelerated and braked with obvious jerks: which often caused dissatisfaction among passengers. But at the same time, it gave the trolleybus an unusually high maneuverability. According to this criterion, the Skoda 9Tr outperformed not only domestic ZiUs, but also Skodas of newer models.
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With a declared speed of 60 km / h, an empty trolleybus on a 2 km long stretch could well develop a higher speed - over 90 km / h. Despite the jerks and compressor noise that are uncomfortable for passengers, the Skoda 9Tr was quite comfortable due to semi-soft seats and interior heating.
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Freshly painted trolleybus being repaired in the workshop
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In the last year, new Bogdan T-601 trolleybuses from the Lutsk Automobile Plant began to actively arrive in Crimea. But many drivers believe that the old Skoda 14Tr of the 1980s is more reliable, as they are made entirely in the Czech Republic.
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The oldest trolleybus of the Alushta trolleybus fleet is Skoda 9Tr 1968. The car and the driver are the same age
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Now this once-ordinary passenger trolleybus has been converted into a technical service
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Old trolleybus bridges will still serve after repair
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You cannot buy original spare parts for old Czech trolleybuses, many are made by repair shops, suitable replacements are used. After the final development of the resource, the trolleybus goes on its last journey - for scrap
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One of the "oldies" 9Tr, plowing the expanses of the Simferopol-Yalta highway, was lucky enough to become a museum exhibit in Moscow 3 years ago.
By the way, trolleybuses are transported by rail. This is how all trolleybuses got to the Crimea from Czechoslovakia - on the railway platform to Simferopol, and then on their own
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Most often, an electrician breaks down in an old Czech trolleybus. But the employees of the trolleybus fleet and all fans of trolleybuses are more worried about competition with minibuses and routes. The tourist now went with character and considers it shameful to go to the resort by trolleybus
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Currently, the fare from Simferopol to Alushta is 7 hryvnia, to Yalta - 12 hryvnia (about 25 and 40 rubles, respectively)
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Site materials used.

, AKSM-32102, Trolza-5265 Megapolis, VMZ-5298.01-50 Avangard.

The system is operated by the State Unitary Enterprise of the Republic of Crimea "Krymtrolleybus", and is serviced by the branches of STP, ATP and YTP.

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