KTM-5
KTM-5 71-605 | |
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1,435 mm (4 ft 8+1⁄2 in) |
The KTM-5, later known as the 71-605, is a Soviet tram model manufactured by
Name
Prior to 1976, KTM was used by UKVZ as a trademark for tram models, being an abbreviation of Kirov Motor Tram (Russian: Кировский Трамвай Моторный). The -5 extension referred to it being a fifth generation tram model.[3] Ural was a commonly used name for trams starting in 1965 until 1971, and "УРАЛ" (English: Ural) was embossed on trams from this time period.[4]
In July 1976, a naming standard was introduced in the Soviet Union for tram and metro rolling stock. The KTM-5 became officially designated as the 71-605; where 71- designated tramcar, 6 designated the UKVZ Ust-Katav production plant, and 05 designated the tramcar generation.[5] Suffixes were added to either name to distinguish variations.
History and design
By the mid-1950s, tram fleets in Soviet cities were technically outdated, with most of the vehicles in service produced before
Prototypes
The original KTM-5 was built in 1963 and consisted of two
Early production models
Production of the KTM-5M (M for Modified), also given the name "Ural", began in 1965 in limited quantities. The tram would have to wait until 1969 to enter mass production, as modification to the UKVZ plant had not been completed to allow mass production of bogies. In the meantime, UKVZ was still revising and testing the design before entering mass production.[8]
The aesthetic appearance of the tram was completely redesigned from the prototype KTM-5, which was considered to be outdated. Led by the
The KTM-5M proved to be successful in testing, and in 1968 they were recommenced for mass production. In December 1968 the modification of the UKVZ plant was completed and the first batch of production model trams were delivered to Omsk in 1969.[8] Coincidentally, UKVZ ended production of two-axle trams.
In 1970, one tram was fitted with an experimental thyristor-pulse control system and was identified as a KTM-5MT. The tram was tested in Moscow, but was unable to operate with passengers. The tram was returned to the UKVZ plant and refitted as a KTM-5M with the standard rheostat control system.[14][8]
Recall and revisions
In the first two years of deployment, the "Ural" trams experienced significant issues and safety problems, mostly electrical and brake failures and a number of fires.[8] The iconic fiberglass design was susceptible to burning, and a tram could completely burn-out within minutes and emit toxic smoke. One particular incident occurred in 1971 in Tomsk, in which an undisclosed number of victims died in a tram fire, a majority suffered from chemical poisoning after inhaling the toxic smoke.[14] After the incident, the Ministry of Public Utilities and the Ministry of General Machine Building demanded changes be made to the design, and all trams were recalled to be modified.
The modernized design, designated the KTM-5M3 (M3 for third modification), replaced the fiberglass body with
In the early half of the 1970s, tram operators complained about poor build quality and reliability of early KTM-5M3 vehicles. The KTM-5M3's modernization only addressed the vehicle's caustic fiberglass exterior, but was still frequently experiencing brake failures, door drive malfunctions, and electrical fires. In response, UKVZ complained about operators' low qualifications. In the latter half of the decade, UKVZ improved build quality and operators and mechanics learned the complicated idiosyncrasies of the tram.[5]
Throughout its production span, UKVZ made few improvements to the design. Since 1976 a new pantograph, developed for the KTM-6, became standard on production models. Since 1981 the dedicated
Final production years
By the late 1980s it was apparent that the tram had become outdated; the design had gone largely unchanged since it was first developed. On a national level, the Ministry of General Machine Building began to show concern with the outdated tram. In order to appease the Ministry, as well as raise prices on the tram, UKVZ made minimal improvements to the design, designating it as the 71-605A (A for first modification). With it were new traction motors, significantly quieter than before, a new coupling system, and fluorescent lighting.[15] In June 1989 the first improved trams were delivered to Prokopyevsk. In 1988 UKVZ began prototyping a successor, the 71-608, but mass production would not begin until 1991.[16]
May 1990 saw the introduction of a unique variation, the 71-605U (
Local upgrades and body replacements
In 1991, a railbus was built using the body of the tram at the Tbilisi Electric Locomotive Plant. This car ran on lines that had recently been deenergized near the Gldani depot. It was operated privately.[17]
For some cities, a cheaper solution than to buy a new tram was to undergo a body replacement, where the only original parts are usually the bogies. These upgrades cost less than a completely new tram, at 100,000 rubles for the upgrade compared to 28 million rubles for a new car. The upgrades features a completely new body with touchscreens for the driver, climate control, lighting, new traction converters and new flooring.[18] These particular vehicles are rebuilt by Gorizont LLC, named 71-605RM13 and sees use in Magnitogorsk, Zlatoust and Saratov.[19]
Other modifications with different layouts were created in Krasnodar '71-605TH',[20] '71-605EP' in Omsk,[21] a number of modernized cars in Chelyabinsk and one example in Mykolaiv.[22]
References
- ^ Zhilkin, N. (27 December 2008). "Самаратранс.info: Изображение:71605 chertezh.png — Общественный транспорт Самарской области" (Image). samaratrans.info (in Russian). Retrieved 14 April 2021.
- ^ "About the Company | Ust-Katav car-building plant". www.ukvz.ru. Retrieved 2024-03-10.
- ^ "КТМ-1 / КТP-1" (in Russian). Archived from the original on 10 October 2013. Retrieved 12 April 2021.
- ^ a b Lippi, Dino. "Трамвайный вагон КТМ-5М3 (71-605) в музее трамвайного депо Набережных Челнов". techmonuments.livejournal.com (in Russian). Retrieved 13 April 2021.
- ^ a b c d e "КТМ-5М3 / 71-605" (in Russian). Archived from the original on 9 October 2013. Retrieved 13 April 2021.
- ^ a b "KTM-5" (in Russian). Archived from the original on 10 October 2013. Retrieved 12 April 2021.
- ^ a b "Харьков транспортный. Трамвай. Подвижной состав. КТМ-5" (in Russian). Retrieved 13 April 2021.
- ^ a b c d e "KTM-5M "Ural"". Трамвайные вагоны (in Russian). Archived from the original on 10 October 2013. Retrieved 13 April 2021.
- ^ ""УРАЛ" В Москве (English: "Ural" in Moscow)" (Newspaper). АПН (Agency of Political News) (in Russian). March 1966.
- ^ Kazakov, Egor; Smirnov, Mikhail (April 2013). Chelyabinsk Tram - Chelyabinsk Trolleybus. Chelyabinsk: Elephant.
- ^ Beliaev, Max (1966). "1966 Павильон "Космос"" (Photograph). Retro View of Mankind's Habitat. Retrieved 15 April 2021.
- ^ "Omsk, car # 212". transphoto.org. Retrieved 15 April 2021.
- ^ "Omsk, tramway — Roster". transphoto.org. Retrieved 15 April 2021.
- ^ a b "Самый массовый трамвайный вагон" (in Russian). Archived from the original on 23 May 2018. Retrieved 13 April 2021.
- ^ "Трамваи Ростова-на-Дону". transport.novocherkassk.net (in Russian).
- ^ "71-608 / 71-609 / 71-614". Archived from the original on 10 October 2013. Retrieved 4 May 2021.
- ^ "71-605 TEVZ Railbus". transphoto.org. Retrieved 2021-04-26.
- ^ "Всего за 100 тысяч! В Магнитогорске появился трамвай с климат-контролем, сенсорным дисплеем и ксеноном". Новости на Верстов.Инфо - сайт Магнитогорск. Retrieved 2021-04-26.
- ^ "71-605RM13". transphoto.org. Retrieved 2021-04-26.
- ^ "71-605ТН (КТМ-5М3Р8)". transphoto.org. Retrieved 2021-04-26.
- ^ "71-605EP". transphoto.org. Retrieved 2021-04-26.
- ^ "Mykolaiv, car # 2120". transphoto.org. Retrieved 2021-04-26.
External links
Media related to KTM-5 at Wikimedia Commons