Last Sunday, in front of the central exit of the All-Russian Exhibition Center, the traditional annual exhibition of old public transport from the collection of Mosgortrans took place. Unfortunately, despite the fact that there is a collection that can compete with many specialized European museums, there is still no museum in Moscow where children could be shown what buses, trolleybuses and trams ran along the city streets in the past.
Every time on City Day, Mosgortrans organizes an impromptu exhibition.
Let's walk through it this time and look at old examples of equipment —>
The famous “blue trolleybus” MTB-82. It was this trolleybus that Bulat Okudzhava sang about.
When I can’t overcome adversity,
When despair sets in
I get on the blue trolleybus on the go,
In the last, in the random.
The trolleybus practically became a symbol of Moscow in the 1950s and early 1960s, the “thaw” period. He was often featured in films, and he constantly appears in old photographs.
The restored interior is more than modest
The floors are still like in pre-revolutionary trams - wooden and with grooves for removing dirt
Cabin MTB-82
TBES trolleybus, specially manufactured in the 1950s for running on the All-Russia Agricultural Exhibition (VDNKh)
This trolleybus had extensive glazing inside, which made it the most convenient excursion vehicle that ran around the territory of VDNKh even before the 1970s
Trolleybus MTBES, late 1950s - early 1960s - one of the most beautiful and comfortable Soviet trolleybuses.
This is exactly what Yuri Detochkin’s bride drove around Moscow in the film “Beware of the Car”
Salon
Unfortunately, not a single legendary trolleybus from the 1930s has survived to this day.
For example, LK-1 is the first Moscow trolleybus, launched back in 1933.
The first Moscow trolleybus at the terminus in the village of Vsekhsvyatskoye, now a site for public transport behind Sokol metro station.
Not one of the experimental double-decker trolleybuses - YATB-3 - survived to us. Such trolleybuses could be seen on the streets of Moscow from 1939 to 1953. Despite the fact that these trolleybuses are often seen in photographs (which is not surprising), in reality there were only a few of them - only 10 cars, and after the war only 2 remained.
The conductor was strictly forbidden to let people onto the second floor if the first floor was not full (they were afraid that the trolleybus would be unstable), but everyone, of course, wanted to ride from above, so we had to constantly fight. In the photo above, check out the two-meter “Uncle Styopa” to the right of the trolleybus
The trolleybus was copied from a similar one in London, where experiments with the introduction of trolleybuses also took place at that time.
Therefore, to look at the unique Soviet trolleybus you need to come to the London Transport Museum and... here it is, handsome:
With the exception of small details, it looks exactly the same.
The idea of double-decker trolleybuses was finally abandoned after the war. Firstly, articulated trolleybuses appeared (the same second floor, but in a trailer), and if in London a long articulated trolleybus cannot travel everywhere, then in Moscow with its wide Stalinist highways this problem did not arise. And secondly, the photo above shows that especially for double-decker trolleybuses it was necessary to raise the wires, while drivers of simple trolleybuses had to raise the “horns” too high, which often came unhooked, and the ride turned into torture, while the maneuver radius was greatly reduced.
But let's move on to buses and trams:
ZiS - 8 - a massive Soviet bus of the 1930s and 1940s
The cabin is cramped like a modern minibus and everything is made of wood
Doors open manually
In this case, the passage is very low and the step is located very high from the ground.
AKZ bus - a bus from the hungry post-war years, assembled half from a bus and half from a truck
Doors also open and close manually
The driver operates the front door
There isn't even a handle on the outside of the door itself.
Post-war buses, again not from a good life
And finally, a normal and beautiful ZiS-155 bus, from the late 1940s.
This LAZ just recently roamed the remote expanses of the country
Salon of the famous orange LiAZ
Automotive equipment was also exhibited:
Trams from pre-revolutionary to modern were presented on a separate site
We recommend you read it separately.
For example, such a tram ran around Moscow from 1907 until 1959.
The ascetic place of the carriage driver. No seat
Car inside
There is a cord running throughout the cabin, connected to a bell in the driver's cabin. Having passed everyone, the conductor pulls it and gives the signal to depart.
The train driver's call itself
Lowerable blade for catching someone who has fallen on the rails
To prevent anyone from falling under the wheels of the tram, additional screens made of slats are installed on the side.
This KM (Kolomna Motor) tram operated on the line from 1930 to 1974, and after its decommissioning it became famous in cinema. The famous old carriage with the number 2170 was featured in the films “The Meeting Place Cannot Be Changed”, “Pokrovsky Gate”, “Cold Summer 1953” and many others.
Here Gleb Zheglov caught the pickpocket Brick.
The MTV-82 roamed the streets from the late 1940s to the early 1980s. Please note that automatic doors have already appeared
Side view of one of Moscow's popular post-war trams
RVZ
In the 1940s, the carriage driver began to be allocated a seat separated from the rest of the cabin, and there was no longer any need to close the doors manually
Well, in the 1970s, Czech trams started rolling out, which everyone knows very well
And, finally, a wonderful and clearly staged post-war photograph
Various types of transport on Pushkin Square. “Completely by accident,” the photographer’s frame included a double-decker trolleybus, a new trolleybus, an old bus, several types of cars, a motorcycle and old trams.
Come see the exhibition in a year and hopefully one day it will form a functioning permanent museum.
January 11, 1913 in Paris the last one disappears from the streets horse-drawn omnibus. We have prepared an overview of horse-drawn transport, which was once an integral part of the infrastructure of large cities.
Stagecoach
Stagecoaches - closed, multi-seat carriages - were used to transport passengers, goods and mail between cities. The first stagecoaches appeared in Great Britain in the 16th century. They made routes between special stations where the crews changed horses and rested. In fact, they were the predecessors of modern railway transport. The peak of popularity of stagecoaches occurred at the end of the 18th - beginning of the 19th century.
In America, stagecoaches were an integral part of the "culture" of the Wild West.
The first stagecoaches appeared in Russia in 1820. The crews traveled along the route Moscow - St. Petersburg. One move required more than four days. Until the end of the 19th century, about five more routes connecting major cities appeared.
Troika
The Russian "troika" appeared at the end of the 18th - beginning of the 19th century. Initially, this type of transport was used to deliver mail, and later - to transport passengers. A special system of running horses (the original horse trotted, and the trailing horse galloped) allowed the horse to reach speeds of up to 50 km/h. From the middle of the 19th century, triplet competitions began to be held. The image of a harness often appeared in the paintings of many masters, and abroad the troika was always considered incredibly exotic.
Sharaban
Charabancs (literally: carriage with wooden benches) first appeared in France at the beginning of the 19th century. They were used for walking, hunting and trips "out into nature". Charabancs gained particular popularity in Britain in the second half of the 19th and early 20th centuries.
Omnibus
The first omnibuses appeared on the streets of Paris in 1662, but they were developed only in the 19th century. Officially, the first "classic" omnibus began transporting citizens in 1826 in the city of Nantes, France. The pioneers were Étienne Bureau and Stanislas Baudry, who created routes for personal needs: Étienne transported workers, and Stanislas organized trips to his bathhouse. In 1829, the first omnibuses appeared in London and New York, and 20 years later they were already widely used in many cities of the three pioneer countries. Unlike stagecoaches, omnibuses transported passengers short distances within the city.
In Russia, this type of transport first appeared in St. Petersburg in 1832 and existed until the beginning of the Civil War. It is worth noting that in the mid-30s they were popular.
Horse-drawn
Simultaneously with omnibuses, horse-drawn horse-drawn railways, the predecessors of modern trams, began to appear in large cities. However, their heyday did not come immediately. They received due recognition only in 1852, when Alphonse Loubat invented rails embedded in the road surface. Rail-drawn vehicles began to gradually replace omnibuses.
The first horse-drawn railway in Russia was laid in 1854 near St. Petersburg. In the second half of the 19th century, they appeared in other large cities: Moscow, Kazan, Minsk, Samara, Yekaterinburg, Novgorod, etc.
It is worth noting that the first one in the world was invented in Russia. In 1820, Ivan Elmanov built a “road on pillars,” which was a beam raised above the ground along which a horse-drawn trolley moved. However, the idea of the Moscow region inventor did not take root, and Henry Robinson Palmer received a patent for the monorail in 1821.
Horse-drawn transport today
Modern tourist omnibus
In the city of Santa Clara, Cuba, omnibuses are still used as public transport. In many European cities, omnibuses run along tourist routes.
A) the cast iron rails could not support the heavy car (iron was too expensive in those years) b) the car exploded due to overheating of the engine c) the weight of the car did not correspond to the size of the wheels, as a result of which it collapsed. The first steam locomotive was built in 1804. However, the project failed. What was the reason: steam locomotive 1804) the engine did not have enough power to move km/h 250 km/h
The story is about the serf peasant Artamonov, who designed a bicycle around 1800. According to this legend, the inventor made a successful run on his bicycle from the Ural village of Verkhoturye to Moscow (about two thousand miles). This was the world's first bicycle race. The serf Artamonov was sent on this journey by his owner, the owner of the factory, who wanted to surprise Tsar Alexander I with an “outlandish scooter.” For the invention of the bicycle, Artamonov and all his offspring were granted freedom from serfdom. The bicycle is kept in the Nizhny Tagil Museum of Local Lore.
Select the correct items. It is forbidden to ride a bicycle with a faulty handlebar It is allowed to ride on sidewalks It is allowed to ride without holding the handlebars It is forbidden to carry passengers over 7 years old It is allowed to ride on the road without lights It is forbidden to ride without a sound signal It is allowed to ride a bicycle for people over 14 years of age It is forbidden to ride in pairs along the width of the road True False It is forbidden to ride a bicycle with a faulty handlebar It is allowed to ride on sidewalks It is allowed to ride without holding the handlebars It is forbidden to carry passengers over 7 years old It is allowed to ride on the road without lights It is forbidden to ride without a sound signal Persons over 14 years of age are allowed to ride a bicycle It is forbidden to ride in pairs across the width roads
Karl Benz () built his first car in Mannheim in 1885
Since 1917, all BMW products have been branded with the spinning propeller symbol. A BMW aircraft engine sets a world record. In June 1919, test pilot Franz Zeno Diemer set a world altitude record for flying an open-cockpit aircraft without an oxygen mask in a BMW IV-powered aircraft. The flight altitude was 9670 meters. It all started in 1913 with the idea of merging two companies Rapp Motorenwerke and Otto Flugzeugwerke (Otto’s father had created a four-stroke engine four years earlier), both entrepreneurs were passionate about aircraft construction
is a company whose history began with a traffic jam. The company founded by Jujiro Matsuda in 1920 was engaged in construction materials made from balsa wood. In 1931, the company began producing purely Japanese cars. Since 1960, Mazda began producing passenger cars. Today, Mazda focuses on small and medium-class cars, as well as sports models
1907, Moscow The first car-bus for public use The prototype of a new generation of public transport, an electric bus that will travel both on ordinary roads and on special “super tracks”, on which it can reach speeds of up to 250 km/h. This bus has approximately the same length and width as conventional buses, but is only 1.7 m in height - to achieve greater aerodynamics. Moreover, such a bus is designed for 30 seats. According to the developers, in order to “catch” such a bus, the passenger will need to send an SMS to the dispatcher, and then they will pick him up anywhere. The developers plan to present a fully functional prototype in 2 years.
Persons who are over ______ years old and have a license to drive a motorcycle are allowed to drive a motorcycle. A person learning to drive a motorcycle must be at least ______ years old. Carrying passengers on a motorcycle is only allowed ______________ ____________________________ It is not allowed to transport persons who are under ________ years old. Motorcycle drivers , moving pairs must travel ____________ Fill in the missing characters in a stroller or on the back seat of a motorcycle 12 one after another
In Miami, it is illegal to ride bicycles that are not equipped with a horn, but the use of horns by cyclists is prohibited. YES In Indiana, there is a speed limit for driverless cars (mph) YES In Spain, when buying a new car, it is customary to break a glass of champagne on its body. NO In England and the USA, the green color of the car is considered a bad sign. YES Evidence of the construction of the very first ship is contained in the Bible YES
Michael Arndt spent 6 years, matches and 1,686 tubes of glue creating a full-size replica of the McLaren 4/14 F1 car. The car cost Michael 6,000 euros. For transportation, the car can be disassembled into 45 components.
It took Italian confectioners 2 tons of Belgian chocolate worth dollars and more than a year of painstaking work to create a life-size replica of a Ferrari car. A huge motorcycle with a tank engine. Large motorcycles are crazy not only in the USA, but also in Germany. The Harzer Bike company has released a huge replica of a motorcycle with a sidecar from the Second World War. The length of the motorcycle is 5.8 meters, height 2.7 m, weight 4300 kg. The heart of the unit is the engine from the T55 tank.
The largest motorcycle in the world The largest motorcycle in the world was built in 3 years by American Greg Dunham. The iron horse, weighing almost 3 tons, 4.5 meters high and 7.6 meters long, cost the Californian dollars. The motorcycle was included in the Guinness Book of Records, and what’s most interesting is that you can ride it!
The first urban public transport in Russia was a horse-drawn railway, and then it was replaced by a tram. However, installing tram lines is a troublesome task, even in large cities. It is not possible to install trolleybus tracks everywhere. But the bus only needs a more or less flat and solid road, maybe even a dirt road.
Forty-three enterprises were engaged in the production of buses in the USSR - both specialized and those that produced small pilot batches. Moreover, we purchased buses abroad. It would not be easy to take a look at the entire Soviet bus fleet - so we will focus on the main and most famous models and manufacturers.
The grandfather of the domestic bus can be considered the AMO-F15, produced in 1926–1931 at the Automobile Moscow Society plant (since 1931 - ZIS, since 1956 - ZIL). This baby was the size of a modern minibus and could seat 14 people. But the engine on it had a power of only 35 hp. With. - that is, even weaker than that of “Zaporozhets”! But how he helped out our grandparents, who were finally able to get to work not on foot or in a cab (if funds allowed), but on a real “motor”!
And in 1934, ZIS-8, created on the basis of the ZIS-5 truck, entered the streets of Soviet cities, becoming the first mass-produced domestic buses. They had 21 seats, and the enlarged interior made it possible to carry 8–10 standing passengers. The 73-horsepower engine accelerated the bus to 60 km/h, which was enough for urban transport. According to the factory's drawings, the ZIS-8 was produced in Leningrad, Kyiv, Kharkov, Rostov-on-Don, Tula, Kaluga, Tbilisi and other cities, mounting the bodies on ready-made chassis. Until the end of the 30s, ZIS-8s were the basis of the Moscow bus fleet. They also became the first Soviet buses that were produced for export: in 1934, a batch of 16 cars went to Turkey.
And on the basis of the ZIS-8, special vans were produced for work in urban areas: grain trucks, refrigerators. By the way, in the famous TV series “The Meeting Place Cannot Be Changed,” the ZIS-8 played the role of a police bus nicknamed “Ferdinand.”
In the spring of 1938, production of a new model began: on the same base, but with an 85-horsepower engine, an enlarged interior with 27 seats and a rounded body shape. It was named ZIS-16. The development of bus services was proceeding at an increasing pace - in 1940 they transported over six hundred million passengers.
During the war, most of the buses were mobilized to the front, where they were used as staff and ambulance buses, as well as mobile radio stations. And those that continued to operate on urban routes partially switched to gas due to fuel shortages. It was produced from peat or wooden blocks in gas generating units, which were installed on special carts and rolled behind buses like trailers. One “refueling” was enough for the route, after which at the final stop the driver again threw firewood into the gas generator.
With the return to peaceful life in the post-war years, new urban transport was also required. Of course, small-sized pre-war buses had an important advantage: they were not crowded with a crowd of one and a half hundred workers or summer residents coming from their shifts, which was “plowed through” from time to time by a screaming conductor. Unlike trams, it was rare to see a crowd on buses: twenty to twenty-five people rode peacefully and with some comfort in a small cabin, who disciplinedly entered through one door and exited through another, without crowding or swearing.
But the idyll did not last long: the growth of cities and the introduction of bus services on all possible routes (even to villages with a population of fifty people) also caused an increase in the number of passengers. And they, taking advantage of the unprecedented cheapness of travel (in the 80s it cost five kopecks in the city, 15-50 in the region), were often too lazy to walk one stop and boarded buses and trolleybuses. Therefore, there was a need for more spacious city buses.
One of the first post-war models, the ZIS-154, produced from 1947 to 1950, was very original and full of technological innovations. The body without the hood familiar to passengers, an unusual shape for those times, a large interior (34 seats). Its body was made not of wood, or even tin, but of aluminum - which was a real sensation for those times. In addition, it was equipped with a diesel-electric power plant (110 hp), which ensured a very smooth ride. Passengers were also surprised at first by the fact that the bus moved without the usual jerking and choking of the engine, as if floating above the road.
Two years later, it was replaced by a simpler and cheaper brother - the ZIS-155 bus. The length of the cabin was reduced by a meter, the number of seats was reduced to twenty-eight, and a simple carburetor engine developed 95 hp. However, the low cost of these machines, produced from 1949 to 1957, made it possible to quickly update the outdated pre-war fleet.
One of the most common city and suburban buses for several decades was the LiAZ-677, produced at the Likinsky Bus Plant from 1968 to 1994 (about two hundred thousand of them were produced in total). It received a number of exhibition medals and was recognized as one of the best Soviet-made buses - but passengers were still unhappy.
Firstly, it had only 25 (later 40) seats, which is why all sorts of disputes arose between passengers, as well as complaints against the designers - they say, couldn’t they have installed an extra seat? After all, in the end the bus turned out to be mainly for standing travel. Secondly, with an estimated capacity of 110 passengers, up to 250 could be packed into it - especially during rush hours. Moreover, they managed to accommodate up to ten people on the steps alone! Well, and thirdly, the bus developed a low speed, especially if it was going uphill or was overloaded. According to the apt remark of passengers, it was as if he was being pulled by oxen. Although I consumed fuel with great appetite: up to 45 liters per 100 km in the urban driving cycle!
The dimensionless capacity of the LiAZ-677, which could always accommodate several more passengers, was its main advantage. This greatly relieved the load on the routes, and late citizens could always jump even into a crowded bus - fortunately, its doors with a weak pneumatic mechanism could be opened by hand and without much effort.
And only the designers of the Gorky and Kurgan plants continued to conservatively adhere to pre-war standards, producing small buses based on trucks. Unpretentious in appearance, they were in great demand - enterprises, collective farms, and schools willingly purchased them. To give workers a lift (which was more convenient than riding on benches in a truck marked “people”), to go with an accountant to a bank or with a supply manager to a warehouse, to take students to a district inspection - all their functions cannot be listed. And one of them, very sad, is to serve as an improvised hearse. Since there were practically no real hearses in the USSR, they usually used a bus for such purposes, which was provided by the enterprise where the deceased or his relatives worked. The coffin with the deceased was brought into the salon through the aft door and placed on the aisle, and the grieving relatives sat next to them.
These buses originate from the GAZ-03-30, which the designers of the Gorky Automobile Plant produced in 1933 on the basis of the famous “lorry” - the GAZ-AA truck. The prototype of its body was a school bus from the American company Ford. It was a small car, with a wooden body covered with iron sheets, and an interior with 17 seats. The bus had three doors: the driver's, the front right for passengers and the rear, then designed not for loading coffins, but for the emergency evacuation of living passengers. This arrangement, as well as the shape of the body, as well as the tradition of producing these buses based on GAZ trucks, has been preserved for half a century. As its modifications, ambulance buses GAZ-55 were produced (the same one that stubbornly did not start in the comedy “Prisoner of the Caucasus”), mobile workshops and laboratories, as well as a military three-axle version of the GAZ-05-193 model.
In 1949, based on the post-war GAZ-51 truck, new vehicles were created, designated GAZ-651. Their interior became a little more spacious and could accommodate 19 seats, and the new 80-horsepower engine accelerated the car to 70 km/h.
In 1950, in connection with the plant's transition to producing bodies for special trucks, it was decided to move the production of buses - first to the Pavlovsk and then to the Kurgan Bus Plant (KAvZ), where it received the designation KAvZ-651. There, its output already amounted to tens of thousands. The next model, KAVZ-685, was launched in 1971 based on the GAZ-53 truck. Its body was already all-metal, the ceiling was raised (you could stand without resting your head on it), the number of seats increased to twenty-one, and the driver's seat was separated from the passenger compartment by a partition. Power increased sharply: the new engine produced 120 hp and accelerated the bus to 90 km/h.
The small but roomy and agile buses of the Pavlovsk Bus Plant (PAZ) brought enormous help to the urban and rural population. “Paziki” made their way through the severe frosts of Yakutia, were exported to the countries of Asia and Africa, where they successfully worked in the most difficult climate and without proper service.
The plant itself was founded in 1930, but for more than twenty years it has been producing tools and body fittings. And only in 1952 the PAZ-651 (aka GAZ-651) rolled off its new assembly line. The designers of the plant decided to change the outdated shape of the body, and at the same time somewhat expand the interior by moving the driver's seat forward (to the left of the engine) - this is how the PAZ-652 was born in 1958. It now has a rear exit for passengers, and both accordion doors now open automatically. Capacity increased to 37 people, with 23 seats in the cabin. The disadvantage was that the windows were too small, giving not enough light into the cabin - which they decided to compensate for with additional windows on the bend of the body between the wall and the roof.
In 1968, a new bus model, PAZ-672, entered the production line. It was distinguished by a more powerful engine (115 hp), a new chassis, and slightly more space for standing passengers. This model, with minor changes, was produced until 1989. “Paziki” became the main public transport of suburban and inter-rural routes - they carried 80% of traffic there.
A significant part of the Soviet bus fleet (143,000 cars were imported) was occupied by Hungarian Ikarus - perhaps the most popular and most comfortable cars of the 70-80s. Their popularity is evidenced by the following fact: it was the only bus that even small children recognized from afar, exclaiming: “Ikarus is coming!” But few people knew about the brands of domestic buses.
But the Ikarus also had a significant drawback - its powerful diesel engine made a lot of noise, created vibration (well felt by those riding in the rear seats) and emitted clouds of suffocating soot. The latter always affected people standing at bus stops, as well as those who, according to traffic rules, walked around the back of the bus - right past the exhaust pipe.
Immediately after the war, the efforts of the entire USSR began the industrialization of Western Ukraine, which until then had been the poorest and most backward province in Europe. Already on May 21, 1945, the Lviv Bus Plant (LAZ) was established - and a grandiose construction began. At first the plant produced auxiliary equipment, and then they wanted to start producing the ZIS-155. However, the final decision was made to develop our own bus model. It is based on the latest domestic and Western developments, in particular the Mercedes Benz 321 and Magirus buses. And already in 1956 the first Lviv bus LAZ-695 was produced.
The first modification of the bus had a roof with glass rounded edges. True, in the summer, in the heat, this created understandable inconvenience in the cabin. Therefore, the glass was removed after two years. But there was a “visor” above the windshield and a wide air intake on the rear of the roof - supplying air to the engine compartment located under the rear seats.
LAZ-695 was able to last on the assembly line for forty-six years, which can be called a record. Moreover, after the cessation of production at LAZ, it was collected for several years in small batches at several Ukrainian enterprises. During this time, more than three hundred thousand Lviv buses took to the highway!
The end of the century turned out to be not very favorable for buses; even at the main enterprises, production fell to several hundred vehicles, which were sold with great difficulty. The old routes no longer received new cars, new ones were not created. And then they began to curtail the existing routes. Public transport simply stopped developing for some time. In some places, only memories remain of him...
Public transport, in the modern sense of the word, appeared in large settlements in Europe in the first half of the 19th century, immediately after the start of railway transport. Talented designers of the century before last projected the idea of a railway carriage driven by the power of a diesel locomotive onto an ordinary multi-seat carriage driven by the power of one or more horses.
The officially recognized creator of the tram's predecessor was the American engineer Luba. It was under his leadership that a whole network of urban rail lines was built in New York in the mid-19th century. The domestic version, called the “horse horse”, was created in the 60s of the last century. The first rails within the city were laid in the capital of the Russian Empire - St. Petersburg. This project was implemented by engineer Domantovich. The sarcastic St. Petersburg residents quickly dubbed this transport the nickname “Forty Martyrs.” It is this slang name that most accurately reflects all the shortcomings of the horse-drawn design - lack of shock absorbers, slow and irregular movement, constant overcrowding of the carriage.
Horse-drawn carriages, fortunately for modern citizens, served as urban transport until the end of the 19th century, until they were replaced by more progressive types of multi-seat self-propelled carriages. Already at the end of the 19th century, an alternative to horse draft power appeared - an electric motor. The first electric vehicle was the tram. The creators of this brainchild of the technical revolution are considered to be the German engineer V. Siemens, the Russian designer F. Pirotsky and the American inventor L. Daft. The first trams appeared in the city in the 80s of the 19th century.
In our country, the first tram line ran within the city limits of Kyiv (in 1892, 10 years earlier than in Moscow and 15 years earlier than St. Petersburg).
In addition to the already mentioned horse-drawn car, at the beginning of the 19th century there was another type of public transport - an omnibus, which was the same horse-drawn carriage, only moving not on rails, but on the city pavement.
The omnibus appeared several years earlier than the horse-drawn carriage. In St. Petersburg, this type of transport was allowed on city streets already in 1832. This type of horse-drawn transport became the predecessor of the modern bus - a multi-passenger vehicle for passenger transportation.
The first bus with an internal combustion engine was designed in the late 90s of the 19th century. The creators of this mechanical miracle were the designers of the Benz company.
The predecessor of the working model of the Benz company was the passenger carriage of the Englishman Richard Trevithick, equipped with a steam engine. The main competitors of Benz buses were electric vehicles of English and Russian engineers. The domestic electric bus was produced by the Dux factory. This electric vehicle could reach speeds of up to 20 km/h and travel distances of up to 60 kilometers without recharging the electricity storage devices.
Bus company "Dux"
The first example of a Russian bus with an internal combustion engine was a product of the Frese factory - a ten-seater convertible with a single-cylinder unit with a capacity of 10 “horses”. Permanent bus routes in Russian cities appeared after the revolution of the 17th year. In 1924, the route Komsomolskaya (then Kalanchevskaya) Square - Tverskaya Zastava was opened in Moscow, which was served by eight Leyland vehicles.
Leyland cars
In 1926, on the basis of the founder of the Soviet auto industry, the Automobile Moscow Society plant, the AMO-F15 model was produced - the first Soviet 14-seater bus.
But the most famous model of Soviet buses, without a doubt, is the ZIS-8 - a passenger modification of the ZIS-5 truck. It was the ZIS-8 that became the basis of the public urban transport system. This car reached speeds of up to 60 km/h and was produced at many automobile factories in the USSR (in Leningrad, Kharkov, Kyiv). These buses were even exported abroad (16 cars “left” for Turkey already in 1934). It is these buses that are associated with the ominous “black crows” of the NKVD; this particular bus, according to the director of the cult series “The Meeting Place Cannot Be Changed,” is the vehicle of the Moscow Criminal Investigation Department.
ZIS bus
The appearance of such a vehicle as a bus provoked a fight against noisy and expensive (laying transport lines) trams. As an alternative to this railway urban transport, a trolleybus - an electric omnibus - was proposed. The first model of domestic trolleybuses was the LK-1 model - the result of the joint efforts of several Moscow factories. This electric-powered carriage could accommodate more than 50 passengers.
The basis of the LK-1 project was the chassis from the Y-6 bus, equipped with a wooden body and a 60 kW electric motor. This project is interesting only due to the novelty of the vehicle. The Soviet automobile industry also produced more interesting examples of electric vehicles. For example, YATB-3 is a double-decker trolleybus manufactured in Yaroslavl.
This product, like many other examples of domestic cars, was developed on the basis of the best examples of foreign technology. The donor of the domestic double-decker trolleybus project was a similar model from the English electric company, purchased in England in 1937. Based on this product, Soviet craftsmen assembled a unique vehicle 470 centimeters high. The total number of passenger seats in YATB-3 was 72, but the idea of a double-decker transport did not survive competition with the proposed “articulated” version model. By the early 50s, double-decker trolleybuses had become exotic automobiles.
In addition to ground public transport, in the 20th century the ideas of an underground railway - the metro and a special type of rail transport - the monorail were implemented. Nowadays, the most promising public transport projects are associated with these technical ideas. Wheeled vehicles, which created the problem of long-term traffic congestion, are becoming a thing of the past. Although some enthusiasts are trying to create unique projects based on the use of special fuel cells - hydrogen, solar panels, high-capacity batteries and other new products.
