From horse-drawn to electric bus: how Moscow transport developed. Moscow horse-drawn horse-drawn railway in the 19th century
In the second half of the 19th century, the territory of St. Petersburg continued to grow rapidly, and its population also grew. In the 60s, the issue of organizing intracity transport became acute.
In 1852, in France, for the first time, large carriages placed on rails and pulled by horses began to be used for transportation within the city. In St. Petersburg, attention was paid to this invention, and already in 1860 the first cargo horse-drawn carriage appeared in the city. Railway. Its line was laid from Nikolaevskaya Square (present-day Lieutenant Schmidt Square) to Birzhevaya Square. In 1862, horse-drawn horses (as horse-drawn railways began to be called for convenience) began to transport people. The Horse-Railway Partnership was created, which entered into a contract with the City Duma to open horse-drawn carriages along Nevsky Prospekt. A year later, a new type of urban transport actually appeared on Nevsky. Then several more lines were opened - along Sadovaya Street, from the Admiralty to Vasilyevsky Island, from Nikolsky Market to Nevsky Prospekt.
In appearance, horse-drawn carriages were wooden carriages, sometimes single-decker, but more often double-decker. A one-story tram was pulled by one horse, a two-story horse was pulled by two, and two more horses were harnessed before ascending to the high bridges. The horse-drawn horse moved through the city with average speed 8 km hour. Passengers were located below in the carriage, but could climb a metal spiral staircase to the upper open area, which was called the imperial.
The fare at the top was cheaper: 2 kopecks instead of the 5 that they paid for the fare at the bottom. There were benches along the perimeter of the carriage, but at the top the bench was double-sided and located in the middle, so that the passengers sat with their backs to each other. The carriages were lit by kerosene lamps. Each tram was serviced by two people: a carriage driver and a conductor. The carriage driver controlled the horses, which was often not easy, given the difficult streets of St. Petersburg, the conductor sold tickets, gave signals for stops and departures. Tickets had to be sold both below and above, so the conductor had to climb the steep stairs to the imperial many times a day. When the horse-drawn carriage approached the final stop of the route, the horses were transferred to the other end of the carriage, “harnessed” using a special device, and the carriage could set off on the return journey.
The horse-drawn railway turned out to be extremely necessary for the city: it was calculated that in just two years - 1863-1864 - the horse-drawn railway transported 1.5 million people in St. Petersburg, and in next years the flow of passengers increased even more. In 1876, the “Joint Stock Company of Horse-drawn Railways” appeared, which also organized transportation around the city using horse-drawn horses. By 1877, 25 new horse-drawn railway routes had been laid in the town, and several horse riding parks were also created.
In the 80s, they tried to replace horses with steam locomotives, tests were carried out and even two special lines were laid. The small locomotive was no longer pulling one, but two or three cars, and the speed of movement also increased.
But it was impossible to use steam locomotives on the central streets of the city, and therefore steam horse lines (as the new type of urban transport began to be called) were laid in the suburban and factory areas of St. Petersburg: along Bolshoi Sampsonievsky Prospekt, along the Shlisselburgsky Tract (current Obukhov Defense Avenue). By the beginning of the 20th century, the total length of all horse-drawn routes was almost 150 kilometers.
Steam horsecar on the street of St. Petersburg
Since 1907, city horse-drawn horses were gradually replaced by trams.
Text prepared by Galina Dregulas
For those who want to know more:
1. Zasosov D.A., Pyzin V.I. From the life of St. Petersburg 1890-1910. L., 1991
Until 1872, Moscow did not have a regular and reliable form of public urban passenger transport. The population of the city was forced to use the services of private entrepreneurs, who in 1847 organized the movement of rulers - open multi-seat horse-drawn carriages. More prosperous Muscovites used the services of cab drivers or their own crews and carriages. In 1850, the Society of Moscow Multi-Seater Crews was created, and in 1868 - the Society of Public Crew Keepers, which united private entrepreneurs in the line fishing industry. With the construction of a network of horse-drawn tram lines, line fishing decreased significantly.
In connection with the Polytechnic Exhibition held in Moscow in the summer of 1872, the opening of which was timed to coincide with the 200th anniversary of the birth of Peter the Great, War Ministry laid the first temporary horse-drawn tram line along the central streets of the city - from the Iversky Gate to the present Belorussky Station. The movement of carriages was opened on June 25 (July 7), 1872. The construction of the line (using the labor of military railway workers) and temporary operation were carried out by entrepreneurs D.N. Guryev and M.D. Novikov, who supplied all required material for laying tracks and wagons from England. Its operation continued until the construction of the main network of horse-drawn railways began (April 1874).
The first project for laying lines of a horse-drawn tram (or horse-drawn tram) was developed for Moscow in 1864, then a number of other proposals followed, but only in April 1872 the city duma finally approved the project for the construction of a network of horse-drawn railway lines (as horse-drawn roads were then called). tram in Moscow and St. Petersburg). The concession for the implementation of this project was given to the company of Count A.S. for 40 years. Uvarov (together with V.K. Della-Vos and N.F. von Kruse). On September 13, 1873 (old style), a contract was concluded between this company and the Moscow city government, and the construction of the first lines of this network was carried out in the summer-autumn of 1874. Traffic along the first rebuilt Petrovskaya line of the horse-drawn tram (from the Iverskaya Chapel through Strastnaya Square , Tverskaya Zastava to Petrovsky Park) opened on September 1 (13), 1874. To operate the newly constructed network of tram lines, on October 28 (November 9), 1875, Count Uvarov and Co. created the First Society of Railway-Horse Roads in Moscow with a share capital of 1 million rubles. By the end of 1876, this company had built a network of lines of 27 versts, had 82 carriages and three depot-stables. In 1880-1881 the network of its lines was expanded and reached 33 versts, and in 1891 - 45 versts (10 lines and 5 depots).
In 1880, engineer A.N. Gorchakov developed a project for the construction of a second network of horse-drawn railways, which were supposed to run along secondary radial city streets, as well as along the Garden and Boulevard rings and to some dacha suburbs. The contract between Gorchakov and the city government for the construction of this network was signed on November 15 (28), 1883 with a concession period of 45 years (until 1928). The city had the right to buy out the network 20 years after the conclusion of the contract. In March 1885 A.N. Gorchakov transferred his rights and obligations under the contract to a newly created joint-stock company with Belgian capital, established in Brussels on January 5 (17), 1885 under the name “General Company of Trams of Moscow and Russia.” In Moscow, for simplicity, it began to be called the Belgian or Second Society of Horse-Drawn Railways.
The Belgian Society built horse-drawn tram lines of the second network in 1885–1887. The first, Ekaterininskaya horse-drawn tram line of this society was opened on July 3 (16), 1885 on the section from Trubnaya Square to S. Ekaterininsky Park (in the area of the former Commune Square). In 1886, it laid the first (from Butyrskaya Zastava to Petrovsko-Razumovsky), and in 1887 - the second (from Kaluzhskaya Zastava to Vorobyovy Gory) steam tram line. In 1888–1891 the second network was expanded and by 1891 reached 43 miles of single track, with 13 lines and three terminal depots.
The existence in one city of independent tram networks of two different societies was extremely inconvenient for Muscovites, and even for the societies themselves. Therefore, in 1890-1891. they agreed with the city government to combine the networks into one and to operate it jointly. At the same time, the First Society became responsible for the operation of the entire network, and the Second (Belgian) Society received 1/3 of the total profits earned for the year. Such joint operation began on November 1 (13), 1891. All previously existing horse-drawn tram routes were revised and from that day 25 new lines began to operate. Passengers could now travel in all directions using one transfer ticket, which reduced the cost of travel for most Muscovites and significantly increased the number of passengers using the horse-drawn tram. The joint network of horse-drawn railways had a length of 88 versts (94 km), 9 horse-drawn depots, more than 2,000 horses and 400 wagons.
The material was prepared according to the text of the book: S.A. Tarkhov “City Passenger Transport of Moscow”, Moscow, 1997.
At a reprint the reference to the source is required!
Horse-drawn railways in the exact sense, they have a track made of iron (or steel) rails along which the carriages are pulled by horses. In addition to these essential features, a random property of K. roads, depending on the conditions of the most productive work of horsepower, is their primary use for transporting passengers in cities and suburban areas. In South In America, instead of horses, mules are often used, which are distinguished by greater endurance. Likewise, mules work with great success on some lines in Spain, and an attempt to replace horses with mules was made in Germany (Dresden). According to department reports, using mules for traction turns out to be much cheaper than horse traction, with the same degree of safety and proper movement. For southern Russia, it was proposed to use oxen instead of horses, which do not require expensive stables, and feeding them is cheaper, so this can provide great benefits when transporting constant cargo, such as for example. bread, salt, etc., where the speed of delivery does not play a big role. This group includes, due to the similarity of design and purpose, horse tracks with a wooden track, which, in most cases, is made up of wooden beams covered with strip or corner iron. Rail tracks for horse traction, with very rare exceptions, are laid in the bed of ordinary or highway roads or on city streets, on which, next to the road, there is also the movement of ordinary carriages and pedestrians. Horse traction is also used for maneuvers when composing and sorting trains at some steam railway stations, for transporting earth and building materials along temporary rail tracks during road and other works, scattered over a long distance, etc. But roads of this kind are no longer classified as K. roads. Horse-drawn railways appeared immediately after the emergence of railways. With the help of horses, it was intended to eliminate the dangers of steam traffic that seemed too terrible at that time and at the same time take advantage of the convenience of transporting bulk cargo along rail tracks. Thus, on the first Tsarskoye Selo railway opened in Russia, passengers were initially transported in horse-drawn carriages. But the roads did not survive in this form for long, since it soon became clear that horse traction was slow for long-distance transportation, and the train’s composition was too limited. Therefore, steam initially displaced horses onto the railway. dor. everywhere. But in 1852, the French engineer Loubat came up with a proposal to build rail tracks along the streets of large cities to transport carriages by horses. The first K. road was built by him in New York, and then in 1854 he also built the K. road in Paris. In 1860, England followed this example (Birkenged), and this was followed by the opening of K. roads in Brussels and Copenhagen. Soon this special type of railway, mainly for transporting passengers in large cities, spread to Germany, Austria, Italy, Russia and Sweden. Currently, K. roads exist in all European countries and in all parts of the world. In Russia, as stated above, the first horse-drawn movement on rails was introduced as a temporary measure in 1838. But the chronicle of K. roads in Russia should begin, in fact, in 1836, when the tradesman Elmanov, as if in the form of a protest against the intentions introduce a steam engine in Russia, designed a horse-rail road that did not require either the construction of a special track for it or the import of various materials and expensive machines from abroad. This system was then called "Elman's path on poles" and was described in the "Journal of Generally Useful Information", ed. A. Bashutsky (1836, No. 10). The first attempt to build K. roads was expressed in 1841 with the beginning of the construction of such a road from the city of Warsaw, through Skierniewice, Petrokov and Częstochowa, to Austrian border , to reduce the cost of travel for passengers to Vienna. The company that began the construction of this road, however, could not complete it, and the governor of the Kingdom of Poland, Prince. Paskevich-Erivansky, allowed construction to continue at the expense of the Kingdom, after which it was brought to the city of Lovich. Subsequently, the current Warsaw-Vienna Railway and part of the Warsaw-Bromberg Railway were built on this site. In 1854, in the vicinity of St. Petersburg, near the Smolenskaya Sloboda, engineer Polezhaev K. built a road, over 3 1/2 centuries, from longitudinal wooden beams covered with strip iron. In 1856, the K. road was used to build fortifications near Kronstadt. To transport soil from Lisiy Nos, under the leadership of Adjutant General Totleben, a railway engineer Polezhaev built a horse-drawn railway across the ice. In 1860, engineer-Colonel Domantovich built the first K. road along the streets of St. Petersburg, from the 17th line of Vasilievsky Island to the exchange, for transporting goods to customs from ships arriving in St. Petersburg. This road is no longer operational due to changed conditions for unloading ships. The first partnership of railways in St. Petersburg, founded in 1862, built lines along Nevsky Prospekt, along Sadovaya, from Admiralteyskaya Square and along the Nikolaevsky Bridge and for the first time introduced passenger traffic in carriages along the streets of St. Petersburg. When designing the K. roads of the First Partnership, they had in mind mainly the movement of goods, for which purpose the Nikolaevskaya Railway station was connected to the customs house located on Vasilevsky Island. Meanwhile, experience proved that the movement of goods, allowed only at night, could not develop due to the closure of customs at night. The roads of the First Partnership, as well as the subsequently opened lines of other joint-stock companies of K. roads in St. Petersburg, retained exclusively passenger significance; Freight traffic along them is expressed almost exclusively by the removal of garbage and snow from the streets of the capital at night. In addition to city lines, Kazakh roads were subsequently built in various directions to connect the capital with the immediate surroundings. Of the latter, on the Lesnaya and Nevskaya suburban lines, horse traction has now been replaced by steam. At the same time, projects arose for long-distance roads for other areas of the Empire, which, however, were not implemented. Thus, in 1863, Major General Lavrov submitted to the government a project for a single-rail railway on poles. for horse traction from Lake Elton to the river. Volga. This project was not approved. Founders of the Ryazhsko-Morshanskaya railway. dor. entered with a petition for permission to build the K. road from Ryazhsk to Morshansk, throughout the 125th century. But subsequent research led to the conviction that steam traction should be preferred for this line. The former owner of Gutuevsky Island, D.E. Benardaki, also petitioned for the construction of a K. road from the railway stations. roads in St. Petersburg to the warehouses he built on Gutuevsky Island; Instead, a railroad was built. d., formerly called Putilovskaya, and now called the Port branch of the Nikolaevskaya railway. d. From other unrealized non-urban railway projects. dor. with horse traction, it is worth mentioning the projects of the Volga-Donskaya roads and from Krivoy Rog to Yekaterinoslav, which were also replaced by steam roads, and, finally, the project of D.V. Kanshin, who made a proposal in 1867 to build a whole network of long-distance roads beyond the Volga, starting from Samara to Orenburg and beyond. Instead, but much later, the Orenburg steam railway was built. and now some other narrow-gauge branches are just being built to satisfy the urgent need of the vast Trans-Volga region for improved communication routes. The same D.V. Kanshin in 1865 designed the K. road from Tver to Orel, bypassing Moscow. K. roads in cities over the same period of time had best success. In addition to St. Petersburg, they are already supplied to Moscow, Warsaw, Odessa, Kharkov, Tiflis, Kazan, Riga, Kiev (where horse traction has now been replaced by electric traction on part of the line), etc. The total length of K. roads in Russia is considered to be up to 600 centuries. There are no exact statistics on the number and length of horse roads, not only for Russia, but also in the countries of Western Europe and America, among other things, because for many roads there is no information about the type of engines used, and in many cases horse traction is used nearby from steam. The length of K. roads in Europe, according to information for 1890, was calculated as follows: in Germany 1286 km, in Holland 592 km, in France 508 km, in Belgium 404 km, in England 343 km, in Italy 223 km, in Austria-Hungary 222 km, in Denmark 61 km and in Switzerland 28 km. In America in 1890, there were 8955.8 km of horse-drawn railway tracks. The transition of many roads to electric traction has not reduced these figures, since at the same time new lines of electric roads were opened in many cities, and existing ones were expanded. Entrepreneurs involved in the construction and operation of highways are mostly joint-stock companies. Often societies of this kind are formed by foreigners (mainly the British and Belgians, and then the French act as entrepreneurs in the construction of roads in various cities of Europe and non-European countries). In Germany, in some cities of Germany, roads were built at the expense of city administrations, which rent them out. According to the laws in force in Russia, railways in cities and suburban areas are under the jurisdiction of the Ministry of Internal Affairs, and only those that belong to the railway companies of the main lines, or are maintained by these companies under agreements with the owners of the tracks, are under the jurisdiction of the Ministry of Railways . In France, the issuance of a concession for the construction and operation of roads depends on the government, department or community, depending on whether the road crosses several departments or is located within one department or district of the community. Permission also comes from the central government in all cases where it is intended to use state roads to lay roads. The same procedure exists in Spain. In England, permission is given by the Ministry of Trade, with the approval of Parliament. In Austria, permission also comes from the Ministry of Trade upon the prior agreement of the entrepreneur with the local police power. In Prussia, permission is given by various police authorities, depending on the length of the line. In Italy, Belgium and some German states, permission depends on local public authorities if the road does not pass through state ways, and in the latter case permission of the concession depends on the central government authority. In Holland, permission for the construction of railway roads is not required at all, and the entrepreneur is only required to enter into an agreement with the institution in charge of the road where the laying of rail tracks is proposed. The track of K. roads consists of one or two rails. For permanent roads, double-rail track is a common type. Safety and correctness of movement are better ensured when there are two tracks nearby, for independent circulation of cars in both directions; otherwise, it is necessary to place sidings in different places to replace oncoming traffic. In the past, the prevailing view was that the arrangement of two tracks could only be allowed on very wide streets. Now in the west. Europe administrative power often requires entrepreneurs to install two tracks or rebuild existing single-track sections into double-track ones, even on relatively narrow streets. For example, in Berlin, two gauges are already found on streets with a width of only 6.8 m. For rail roads, very different types of rails are used, but according to their basic form they can be divided into: grooved (Fig. 1 and 3) and capitate (Fig. 2 and 4). Both of them are flat (Fig. 1), saddle (Fig. 2), with a heel (Fig. 3) or Vignoles (Fig. 4). Sometimes the gutter is formed by a side rail laid next to the main flat or cap rail. The previously common method of arranging rails on wooden beds or crossbars is now almost universally replaced by steel topsides with a wide heel of Phoenix type rails (with a groove in the rail itself) or Garmaan (in which the groove is formed by a counter rail). Wooden beds and sleepers, due to rapid deterioration by rotting, necessitate frequent repairs and replacement. Currently, the experience of the existence of many railways has shown that the head of the rail should be smooth, flat, perpendicular to the neck and parallel to the heel. Its thickness should be about 25 mm, assuming the probable wear thickness per year is 1/2 mm. The width of the groove, so that horses do not catch horseshoes, should be 3 cm. The thickness of the edge of the grooved rail or the counter rail of the double rail should be at least 2 cm to avoid premature wear. The greatest wear is noticed at the joints where the rails are connected by overlays. On American railways, rail joints have recently begun to be welded electrically to obtain a continuous line without gaps, but the feasibility of this technique has not yet been tested in practice. On Russian horse-drawn railways, box-shaped flat and grooved rails and Vignoles-type rails are used, weighing 13-14 lbs. in linear feet, mainly on wooden beds. For country track roads, the Russian inventor I. N. Livchak proposed an original design in which iron-clad wooden rails are laid on a wooden canvas of firmly connected beams with plank flooring laid on top of the ground. For sidings on single-track horse-drawn railways, fixed switches are used, and the turning of the siding tracks is made in both directions from the straight line, or the main track continues straight, and a side branch or ramp is laid to allow passage of the oncoming car. In both cases, the direction of the car on the proper track is achieved by giving the outer rail on the side of the car movement a certain excess over the inner one, as a result of which, when approaching the siding, the wheels of the car roll onto the proper track. On some highways in America, automatic switches are used at intersections, which are moved by the pressure of the horses' legs when they enter the side path, but this turned out to be unreliable. On the highways of Europe, instead, simple transfer switches are installed, equipped with a movable point, which is rearranged before the passage of the car by the conductor or a worker assigned for this purpose, who at the same time plays the role of a signalman to prevent collisions between cars. To overcome exceptionally steep climbs, additional horses are harnessed. In Brussels the movement is carried out, completely safe with rises up to 1:14; For turns between narrow streets, curves with a radius of up to 13.5 m are used. The gauge width of railways built in modern times approaches the normal width of ordinary steam railways. Lines with smaller track widths, 0.6 m, 0.75 m and 1 m, are becoming increasingly rare. The gap between the rails is usually covered with cobblestones, which provide the best support for the horses' hooves when moving from the carriage seat. Asphalt and end pavements are less convenient, since in wet weather these pavements become slippery; In addition, they present difficulties when repairing the rail track. To avoid traffic interruptions from frequent cases of horses falling on asphalt pavements, it is necessary to sprinkle them with sand during icy conditions and clean them much more often than is necessary for stone pavements, and therefore the maintenance of roads under these conditions is more expensive. The railways also include pavilions for the waiting public at transfer and stopping points, and car parks. At the intersection of several city lines with active traffic, it is useful to arrange heated booths to warm up coachmen and conductors during the harsh season. Sometimes a shed with hitching posts for horses is also placed here. Car depots or stations are located at the end of the line, and sometimes far from the line, on the outskirts of the city, and in the morning horses and cars have to be brought into place along the rail tracks of other lines. The park consists of carriage sheds, stables, workshops with forges, sidings and sidings, and residential buildings with premises for offices and employees. To save space, sometimes stables and carriage sheds are built on several floors. To reduce fire danger, as well as to facilitate administration, it is more convenient, instead of one large park, to locate several smaller parks in different places; with several parks located at different points, it is easier and more convenient to serve the local needs of different parts of the network. However, when station parks are located on the outskirts, in most cases the savings achieved by this are absorbed by increased operating costs. Therefore, some horse-drawn railway companies now prefer to locate their parks at points where the main lines intersect, bearing in mind that the value of land in the central parts of cities increases faster than in the outskirts, and therefore the unnecessary expense is more than recouped when the business is liquidated. At the same time, delays in the delivery of horses, feed for them and all other needs and loss of time for the delivery of reinforcements and spare parts in case of various accidents on the line are avoided. Road tariffs are usually determined by concession or are provided by agreement between entrepreneurs and the government or public administrations. For short lines, the same fare is usually set, regardless of the length. On more extensive lines, it turns out that it is necessary to establish a fee for sections between certain points, less than for the entire line. On some K. roads they tried to introduce additional tolls on Sundays and holidays, but it didn't hold up. But an additional fee for night traffic is still applied on other suburban lines. On many K. roads it has been deemed necessary to completely abolish the division of seats into classes. On lines with high gradients, it is more profitable to use single-decker light carriages, one horse. Light one-horse carriages also make it possible to run them more often, which is convenient for the public. The number of seats in carriages is usually determined by police regulations. Some countries do not prohibit women from riding Imperials (Denmark). Standing on the platforms is usually allowed when the cars are overcrowded. Benches for sitting in open carriages (Fig. 5) are usually located across the carriage, and in covered and imperial carriages along the carriage. In carriages of the latest design on English railways, transverse benches are also installed on imperials (Fig. 6). The platforms are located at both ends of the car (St. Petersburg), at only one end (Hamburg), or in the middle, with the car divided into two sections, for smokers and non-smokers (Vienna and Strasbourg). This separation on some K. roads is achieved by means of a transverse sliding door. To enter the imperials, iron stairs are installed, which, like the roof of the carriage, are protected by light metal railings (Fig. 6). The length of the body of covered one-horse cars on K. roads with a normal track width varies from 4 to 6 m, width from 1.9 to 2.1 m, length of open one-horse cars from 5 to 6.5 m, width from 1.8 to 2 .15 m; body length of covered double-horse from 5.5 to 8 m, width from 1.9 to 2.1 m, open double-horse length from 6 to 8 m, width from 1.85 to 2.2 m. For roadways with track width in 1 m. The body length of covered one-horse carriages varies from 4 to 6 m, width from 3.8 to 1.9 m, length of open one-horse carriages from 4 to 6.5 m, width from 1.8 to 2. Double-horse carriages on narrow gauge roads are rarely used. For railway roads, the possible reduction in the dead weight of cars is very important. With the latest designs, it has been possible to reduce the dead load of these cars to 40% of the paid cargo, while for omnibuses this ratio is more than 70%, and for passenger cars of steam railways. etc. and up to 300%. The carriage frame is usually made of hardwood. The wheels are iron with steel tires, or cast iron with a surface hardened during casting. The diameter of the wheels varies from 70 to 90 cm. The distance between the axles of ordinary four-wheeled cars is from 1.5 to 2 m. Sometimes only one of the wheels is fixedly fixed on the axle, and the second wheel sits freely on the axle and rotates as the car passes through sharp turns. In some cases, it is considered advantageous to arrange the running parts of cars in such a way that the car can also run directly on the pavement, without rails. Such carriages were introduced about 18 years ago on the K. road network in Hamburg. Four wheels of the car have tires without flanges, and in front of the right front wheel there is a fifth wheel with a flange moving in the groove of the right rail. When the car needs to turn off the rails onto the street, the driver lifts the front guide wheel using a lever device, after which the car can move like an ordinary carriage. To eliminate shocks, railroad cars are equipped with steel or rubber springs. Braking of the cars is achieved by a handle mounted on the coachman's platform, through which he rotates a small conical drum located under the floor of the car and thus tensions the chain that presses the brake pads to the wheels. The brake is held by a pawl that grips a gear mounted on the handle rod. When releasing the brakes, the coachman pushes the dog away with his foot. The pads are then pulled back by the action of the spring and moved away from the wheels. Due to the frequent stops of the carriage and the difficulty of dispersing it from its place, horses on horse-drawn railways quickly deteriorate. To eliminate this, many devices have been invented, which generally boil down to the use of elastic traction devices and accumulator brakes. Devices of the first type consist of a spring inserted between the car frame and the harness hook, to which the drawbar or wagon is attached, and making it easier for the horses to accelerate the car from a standstill. Accumulator brakes are designed to accumulate the force that is expended when braking the car, in order to then use this reserve of work to facilitate the work of horses when the car moves from a standstill. But all the devices of this kind invented so far have not held up in practice. Coachmen on roads are equipped with a whistle, a trumpet, or a bell is attached to the carriage, through which the coachman can give warning alarm signals. To eliminate accidents, and, in particular, people falling under the wheels of cars, brushes are installed in front of the wheels or shields going down to the bottom around the entire car, gratings and crinolines of various designs. The cars are usually illuminated by kerosene lamps attached to the transverse walls, thus simultaneously illuminating the inside of the car and the platform. Some carriages of the latest design (eg Bristol railways) are illuminated by electricity using batteries placed under the passenger benches. Heated cars are still rare on Kazakh roads. To indicate the direction of the cars, appropriate inscriptions are made on the outside of them, or boards with such inscriptions are hung. On some lines, the direction of the carriages at night is indicated by lamps with multi-colored glasses. Two types of harness are used: English with heads and Danish with harnesses; the first is stronger, and the second is more comfortable for horses, because it is softer and lighter. The main food for horses is oats. Normal feed distribution occurs 3 times a day, morning, noon and evening. Once a week it is useful to season the food with salt. On some K. roads they force a horse to work continuously for the time allotted to it per day, on others they are often changed, harnessing the same horse several times during the day. The second method is more rational and the horses last longer. On long lines and when parks are remote, horses have to be unharnessed at certain points; prudent horse-drawn railway companies have recently sought to acquire internal station parks at central points of the network. Data on the economic situation and results of the operation of K. roads are incomplete even in those countries where attempts have been made to collect detailed statistical information on this subject. The data in the reports is not entirely reliable, simply because in most cases, entrepreneurs, for many reasons, do not find it convenient to present the position of the roads they own according to reality. From the published data on the operation of K. roads in some Russian cities (St. Petersburg, Moscow, Odessa, Tiflis) it is clear that for these roads the operating cost ratio ranges from 65 to 70%. In Germany this coefficient ranges from 50 to 90%, in Austria from 56 to 98%, in France and Belgium the same range of fluctuations is obtained, which depends on large number lines, with very different conditions operation included in the statistics. The distribution of expenses among individual items is also quite varied for different lines.
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This section is devoted to the development of the St. Petersburg tram, starting with horse-drawn railways until 1917. Contents 1 Horse-drawn railways and steam tram 2 Ice tram ... Wikipedia
- (Eisenbahnen untergeordneter Bedeutung, Localbahnen, Kleinbahnen; Chemins de fer industriels, agricoles, vicinaux; chemins de fer d intérêt local) lead directly to the railways from areas gravitating towards them. In the broad sense of the word... ... Encyclopedic Dictionary F.A. Brockhaus and I.A. Ephron
On July 22, 1863, the first test of the St. Petersburg passenger horse-drawn railway took place on Nevsky Prospekt. As a result, in the first year alone, the city horse-drawn line carried almost a million passengers.
The first test of a passenger horse-drawn railway in St. Petersburg took place on Nevsky Prospect 151 years ago, on July 22, 1863. A month later, on August 27, the first passengers boarded the horse-drawn carriage, which set off along the route “6th Line - Konnogvardeisky Boulevard - Admiralteyskaya Square”. The popularity of one of the first types public transport turned out to be stunning. In just one year, the first city horse-drawn line carried almost a million passengers.
Before the advent of horse-drawn cars, the opportunity to travel long distances around the city was available to representatives of the upper strata of society
We remember Interesting Facts from the history of the St. Petersburg horse-drawn railway.
19th century public transport
Before the advent of horse-drawn carriages, the opportunity to travel around the city over long distances was available either to representatives of the upper strata of society or to wealthy merchants, since they always had either their own ride or the opportunity to hire a carriage - a two-seater carriage. Peasants and workers mostly traveled on foot: cab drivers demanded exorbitant fees for their services, but were unable to satisfy the demand for transportation, which was growing every year.
The first attempt to solve the problem was the omnibus - a horse-drawn carriage, which soon became an integral feature of the city landscape in the 30s of the 19th century. Omnibuses could accommodate 10-16 people, and one-way travel cost 10 kopecks.
The city developed, the number of residents increased, and the carriages could no longer cope with the flow of passengers. Omnibuses were replaced by a new type of transport - the horse-drawn railway, which is considered to be the prototype of modern trams.
In 1854, in the vicinity of St. Petersburg, near Smolenskaya Sloboda, engineer Polezhaev designed and built the first horse-drawn railway, which stretched for 3.5 km. In 1860, the first freight horse-drawn railway line appeared in the city on the Neva. And three years later, horse-drawn horses began to transport people.
Fast and modern
The first horse-drawn railway partnership built lines along Nevsky Prospekt, along Sadovaya Street, as well as from Admiralteyskaya Square and along the Nikolaevsky Bridge. In 1863, a horse-drawn horse began transporting people for the first time.
The horse-drawn carriage instantly became a solution for those who want to get to their desired destination “quickly and in a modern way.” No stagecoaches or strollers shaking on their springs. Instead, it was proposed to transfer to a carriage with a wooden bench, which moves at a speed of 8-12 km per hour to the cheerful ringing of a bell, with which the coachman notified unwary passers-by about his approach. This type of transport became a serious competitor to flyovers and omnibuses: it could accommodate about 40 passengers.
Horse horses served only the central part of the city, not reaching the outskirts
Dangerous and indecent
At that time, a horse-drawn carriage was a carriage pulled along rail tracks by one or two horses driven by a coachman. The blue carriages were single-decker and double-decker. The second floor is open area with a bench called imperial and a ticket there was cheaper - two kopecks instead of five. By the way, this platform at one time caused heated debates in the Duma, where the idea horse road At first they reacted with disbelief. The whole reason was that the imperial, which was reached by a steep quarter-turn staircase located in the corner of the landing, was not only inconvenient and dangerous, but even... indecent: it was not at all comme il faut for the ladies with their dresses and a heap of petticoats to climb to such a height. Only over time were the stairs made flat, spanning the entire width of the platform, and since 1903, women received official permission to ride the Imperial.
Behavior rules
Well-bred young ladies from respectable families who walked around the city, accompanied by governesses, also did not have to fear that they would be treated with disrespect or that their delicate feelings would be offended: as soon as the horse-drawn horse rode along the city streets, a set of rules of conduct for passengers immediately appeared . For example, a man who entered a carriage had to bow his head towards the sitting ladies, smoking was allowed only on platforms and in open carriages, traveling with a pet was not allowed, drunk passengers and citizens “wearing too dirty clothes” carriages were not allowed, and “spitting in the carriage” was strictly prohibited.
Drunk passengers and citizens “wearing too dirty clothes” were not allowed into the carriages
Traffic schedule
The movement of the horse-drawn carriage had to begin no later than eight o'clock in the morning, and in the summer - no later than seven. The new kind transportation became so popular that in St. Petersburg and in other large cities “Horse Railway Associations” began to appear, which began to provide all city lines with new transport. Thus, by 1910, about thirty lines had been formed in the capital, which ran along the central streets of the city - along Nevsky Prospect and Sadovaya Street, from Admiralteyskaya Square to Nikolaevsky Bridge (now Blagoveshchensky). Horse horses served only the central part of the city, not reaching the outskirts. The benefits that shareholders received were colossal: in one year alone, the horse-drawn tram carried about a million passengers. Rumors of high profitability led to the creation of six horse parks, housing three thousand horses serving 26 routes. Horse parks in St. Petersburg were located in the area of current Sovetsky streets, at the Moscow and Narvskaya outposts and on the Petrograd side.
In addition to the coachman, or simply the carriage driver, the horse-drawn carriage was served by a conductor and two postilion boys, who harnessed the horses and helped overcome difficult sections of the route: for example, at the final station, unharness the horses and place them on the other side of the carriage to set off on the return journey.
Sunset
By the beginning of the 20th century, the popularity of horse-drawn trams began to decline, as a new invention appeared on the streets of St. Petersburg - the electric tram. Shareholders began to invest their capital in the development of tram traffic. At the same time, the construction of rails was carried out in parallel with the lines along which horse-drawn horses rode leisurely.
By 1917, the tram had almost completely replaced the horse-drawn railway from the streets.
However, in 2004 she reappeared in St. Petersburg. A life-size replica of a St. Petersburg horse-drawn carriage was created by sculptor Akhnaf Ziyanaev and installed on the square near the Vasileostrovskaya metro station. Exactly the same horse tram plied the streets of the city in the 70s of the 19th century.
From horse-drawn to tram October 27th, 2014
According to a centuries-old tradition, all innovations in Russia appear... in the capital (and not in Moscow, as some thought). The horse-drawn horse was no exception. In 1863, the first passenger carriages drawn by two horses appeared on the streets of St. Petersburg. The horse tram arrived in Moscow nine years later.
This is what the first horse-drawn horses looked like in St. Petersburg, photo from a drawing from the 60s of the 19th century. At first they climbed to the upper platform in exactly this way. Sometimes the descending passenger would stand with his foot on the head of the ascending one.
Of course, the horse-drawn horse was not the first type of public transport in Russia. Back in 1847, permanent omnibus routes appeared in St. Petersburg. However, difficult-to-control, bulky carriages with iron-bound wheels rolled along the shaking pavements and bounced on the slightest irregularities. Witty townspeople quickly renamed the omnibuses “hugbuses” (passengers were constantly thrown into each other’s arms), and the forty-seat carriages plying around the city were given the nickname “forty martyrs.”
A carriage traveling on rails was naturally much more comfortable for passengers than a stagecoach. Therefore, having first appeared in New York in 1831, the horse-drawn horse quickly spread throughout the world. And, as I already said, it appeared in our country.
Like any innovation, the horse-drawn car also had its opponents. Under pressure from the omnibus lobby, the St. Petersburg City Duma decided that it was absolutely impossible to allow horse-drawn trains on Nevsky Prospekt. Quote from the resolution: Laying rails along the streets will cause accidents with cab drivers; crossing the rails, the carriages will overturn, passengers will receive bruises and concussions, sometimes life-threatening... the horses will be afraid of the trams, and, in addition, passengers may fall under the carriages.
However, the appearance of horse trams was supported at the very top, and on September 1, 1863, the first carriages began running from the Nikolaevskaya Railway station to the Palace Bridge and back. By 1875, the city had three lines with a total length of eight miles.
Here and below, unless otherwise indicated, photographs by unknown authors
The roads were built with money from joint stock companies and were privately owned. Travel cost 3 kopecks for an outdoor seat and 5 kopecks for an indoor seat. For a metropolitan resident of that time (officials, officers, university professors), these were quite reasonable prices. Simple people Naturally, they walked or rode like a hare on the back platform until the conductor rounded them up.
Cars with seating at the top (a double bench in the middle of the roof) were called “imperial”. Women were not allowed to ride up there. Since it was believed that when climbing stairs (see the first photo), petticoats might be visible, which is indecent. The ban remained in effect for some time even after the appearance of spiral staircases. But later it was cancelled.
Quite quickly it became clear that the income received from transporting passengers was not sufficient to maintain the road and horses (ah, this ever-unprofitable public transport). In addition, the rich and influential residents of the capital were extremely dissatisfied with the horse-drawn carriage. Judge for yourself: respectable people in private cars and carriages with a personal driver, and here are some beggars on public transport. The city leadership initially decided not to develop the horse-drawn railway any further.
However, the population of the capital grew rapidly (for example, in just four years from 1865 to 1869 it increased from 539 to 669 thousand people) due to those who came in large numbers. The need for the development of urban public transport became obvious even to management who used exclusively personal carriages.
In 1874, a decision was made to build another 80 miles of railways in St. Petersburg. The horse-drawn carriage not only entangled the entire city, but also went beyond its borders.
Special rules were developed for the use of horse-drawn railways. They also included the following paragraph:
To prevent accidents, gentlemen, passengers are invited to enter and exit the carriage only at places where the carriage stops or is moving quietly, and they must dismount in the direction of movement of the carriages... On lines with double tracks and at sidings, gentlemen, passengers are invited to disembark from right side carriage, in the direction of travel, in order to avoid getting hit by the horses of the oncoming carriage.
As soon as the rules appeared, St. Petersburg residents began to see special daring in jumping out of cars while moving - first horse-drawn cars, and later trams. This habit continued until the doors of trams began to close automatically and until the external handrails disappeared.
Horse-drawn horse on the Anichkov Bridge over the Fontanka
Nevsky Prospekt in front of the Kazan Cathedral. Late 19th century
Nevsky Prospekt at the beginning of the twentieth century
Many people love horses. Of course, how can you not be moved by the sight of such an intelligent four-legged creature. But imagine how St. Petersburg smelled, soaked in horse manure for two hundred years. Tens of thousands of horses and each one constantly shits exactly in the middle of the street, avenue or square. Would you like piles of manure around St. Isaac's Cathedral?
Constantly looking for an alternative horse drawn. Pneumatic and steam engines, internal combustion engines, cable drive and electric motors, and even compressed air were tested. Cable trams (operated in dozens of American cities) and steam trams gained relative popularity. The latter were also used in St. Petersburg from 1886 to 1914.
What about electricity? In 1880, for the first time in Russia, a corresponding experiment was successfully carried out. Many people were enthusiastic about the possibility of running horse-drawn horses using electricity. However, further development of the new type of transport stalled. Firstly, many technical issues were not resolved, and secondly, the owners of horse-drawn railways did not consider it necessary to invest money in a “dubious enterprise.”
In order not to infringe on the rights of the joint stock companies that operated the horse-drawn cars, the first tram was launched on ice across the Neva!
The ice tram operated from 1894 to 1911
The final station, please vacate the carriage
Only in 1899, after the city bought several lines of horse-drawn railways, St. Petersburg finally received an “electric horse-car”, which was already available in many European cities. However, the horse tram not only continued to exist, but also developed. After all, to expand its network it was only necessary to lay rails. And for the tram it was necessary not only to lay wires, but also to build power plants. Once the omnibus lobby prevented the appearance of the horse-drawn railway, now the horse-drawn railway hindered the development of the tram.
Installation of electrical wires, photographer Karl Bulla
Nevertheless, progress could not be stopped. In September 1907, trams began running along the streets of St. Petersburg. But the horses didn’t go away right away. In 1912, the total length of the tram tracks was 112 versts, the horse tram - 68, and the steam tram - 10. The horse tram finally disappeared only in 1917 due to unavoidable difficulties in obtaining fodder for horses. Remember, it’s war, it’s revolution, but that’s another story.
In a long struggle, the electric tram won a complete victory over the horse-drawn tram.
St. Petersburg tram in 1933, photo from Wikipedia
However, St. Petersburg residents retained a good memory of the horse-drawn horse. In 2004, a monument with a model of a carriage from 1872-1878 was unveiled near the Vasileostrovskaya metro station. All its parts were restored according to the drawings of the Putilov plant found in the Central Historical Archive. In 2005, two more horses were added to the carriage. And in 2009, a coachman was added to the horses, who now leads them by the bridle. Let's wish the monument further updates: we can also add figures of the conductor and passengers.
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