(1835). However, horse racing became truly successful only after Alphonse Luba invented rails with a groove for the wheel flange, which were recessed into the roadbed, in 1852. Soon new type railroads has spread widely in the major cities of North America and Europe.
In Russia, in 1820, the tradesman Ivan Elmanov designed a horse-drawn railroad, which was called "road on poles". Horse-drawn rails in Russia were used flat and grooved on wooden beds. For suburban track roads, the Russian inventor Iosif Livchak proposed an original design in which iron-covered wooden rails were laid on a wooden canvas of firmly connected beams with a boardwalk laid on top of the ground.
In 1854, in the vicinity of St. Petersburg, near Smolenskaya Sloboda, engineer Polezhaev built a horse-drawn road from longitudinal wooden beams covered with iron. In 1860, engineer Georgy Ivanovich Domontovich built a horse-drawn railway for the transport of goods in St. Petersburg. There were also projects for the Volga-Don road and the route from Krivoy Rog to Yekaterinoslav, which were replaced by steam roads, and the project of D. V. Kanshin, who made a proposal in 1867 to build a whole network of horse-drawn railways of great length beyond the Volga, starting from Samara to Orenburg and beyond (instead of this, the Orenburg steam railway was built).
According to information for 1890, the length of horse railways was:
- United States - 8955.8 km
- Germany - 1286 km.
- Russia - about 600 km.
- Holland - 592 km.
- France - 508 km.
- Belgium - 404 km.
- England - 343 km.
- Italy - 223 km.
- Austria-Hungary - 222 km.
- Denmark - 61 km.
- Switzerland - 28 km.
IN Russian Empire the horse-drawn carriage was built in most large cities and provincial centers - St. Petersburg (commodity in 1860, passenger in 1863), Moscow (1872), Kazan (1875), Riga (1882), Saratov (1887), Samara, Voronezh, Minsk and etc. In most cases, the horse tram was built with the participation of foreign capital. One such company was the Belgian "Joint Stock Company of Urban and Suburban Horse-Railways in Russia". In Brussels, in 1885, a "General Company of Trams of Moscow and Russia", popularly called simply the "Belgian Society", along with "The first society of railway horse roads in Moscow" which made a significant contribution to the development of the transport and passenger infrastructure of the largest city of the Russian Empire in the pre-October period. By the end of the 1890s. the total length of the network of both societies was about 70 versts. Subsequently, often, horse tram owners became ardent opponents of the introduction of an electric tram, with which the horse tram could not compete. Such a situation, for example, was in St. Petersburg, Kharkov and Samara, so the tram tracks were laid parallel to the horse-drawn tracks. In other cities, the authorities bought out the economy of horse roads in order to turn the horse car into a tram (Moscow, Königsberg, etc.). This course of events was the most favorable for the horse-drawn workers: they did not lose their jobs, but acquired another employer and retrained.
The horse-drawn carriage continued to be used in Moscow until 1912, in Petrograd until September 1917, and in Minsk until 1928.
Konka (horse-drawn railway city road) - view public transport, widely used before the translation railway for steam, thermal, electric or cable traction. The most common area of application for horse riding was urban transport; thus, the horse tram was the forerunner of the electric tram. This is Wikipedia...
It's the same wiki article...
Horse riding appeared after the advent of railways. Using horses, they wanted to eliminate the dangers of steam traffic that seemed significant at that time and, at the same time, take advantage of the convenience of transporting bulk goods by rail. Thus, on the first Tsarskoye Selo railway opened in Russia, passengers were transported for the first time in horse-drawn carriages.
But in this form, the horse-drawn carriage did not last long, since it was soon necessary to make sure that horse-drawn traction was slower for transportation over long distances, and the composition of the train was very limited. Therefore, the steam locomotive replaced horses on the railways quickly and everywhere. https://ru.wikipedia.org/wiki/Konka
Please read these lines carefully!
.... the horse-drawn carriage appeared after the advent of railways !!!...
I did not immediately understand what the catch is here! Let's look at the city horse-drawn carriage.
I want to focus your attention on the road itself, and not on the carriages yet. The rails are laid together with paving stones, capitally.
Pay attention to the rails - there are a lot of them and they branch out like on modern tram tracks, these are not arrows, they are just branches!
Let me tell you a little about rails. The rails are rolled, and complex and good metal, the tram rails are special - they have a special groove to prevent derailment and, most importantly (!!!), it was possible to lay the rails flush with the road surface! What we see in the photos.
Some photos may have been taken already in the era of the electric tram, so to speak for history. But the fact remains. First, they laid the rails, which were difficult to manufacture, made wagons, which are also not a simple product, and then they harnessed the horse!
And where is the steam locomotive that should have been galloping across the open spaces with might and main?
Interestingly, horse racing is a world phenomenon, there was horse racing everywhere, there were rails everywhere and horses pulled wagons along the rails. Here is the prevalence of horse-drawn railways in the world in 1890 - WIKI: According to information for 1890, the length of horse-drawn railways was:
United States - 8955.8 km.
Germany - 1286 km.
Russia - about 600 km.
Holland - 592 km.
France - 508 km.
Belgium - 404 km.
England - 343 km.
Italy - 223 km.
Austria-Hungary - 222 km.
Denmark - 61 km.
Switzerland - 28 km.
The strange thing here is not the very fact of the existence of the horse-drawn carriage, the strange thing is that in the USA the length of the roads was almost nine thousand kilometers !!!
Once again I want to emphasize - the horse-drawn carriage is just a railway where a horse pulls instead of a steam locomotive, everything else is like in an ordinary railway!
If you think that Konka is a city transport, then it is not!
.....In 1860, engineer Domantovich built a horse-drawn railway on the streets of St. Petersburg. Mention should be made of the project of the Volga-Don road and the route from Krivoy Rog to Yekaterinoslav, which were replaced by steam roads, and the project of D.V. Samara to Orenburg and beyond. Instead, the Orenburg steam railway was built....
How interesting they write - a steam railway was built, it was built from steam or something, of course not from iron rails, just instead of horses, steam locomotives began to drag cars along the road!
Let's take a look at the horse carriages.
And here are the cars of the first electric tram.
I want to digress a bit and see what happened in the meantime on the SASH railways in 1861-1865, at that time the North-South war was going on, many photographs have been preserved that are attributed to this time and this event. I'll take photos that have rail technology.
The photographs clearly show two-axle wheelsets, suspension systems that are complex in execution, the cars are practically modern look. On the last photo the track seems to me (it seems!) very wide! A huge number of steam locomotives - and this is in 1861 - 1862? And at the same time in 1890 in America nine thousand kilometers on horse-drawn ???
... For 10 years (1830-1840) the length of railways in the USA increased from 40 miles to 2755 miles (4.4 thousand km). And before the start of the Civil War, in 1860, and at all, more than 30 thousand miles!
And in 1890, 9,000 km horse-drawn, that there were not enough steam locomotives?
All this reminded me of this...
This stage of the short-term loss of technologies and their carriers is very reminiscent of the story of Brunel's ship and rifled guns that were loaded from the muzzle and had flint ignition of gunpowder instead of cartridges that ran out!
Song of an old cabman m/f Old record
Which industry is progressing the fastest? It's probably transport. Looking at our roads with eternal traffic jams, yards clogged with cars, it is hard to imagine that a hundred and fifty years ago, humanity moved exclusively (well, almost exclusively) using poor horses. Only the cabin changed, i.e. carriage, i.e. droshky or a variety of other seating configurations. Yes, and the number of seats gradually increased. Passenger traffic has grown.
So there was such an invention, strange at first glance, as the horse-drawn carriage. To be more precise: a tram in the tail of a horse; a tram of two or one horsepower, a tram running on oatmeal fuel - as soon as the horse was not called.
The main innovation of the horse-drawn carriage is the laying of rail tracks on city streets.
The massive use of horse-drawn street railways became possible after the French engineer Alphonse Luba in 1852 invented a rail with a side groove that could be sunk into the pavement - exactly the same rails are still being laid for an ordinary city tram. On the rails, a pair of horses calmly carries a wagon for fifty people.
In Russia, horse racing first appeared in St. Petersburg in 1854. It was at this time that the engineer Vasily Polezhaev built a track from wooden beams covered with iron, not far from the Smolenskaya Sloboda. A few years later, carriages on rails became commonplace in the capital.
Photo: St. Petersburg, monument to "Konka"
The horse carriage was an open or more often closed carriage, sometimes two-story with an open top (imperial). The carriage was pulled along the tracks by a pair of horses driven by a coachman. In places where the horse tram lines crossed steep slopes, the carriages were waited for by postilions (usually teenage boys), who harnessed 1-2 more pairs of horses and helped to overcome a difficult place, then additional horses were unharnessed on a flat area.
Parisian tram at the end of the 19th century
Old photos of Tallinn (Revel)
Konka in Samara
Konka in Samara
Moscow horse racing
Konka appeared after the advent of railways. Using horses, they wanted to eliminate the dangers of steam traffic that seemed significant at that time.
and, at the same time, take advantage of the convenience of transporting bulk cargo on rail tracks. Thus, on the first Tsarskoye Selo railway opened in Russia, passengers were transported for the first time in horse-drawn carriages.
But in this form, the horse-drawn carriage did not last long, since it was soon necessary to make sure that horse-drawn traction was slower for transportation over long distances, and the composition of the train was very limited. Therefore, the steam locomotive replaced horses on the railways quickly and everywhere.
horse riding in Riga
Horse with imperial- the phrase is probably known to everyone from classical literature.
moscow horse racing
Kazan, Konka № 125 Peterburgskaya street
The important word "Imperial" is a double bench on the roof of a tram, horse-drawn carriage or bus, on which the passengers sat with their backs to each other, and their faces to two opposite sides of the street. On the sides of the roof there were light railings, to which tin signs with advertisements were often attached.
We climbed the imperial along a narrow spiral staircase. At one time, women were not allowed on the imperial, as it was believed that when climbing to the roof of the car, petticoats would be visible - which is indecent.
Moscow Konka Imperial
horse riding in Odessa
Crash
Konka in Russia lasted until the 90s of the XIX century, when it was forced out of the streets (again - with difficulty) by an electric tram.
Konka already without horses - a real tram
Old trams in the Mosgortrans Museum
June 7, 1872 146 years ago in Moscow began
construction of the first horse-drawn railway in the city.
Until 1872, there was no regular and affordable form of public urban transport in Moscow. But all the first means of mass passenger transport were based on the use of horse traction - rulers, stagecoaches, omnibuses and other multi-seat crews. More prosperous Muscovites used the services of cabs or their own carriages.
But every year, in the conditions of an intensively developing city, such means of transportation could not solve all the problems of transporting Muscovites, in particular, to increase the speed of movement, increase the capacity of vehicles and reduce the cost of travel. After all, not every Muscovite could use the services of a cab. By the middle of the 19th century, railways had developed, and the advantages of rail transport had become so obvious that the idea of using rail tracks for intracity transportation arose. They found a way out in the creation of a horse-drawn railway or horse-drawn carriage (a type of public transport that was widely used before the transfer of the railway to steam, thermal, electric or cable traction). Konka became the city's predecessor to the electric tram. In 1852, the French engineer Luba proposed to arrange such railroad tracks along the streets of large cities, he built a horse-drawn tram in New York, and soon a new type of road was widely spread in Europe.
In Russia, horse racing first appeared in 1854 in the vicinity of St. Petersburg. The proposal to build a horse-drawn railway line in Moscow was discussed at a meeting of the City Duma in 1863. A year later, the first project for laying horse-drawn railway lines was developed, then a number of other proposals followed, but only in April 1872, the Duma finally approved the project for the construction of a network of horse-drawn railway lines. The history of the Moscow horse-drawn carriage began on June 7, 1872, when the Ministry of War laid the first temporary horse-drawn railway line along the central streets of the city - from Tverskaya Zastava to Red Square. Its construction began in connection with the Polytechnic Exhibition in Moscow in the summer of 1872 and timed to coincide with the 200th anniversary of the birth of Peter the Great. Grand opening- the beginning of the regular movement of 8 English horse-drawn tram cars - took place a month later on the opening day of the exhibition - July 7, 1872.
The event was also attended by Alexander II, who was very pleased with the new mode of transport. The construction, with the participation of military railway workers, and the temporary operation of the line were carried out by entrepreneurs D. Guryev and M. Novikov, who supplied the entire necessary material for laying tracks and wagons from England. Konka was a covered double-horse wagon, which, as a rule, had an imperial, i.e. a flat roof adapted to accommodate passengers on it. The length of the wagons reached 8 meters, width - 2 meters. Each could accommodate 40 passengers, the seats were arranged at the top and bottom - 10 seats each on two longitudinal benches. Ladies were forbidden to use the imperial. The carriage was pulled along the tracks by a pair of horses driven by a coachman. In places where the lines of the horse-drawn carriage crossed steep ascents, the carriages were waited for by postilions (usually teenage boys), who harnessed a few more horses and helped to overcome a difficult place, then they were unharnessed on a flat area. Konka was the forerunner of the electric tram. In 1875, the "First Society of Horse-Railways in Moscow" was created. In 1885, the Belgian company "The Main Society of Horse-Railways" was organized.
These organizations (united in 1891) built horse-drawn lines along the Boulevard Ring, Garden Ring, laid routes from the central part of the city to its outskirts - to Vorobyovy Gory, Dorogomilovo, Butyrki, etc. In the 1880s, the horse-drawn tram became the main and convenient regular public transport in Moscow. By 1900, the network of horse-drawn railways in Moscow amounted to 94 km; 241 horse-drawn carriages ran on 25 lines. There were 9 terminal depots (more than 2000 horses and 400 wagons). Passengers were able to travel in all directions on one transfer ticket, which reduced the cost of travel for most Muscovites and significantly increased the number of passengers using the tram. At the beginning of the 20th century, the horse tram was built in most large cities and provincial centers of Russia - Kazan, Minsk, Odessa, Samara, Yekaterinburg, Voronezh, Rostov, Novgorod, Riga, etc. In most cases, such roads were built at the expense of joint-stock companies, with the participation of foreign capital. Konka played its role - it was the forerunner of the electric tram. In Moscow, the use of the horse-drawn carriage continued until 1912. It was purchased by the City Duma from private companies in part in 1901 and finally in 1911 and was replaced by a tram network.
Cab drivers on Starokonnaya Square.
Horse-drawn line along Novo-Moskovskaya
street. (direction to Zastava)
The horse-drawn carriage, which appeared in Voronezh at the end of the 19th century, can be safely called the first urban mode of transport. Its appearance was preceded by special stagecoach carriages and horse-drawn omnibuses, but their bulkiness, focus on long-distance flights and the lack of regular flight routes do not allow us to speak of them as urban transport. By the way, the omnibus in Latin means "for everyone" and was intended for people who do not have the opportunity to use individual transport and can rightly be called the first public transport.
The main urban passenger transportation was carried out by cab drivers, the then analogue of a modern taxi. Their main location was the cab exchange on Starokonnaya Square (part of modern Lenin Square), where any resident of the city, according to established fee, could arrange with a cab driver for delivery to any part of the city. But not all residents could afford separate crew, and cabbies, as a mode of transport, no longer met the needs of the city.
In the second half of 1886, Voronezh entrepreneurs, state councilor engineer Andrey Nikolaevich Gorchakov and candidate of law Leonid Petrovich Blummer, proposed to the City Duma for consideration a project on the construction of a horse-drawn railway in Voronezh, or simply horse-drawn carriages.
Horse-drawn railway on Bolshaya Dvoryanskaya.
Hotel Central (Prospect Revolution, 42)
The idea to put "public carriages" on rails appeared in the first half of the 19th century, after the emergence of railways. The use of horses as a draft force made it possible to eliminate the inconvenience and seeming dangers of steam engines and, at the same time, the horse-drawn carriage made it possible to take advantage of the convenience of transporting goods by rail. In 1831, the French engineer Luba proposed to arrange railroad tracks along the streets of large cities for the transportation of light passenger cars by horses. In New York, he organized a company for the construction of horse-drawn railways, and a year and a half later, on November 14, 1832, the first horse carriage moved along the route New York - Harlem. Soon a new type of railway spread in Europe, and in 1836 the tradesman Elmanov, as if in protest against the intentions to introduce a steam engine in Russia, designed the first connorrail in Russia.
TO late XIX century, the horse tram was built in most major cities and provincial centers of Russia - St. Petersburg, Moscow, Samara, Yekaterinburg, Rostov, Novgorod. The total length of the connorrail tracks in 1890 was about 600 kilometers. In most cases, horse racing was built with the participation of foreign capital.
Horse-drawn carriage on Bolshaya Dvoryanskaya
in the background I Men's Gymnasium
(building of the Technological Academy)
After a comprehensive discussion of the horse-drawn railway project at a meeting of the City Duma on October 16, 1886, the proposal of the entrepreneurs was approved, and on June 16, 1887, the Voronezh City Council concluded a concession with engineer Gorchakov, according to which he was granted the exclusive right to build a network of horse-drawn railways for transportation of passengers and cargo in the city of Voronezh.
According to the terms of the agreement, after forty years after the start of the horse tram, all the roads arranged by the entrepreneur with all the buildings and workshops, rolling stock (with the exception of horses and harness) were to be transferred to the city free of charge. At the same time, it was stipulated that the city could buy out the equipped network during the first twenty-five years.
Horse-drawn-iron transportation was taxed &mdash annually, the city treasury was supposed to pay 40 rubles from each double-decker passenger car for the first thirty years and 50 rubles for ten recent years. From each one-story car, 30 and 40 rubles were due, respectively. And for a freight car or platform, it was required to pay 10 rubles each.
The total amount paid for the year was to be at least 600 rubles (after the first 5 years of operation). In winter, if necessary, sledges were supposed to be used instead of wagons, but they were not subject to payment.
For four years, under the leadership of an enterprising engineer, the construction of a horse-drawn railway was underway. Steel rails were laid along the central streets of the city in two tracks 1 meter wide. The laying was done in such a way that the rails did not protrude above the roadway and did not interfere with free passage through the streets. But shortly before the completion of the work, on June 25, 1891, A.N. Gorchakov transferred the contract with all the rights and obligations to the Belgian company "Joint-Stock Company of Horse-Railways in Russia", which by that time had already built a horse-drawn tram in Minsk.
Horse-drawn carriage on Bolshaya Dvoryanskaya
On August 11 (23 according to the new style), 1891, traffic was opened along the first route of the horse-drawn railway - from the railway station along Bolshaya Dvoryanskaya (Revolution Avenue) to the New Mitrofanovskaya Church (the area of \u200b\u200bthe modern circus). From that day on, passenger cars and cargo platforms, with the help of one or a pair of horses, driven by a coachman, began to move along the streets of the city.
Passenger cars could accommodate up to 20 people. By analogy with railway transport, the horse had a first class, in which passengers sat under a roof. In each carriage there was a conductor who sold lettered tickets. Each car was equipped with brakes, lights and a number. In a conspicuous place, inside the car, they were necessarily hung out rules for passengers.
Fare in summer time(from April 1 to October 1) from 7 am to 11 pm and in winter (from October 1 to April 1) from 8 am to 10 pm was limited by the City Administration to 2.5 kopecks per verst (1 verst - 1, 06 kilometers) for the first class and 1.5 kopecks per verst for the second class.
The rest of the time the fee could be twice as high. The payment for the goods was established by the carrier independently, but its increase could only be with the special permission of the City Administration.
horse-drawn carriage
B. Devichskaya (Sacco and Vanzetti st.)
For the first route, from the station to the end of 1st Ostrogozhskaya Street (Pushkinskaya) or back, the fare was set at 5 kopecks. Children under 3 years old were transported free of charge if they did not occupy a separate seat. The movement from the Novo-Mitrofanovskaya Church began at 7 o'clock in the morning and ended at 10 o'clock in the evening. The first car departed from the station at 7:30, the last at 10:30.
Horse railway tickets
In connection with the beginning of the movement of the horse-drawn carriage, City Duma published Binding Ordinance, which forbade driving along the rails and between them in carriages of various kinds. It was also forbidden to clutter up and spoil the paths. Horse cars were given priority when the car was approaching, all crews had to turn to the sides of the street, and when crossing the tracks, the crews had to give way to horse cars.
The speed of the wagons was limited to 12 versts per hour, but at the same time, the lowest speed between the final sidings had to be at least 7.5 versts per hour. Thus, the carriages moved quite slowly, and dexterous passengers had the opportunity to get off or jump into the horsecar right on the go. In places where the lines of the horse-drawn carriage crossed steep ascents, postilions were on duty, who harnessed one or two more pairs of horses and helped the horse-drawn carriage drive up the mountain, then on a flat area they unharnessed additional horses and waited for the next carriage.
Zh.-d. railway station. Ultimate.
By the beginning of the 20th century, three horse-drawn railway routes operated in Voronezh, all of them were laid for the most part in the city center. The first, longest route took its start at the railway station, then along the current Koltsevskaya Street it went to Bolshaya Dvoryanskaya (Revolution Ave.), along which it crossed Starokonnaya Square and then turned onto Bolshaya Devitskaya (now this section of the street is called Platonov) along which to the 1st Ostrogozhskaya (Pushkinskaya) and ended at the Newly Built Cemetery (the circus is now located in its place). The second route intersected with the first on Starokonnaya Square and stretched along the straight line of Novo-Moskovskaya Street (Plekhanovskaya) from the Mitrofanovsky Monastery (now the main building of the VSU) to the western outskirts of the city - Zastava. Along Bolshaya Devichnaya (Sacco and Vanzetti) and Petrovsky Descent (now Stepan Razin Street), from the Maiden's Market to the City Garden, there was another route, the most difficult and unhurried due to the difficult terrain.
Crossroads of B. Dvoryanskaya and Novo-Moskovskaya.
Over the three decades of its existence, Konka has shown itself to be a convenient and affordable urban transport, truly worthy of the title of "public". Already by 1915, more than two million one hundred thousand passengers used the horse-drawn railway. But time and technical thought do not stand still - the plan for the construction of an electric tram approved in 1914 put an end to the "equestrian" age. With the outbreak of the First World War, the construction of the tram became impossible, and the horse tram continued to operate successfully. But in the conditions of the general economic crisis caused by a long war, and then with the beginning of the revolution and civil war, horse-drawn carriage began to fall into disrepair. In 1922 only one car was already running on city routes, and soon the resumed construction of the tram completely closed the horse-drawn carriage.