The very first bus. Bus (history of invention) The history of the emergence of a bus for children
Buses!
Bus. The word "bus" is derived from the abbreviation car-omnibus.
Bus- this is a trackless mechanical vehicle designed to carry 8 or more passengers, having at least one autonomous engine powered by energy stored on board.
Bus History!
It is believed that the world's first bus, according to modern classification, was created in 1801 by Richard Trevithick (he is also the inventor of the first English steam locomotive).
The public demonstration of Richard Trevithick's machine took place on December 24, 1801 in Camborne (Cornwall, England). It was a steam-powered car capable of carrying 8 passengers.
The first electric bus appeared in London in 1886. He could drive at an average speed of 11.2 km/h.
The first electric bus in Russia was built in 1901 at the Duks Moscow plant. It was a 10-seat bus that could reach speeds of up to 20 km/h and had a range of 60 km.
Buses with internal combustion engines!
The world's first bus with an internal combustion engine running on gasoline was created in Germany in 1894-1895 at the Benz plant.
Pictured is a Benz bus.
The Benz bus accommodated 8 passengers and ran along a 15-kilometer route between the German cities of Siegen, Netfen and Deutz.
In Russia, the first bus with an internal combustion engine was built in St. Petersburg in 1903 at the Frese factory. This car had an open body that could accommodate 10 people. The car was equipped with a single-cylinder engine with a capacity of 10 horsepower, which allowed speeds up to 15 km / h.
The world's first city bus with an internal combustion engine appeared in London on April 12, 1903.
In Russia, the bus as an urban public transport was first used from June 1907 in Arkhangelsk. A bus of the German brand NAG (NAG) was brought to the city. This car was designed for 25 passengers and weighed 6 tons. Engine power 26 hp
November 11, 1907 the first passenger bus route was opened in St. Petersburg. On this occasion, a message was placed in the Petersburg Leaflet:
“By twelve o’clock in the afternoon, an omnibus car or, as they are now called, a bus, arrived at the Alexander Garden, opposite Voznesensky Prospekt.”
Buses on Moscow streets!
In Moscow, the first bus routes were essentially suburban.
For example, the first Moscow bus route "From Maryina Roshcha to Ostankino". This route was opened on July 17, 1907, and two open buses owned by Count A. D. Sheremetev, an 8-seater Daimler and a 12-seater NAG charaban, ran on it in the summer season. The fare from Moscow to Ostankino cost 15 kopecks.
The photo shows a Daimler bus in Ostankino, 1907.
At the beginning of 1908, two more "suburban" routes were launched in Moscow - from Petrovsky Park to Pokrovsky-Glebov, and from Semyonovskaya Zastava to the Izmailovsky menagerie.
And at the end of July 1908, the City Railways Department purchased a “self-propelled omnibus”, which traveled for three weeks from Theater Square to Bolotnaya Square and Serpukhov Gates, but quickly broke down, possibly due to bad pavements. It was the first attempt to run a bus in the center of Moscow.
Permanent regular bus traffic in the center of Moscow was opened only on August 8, 1924, when 8 Leyland brand buses entered the first regular route between Kalanchevskaya Square and Tverskaya Zastava.
“Yesterday at 12 o’clock a regular bus service opened in Moscow from Kalanchevskaya Square to Tverskaya Zastava. The entire route of 8 versts is divided into 4 stations and 13 stops, the journey takes 25-27 minutes. 8 buses run along the line with an interval of 6-8 minutes. The fee for one station is 10 kopecks. In the near future, the Ministry of Housing and Communal Services (MZKKH) will receive 8 more buses from abroad, which will serve the second line. The bus will facilitate the work of the tram.”
The English right-hand drive "Leyland" is the first Moscow bus.
For the operation of buses in Moscow, a staff of 45 people and a garage at the corner of Bolshaya Dmitrovka and Georgievsky lane were allocated.
In 1925-1926, most of the buses in Moscow stood in the open, as the garage could not accommodate all the cars.
In 1926, the MZHKH decided to allocate a site for a new, more extensive garage at Bolshaya Ordynka, house 40, where all the rolling stock was transferred.
In 1926, Moscow buses carried 32.6 million passengers, and trams - 467.7 million.
In 1927, on Bakhmetyevskaya Street, according to the project of architect Konstantin Melnikov and engineer Vladimir Shukhov, a specialized bus garage for 125 Leyland cars began to be built in the style of constructivism, which was put into operation in 1929.
At the time of the opening of the garage on Bakhmetyevskaya Street, 13 bus routes with a total length of 113.8 km were already operating in Moscow, and more than 130 Leylands traveled along them.
In 1929, the first Soviet buses began to arrive at the Moscow Department of Public Utilities.
The Yaroslavl Automobile Plant first produced buses Ya-3, then Ya-6 for 36 seats on the basis of the Ya-5 truck.
On the photo bus Ya-3.
On the photo bus I-6.
They began to produce buses in Moscow at the AMO plant. Starting from 1931, AMO-4 buses with 26 seats, and since 1932, AMO-F-15 buses with 28 seats. Subsequently, the AMO plant in 1931 was renamed the Automobile Plant. Stalin, or ZIS, and this abbreviation gave the name to all subsequent bus brands of this plant.
On the photo bus AMO-4.
In 1934, the ZIS-8 buses, created on the basis of the ZIS-5 truck, entered the streets of Soviet cities, which became the first mass-produced domestic buses.
The ZIS-8 bus had 21 seats, the enlarged cabin already allowed 8-10 standing passengers to be carried. The 73-horsepower engine accelerated the bus to 60 km / h, which was enough for urban transport.
The photo shows a ZIS-8 bus with a trailer.
In 1838, the production of ZIS-16 buses began. The ZIS-16 bus, in accordance with the then automobile fashion, was distinguished by a streamlined body shape, still made on a wooden frame, and was produced until August 1941.
The photo shows the ZIS-16 bus.
In the second half of the 1930s, the Moscow bus fleet developed very rapidly. Bus routes covered not only the outskirts of the city, where there were no trams and trolleybuses, but also central highways, especially those where tram tracks were removed in 1936-1937.
At the end of 1937, 41 bus routes operated in Moscow. Two night routes were organized: bus route "B" along the Garden Ring, and bus route No. 24 Sverdlov Square - Automobile Plant named after. Stalin.
With the beginning of the Great patriotic war most of the Moscow bus rolling stock and repair and technical base began to serve the military department. About 800 Moscow buses were transferred to the Red Army, most of the remaining served hotels and the needs of local air defense.
In wartime, central car repair shops were set up in the Bakhmetevsky garage, where front-line cars were repaired.
In January 1942, the Council of People's Commissars of the USSR instructed the Moscow Council to create a convoy of 40 Moscow buses to evacuate the inhabitants of besieged Leningrad.
Moscow buses after the war!
Since the beginning of 1945, work began on the restoration of the Moscow bus industry and overhaul buses returned from the front. Simultaneously with the repair, they began to restore the movement of buses along the routes.
By the end of 1945, 15 bus routes with a total length of 155 km were reopened.
In 1945, 403 Moscow buses carried 45.8 million passengers.
In 1946, the number of Moscow buses increased to 600, and the number of routes to 32 (322 km), transportation already amounted to 123.2 million passengers.
After the end of the war, it became clear that the old models ZIS-8 and ZIS-16 with a wooden body and steel sheathing did not meet the technical standards of the time and were not able to satisfy the increasing passenger flow. Therefore, at the Stalin plant, they began to design a new bus of the ZIS-154 brand for 34 seated and 26 standing places.
In the summer of 1947, the first serial batch of new buses began to run on the first route (Sverdlov Square - Belorussky Station). The second batch of 25 buses took to the streets of Moscow on the days of the 800th anniversary of the capital - in September 1947.
The photo shows Moscow buses ZIS-154. 1947
In the 1950s, the bus became the main ground passenger transport in Moscow. The following reasons contributed to this: intensive removal of tram lines, with replacement by buses; and the rapid mass development of the outskirts of the city, where it was faster and easier to start up a bus, and not a tram with a trolleybus.
In 1956, at the Moscow plant named after Likhachev (formerly the plant named after Stalin), tests began on a new model of the ZIL-158 bus, which appeared on the streets of Moscow in the fall of 1957.
The photo shows the ZIL-158 bus.
By the early 1960s, the ZIL-158 gradually replaced the ZIS-154 and ZIS-155. The last ZIS-155 buses left the streets of Moscow in 1962.
In 1961, the production of ZIL-158 buses was transferred to the Likinsky plant in the Moscow region (LiAZ).
Between 1949 and 1959, the share of the Moscow bus in all traffic increased from 10 to 27 percent.
In 1958, the bus overtook the trolleybus in this respect, and in 1959 the tram.
The development of bus transportation in Moscow continued into the 1960s, when new housing estates were built much faster than metro or trolleybus lines were brought there. The number of Moscow bus routes in these years is growing rapidly.
By 1963, the volume of Moscow bus transportation was almost equal to that of the metro. By this time, bus transport in Moscow had become the second most important type of urban transport and practically the main mode of transport in new residential areas.
In 1963-1966, 68 new bus routes were opened in Moscow, mostly in new residential areas on the outskirts of Moscow. The number of buses has increased from 3312 to 4480.
In 1967, a new model began to arrive in the bus fleets of Moscow and the USSR - the legendary LiAZ-677, which was produced at the Likinsky plant until 1994.
The photo shows the LiAZ-677 bus.
In 1968, the number of city bus routes in Moscow exceeded 200.
In 1970-1971, the 10th and 11th bus depots were opened, each for 400 cars.
Along with the LiAZ-677, the Hungarian Ikarus-180 buses also entered the 11th bus fleet of Moscow. These were the first “accordions” in Moscow, that is, articulated buses.
The photo shows the bus Ikarus-180.
These buses were operated until 1983. They were replaced by the model of the same manufacturer Ikarus-280, in addition, a single, short Ikarus-260, without an accordion, was also used.
The photo shows the bus Ikarus-280.
The photo shows the bus Ikarus-260.
In 1970-1980 in Moscow, the bus still held the leading role in the transportation of passengers among all types of surface urban transport. In 1988, its share increased to 36%. On busy bus routes in these decades, "Ikarus" went, on less stressful - "LiAZ".
In 1994-1996, new routes were organized in Mochkva in the areas of mass residential development Zhulebino, Mitino, Maryinsky Park, South Butovo, Novokosino. At the beginning of 1996, 442 bus routes operated in Moscow.
In the third millennium, after the 2000s, the Moscow bus fleet continues to grow and still plays a large role in the passenger transportation of the capital city.
Nowadays, Moscow bus routes are served by modern domestic and foreign buses.
Buses! Buses on Moscow streets!
The world of buses is huge, for a long history of development of the bus industry in different countries was released a large number of bus models for various purposes. We looked at only a small part of this story - passenger buses of Moscow streets!
Buses! The history of buses on the streets of Moscow!
Thursday, April 18, 2013
Today, April 18 marks the 89th anniversary of the Moscow bus! April 18, 1924 was launched the first bus route. Have there been attempts to start the bus before? And how did this type of transport develop further in Moscow? You will find answers to these questions below.
Which buses appeared first in Moscow, how right-hand drive cars drove around the city, where did the double-decker buses go and much more —>
The "ancestors" of the bus in Moscow in the 19th century were rulers - horse-drawn carts for 10-14 seats, they were launched in 1847. In the 1890s, Moscow entrepreneurs tried to renew this type of transport, appealed to the City Duma with a proposal to launch omnibuses on the streets of Moscow - public transport vehicles, which had already appeared in Europe by that time. But the city authorities refused, arguing that such transport would be too bulky and wide for narrow Moscow streets.
Nevertheless, in 1907 there was an attempt to launch the first bus.
Bus "Daimler" in Maryina Roshcha, 1907.
But the first bus line in Moscow was essentially a suburban "minibus" - from Maryina Roshcha to Ostankino, since the city authorities did not want to compete with the city-owned tram. This branch was opened on July 17, 1907, and in the summer season two open buses owned by Count A. D. Sheremetev, an 8-seater Daimler and a 12-seater NAG charaban, ran on it. The fare from Moscow to Ostankino cost 15 kopecks.
Bus "Daimler" in Ostankino, 1907.
The following year, 1908, two more “suburban” routes were launched - from Petrovsky Park to Pokrovsky-Glebov, and from Semyonovskaya Zastava to the Izmailovsky menagerie. And at the end of July 1908, the City Railways Department purchased a “self-propelled omnibus”, which traveled for three weeks from Theater Square to Bolotnaya Square and Serpukhov Gates, quickly broke down, possibly due to bad pavements. It was the first attempt to launch a bus in the city itself, in its center.
An English right-hand drive "Leyland" on Sverdlov Square, mid-1920s - the first Moscow bus.
But in the 1920s, the city grew rapidly, and the need for transportation of the population increased, the tram network was overloaded, and the Ministry of Housing and Communal Services decided
organize regular bus service. And so, April 18, 1924 2009, several imported and home-made buses, converted from trucks, were launched along the dacha line Presnenskaya Zastava - Serebryany Bor. The operation of the line showed good results, and in the summer of the same year, the MZHKH launched the route already within the city. It connected Kalanchevskaya (now Komsomolskaya) Square with the Belorussky railway station. Interestingly, at first there was no timetable, the buses just went from one point to another without a specific schedule. At first, only 8 buses of the English company Leyland ran. They could reach a maximum speed of 30 kilometers per hour, and fit 28 people in them.
"Leyland" on Sheremetyevskaya street in Maryino grove, late 1920s.
Here is how the newspaper Rabochaya Moskva wrote about this on August 9, 1924:
“Yesterday at 12 o’clock a regular bus service opened in Moscow from Kalanchevskaya Square to Tverskaya Zastava. The entire route of 8 versts is divided into 4 stations and 13 stops, the journey takes 25-27 minutes. 8 buses run along the line with an interval of 6-8 minutes. The fee for one station is 10 kopecks. In the near future, MZHKH will receive 8 more buses from abroad, which will serve the second line. The bus will facilitate the work of the tram.”
For the operation of buses, a staff of 45 people and a garage at the corner of Bolshaya Dmitrovka and Georgievsky lane were allocated.
In 1925 - 1926. most of the buses stood in the open, as the garage could not accommodate all the cars. In 1926, the MZHKH allocated a site for a new, larger garage at Bolshaya Ordynka, house 40, where all the rolling stock was transferred. During the year, Moscow buses have already transported 32.6 million passengers (trams - 467.7 million). New cars continued to arrive, mostly the same English Leylands.
In 1927, according to the project of architect Konstantin Melnikov and engineer Vladimir Shukhov, in the style of constructivism, a specialized bus depot-garage for 125 cars "Leyland" was built on Bakhmetyevskaya Street, which was finally put into operation in 1929. Now this building houses the "Jewish Museum and Tolerance Center", in 2008-2012 the center of contemporary culture "Garage" was located.
Campaign bus at the Bakhmetevsky garage, late 1920s - early 1930s (the “right-hand drive” is even better visible here, while Entrance door for passengers on order also made on the right side)
At the time of the opening of the garage in Moscow, there were already 13 bus routes with a total length of 113.8 km, and more than 130 Leylands traveled along them.
In 1929, the first Soviet buses began to arrive at the Moscow Department of Public Utilities: they were produced by the Yaroslavl Automobile Plant (first Ya-3, then Ya-6 for 36 seats on the basis of the Ya-5 truck) and the AMO plant in Moscow (AMO-4 for 26 seats since 1931 and AMO-F-15 for 28 seats since 1932). The AMO plant in 1931 was renamed the Automobile Plant. Stalin, or ZIS, and this abbreviation gave the name to all subsequent bus brands of this plant.
Bus AMO-4 on Sverdlov Square, 1933.
In the second half of the 1930s, the bus developed more and more, it covered not only the outskirts of the city without trams and trolleybuses, but also the central highways, especially those where in 1936-1937. tram tracks were removed, - the bus replaced the tram the next day after the removal.
At the end of 1937, 41 bus routes operated in Moscow. In addition, two night routes ran: "B" (along the Garden Ring) and No. 24 (Sverdlov Square - Stalin Automobile Plant).
ZIS-8 buses on Sverdlov Square, early 1930s.
At the beginning of the war, most of the rolling stock and the repair and technical base began to serve the military department: about 800 buses were transferred to the Red Army, most of the rest served hotels and the needs of local air defense. In the Bakhmetevsky garage, central car repair shops were set up, where front-line cars were repaired. In January 1942, the Council of People's Commissars of the USSR instructed the Moscow Council to create a convoy of 40 buses to evacuate the inhabitants of besieged Leningrad. 169 thousand Leningrad blockade survivors were transported across the ice of Lake Ladoga.
Since the beginning of 1945, work began on the restoration of the bus economy and the overhaul of the buses themselves, returned from the front and partially mothballed in bus depots. Simultaneously with the repair, they began to restore the movement of buses along the routes. By the end of 1945, 15 bus routes with a total length of 155 km were reopened. 403 buses transported 45.8 million passengers in 1945 (in 1943 only 9.1 million). And in 1946, the number of buses increased to 600 due to the repair of old buses, and the number of routes to 32 (322 km), transportation already amounted to 123.2 million passengers. In 1947, 7 more new routes were launched.
ZIS-16 at the main entrance of the All-Union Agricultural Exhibition, 1939.
After the war, it became clear that the old models ZIS-8 and ZIS-16 with a wooden body and steel sheathing did not meet the technical standards of the time and were not able to satisfy the increased passenger flow.
Post-war bus AKZ-1, made on the basis of a truck. These were produced in 1947-48. Photo from the annual exhibition of Mosgortrans in front of the All-Russian Exhibition Center on the day of the city.
Therefore, by 1946 at the automobile plant. Stalin, a new bus of the ZIS-154 brand was designed for 34 seated and 26 standing places. In the summer of 1947, the first serial batch of new buses began to run on the first route (Sverdlov Square - Belorussky Station). The second batch of 25 buses took to the streets on the days of the 800th anniversary of the capital - in September 1947.
New buses ZIS-154, 800th anniversary of Moscow, 1947. Garden Ring, Goncharny lanes area.
In the 1950s, the bus became the main land passenger transport of the city, the reasons for this were the intensive removal of tram lines, with replacement by buses, in addition, the rapid mass development of the outskirts of the city, where it was faster and easier to put the bus, and not the tram with a trolleybus.
Old ZIS-16 and new ZIS-154 at Belorussky railway station, 1950.
In 1949-1959. the share of the bus in all traffic increased from 10 to 27 percent (in 1958 the bus overtook the trolleybus in this respect, and in 1959 the tram). Development continues into the 1960s, when new housing estates were built much faster than subway or trolleybus lines were brought there, so the bus was the way out. By 1963, bus traffic was almost equal to metro traffic. By this time, bus transport in Moscow had become the second most important type of urban transport and practically the main mode of transport in new residential areas.
ZIS-155 on the Starokaluga highway, near the village of Semyonovskoye and Leninsky Prospekt, 1958. It's a hot day, the bus engine is overheating, so half of the radiator cap is open.
ZIS-154 (right) and ZIS-155 (left), Mosgortrans exhibition.
All these processes entailed the production of new models of buses. The small ZIS-155 could no longer cope with the growing passenger traffic, and besides, it had some design defects. Therefore, in 1956, tests began on a new model of the ZIL-158 bus, which appeared on the streets of the city in the fall of 1957.
By the early 1960s, the ZIL-158 gradually replaced the ZIS-155. The last ZIS-155 buses left the streets of Moscow in 1962. Since 1961, the production of ZIL-158 buses was transferred to the Likinsky plant in the Moscow region (LiAZ).
ZIL-158, shot from the film "Operation Y" and other adventures of Shurik, 1964, Khamovniki.
In the mid-60s, ZIL-158 (or LiAZ-158) became the main bus brand in Moscow. In 1963-1966 68 new bus routes were opened in the city, mostly in new residential areas on the outskirts of Moscow. The number of buses increased from 3312 to 4480. From 1954 to 1962, 4 new bus fleets were opened - the 6th, 7th, 8th and 9th.
ZIL-158, Mosgortrans exhibition.
Double-decker trailer bus with a DS-6 tractor, produced in the GDR. In total, 7 copies were made, one was purchased for Moscow (as an experiment) on the personal initiative of Khrushchev (there is a version that the car was donated) in 1959.
Another double-decker model from Germany is the Do-56. Together with DS-6, they went along route 3, then along route 111 from the university to Sverdlov Square. The maneuverability of such a large bus on the streets of Moscow was low, and in winter, in ice, the car was heavily skidding and there was a high risk of overturning, so the experiment was not particularly successful. In addition, people were afraid to ride on the second floor, crowded into the first.
As a result, the lack of spare parts and deterioration led to the fact that double-decker buses were less and less on the line. Finally, in 1964, the cars were decommissioned and cut into scrap metal.
But back to serial Moscow buses and their routes.
In 1961, the numbering of routes was changed: urban routes were numbered from 1 to 299, and suburban routes from 500 to 599 and from 300 to 399 for lines within the boundaries of Moscow, but served by parks in the Moscow region.
In 1967, a new model was launched - the legendary LiAZ-677, which was produced at the Likinsky plant until 1994, and disappeared from Moscow streets only in the 2000s. The number of city bus routes at the end of 1968 exceeded 200.
LIAZ-677, Novogireevo, 1974.
In 1970-71, the 10th and 11th bus depots were opened, each for 400 cars. The 11th bus fleet, along with LiAZ-677, also received Ikarus-180 buses. The era of the Hungarian Ikarus began. These were the first "accordions" or "vacuum cleaners" in Moscow, that is, articulated buses. In addition, they were also called "cattle trucks" for their large capacity. The mass write-off of this model began after 1976, the last cars disappeared in 1983. They were replaced by the model of the same manufacturer Ikarus-280, in addition, a single, short Ikarus-260, without an accordion, was also used.
Ikarus-180, Dmitrovskoye Highway, early 1970s.
In 1974-75, the 13th and 14th bus depots were opened, in the 1980s - the 15th, 16th, the construction of the 17th and 18th began. In the 1970s - 80s, the bus still held the leading role in transportation among all types of land urban transport, its share increased to 36% in 1988. Ikarus buses ran on busy routes in these decades, on less intense ones - "LiAZs".
In the early 1990s, the economic crisis hit the bus transport, and the supply of new buses and spare parts greatly decreased.
Ikarus-280, 1990s.
The production of buses began to increase in the mid-1990s (3946 cars in 1994, 4213 in 1995), some previously canceled routes were restored, so that at the beginning of 1996 442 routes were operating, and not 415, as in 1993 In 1994-96 new routes were organized in the areas of mass residential development Zhulebino, Mitino, Maryinsky Park, South Butovo, Novokosino.
Nowadays, most of the capital's bus fleet (Mosgortrans) consists of domestic large-capacity models, these are Likino-Dulyovo LiAZ-5292, LiAZ-5293 and LiAZ-5256, supplemented by Hungarian Ikarus 415 models, Belarusian MAZ-103 (since 1998), Volzhanin CityRhythm-12 (since 2009), Pavlovsky PAZ-3237, as well as articulated buses of extra large capacity Ikarus 280 and Ikarus 435, plus domestic buses LiAZ-6212 and LiAZ-6213, as well as single 15-meter buses "Volzhanin-6270" ( since 2003), Volzhanin CityRhythm-15 (since 2007) and MAZ-107 (since 2004). In 1994-2003 Ikarus buses were assembled from SKD kits at TMZ. Buses of other domestic and foreign brands are also in trial operation.
Happy holiday to all public transport workers and its lovers!
The history of this vehicle, which transports millions of inhabitants of the earth every day, did not begin yesterday and has many interesting facts.
Beginning of history.
The creator of this vehicle was the Englishman Richard Trewick. It was thanks to him that in 1801 a car drove out onto the streets of British Camborne, which later became known as a bus. 
The first apparatus was steam-powered and carried only 8 passengers. The stoker, standing on the back, periodically threw coal into the furnace, and the car, puffing and painting the streets with black smoke, proudly moved forward. 
After 28 years, the improved bus model could already carry 28 passengers, and developed the highest speed of the vehicles existing at that time.
By the 90s of the 18th century, the development of electrical engineering made it possible to replace the steam engine with an electric one. Such a car entered the streets of the capital of Great Britain in 1886.
In tsarist Russia, the Duks plant was engaged in the production of buses. Thanks to his efforts, buses appeared on the streets of Russian cities in 1901, moving at a speed of 20 km / h. and could carry up to 10 passengers.
The first bus with an internal combustion engine.
The Germans developed the ideas of the British, and created a car with an internal combustion engine. The bus could carry 8 passengers at a speed of 12 km/h. Such machines were used for communication between three German cities: Deutz, Siegen and Netphen. 
In 1903, a similar machine was developed at the Russian Frese plant. The Russian bus could already carry 10 passengers and move at a speed of 15 km/h. True, its body was an open type, and in bad weather it was not very comfortable in it. 
To serve the people!
As a public transport, the bus has been used in England since 1903. Russia is not far behind in this regard from the "Foggy Albion". In 1907, the first car appeared on the streets of Arkhangelsk, which weighed 6 tons and could carry 25 people, not counting the driver. Such machines were produced not in our country, but in Germany, under the brand name "NAG". After that, the buses came to the capital of the empire, and only then they appeared in Moscow. The constant movement in the ancient Russian capital was organized after the revolution, in 1924. The first permanent route was between the Tver outpost and Kalanchevskaya Square. 
Bus evolution.
It was not only the length of the path that the bus could take that changed. Its shape and “filling” changed. Long gone are the days when only 8 passengers could ride in the cabin. Many companies sought to create a mega-machine capable of serving a large number of people.
The company "DAF" was able to boast of the first success. She was able to create a car that carried 350 passengers. The length of this giant was 32 meters and it was called "SuperCityTrain". The ex-president of the Republic of Zaire took part in its development.
Neoplan bus No. 980 was used to deliver 342 air passengers aboard a Boeing 747 aircraft. It had a length of 17 meters.
Of the Russian models, it is worth mentioning the Volzhanin 6270. It has a length of 15 meters and 158 people can ride in its cabin.
The history of buses dates back a couple of centuries. The first bus was created by Richard Trevithick. It happened in 1801. On December 24th of the same year in Camborne, England, a demonstration took place. The car was powered by a steam engine and was capable of carrying up to 8 people.
In 1886, the first bus appeared, which began to run on electricity. It happened in London. In an hour, he could travel an average of up to 11.2 km. In Russia, such buses were produced in 1901 in Moscow by the Dux plant. In the bus, the speed of which could develop up to 20 kilometers per hour, it was possible to accommodate up to 10 people.
German plant "Benz" in the period 1894-95. released a bus that had an internal combustion engine that ran on gasoline. The bus accommodated 8 passengers, its path lay between German cities along a 15-kilometer route (Netphen, Deutz and Siegen).
In Russia, the very first bus with an internal combustion engine was manufactured at the Frese factory in St. Petersburg in 1903. The body of the bus was open, it could accommodate 10 people. The power of the single-cylinder engine installed on the bus was 10 horsepower. He was able to reach speeds of up to about 15 km / h.
In the 20th century, the next stage in the history of the creation of buses began, they began to be used as public transport. In 1903, in the month of April in London, for the first time, a city bus entered the route. In Russia, as public transport, buses were launched in Arkhangelsk in the summer of 1907. It all started with a German NAG bus weighing 6 tons. It had a 26 hp engine. and accommodated up to 25 passengers. The first bus passenger route was opened in St. Petersburg in November 1907. On this occasion, a message was placed in Petersburg List, which said that a car drove up to the Alexander Garden (opposite Voznesensky Prospekt) at noon at noon - an omnibus or bus, as they are now called.
At the end of the summer of 1908, bus traffic was launched in Moscow for the first time. But regular traffic began only in August 1924, it was then that Leyland buses in the amount of 8 pieces entered the first permanent route, which runs from Tverskaya Zastava to Kalanchevskaya Square.
Buses, like many things in everyday life, have a deep history of creation, ideas and its implementation. Inventions of this kind have deep roots and are continuously connected with the history of trams, trains and trolleybuses. None of this could have appeared in its modern form without the steam engine, which appeared back in late XVIII century. The invention of the bus was a huge leap forward in the world of human transportation technology.
The first steam-powered buses
The main person in the industry of creating vehicles for the period early XIX century was Richard Trevithick. The young technician used the steam engine system already known at that time in his brainchild and improved it to carry a large number of passengers. Of course, today 8 people are too few, but for that time it was something incredible.
The presentation (and the first bus trip) took place in December 1801 and made a lot of noise all over the world. Nevertheless, they were not widespread even in the territory of the leading world powers. At the time of the first buses, transport was impressive in size and consumed a huge amount of resources, but as a symbol of the industrial revolution, it performed its role perfectly. Such a machine inspired hope in ordinary citizens and inspired new discoveries.
Transition to electricity
The next step in the improvement of the first buses was the concept of transport moving with the help of electricity. This happened in 1885, and the city of London again became the place of creation. The new high-tech bus could reach speeds of up to 12 km/h. In Russia, such a technological miracle has come into use since 1901. The domestic analogue of the Dux brand could accommodate up to 10 passengers and reach speeds of up to 20 km / h for three hours.
The first electric buses vastly outperformed their prototypes in terms of power, but this was still not enough. Generating current in such large quantities and constantly recharging vehicles was too expensive, although an important advantage over the buses of the past was the low level of pollution. environment.
Buses with internal combustion engines
A transport capable of carrying a large number of passengers at high speed and without high energy costs was a real dream for the inventors of the 19th century. The first concept of this type was used at the Benz factory in 1895, based on existing engine drawings and improvements to the first bus. At the initial stages, the device had few advantages over its competitors. He still could accommodate no more than 8 people and reach speeds of only 15 km / h.
In Russia, the time of the first internal combustion buses began in 1903 at the Frese plant. It was a kind of convertible limousine for 10 people. The transport had 10 horsepower and developed all the same 15 km / h.
If we talk about the first bus routes for urban transportation, then they appeared in London towards the end of 1903. The Russian analogue started in 1907 in the city of Arkhangelsk. It was developed by German engineers and has been greatly improved. The new bus weighed 6 tons and could accommodate up to 25 people.
