Again we are led somewhere
Again I carry a backpack.
What am I, guys?
Tired of living like this!
Telegram is ready
Not a single comma in it
It has only four words:
"Mom, I want to go home!"
Yuri Vizbor - Mom, I want to go home.

If you believe our media, then the average citizen saw nothing but vodka, always walked in a prison uniform and smoked Prima and on holidays - Belomor. The maximum where he could go is no further than the city of Ust-Pizdyuysk. I didn’t let him go further ... well, you understand me.
But seriously, a Soviet citizen had many opportunities to travel around his country. Yes, it was difficult with foreign trips (often to Eastern European countries), getting into capitalist countries was even harder. But in my own country...

A Solvetian person could move calmly around his country. And along with Khrushchev's warming, this procedure was even simplified, and as a result, a tourist boom in the USSR. Thanks to him, we now know the names of Yuri Vizbor, Alexander Gorodnitsky and many others - vagabonds and romantics. Where in jest (as in the epigraph), and where in earnest ("Dombai waltz" for example), they sang the beauty and the most distant corners of our vast state. It is thanks to them that we now have that unique thing that is commonly called "author's song". Those who in the 60s with a backpack climbed the Tien Shan passes, waded through the taiga, rushed in kayaks along mountain rivers - they largely created a romantic halo around the 60s, and instilled in us - their children - a love of travel, knowing something new. To their homeland in the end.
And so - what types of tourism were in the USSR. Well, let's start with what is most called tourism. That is, from which the hero of Vizbor's song wrote the telegram "Mom, I want to go home!", And another, apparently more experienced colleague of his, argued that "... Each of us is a phenomenon, each donkey is Beethoven ...". It was one of the most common types of tourism among the youth of the 60s - on foot, on skis, kayaks, bicycles, with backpacks and tents behind their backs and with cameras around their necks, they walked, drove, crawled the whole country. Now for some reason it is called extreme. And then it was the norm.
The second option is a car. In the 60s, our auto industry takes off to unprecedented heights - no joke - from licensed cars for some 30 years in the USSR they began to produce world-class cars. True, our automoto industry froze on this. The increase in the production of cars, the opportunity to purchase a used four-wheeled "happiness" from the garage of some organization, the growth of the road network - all this led to the emergence of autotourism in the USSR. People traveled thousands of kilometers in their cars. True, such tourism was more common in the European part of the USSR. But there were also those who, on a hunchbacked Cossack, could rush into the taiga.
Those who did not have a car traveled by trains, buses, ships and steamers. Air transport has also become more accessible.
Collective tourism also developed - travel agencies were organized under the regional committees and city committees of the Komsomol, trade unions. Routes were certainly easier. But it became possible to purchase a ticket and see the foothills of the Caucasus, the Black Sea coast during their legal 28 days of vacation. It must be said that such tourism also had a propaganda value - trips to places of military glory, Lenin's places were common.
She worked for tourism and printing - there are many maps of different routes. Of course, they were less accurate than topographic maps - maps of this level were secret.
These are the maps and guides with descriptions, as well as with amendments to the realities of today, under the heading "Tourist routes of the former USSR" will appear here. At least - before the start of navigation. All maps and guides from the family archive.
And so - we will consider that the beginning new series publications are required.

Under Soviet rule, it was the most common type of transport due to its unpretentiousness.

The first urban public transport in Russia was the horse-drawn carriage, and then it was replaced by the tram. However, the construction of tram lines is a troublesome business, even in major cities. Not everywhere it is possible to arrange and trolleybus routes. But the bus only needs a more or less even and solid road, you can even unpaved ...
Forty-three enterprises were engaged in the production of buses in the USSR - both specialized and those that produced small experimental batches. The USSR also bought buses abroad. Therefore, we will focus on the main and most famous models and manufacturers.

They were the first

AMO-F15

The grandfather of the domestic bus can be considered AMO-F15, produced in 1926-1931 at the plant of the Automobile Moscow Society (since 1931 - ZIS, since 1956 - ZIL).


This baby had the size of a modern fixed-route taxi and accommodated 14 people. That's just the engine on it stood with a capacity of only 35 hp. With. - that is, even weaker than that of "Zaporozhets"! But how did he help out our Soviet employees, who, finally, were able to get to work not on foot or in a cab (if funds allowed), but on a real “motor”!


gas bus. The conductor also worked part-time as a stoker, and the stove was in the cabin. But in winter, the passengers were not cold.


And in 1934, the ZIS-8, created on the basis of the ZIS-5 truck, entered the streets of Soviet cities, becoming the first mass-produced domestic buses.


They had 21 seats, 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.


According to the drawings of the plant, the ZIS-8 was produced in Leningrad, Kiev, Kharkov, Rostov-on-Don, Tula, Kaluga, Tbilisi and other cities, mounting the bodies on finished chassis. Until the end of the 30s, ZIS-8 were the basis of the Moscow bus fleet. They also became the first Soviet buses that were produced for export: in 1934, a batch of 16 cars went to Turkey.
And on the basis of the ZIS-8, special vans were produced for work in the city: bread trucks, refrigerators. By the way, in the well-known TV series “The meeting place cannot be changed”, it was the ZIS-8 that acted as a police bus nicknamed “Ferdinand”.

ZIS-16

In the spring of 1938, the production of a new model began: on the same base, but with an 85-horsepower engine, an enlarged interior with 27 seats and rounded hull shapes. She received the name ZIS-16. The development of the bus service proceeded at an increasing pace - in 1940 they carried over six hundred million passengers.


During the war, most of the buses were mobilized to the front, where they were used as staff and ambulance buses, as well as mobile radio stations. And those that continued to work on urban routes, in the face of fuel shortages, partially switched to gas.
It was produced from peat or wooden chocks in gas generators, which were installed on special carts and rolled behind the buses like trailers. One “refueling” was enough just for the route, after which, at the final stop, the driver again threw firewood into the gas generator.

New time - new buses

With the return to civilian life in the post-war years, new urban transport was also required.

ZIS-155

Very original, full of technological innovations was one of the first post-war models - ZIS-154, produced from 1947 to 1950. The body without the hood familiar to passengers, an unusual shape for those times, a large saloon (34 seats).


Its body was not made of wood, and not even of tin, but of aluminum - which was a real sensation for those times. In addition, it was equipped with a diesel-electric power plant (110 hp), which ensured a high ride smoothness. Passengers were surprised at first by the fact that the bus was moving without the usual jerks and engine choking, as if it was floating above the road.

ZIS-154

Two years later, he was replaced by a simpler and cheaper fellow - the ZIS-155 bus. The length of the cabin was reduced by a meter, the number of seats was reduced to twenty-eight, simple carbureted engine developed 95 hp However, the low cost of these machines, produced from 1949 to 1957, made it possible to quickly update the outdated pre-war fleet.

Irreplaceable LiAZ

In 1958, in connection with the specialization of the automobile plant. Likhachev at graduation trucks a decision was made to transfer the production of buses from ZIL to the Likinsky Machine-Building Plant (LiMZ), which from that time became known as the Likinsky Bus Plant - LiAZ.
In January 1959, on the opening day of the XXI Congress of the CPSU, the first two LiAZ-158 cars left the factory gates.


On this I had a chance to ride, but in a fairly early childhood. I really liked the front sofa. You can add a few more words about the failed ZIL-159 model with a rear engine (more progressive in weight distribution and interior layout than the 677th model).


then there was an attempt to sculpt the Russian Icarus:


The design of this bus was carried out by LiAZ jointly with the Design Bureau of NAMI buses. Despite the fact that no similar buses were produced in the Soviet Union at that time, and the import of articulated Ikarus began only in 1967, the LiAZ-5E-676 never appeared on the streets of Moscow, for which, mainly, developed.
After a series of tests, the only manufactured bus has sunk into oblivion. And, in the 64th or 65th, not articulated, but ordinary 158s with a trailer, a bus body shortened by a couple of sections without a motor, went in Moscow. I can't find anything about them. However, they disappeared rather quickly.


Several of these 2PN-4 trailers were produced by the Aremkuz plant.
The next design was successful. LiAZ-677 has become a mass bus for urban and suburban passenger traffic. Bus for the people. Volkbus. The novelty was in the use of power steering and automatic transmission.


The design of the new LiAZ-677 city bus began in 1962. In the process, the developments of the designers of ZiL (Likhachev Plant) and LAZ (Lviv Bus Plant) were used - two production associations who at that time had greatest experience design and production of buses big class.


Next year new bus was presented to the State Commission for Automation and Mechanization under the Council of Ministers of the USSR, which gave him a positive assessment. In the summer of 1964, 2 experimental buses of the new model were tested on mountain roads in the vicinity of Sochi. The following year, tests continued in laboratories, and a run took place along the route Moscow - Kharkov - Novosibirsk - Sochi - Tbilisi - Yerevan - Ordzhonikidze - Moscow.


During 1967, pilot batches of buses were produced. One bus from this batch was sent to the VDNKh of the USSR, where it was demonstrated in the Mechanical Engineering pavilion. For the creation of the LiAZ-677 bus, a large group of plant workers was awarded medals of the Exhibition. At the beginning of the next year, the plant began serial production.


He received a number of exhibition medals, was recognized as one of the best buses Soviet-made - but the passengers were still unhappy. Firstly, it had only 25 (later 40) seats, because of which there were all sorts of disputes between passengers, as well as complaints about the designers - they say, couldn’t they put an extra seat? After all, in the end, the bus turned out, mainly for standing.
Secondly, with an estimated capacity of 110 passengers, it could pack up to 250 - especially during peak hours. And only on the steps managed to accommodate up to ten people! Well, and thirdly, the bus developed a low speed, especially if it went uphill or was overloaded. According to the apt remark of the passengers, it was as if his oxen were pulling. Although I consumed fuel with great appetite: up to 45 liters per 100 km in the urban traffic cycle!


The dimensionless capacity of the LiAZ-677, which could always accommodate a few more passengers, was its main advantage. It was very cool to unload the routes, and late citizens could always jump even into a crowded bus - since its doors with a weak pneumatic mechanism could be opened by hand and without much effort.


In 1978, LiAZ-677 was upgraded and received the designation LiAZ-677M. The changes affected mainly the interior trim and external design bodywork (bumpers, skylights, new lighting fixtures appeared). In the early 1980s, buses began to be painted yellow. And for more than 15 years, the LiAZ-677M was produced by the plant without any major changes.

Duty hearse

“Damn the day when I sat down at the steering wheel of this vacuum cleaner!” And only the designers of the Gorky and Kurgan plants continued to conservatively adhere to pre-war standards, releasing small buses based on trucks. Unsightly in appearance, they were in great demand - enterprises, collective farms, and schools willingly acquired them.
To give a ride to workers (which was more convenient than riding on benches in a truck with the inscription “people”), to go with an accountant to a bank or with a supply manager to a warehouse, to take students to a district review - all of their functions cannot be listed. And one of them, very sad - to serve as an impromptu hearse.
Since there were practically no real hearses in the USSR, a bus was usually used for such purposes, which was provided by the enterprise where the deceased or his relatives worked. The coffin with the deceased was brought into the salon through the aft door and placed on the aisle, and the grieving relatives sat nearby.


These buses are descended from the GAZ-03-30, which the designers of the Gorky Automobile Plant released in 1933 on the basis of the famous "lorry" - the GAZ-AA truck. The prototype of his body was school bus American firm Ford. It was a small car, with a wooden body sheathed with iron sheets, and an interior with 17 seats.
The bus had three doors: the driver's, the front right for passengers and the aft, then designed not for loading coffins, but for emergency evacuation of living passengers. This arrangement, as well as the shape of the hull, as well as the tradition of producing these buses based on GAZ trucks, has been preserved for half a century. As its modifications, GAZ-55 ambulance buses, mobile workshops and laboratories, as well as a military three-axle version of the GAZ-05-193 model were produced.

GAZ-651

In 1949, new vehicles were created on the basis of the post-war GAZ-51 truck, which received the designation GAZ-651. Their interior became a little more spacious and already accommodated 19 seats, and the new 80-horsepower engine accelerated the car to 70 km / h.


In 1950, in connection with the transition of the plant to the manufacture of bodies for special trucks, they decided to transfer the production of buses - first to Pavlovsky, and then to Kurgan bus factory(KAvZ), where he received the designation KAvZ-651. There, his release already numbered in the tens of thousands.


The next model, KavZ-685, was launched in 1971 on the basis of the GAZ-53 truck. Its body was already all-metal, the ceiling was raised (it was possible to stand without resting on it with a crown), the number of seats increased to twenty-one, the driver's seat was separated from the passenger compartment partition. The power increased sharply: the new engine produced 120 hp and accelerated the bus to 90 km/h.
Tireless "grooves"
Huge help to the urban and rural population was brought by small, but roomy and agile buses of the Pavlovsk Bus Plant (PAZ).


"Paziki" made their way through the severe frosts of Yakutia, exported to the countries of Asia and Africa, where they successfully worked in the most difficult climate and without proper service.


The plant itself was founded in 1930, but for more than twenty years it has been engaged in the production of tools and body fittings.
PAZ653 And only in 1952 did the PAZ-651 (aka GAZ-651) leave its new assembly line.


The designers of the plant decided to change the outdated body shape, at the same time to slightly expand the interior by moving the driver's seat forward (to the left of the engine) - this is how the PAZ-652 was born in 1958. A rear exit for passengers appeared in it, and both accordion doors now opened automatically.

The capacity increased to 37 people, the cabin accommodated 23 seats. The disadvantage was that the windows were too small, giving little light into the cabin - which they decided to compensate for with additional windows on the bend of the body between the wall and the roof.


In 1968, she got on the conveyor new model bus, PAZ-672. She was distinguished more powerful engine(115 hp), new chassis slightly more room for standing passengers


This model, with minor changes, was produced until 1989. "Paziki" became the main public transport for suburban and inter-village routes - 80% of traffic lay on their shoulders.

Hungarian foreign car

A large part of the Soviet bus fleet (143,000 cars were imported) was occupied by the Hungarian Ikaruses - perhaps the most popular and most comfortable cars of the 70-80s. At least this fact speaks of their popularity: it was the only bus that even small children recognized from afar, exclaiming: "Ikarus" is coming! But few people understood the brands of domestic buses.

Lviv long-liver

On May 21, 1945, the Lviv Bus Plant (LAZ) was established - and a grandiose construction began. At first, the plant produced auxiliary equipment, and then they wanted to start releasing the ZIS-155 on it. However, the final decision was made to develop their own bus model.
It was based on the latest domestic and Western developments, in particular buses " Mercedes Benz 321" and "Magirus". And already in 1956 the first Lviv bus LAZ-695 was produced.


The first modification of the bus had a roof with rounded glass edges. True, in the summer, in the heat, this created understandable inconvenience in the cabin.


Therefore, the glass was removed after two years. But there was a "visor" above the windshield and a wide air intake on the back of the roof - supplying air to engine compartment located under the rear seats.


Since 1973, the model has received the H index:


LAZ-695 was able to hold out on the assembly line for forty-six years, which can be called a record. Moreover, after the cessation of production at LAZ, it was collected for several years in small batches at several Ukrainian enterprises. During this time, more than three hundred thousand Lviv buses left the track!


In addition, LAZ 697/699 was widely distributed:

On the territory of the former USSR, buses were made and assembled by more than 120 (!) Factories. But we will remember only a dozen cars: from mass-produced, mass-produced to unusual and rare.

ZIS-8A - production of the Leningrad plant ATUL on an extended ZIS-8 chassis. Cars with a capacity of 48 people (32 passengers were sitting) were made with a third non-driving so-called rolling bridge and a 73-horsepower ZIS-5 engine from 1936 to 1941. After the war, similar buses were produced, but with a wagon body.

YaA-2 was unofficially called Giant. In 1932, the auto repair shops of the motor transport department of the Lensoviet (ATUL) built a three-axle bus as long as 11.5 m on the Yaroslavl chassis, designed for 80 passengers (50 seats!). The car was equipped with a 6-cylinder 7-liter American Hercules engine with 103 hp. (there was simply no suitable domestic one) and a four-speed gearbox with a reduction gear. The brakes were mechanical, on the wheels of the rear bogie - with vacuum booster. They made only one complex, expensive and clumsy car.

ZIS-154 - an amazing large city car appeared immediately after the war, in 1946. The wagon layout bus was equipped with an American GM diesel engine - a two-stroke 4-cylinder, with a capacity of 110 hp. Then they began to install a Soviet copy - YaAZ-204. Transmission - electric automatic. city ​​car consumed up to 65 liters of fuel per 100 km, was very smoky and difficult to manufacture. Until 1950, only 1165 ZIS-154s were made, it was replaced by a simpler ZIS-155 with gasoline engine front.

GZA-651, aka PAZ-561, aka KAVZ, RAF, KAG, etc. Now-famous cars for short country routes or official needs, since 1950, for a quarter of a century, a dozen and a half factories have been producing in all parts of the vast country. The chassis, the "face" and the 70-horsepower 6-cylinder engine are gas, the bodies were made for a long time on a wooden frame, sheathed with steel sheet.

PAZ-652 - the first bus of the Pavlovsk factory. A prototype, according to the developments of the Gorky plant, was assembled in 1955. The body had a power frame - the car did not have a frame in the direct sense. Buses on GAZ nodes with a 90-horsepower 3.5-liter engine began to be produced in 1958, in 1963 the model was modernized, and from 1967 they made PAZ-672 already with a 115-horsepower V8 engine. "Pazikov" model 652 produced more than 62,000.

LAZ-695 - one of the most popular city buses Soviet Union. The prototype, developed under the direction of V.V. Osepchugov, appeared in 1956. The first industrial batch was made in 1957. The bus with a capacity of 55 people (22 seats) was made under the great influence of the best German models. The body - with a bearing base that acts as a frame, suspension - on longitudinal springs with corrective springs, which ensured excellent smoothness. The rear-mounted ZIL engine with a working volume of 5.6 liters developed 109 hp. Since 1961, the Zilovsky V8 was installed on the LAZ-695 and all subsequent versions. Modernizing, LAZ-695 was made until 2003, and more than 268 thousand cars were manufactured.

Double-decker buses in the world are not a curiosity. But in the Soviet NAMI-0159, the driver was sitting on the second floor! A 6x2 car with a V8 engine and an automatic transmission was not planned for mass production, but was made to test bold engineering ideas. Cabin capacity has increased by almost 30%. What was the driver up there, history is silent.

Open resort buses on the ZIS-5 chassis for the health resorts of the Crimea and the Caucasus were produced by several small factories on imported and domestic AMO and ZIS chassis. In particular, they were made by a Tbilisi company under the tricky name Zakavtopromtorg. After the war, similar cars were built on Gorky's chassis, and open buses were made until the second half of the 1960s.

The first Soviet articulated bus LiAZ-5E676 was made in 1962. The car with a length of 15.5 m was built on the basis of the mass LiAZ-158. Serial engine of 150 hp was too weak for such a large bus. This is also why the articulated LiAZ remained a prototype. And later in the USSR, Ikarus similar in design worked.

LAZ-699 - the largest and most comfortable serial tourist bus THE USSR. The first version with a length of 10,565 mm under the name Karpaty was produced from 1964 to 1966. The ZIL-375 V8 engine, with a working volume of 7 liters, developed 180 hp. The heavy vehicle was placed on MAZ bridges with air-spring suspension. There were 41 comfortable chairs in the cabin. In various versions, tourist LAZs were produced until 2004. Made about 36,000 cars. In the photo - LAZ-699N (1972-1978)

PAZ-Tourist, 1969 - a prototype was made for the international bus competition in Nice, where the Pavlovian car was highly appreciated. The design was created under the guidance of S.I. Zhbannikova, design - M.V. Demidovtsev, who later worked at VAZ. The car was rear-engined, with a 150-horsepower ZIL-130 engine, had curved side windows, a wardrobe and a roomy trunk. A slightly modified version was planned for the series, and a simplified version was also made. But the plant could not start mass production.

All-wheel drive PAZ-3201 is a rather rare occurrence in the world of buses. The car, the prototype of which was made in 1966, is based on the GAZ-66 units. Eight-cylinder ZMZ engine with a volume of 4.25 liters, it developed 115 hp, the gearbox was a four-speed with a two-stage transfer case. Serial production began in 1972. Until 1988, when it went into production next model PAZ-3206, produced 13,873 all-wheel drive PAZ-3201. In the USSR, all-wheel drive "grooves", used mainly as departmental ones, were in great short supply.

The smallest Soviet bus RAF-2203 is a descendant of the 977 model. To produce a car with an unusual original body for the late 1960s, a new plant was built in Jelgava. The twelve-seat car was based on the Volga nodes, which were obviously weak for it. The engine developed 95 hp, the gearbox was four-speed, the brakes were drum brakes with two hydraulic vacuum boosters. Since 1982, a modernized RAF-22038-02 has been made. The production of rafiks was finally stopped in 1997.

LiAZ-677 and 677m are the most massive large city buses in the USSR. The development of NAMI was progressive: suspensions on air springs, two-stage automatic transmission gears - with torque converter lockup. For the first time, the driver of a city car got the opportunity not to operate the gearshift lever all day. But the engine on LiAZ was still the same - a voracious gasoline Zilovsky V8 with a capacity of 180 hp. There were only 25 seats, the declared capacity of the bus was 80, and then 110 people. But who counted them at rush hour? Wit drivers called the ever-crowded LAZs cattle trucks. In Likino, the 677th was made until 1996, at several factories from car kits near Moscow - until the end of the 1990s. In total, more than 194 thousand cars were manufactured.

The child of perestroika is a bus of the Alterna brand near Moscow, which was created by an enterprise organized on the basis of the STC LiAZ. The car was designed as the cheapest possible, which can be equipped with serial ZIL or KAMAZ engines. In addition to Alterna-4216, they created articulated, intercity and airfield versions. In the Moscow region, production was carried out from 1993 to 1995. Alterns were also produced in Perm and Orsk.

Sergey Kanunnikov

So, the history of Soviet buses began with a bus based on AMO F-15.
The first AMO bus with a capacity of 14 passengers was created in 1926 on the chassis of a 1.5-ton AMO-F-15 truck. The body was made on a frame of bent wooden profiles and sheathed with metal, the roof was covered with leatherette. There was only one passenger door - in front of the rear wheel arch. Four-cylinder carburetor engine with 35 hp. allowed the bus to accelerate to 50 km / h. In addition, since 1927, a two-door mail bus has been produced ( backdoor was behind the rear wheel arch) and an ambulance (without side doors). Third-party manufacturers put their own bodies on the AMO-F-15 chassis, for example, an open one with a tarpaulin awning for servicing resorts. Photo from a 1983 postcard:

Later, an extended version appears - AMO 4 (1933). 22 places. Max speed with 6-cylinder 60 hp engine. was 55 km/h. A batch of several dozen cars was produced.

Based on the ZIS-5, or rather its lengthened base from 3.81 to 4.42 m, the ZIS-11 chassis in 1934-1936. a 22-seater (total number of seats 29) ZIS-8 bus was produced. Six-cylinder in-line carburetor engine with a volume of 5.55 liters and a power of 73 hp. allowed ZIS-8 gross weight 6.1 t accelerate to 60 km / h. Only 547 units were produced at ZIS. ZIS-8.

In 1938, the ZiS-8 was replaced on the assembly line by a more advanced ZiS-16 that met the trends of that time. The production of the ZIS-16 bus, which, in accordance with the then automobile fashion, had a streamlined body shape, but was still made on a wooden frame, was deployed from 1938 and continued until August 1941. The bus accommodated up to 34 passengers (with 26 seats). Forced up to 84 hp the ZIS-16 engine accelerated the car with a gross weight of 7.13 tons to 65 km / h.

Release passenger buses was resumed after the war, in 1946.
Then the body was developed, which simultaneously became the MTV-82 tram, the MTB-82 trolleybus and the ZiS-154 bus. ZiS-154 was not just a bus .. In 1946, domestic designers managed to create a hybrid!
Design this bus was advanced for the domestic auto industry: the first domestic serial all-metal load-bearing body of the wagon type (by the way, unified with the MTB-82 trolleybus and MTV-82 tram) with a passenger door in the front overhang and an engine in the rear of the body, a pneumatic door actuator, adjustable in three directions driver's seat, diesel and electric transmission with electric generator and electric motor. Forced diesel YaAZ-204D with a power of 112 hp allowed the bus with a gross weight of 12.34 tons to accelerate to 65 km / h. A total of 1164 ZIS-154 buses were produced. However, the diesel engine, which was then just being mastered in production, turned out to be unfinished in terms of exhaust smoke and reliability, therefore the ZIS-154 equipped with it, which also suffered from a whole bunch of "childhood diseases", became the object of serious complaints from the townspeople and operators, which led to a relatively quick removal of the bus from production in 1950. One of them is preserved in the Mosgortrans museum.

The unsuccessful ZIS-154 was replaced by an easier-to-manufacture, but less capacious 8-meter ZIS-155, from the design of which ZIS-154 body elements and ZIS-150 truck units were used. By the way, it was on the ZIS-155 for the first time in domestic auto industry installed alternator. The bus could carry 50 passengers (28 seats). Engine ZIS-124 with a power of 90 hp accelerated the car with a gross weight of 9.9 tons to 70 km / h. A total of 21,741 ZIS-155 buses were produced, which remained the main model of the bus fleets of the capital and other large cities of the USSR from the mid-50s to the mid-60s.
Preserved in the Mosgortrans museum, as well as as monuments in some cities and sheds in some collective farms.

In 1955, for the first time in the USSR, an intercity bus was developed (before that, ZiS-155 cars ran along the Moscow-Yalta route, it’s scary to imagine how much and how it was to go in it ..) It turned out to be a huge, luxurious American-style bus.

bus with original load-bearing body 10.22 m long could carry 32 passengers, located in comfortable aircraft-type seats with headrests and adjustable backrests. Power point consisted of a two-stroke diesel engine YaAZ-206D, located along with the checkpoint transversely at the rear of the bus and leading rear axle cardan shaft located at an angle to the longitudinal axis of the bus. In terms of level, design of the body and interior, comfort for passengers and dynamic qualities, the ZIS (ZIL) -127 corresponded to the best foreign analogues and deservedly was the flagship of the domestic automotive industry. However, too big overall width ZIS-127 equal to 2.68 m, exceeding international requirements (vehicle width no more than 2.5 m) and an emphasis on the development of economic ties with the socialist countries of the CMEA, which were given priority in the production of large-class buses (Hungary, Czechoslovakia) decided the fate a completely competitive model (in fact, the last competitive domestic bus) - in 1960, the production of ZIL-127 was curtailed. In total in 1955-1960. 851 ZIS(ZIL)-127 buses were produced.
Until our days in perfect condition ZiS-127 is preserved in the museum in Tallinn. Even on the territory of the former USSR there are several cars in the state of "a shed in the backyard of the motor depot."

Interestingly, on the basis of ZIL-127 in 1959, NAMI created and tested the Turbo-NAMI-053 gas turbine bus, which reached a speed of 160 km / h or more. GTE mounted in the rear of the cabin developed 350 hp. and was twice as light as the base YaMZ-206D diesel engine. However, such a machine did not go into series because of the complexity in production and operation.

ZIL-158, ZIL-158V - city bus. Produced from 1957 to 1959 at ZIL and from 1959 to 1970 at LiAZ. ZIL-158 was the main bus model in the city bus fleets of the Soviet Union in the 60s and early 70s of the XX century. It was a further modernization of the ZIS-155 bus. It was distinguished by a body lengthened by 770 mm with an increased capacity of up to 60 people. nominal passenger capacity (32 seats), redesigned front and rear masks, modified side windows, as well as an engine with a 9% increase in power. The first ZIL-158 had windows in the ventilation hatches in the roof, as well as windows in the corners on the rear roof slopes.
A front-engine layout was used, which subsequently migrated to the LiAZ-677 and PAZ-652.
Sometimes there are buses like this...

At the same time, the production of buses was started in Lvov, at a plant that used to produce truck cranes and trailers.

LAZ-695. I think he needs no introduction. Initially, he looked like this. Huge windows in the ceiling (at the far, earlier - tinted), an interesting air intake on the back of the roof. Rear-engine layout, ZiLovsky engine. It began to be produced back in 1956, since then it has been simplified and transformed many times.

There were quite a few changes to the hodovka during the entire production period.

And in the end, 695 turned into such a dear and familiar worker to all of us commuter routes, which was produced right up to 2002 (and in fact - until 2010 !!!) of the year.

In the late 50s, LAZ began developing intercity buses. There were dozens of interesting options, but only a few went into the series. For example, LAZ-697

In 1961, the LAZ-Ukraine bus was created. Remember "Queen of the Gas Station". Learned?

In 1967, a bus was created that made a real world breakthrough.

In the spring of 1967, this bus took part in the international bus competition in Nice (XVIII International Bus Week), where it received the following awards:
- Prize of the President of France, two Grand Prizes of Distinction and a Special Prize of the Organizing Committee - for participation in the rally.
- Silver medal for bodybuilders - for the competition of bodies.
- Big prize and Organizing Committee Cup - for technical tests.
- Big Cup - for the absolute first place in driving skills (driver - test engineer S. Borim).
Here she is, "Ukraine-67"

Let's go back to LiAZ, which in 1962 started producing the legend. LiAZ-677. Warm, gurgling and swaying to an incredible amplitude, it is familiar to almost everyone and needs no introduction .. In some places they still run, but in most cities they have long been melted down "into pots".

There were many variations. e.g. for the far north.

Meanwhile, Ukravtobusprom engineers prepared a surprise.

1970 The world's first low-floor bus. LAZ-360. Collected two copies. The first one is LAZ360EM. In 1970, when creating the LAZ-360EM (in some sources LAZ-360E), the main task of the designers was to lower the floor level in the bus to 360 mm above the road level (hence the bus index - "360"). It was possible to make the bus low-floor only by abandoning cardan gears, so the transmission on the LAZ-360EM is electromechanical. The bus engine (170 hp / 132 kW), together with the electric generator, was located in front (most likely behind driver's seat), and the drive wheels were rear, connected with traction motors. A feature of the bus was a four-axle chassis with small diameter tires. Two front axles are steered, two rear axles are driven. The body with an unusual artistic solution was also interesting - bent in a vertical plane windshields and trapezoidal side windows. The length of the bus was 11.000mm.

Some time later, it became clear that the chosen four-bridge scheme with electric transmission did not justify itself, and then the design of the bus was thoroughly revised and practically redesigned. For the updated version, a biaxial scheme was chosen, with the usual mechanical transmission, but with front-wheel drive and steered wheels - in this way it became possible to make a flat low floor for almost the entire length of the bus. The engine of the new bus also changed its position in the cabin - now it was right side from the driver. The number and arrangement of entrance doors has also changed. The modernized bus was named LAZ-360 (that is, with a low floor level, but without an electromechanical transmission).

Nowadays, minibuses, despite numerous complaints related to the safety and quality of passenger service, are perhaps the most popular mode of transport. The main advantages of a fixed-route taxi are accessibility, mobility and low cost travel. In Soviet Union fixed-route taxi appeared in the 1930s in Moscow. The first minibuses were ZIS-101, designed for 6 passengers.

The idea to combine the main advantages cars(comfort and speed) with the advantages of a multi-seat route public transport(passengers and carriers do not need to look for each other and negotiate the fare) arose at the dawn of the mass automotive industry among the owners of personal cars. With the advent ford-t car ceased to be a luxury item.

It was then that the happy owners of cars decided to duplicate the busiest sections of tram routes in large cities with a private cab. Such illegal transportation soon became widespread and even earned the US slang nickname jitney, “cheap”, “third-rate”.

ZiS-101 limousines became the first fixed-route taxis

The peak of this business came in America in 1914, after which the city authorities began to "tighten the screws." Firstly, the tram companies that regularly paid taxes suffered, and secondly, the proliferating “wild minibuses” brought chaos to the traffic, creating a security threat. The business eventually fizzled out, but the idea remained.

In our country, they decided to use luxury "government" cars for work in taxi companies. In 1936, the Moscow Automobile Plant. Stalin mastered the mass production of cars of the highest class. It was important to show both the citizens of the USSR and the whole world that our industry had overcome a new qualitative frontier.

ZiS-110 as a fixed-route taxi

However, the number of ZiSs produced significantly exceeded the need for state and party officials for them. And in the same 1936, several of these cars were launched along the Garden Ring as a taxi. On Panskaya Street behind Savelovsky Station, a new taxi fleet (Thirteenth) was organized, into which ZiS-101 cars began to arrive.

However, the operation of these machines was expensive. As a result, the fare in luxury taxis significantly exceeded the rate of ordinary cars, which did not contribute to their popularity among passengers.

Car parking ZiS-110

It was then that the authorities remembered the idea of ​​​​combining hired transport and route transport, of course, explaining the undertaking with concern for the welfare of the working people. To improve the service of "Muscovites and guests of the capital" in 1938, ZiS-101 passenger taxi routes were opened, connecting Moscow railway stations, airports and main highways with the largest passenger flows, as well as two intercity routes: Moscow-Noginsk and Moscow-Bronnitsy.

Payment for travel in such taxis was fixed, according to the tariffs for given routes. For example, to get from Sverdlov Square to the All-Union Agricultural Exhibition, you had to pay 3 rubles.

When the war began, most of the cars suitable for front-line conditions were mobilized, taxi services, for obvious reasons, suspended their work (a small number of the remaining cars served under the contracts of the enterprise), and Moscow ZiSs were mothballed.

The revival of the Moscow taxi began in 1945 on the basis of the Third Taxi Park. And it started with minibuses. The ZiS-101, taken out of conservation, went on routes along the Garden and Boulevard Rings and from the Rizhsky railway station to Sverdlov Square.

ZIL-118 was also used as a fixed-route taxi

On the "garden" and "Riga" routes, "communal" cars of the highest class were in high demand, but on the Boulevard Ring, passengers ignored minibuses. Due to the small amount of work and the abundance of green spaces, taxi drivers have nicknamed the “boulevard” route “oxygen”. On it in the form of punishment "exiled" the drivers who have made a mistake.

In the post-war period, another type of minibuses appeared in Moscow - passenger-and-freight taxis. Their routes were laid from Moscow railway stations to large metropolitan markets. They were mainly used by rural residents, who brought surpluses of their products to the city in the mornings. These routes were served by trucks with open bodies, in which the collective farmers were located along with their trunks.

Fixed-route taxi based on the GAZ-MM truck

The Moscow initiative did not go unnoticed, and soon a similar transport appeared in Kiev, Kharkov and other cities. In the 1950s, special passenger-and-freight buses were already operating on these routes, but with the coming to power of Khrushchev, the “market routes” disappeared.

In 1947, the First taxi fleet of Moscow received 30 cars. Most of them were used precisely as fixed-route taxis, and " long distance". The fact is that in the first post-war years, the work of public transport was restored slowly and hard, so passenger taxis were often hired for fairly long trips.

ZiS-110 on the route

Taxi drivers put several passengers into the car at once, traveling in the same direction. At the same time, the amount necessary to pay for the trip was divided between them. As a result, both passengers and the driver were satisfied.

The state considered that it was more profitable to streamline this spontaneously arisen phenomenon than to fight it. And in the 50s, intercity taxi routes appeared (Moscow-Simferopol, Moscow-Kharkov, Moscow-Vladimir, Moscow-Tula and Moscow-Ryazan), which used comfortable, high-speed and roomy cars ZiS-110. Travel in intercity taxis was carried out on a ticket, which the passenger could buy at bus stations.

Cargo-passenger taxi GAZ-51A

In the spring of 1955, a long-distance transportation garage was organized in Moscow on Trubetskoy Street, equipped with brand new Pobeda (later 21 Volga cars began to arrive). At the same time, the “route activity” was taken away from the First taxi fleet.

For some time, the ZiS-110 continued to serve the only regular route from Sverdlov Square to Vnukovo Airport. In 1958, all ZiS-110s were decommissioned, on the Vnukovo route they were replaced by the ZiM taxi cars that arrived at the First Taxi.

It was with intercity routes that the history of fixed-route taxis in Leningrad began. On April 30, 1960, cars began to run from bus station No. 1 (Ploshad Mira) to Luga, Novgorod, Slantsy and Narva. In June 1960, the first urban route appeared (DK Promkooperatsia-New Village).

It was in the 60s that rental points were organized in our country. cars, and minibuses confidently occupied an intermediate position between mass passenger transport and passenger taxis. Two significant events took place in the life of the Moscow taxi service: the last “Victory” disappeared from the streets (it became the main working car), and 12-seater Riga minibuses “Latvia” (RAF-977DM) debuted as city minibuses.

Their operation was cheaper than route transportation in cars of a large and higher class. The fare for a capacious minibus has decreased; this transport has become more democratic, approaching the modern format.

On November 1, 1962, the Car Rental Plant was organized in Ermakova Grove. In addition to rental cars, it included three convoys of route "rafiks". In 1964, a convoy of taxis was organized at the plant, consisting of Moskvich-408 and M-21 cars.

RAF-977DM as a fixed-route taxi

On November 12, 1968, the Rolling Plant was renamed into the 14th taxi fleet, and work on car rental was stopped. By 1976, there were 433 Volga passenger taxis and 422 RAF vehicles on 40 route lines in the park.

The number of employees was 1709 people. The fourteenth park has become the main base for Moscow taxis. There were also small columns in other parks (far from all), but the 14th was the base one. In the 80s, there were still up to 400 RAFs in it.

From the end of the 70s, RAF-977DM began to give way on route lines for more than modern models Riga Bus Factory - and RAF-22032.

The service of minibuses was actively developed in other cities of the country. Moreover, depending on local specifics, fixed-route taxis performed different tasks. For example, in Moscow and Kiev, minibuses took people from the metro to large commercial and industrial facilities, in Leningrad they allowed tourists to comfortably get to parks and fountains in Pushkin, Pavlovsk and Petrodvorets.

The round-the-clock fixed-route taxi 39-E, which connected the Central Air Transport Agency on Nevsky Prospekt with Pulkovo Airport, was in high demand in the northern capital.

In other regional centers that do not have a metro, lines of minibuses connected remote areas of the city. Sometimes they duplicated the routes of other types of urban public transport, sometimes they acted as a convenient alternative.

The role of minibuses changed radically after the collapse of the USSR and the emergence of a market economy. Municipal bus depots and budgetary tram and trolleybus departments lost the opportunity not only to purchase new cars, but also to repair old ones.

The movement of urban transport in many regions of the country began to fall apart, and on this wave, a real “gold mine” for entrepreneurs became the opportunity to organize the movement of private minibuses. A great help to this was the development of mass production of the "route" modification of the GAZelle (GAZ-322132), which began in 1996.