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Old May 27th, 2014, 05:05 PM   #3661
geometarkv
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1900s. Catherine Female Gymnasium (now Gymnasium №36) at the intersection of Bursak Street (now Red Army Street) and Cathedral Street (now Lenin Street):

myekaterinodar

1906-1917. 1st Male Gymnasium named after Vasily Klimov (now Krasnodar Regional Center for Creative Development and Humanitarian Education) at the intersection of Bursak Street (now Red Army Street) and Gymnasium Street:

myekaterinodar

1910s. Kuban Mary Female Institute (now Military Academy of the Signal Corps) at the intersection of Pospolitaki Street (now October Street) and Sheremetyev Street (now Krasin Street):

myekaterinodar

1910s. Yekaterinodar in the early 20th century, view from southern side. Alexander Nevsky Cathedral (built in 1853-1872 by brothers Ivan Chernik and Yelisey Chernik) on the background:

myekaterinodar

1910s. Yekaterinodar kerosene plant (now Krasnodar oil refinery) at Trans-Kuban Driveway (now Zakharov Street):

myekaterinodar
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Old May 27th, 2014, 05:07 PM   #3662
geometarkv
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Electric tram in Yekaterinodar - early projects and first tramlines (1886-1901)

In 1880s there appeared large necessary in public transport. The cab fare amounted from 20 to 50 kopecks or from 0.20 to 0.50 rubles, and not all people could pay it. In 1886 City Council received two separate proposals from two engineers (Kwietmayer and Leonardi) for the construction of horse-drawn tram in Yekaterinodar. It was proposed to build tramlines along Red Street and to the future Vladikavkaz Rail Terminal (now Krasnodar I) which was under construction at that time (it was opened in 1889). This issue was unexpected and new for members of City Council, and they readdressed it to City Management (executive body) for studying. However, in 1887 both proposals were rejected after its studying. Probably, the impassibility of roads was main reason for such decision. At that time, only Red Street was completely paved in whole city, and all transportations were carried by this street. The horse-drawn tramline (that was planned to be built at the part of Red Street) would be create problems for city transportations. It's possible to judge how looked other streets by the memoirs of one woman who lived in Yekaterinodar in 1870s. She wrote: "The most striking impression about Yekaterinodar is its amazing and unimaginable mud. It does not dry out from autumn to spring. Unpaved streets turned into rivers of thick, sticky mud.... The dwellers rode on horses when they tried close the shutters at windows". There were attempts to dry streets with the help of drain ditches in direction to Kuban River and Karasun Canal, but it did not help. Of course, it was very difficult to lay tramlines at such streets.

In 1893 City Council received next proposals for construction of horse-drawn tram. By that time, there were paved streets close to Red Street. However, all proposals seemed unprofitable for City Council, and they adviced City Management to find new entrepreneurs - who would able to construct horse-drawn or electric tram under more favorable financial conditions for city. They declared about it in three Russian and two foreign newspapers.

In following years members of City Council received 23 proposals. Its studying was scheduled to March 1897. Only six entrepreneurs remained when they were informed about conditions of concession. All they considered that only electric tram needs for the city. However, only one of six entrepreneurs fulfilled necessary condition: to give 15.000 rubles as deposit in order to prove own financial capacities. It was French "General company of traction" from Paris. Therefore, there was no expected competition, and this company could to dictate own conditions. However, sides were not able to agree about preterm repurchasing of tram system. Knowing about potential profit from tram operation, City Management proposed to take the time and take a loan in order to build and exploit tram by own forces. However, on April 10, 1897, after long disputes, the City Council voted for the construction of tramlines under concession: 25 votes "for", 19 votes "against". This decision was made thanks to City Head Vasily Klimov (1844-1900) who was active supporter of construction of electric tram system in Yekaterinodar.

Finally, on June 9, 1897 city authorities signed contract with French "General company of traction" for construction of two electric tramlines in the central part of Yekaterinodar. However, on March 2, 1898 "General company of traction" handed the agreement with all rights and liabilities to Belgian "Compagnie de traction et d'electricite" ("Company of traction and electricity"). On July 1, 1898 Belgian company got right on construction at the territory of the Russian Empire, and in March 1899 Yekaterinodar authorities allowed change of concessioner company on the basis of contract signed in June 1897. The cost of construction was 400.000 rubles, that was too expensive for city authorities. According to the contract, tram network should be transferred in the city property after 40 years of exploitation. The concessioner company paid the city 3% of its gross income from the operation of the enterprise annually during first 15 years, and 4% - in following years. The city had the right to repurchase the tram 25 years after the contract had been signed. Terms and conditions of the repurchasing were the main point of contention during signing of contract.

Construction work started on September 17, 1899. This day started construction of Central tram depot, power station and workshops at the intersection of St. Catherine Street (now Peace Street) and Karasun Canal (now Suvorov Street). The supervisor of construction was engineer P. Tatarchevsky who later headed tram enterprise in Yekaterinodar for long time. In November 1900 tram workers rode at tramcars during testing trips. It attracted attention of many curious people who ran at the both sides of streets behind fast-moving tramcars.

The opening ceremony was held at Sunday, on December 23, 1900. It attracted crowds of people. There were opened two narrow-gauge lines (1 meter wide):
1) double-track Red Line: from Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky or simply Gorky Park) to Bread Market near Pasture Street (now Khakurate Street); along Post Street, Red Street and Rostov Street (now Red Street). The length of this line by axis of streets was 3.58 km;
2) single-track St. Catherine Line: from Red Street to the Vladikavkaz Rail Terminal (now Krasnodar I), along St. Catherine Street (now Peace Street). The length of this line by axis of streets was 1.5 km.

The solemn opening ceremony began at 11:00 am, in the decorated machine hall of the Central tram power station that was built at the intersection of St. Catherine Street (now Peace Street) and Karasun Canal (now Suvorov Street). The regional and city authorities as well as enterpreneurs were among honorary guests at this ceremony. During the religious ceremony, archpriest M. Voskresensky proclaimed "eternal memory to City Head Vasily Klimov" (active initiator of construction of electric tram) who died on March 27, 1900, nine months before opening. After consecration of machine hall and tramcars, honorary guests took places in five decorated tramcars and rode along St. Catherine Street (now Peace Street). After turning to Red Street, tramcars stopped near building of City Management that was located near the intersection of Red Street and St. Catherine Street (now Peace Street). At this place was held solemn cutting of the satin tape stretched across the main street. This tape was cut into small pieces that were taken by citizens as souvenirs. After that, tramcars rode by whole route. The opening ceremony ended with marvelous dinner at the building of 2nd Public Assembly (now Hotel "Krasnodar").

The overhead lines at Red Line were attached to an elegant cast-iron pillars, which were set in the space between the tracks. Two contact wires (each for one direction) were stretched close to one another above the single-track St. Catherine Line. The wooden pillars were set along the edges of the roadway. There were 10 motor tramcars and 10 trailers in Yekaterinodar (8 motor tramcars at Red Line and 2 - at St. Catherine Line), which were made by "Walker" company. Its maximal speed was 10 km/h. The fare for trip by Red Line (with the right of transfer to St. Catherine Line) was 5 kopecks or 0.05 rubles. It was not cheap because monthly salary of workers was not higher than 10-30 rubles but it was much lower than that of a cab.

The tramcars were launched for regular transportation of passengers on December 24, 1900, at 7:30 am. It was launched with a delay of 50 days, and "Company of traction and electricity" was obliged to pay a fine of 2500 rubles. However, City Management decided to reduce this fine after they agreed about some favorable conditions for themselves: free transportation of prisoners, discount tickets for students (3 kopecks or 0.03 rubles) in the period of studying, etc. New kind of transport was liked by residents. Next Sunday (on December 30, 1900) almost whole population of Yekaterinodar rode at tram, and they were forced to use tram trains consisting of two chained tramcars. During first year of exploitation annual ridership reached 2.5 million passengers.

THE SCHEME OF YEKATERINODAR TRAM NETWORK IN 1900:
Red Line: Municipal Garden (now Gorky Park) - Bread Market near Pasture Street (now Khakurate Street);
St. Catherine Line: Red Street - Vladikavkaz Rail Terminal (now Krasnodar I);
X - Central tram depot at St. Catherine Street (now Peace Street):


mdyug
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1901:
black line: railway;
Red Line: Municipal Garden (now Gorky Park) - Bread Market near Pasture Street (now Khakurate Street);
St. Catherine Line: Red Street - Vladikavkaz Rail Terminal (now Krasnodar I);
X - Central tram depot at St. Catherine Street (now Peace Street):


kubtransport
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1901:
black line: railway;
Red Line: Municipal Garden (now Gorky Park) - Bread Market near Pasture Street (now Khakurate Street);
St. Catherine Line: Red Street - Vladikavkaz Rail Terminal (now Krasnodar I);
X - Central tram depot at St. Catherine Street (now Peace Street):


kubtransport
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK IN 1902:
black line: railway;
Red Line: Municipal Garden (now Gorky Park) - Bread Market near Pasture Street (now Khakurate Street);
St. Catherine Line: Red Street - Vladikavkaz Rail Terminal (now Krasnodar I);
X - Central tram depot at St. Catherine Street (now Peace Street):


mdyug
CLICKABLE
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Old May 27th, 2014, 05:08 PM   #3663
geometarkv
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Electric tram in Yekaterinodar - further extensions (1902-1918)

After launching of electric tram, the economic and cultural life of Yekaterinodar considerably quickened. At the night, tramcars were used for freight transportation. During 1900-1910, into Yekaterinodar were delivered 11 closed-type motor tramcars (№ 1-11) as well as 9 open-type motor tramcars (№ 12-20) each of which had 8 benches for operation in summer period.

Very soon after opening of tram system, there appeared claims to Belgian company due to non-compliance with contract items, and number of these claims became higher with time. There were problems with providing of necessary time intervals, with using of open-type tramcars in cold weather. There were not built roofed pavilions at the most busiest tram stops (as it was stipulated in the contract). The tram stops were not marked, and sometimes passengers were forced to run to tramcar if it didn't stopped at same place as always did. There were also complaints about the rudeness of conductors. Belgian companies who owned tram systems in Russian Empire were sadly famous for shocking case management, a complete disregard for the interests of the population, and bad conditions of technical equipment.

However, tram exploitation was very successful for owners in financial terms. In 1906, net profit of Yekaterinodar Tram was 100433.72 rubles. In 1908, gross proceeds reached 183983.67 rubles, gross income - 97917.30 rubles, but only 3% of gross income were paid into city treasure. In 1910, Antwerp financial newspaper published article about activity of Belgian tram enterprises in Russian Empire and included Yekaterinodar into list of cities where exploitation of tram system gave successful results. In late-1900s, residents of urban outskirts (Dubinka, Pokrovka, tanneries) sent a lot of letters to City Management with requests to extend tram network to their districts as it were cut off from city centre in the periods of impassability of roads.

According to contract, preemptive right for construction of new tramlines belonged to same company. Only in the case of their refusal, it was possible to entrust this work to other enterpreneur. By 1909, "Compagnie de traction et d'electricite" ("Company of traction and electricity") handed the agreement with all rights and liabilities to Belgian "General society of tram enterprises and the use of electricity". Its representative in Yekaterinodar was Belgian "Société anonyme Belge des tramways" ("Joint-stock company of tramways"). On April 1, 1909 city authorities signed additional contract with this company and granted them concession for extension of Yekaterinodar tram network. As a result, there began new stage of development of Yekaterinodar Tram which was marked by construction of new tramlines connecting outskirts of city with its centre. In 1909 there were put into operation so-called "Nuremberg-type" MAN tramcars in Yekaterinodar. In mid-1909 the St. Catherine Line was reconstructed to be double-tracked. On September 20, 1909 there was put into operation first stage of St. Demetrius Line to Intercession Market: from Red Street to New Blacksmith Street; along St. Demetrius Street (now Gorky Street) and Garden Street. As a result, there was organized new route: "Red Street - Intercession Market".

In early 1910, Red Line was extended from Bread Market to the slaughterhouse; along Rostov Street (now Red Street). On August 28, 1910 there was opened temporary tramline from Rostov Street (now Red Street) to the Agricultural Exhibition (length - 0.78 km), which was dismantled after the closing of exhibition. By November 11, 1910 there were 24 tramcars and 10.11 km of tramlines in Yekaterinodar. On November 27, 1910 there was put into operation second stage of St. Demetrius Line from Red Street to Battery Street (now Turgenev Street); along St. Demetrius Street (now Gorky Street), Medvedovskaya Street (now Kirov Street) and Blacksmith Street (now Kalinin Street). Also, there was put into operation service tramline from tram enterprise at the intersection of St. Catherine Street (now Peace Street) and Karasun Canal (now Suvorov Street) to St. Demetrius Street (now Gorky Street); along the south bank of Karasun Canal (now Suvorov Street) and Base Street. In the end of 1910 there was opened tram station (later - Suburban and Northern tram depot), originally intended to contain open-type trailers and old motor tramcars. It was located at the site of present-day boulevard near Red Street, opposite present-day "Dynamo" Stadium. For connection with Red Line, was built service line from slaughterhouse to this station; along Rostov Street (now Red Street). In 1911 tramline was extended from this tram station to the southern entrance of Chistyakov Grove (now May Day Park) in the area of present-day Young Naturalists Street, along the highway (now Red Street - Gavrilov Street - 40 Years of Victory' Street). As a result, there was formed suburban route "slaughterhouse - grove". Chistyakov Grove (now May Day Park) was popular place for rest. The transfer station from Red Line to this suburban line was located near slaughterhouse. The fare at suburban line was 3 kopecks or 0.03 rubles, tramcars at this line operated till 11:00 pm.

By 1911, there were 24 motor tramcars and 13.1 km of tramlines in Yekaterinodar. On July 17, 1911 there was put into operation new segment of St. Catherine Line from Red Street to Elizabeth Street (now Chkalov Street); along St. Catherine Street (now Peace Street), Medvedovskaya Street (now Kirov Street) and Gymnasium Street. In 1909-1911 there were plans to connect tramlines at St. Catherine Street (now Peace Street) and Gymnasium Street through Pospolitaki Street (now October Street), but finally tramlines at these streets were connected through Medvedovskaya Street (now Kirov Street). Therefore, there was formed new route "Pier - Vladikavkaz Rail Terminal". This route was also used for transportation of goods from river pier to Rail Terminal, and in opposite direction.

Some later, there was put into operation third stage of St. Demetrius Line from Battery Street (now Turgenev Street) to Tannery Street; along Furrier Street and Direct Lane. This line was built between city centre and industrial outskirts. The majority of its passengers were workers. For this reason, at this line were exploited worst tramcars in Yekaterinodar - without mirrors and curtains at the windows. The closed-type tramcars for winter period at this line operated only from December - later than at other lines.

The weekly gross proceeds that previously amounted 3000-4000 rubles, increased to 10000 rubles after extensions of 1909-1911. But despite of significant profit, in 1910 Belgian company ordered that tram employees should pay for trip by tram on general grounds in the cases if they ride in non-working hours. In this regard, some newspapers reminded "enlightened Europeans" that there exists cities where not only tram employees, but also their families can travel free of charge. The newspapers also pointed difficult working conditions of tram drivers and conductors, the working day of whom lasted from early morning until late night. Working in the winter in open-type wagons, they often get cold. Tram employees tried to improve their working conditions not once. Together with employees of other city enterprises, they took part in the strikes of 1905 and 1912.

By 1912, due to increasing of passenger traffic in the centre of city, one of terminus stations at Red Line was moved from Bread Market to New Street (now Budyonny Street). There were five routes:
1) Municipal Garden, now Gorky Park - slaughterhouse (Red Line);
2) Municipal Garden, now Gorky Park - New Street, now Budyonny Street (Red Line, abbreviated route);
3) Pier - Vladikavkaz Rail Terminal, now Krasnodar I (St. Catherine Line);
4) Tanneries - Garden Street (St. Demetrius Line);
5) Slaughterhouse - Chistyakov Grove, now May Day Park (suburban line).

The total length of passenger tramlines by axis of streets was 14.34 km (Red Line - 4.23 km, suburban line - 1.71 km; St. Catherine Line - 2.94 km, St. Demetrius Line - 5.46 km). The total length of all tramlines was 15.22 km (including service tramline) and 32.54 km (including service tramline and tracks in depot). By 1912, there were 53 motor tramcars and 25 trailers in Yekaterinodar.

At the city map of 1912 were marked projected tramlines, the construction of which was either cancelled or postponed on long time due to ensuing era of wars and revolutions. There were plans to connect St. Catherine Line and St. Demetrius Line through planned tramline at Medvedovskaya Street (now Kirov Street) - it was realized in 1932. Also, St. Demetrius Line was planned to be extended on west from tanneries to brickyards, along Tannery Street and present-day Minsk Street - it was realized only in 1994. There were plans for laying tramline between Municipal Garden (now Gorky Park) and New Blacksmith Street, along Kotlyarevsky Street (now Mitrofan Sedin Street) - in 1973 there was opened trolleybus line by this route that operated about 10 years. In addition, there were plans to construct tramline between Municipal Garden (now Gorky Park) and prison; along Stavropol Street, Nicholas Street (now KIM Street), Settlement Street (now Kovtyukh Street), Wide Street (now Shevchenko Street) and Voronezh Street. However, tramline near prison was built according to other route in 1950. And, finally, there existed plans to build tramline from Red Street to railway; along New Street (now Budyonny Street), Bursak Street (now Red Army Street) and Blacksmith Street (now Kalinin Street). In 1953 there was opened trolleybus line at parallel route along Northern Street.

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1911:
black lines: railways;
Red Line: Municipal Garden (now Gorky Park) - slaughterhouse at Rostov Street (now Red Street);
St. Catherine Line: Vladikavkaz Rail Terminal (now Krasnodar I) - Red Street;
St. Demetrius Line: Battery Street (now Turgenev Street) - Intercession Market at New Blacksmith Street;
suburban line: slaughterhouse at Rostov Street (now Red Street) - Chistyakov Grove (now May Day Park);
temporary line: Rostov Street (now Red Street) - Agricultural Exhibition (operated in the autumn of 1910);
service tramline: Central tram depot at St. Catherine Street (now Peace Street) - St. Demetrius Street (now Gorky Street);
X - Central tram depot at St. Catherine Street (now Peace Street):


kubtransport
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK IN 1912:
black lines: railways;
Red Line: Municipal Garden (now Gorky Park) - slaughterhouse at Rostov Street (now Red Street);
● Red Line, abbreviated route: Municipal Garden (now Gorky Park) - New Street (now Budyonny Street);

St. Catherine Line: Vladikavkaz Rail Terminal (now Krasnodar I) - Pier;
St. Demetrius Line: Tanneries - Intercession Market at New Blacksmith Street;
Pashkovskaya Line: Red Street - Pashkovskaya stanitsa;
suburban line: slaughterhouse at Rostov Street (now Red Street) - Chistyakov Grove (now May Day Park);
dismantled line: Rostov Street (now Red Street) - Agricultural Exhibition (operated in the autumn of 1910);
service tramline: Central tram depot at St. Catherine Street (now Peace Street) - St. Demetrius Street (now Gorky Street);
X - Central tram depot at St. Catherine Street (now Peace Street);
X - Suburban (Northern) tram depot at Rostov Street (now Red Street);
X - Pashkovskoye (Eastern) tram depot at Stavropol Street.

PLANNED TRAMLINES:
I) connection between St. Catherine Line and St. Demetrius Line via Medvedovskaya Street (now Kirov Street);
II) Tanneries - Brickyards;
III) Municipal Garden (now Gorky Park) - New Blacksmith Street;
IV) Municipal Garden (now Gorky Park) - Prison;
V) Red Street - railway:


mdyug
CLICKABLE

Since November 1913, due to construction of terminal for new Black Sea-Kuban Railway, suburban tramline was partly dismantled at the segment between future Black Sea Rail Terminal (now Krasnodar II) and Chistyakov Grove (now May Day Park), along highway (now 40 Years of Victory' Street). In April 1914 there was opened new suburban line from Suburban tram depot (Northern tram depot) to the northwestern corner of Chistyakov Grove (May Day Park) through overpass across railway; along Rostov Street (now Red Street) and highway (now Red Street - Officer Street). The part of old suburban line became to use for the new route from slaughterhouse to Black Sea Rail Terminal (now Krasnodar II) which was opened at same year.

On July 16, 1914, due to difficult working conditions and low salary, all tram staff (200 workers) organized a strike. They demanded introducing of eight-hour working day, increasing of salaries, paid vacations and special uniform for work in winter period. Next day there worked only few tramcars in Yekaterinodar, recruited students worked by conductors. As a result, Belgian company was forced to pay a fine of 10 thousand rubles to the city treasury due to bad organisation of tram exploitation. Then they tried to hire new workers for the work by tram driver and conductor. But qualification of inexperienced workers was too low, that led to the numerous breakages and insufficient revenue. The workers of other city enterprises boycotted orders of Belgian company - for example, the workers of Husnik's Plant (later "Tenzopribor" Plant) refused to repair the burnt motors. On July 20, 1914, at 4:00 pm, thousands of workers went from Municipal Garden (now Gorky Park) to Red Street. So was started demonstration in the support of tram employees and workers of St. Petersburg and Baku who striked at that time. Next day there began general strike - all city enterprises not worked and newspapers were not published. As a result, Belgian company was forced to make concessions and to fulfill all requirements of old workers.

During 1907-1914, in Yekaterinodar were delivered new tramcars: 6 MAN closed-type motor tramcars (№№ 21-26), 14 closed-type six-window motor tramcars (№№ 27-40), 28 MAN motor tramcars of converting type with removable casements (№№ 51-78) and 18 MAN trailers (№№ 101-118).

In August 1915, after numerous appeals of City Council, there were dismantled elegant cast-iron pillars (made in 1900 for attaching of overhead lines). These pillars were set in the space between the tracks of tramline at Nicholas Avenue (so was named Red Street in 1914-1917 in the honour of brief visit of Russian Emperor Nicholas II on December 7, 1914). With time, it became create problems for increasing car traffic. After dismantling, the pillars were set along the edges of Nicholas Avenue (now Red Street). In November 1915 there was put into operation branch tramline from Nicholas Avenue (now Red Street) to the new building of Main Post Office; along Karasun Street. As a result, there was formed freight "post route" between Main Post Office and Vladikavkaz Rail Terminal (now Krasnodar I). By 1916, there were 16 km of tramlines of the Belgian society.

Pashkovskaya Line

The line to Pashkovskaya stanitsa needs in special chapter in the history of Yekaterinodar Tram (now Krasnodar Tram). Pashkovsky kurin (settlement) of a Black Sea Cossack Host was founded in 1794. In 1821 there were 165 houses in the settlement. In 1842 Pashkovsky kurin was renamed into Pashkovskaya stanitsa (Cossack settlement). In June 1888 great Russian painter Ilya Repin (1844-1930) visited Yekaterinodar and Pashkovskaya stanitsa where found models for his famous painting "Reply of the Zaporozhian Cossacks to Sultan Mehmed IV of the Ottoman Empire" (1880-1891). Since 1940 till 1953 stanitsa was centre of Pashkovsky District. On April 15, 1958 Pashkovskaya stanitsa was transformed into the workers' settlement Pashkovsky. In 2004 urban-type settlement Pashkovsky became the microdistrict of Krasnodar city.

Pashkovskaya stanitsa was closest to Yekaterinodar, and played significant role for the city. After opening of Yekaterinodar Tram, Cossacks of Pashkovskaya stanitsa quickly assessed the new kind of transport. It was extremely difficult to deliver "necessary goods" from Pashkovskaya stanitsa to Yekaterinodar by horse cabs in conditions of impassability of roads. That's why commission from society of Pashkovskaya stanitsa appealed to City Management with proposal to organize tram communication between Yekaterinodar and stanitsa. In 1908 was established "First Russian partnership of the electric-motor tram Yekaterinodar-Pashkovskaya" and was approved the project of construction of a new line between Yekaterinodar and Pashkovskaya stanitsa. This partnership was established on equal footing. All residents of nearest towns and stanitsas except foreigners were invited to become its members. Therefore, there appeared competitor of Belgian company.

On July 14, 1910 City Council signed contract with "Russian partnership" for the construction of tramline between Yekaterinodar's New Market (now Cooperative Market) and market in stanitsa, through city outskirts of Dubinka and Sady. After this, there was started construction of single-track Pashkovskaya Line (1 meter wide) from Red Street to Pashkovsky Deadend; along Gogol Street, Railway Street, Mountain Street (now Vishnyakova Street), Stavropol Street, highway (now Stavropol Street - Tram Street) and Peter the Great' Street (now Yevdokia Bershanskaya Street). It was opened on April 4, 1912. The length of this line by axis of streets was 12.8 km, including 10.7 km of suburban part. Initially Pashkovskaya Line had no own electric supply system. "Russian partnership" called it "automobile tram" because tramcars were equipped with internal combustion engine - it was a four-cylinder engine with power of 48.175 kW powered by kerosene (starting by petrol), driving the generator (power - 54 kW), i.e. it were heat electric tramcars or railcars. There operated 4 MAN petrol-driven tramcars (№№ 1-4, delivered in 1912), which were served by Pashkovskoye tram depot (now Eastern tram depot) at Stavropol Street. The maximal speed of those tramcars was 30 km/h (average speed - 12.8 km/h), capacity - 24 seats, weight - 16.5 tons, length - 10.9 m. MAN petrol-driven tramcars were beautiful in its own way and fit well in the urban and suburban landscapes. The time of trip was about 2 hours, with stops at the passing loops that lasted about one hour in total. Time intervals were 30 minutes, the fare for trip - 15 kopecks or 0.15 rubles. This fare was not cheap. But despite of this, the route was very demanded.

But things were not going well. It was difficult to maintain petrol engines that often broke. As a result, tram operation often stopped at Pashkovskaya Line. In addition, there were complaints about smoke and difficult working conditions for conductors. As a result, there began talks about the re-equipment of Pashkovskaya Line to electric traction. Belgian company offered to supply energy for this purpose, but residents of Pashkovskaya stanitsa, not wanting to depend on competitors, decided to build own power station. On July 29, 1914 City Council signed new contract with "Russian partnership", which established specific dates for the electrification of existing Pashkovskaya Line, for construction of branch line to the Vladikavkaz Rail Terminal (now Krasnodar I) and for the organization of two urban routes. Petrol-driven tramcars were rebuilt into motor tramcars. In 1914 they got 5 motor tramcars and 7 trailers from MAN. The urban part of this line was electrified on December 27, 1914. That day was opened double-track line from Nicholas Avenue (now Red Street) to Wide Street (now Shevchenko Street). Unlike tramcars of Belgian company equipped with roller-rod current collectors, tramcars of "Russian partnership" had bow-type collectors. The such difference remained till early 1930s. In 1915 there was electrified suburban part of Pashkovskaya Line and petrol-driven tramcars were replaced with electric ones. On August 3, 1915 there was opened branch of this line from Railway Street to the Vladikavkaz Rail Terminal (now Krasnodar I); along Gogol Street. There operated tram trains each of which consisted of closed-type motor tramcar and open-type trailer by suburban line to Pashkovskaya stanitsa, and open-type motor tramcars - by urban routes of the Pashkovskaya Line. The total length of Pashkovskaya Line by axis of streets was increased till 13.3 km. On November 24, 1916, Grand Dukes Nicholas Nikolaevich (1856-1929) and Peter Nikolaevich (1864-1931) rode by this route in order to see parade of Cossack troops at Pashkovskaya stanitsa.

There were three routes:
1) Nicholas Avenue (now Red Street) - Pashkovskaya stanitsa (suburban route);
2) Nicholas Avenue (now Red Street) - Wide Street, now Shevchenko Street (urban route);
3) Nicholas Avenue (now Red Street) - Vladikavkaz Rail Terminal, now Krasnodar I (urban route).

All three routes were started from the intersection of Red Street (this street was known as Nicholas Avenue during short time in 1914-1917 after brief visit of Russian Emperor Nicholas II on December 7, 1914) and Gogol Street. At this intersection was located transfer point and switch for connection of Pashkovskaya Line with "Belgian" Red Line (route "Municipal Garden - slaughterhouse").

There were plans for construction of tramlines into other suburbs. In 1913 it was decided to built line of narrow-gauge railway (tramline): "Yekaterinodar - Yelizavetinskaya stanitsa - Novo-Maryanskaya stanitsa". There started fundraising for this construction, but this plan was never realized due to beginning of WWI. Also, there were prepared projects of construction of tramlines from other stanitsas to railway stations such as "Kavkazskaya stanitsa - Romanovsky khutor (now Kropotkin town)", etc. In 1916, "First Russian partnership of the electric-motor tram Yekaterinodar-Pashkovskaya" proposed project of extension of tramline from Pashkovskaya stanitsa to Starokorsunskaya stanitsa, but authorities of Pashkovskaya stanitsa refused from such plans - the projected passenger traffic was low while projected length of this tramline was too long.

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1913:
black lines: railways;

TRAMLINES OF THE BELGIAN "GENERAL SOCIETY OF TRAM ENTERPRISES AND THE USE OF ELECTRICITY":
Red Line: Municipal Garden (now Gorky Park) - slaughterhouse at Rostov Street (now Red Street);
● Red Line, abbreviated route: Municipal Garden (now Gorky Park) - New Street (now Budyonny Street);

St. Catherine Line: Vladikavkaz Rail Terminal (now Krasnodar I) - Pier;
St. Demetrius Line: Tanneries - Intercession Market at New Blacksmith Street;
suburban line: slaughterhouse at Rostov Street (now Red Street) - Chistyakov Grove (now May Day Park);
dismantled line: Rostov Street (now Red Street) - Exhibition (operated in the autumn of 1910);
service tramline: Central tram depot at St. Catherine Street (now Peace Street) - St. Demetrius Street (now Gorky Street);
X - Central tram depot at St. Catherine Street (now Peace Street);
X - Suburban (Northern) tram depot at Rostov Street (now Red Street).


TRAMLINE OF THE "FIRST RUSSIAN PARTNERSHIP OF THE ELECTRIC-MOTOR TRAM YEKATERINODAR-PASHKOVSKAYA":
Pashkovskaya Line of petrol-driven tram: Red Street - Pashkovskaya stanitsa;
X - Pashkovskoye (Eastern) tram depot at Stavropol Street:


kubtransport
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1916:
black lines: railways;

TRAMLINES OF THE BELGIAN "GENERAL SOCIETY OF TRAM ENTERPRISES AND THE USE OF ELECTRICITY":
Red Line: Municipal Garden (now Gorky Park) - slaughterhouse at Rostov Street (now Red Street);
● Red Line, abbreviated route: Municipal Garden (now Gorky Park) - New Street (now Budyonny Street);

St. Catherine Line: Vladikavkaz Rail Terminal (now Krasnodar I) - Pier;
St. Demetrius Line: Tanneries - Intercession Market at New Blacksmith Street;
suburban line: slaughterhouse at Rostov Street (now Red Street) - Chistyakov Grove (now May Day Park);
slaughterhouse at Rostov Street (now Red Street) - Black Sea Rail Terminal (now Krasnodar II);
service tramline: Central tram depot at St. Catherine Street (now Peace Street) - St. Demetrius Street (now Gorky Street);
freight branch tramline: Nicholas Avenue (now Red Street) - Main Post Office;
X - Central tram depot at St. Catherine Street (now Peace Street);
X - Suburban (Northern) tram depot at Rostov Street (now Red Street).


TRAMLINES OF THE "FIRST RUSSIAN PARTNERSHIP OF THE ELECTRIC-MOTOR TRAM YEKATERINODAR-PASHKOVSKAYA":
● Pashkovskaya Line, urban route: Nicholas Avenue (now Red Street) - Vladikavkaz Rail Terminal (now Krasnodar I);
● Pashkovskaya Line, urban route: Nicholas Avenue (now Red Street) - Wide Street (now Shevchenko Street);
● Pashkovskaya Line, suburban route: Nicholas Avenue (now Red Street) - Pashkovskaya stanitsa;

X - Pashkovskoye (Eastern) tram depot at Stavropol Street:


kubtransport
CLICKABLE

THE SCHEME OF YEKATERINODAR TRAM NETWORK BY 1916:
black lines: railways;

TRAMLINES OF THE BELGIAN "GENERAL SOCIETY OF TRAM ENTERPRISES AND THE USE OF ELECTRICITY":
Red Line: Municipal Garden (now Gorky Park) - slaughterhouse at Rostov Street (now Red Street);
● Red Line, abbreviated route: Municipal Garden (now Gorky Park) - New Street (now Budyonny Street);

St. Catherine Line: Vladikavkaz Rail Terminal (now Krasnodar I) - Pier;
St. Demetrius Line: Tanneries - Intercession Market at New Blacksmith Street;
suburban line: slaughterhouse at Rostov Street (now Red Street) - Chistyakov Grove (now May Day Park);
slaughterhouse at Rostov Street (now Red Street) - Black Sea Rail Terminal (now Krasnodar II);
service tramline: Central tram depot at St. Catherine Street (now Peace Street) - St. Demetrius Street (now Gorky Street);
freight branch tramline: Nicholas Avenue (now Red Street) - Main Post Office;
X - Central tram depot at St. Catherine Street (now Peace Street);
X - Suburban (Northern) tram depot at Rostov Street (now Red Street).


TRAMLINES OF THE "FIRST RUSSIAN PARTNERSHIP OF THE ELECTRIC-MOTOR TRAM YEKATERINODAR-PASHKOVSKAYA":
I - Pashkovskaya Line, urban route: Nicholas Avenue (now Red Street) - Vladikavkaz Rail Terminal (now Krasnodar I);
II - Pashkovskaya Line, urban route: Nicholas Avenue (now Red Street) - Wide Street (now Shevchenko Street);
III - Pashkovskaya Line, suburban route: Nicholas Avenue (now Red Street) - Pashkovskaya stanitsa;

X - Pashkovskoye (Eastern) tram depot at Stavropol Street:


kubtransport
CLICKABLE
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Old May 27th, 2014, 05:09 PM   #3664
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1900s. The railway bridge across Kuban River:

myekaterinodar

1900s. The original building of the Vladikavkaz Rail Terminal (now Krasnodar I) was built in 1885-1888:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I), view from the platform:

myekaterinodar
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Old May 27th, 2014, 05:09 PM   #3665
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1900s. Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar

1900s. Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar

1909. MAN tramcar №52 of converting type (with removable casements) on the square near Vladikavkaz Rail Terminal (now Krasnodar I):

Андрей Кравчук

1910s. MAN tramcar №58 of converting type (with removable casements) on the square near Vladikavkaz Rail Terminal (now Krasnodar I):

kubtransport
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Old May 27th, 2014, 05:10 PM   #3666
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1900s. The one of first Yekaterinodar tramcars at the territory of Central tram depot that was located at the intersection of St. Catherine Street (now Peace Street) and Karasun Canal (now Suvorov Street):

kubtransport

1900s. St. Catherine Street (now Peace Street) between its intersections with Mound Street (now Gudima Street) and Karasun Canal (now Suvorov Street), view in direction to Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar

1900s. Male religious school near the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street):

myekaterinodar

1900s, Kotlyarevsky Street (now Mitrofan Sedin Street) near its intersection with St. Catherine Street (now Peace Street). Alexander Triumphal Arch (also known as Tsar's Gate) on the background:

myekaterinodar
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Old May 27th, 2014, 05:11 PM   #3667
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19th century. Alexander Triumphal Arch (also known as Tsar's Gate) was built in 1888 (architect - Vasily Filippov) at the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street) in order to commemorate visit of Russian Emperor Alexander III (1845-1894) with his family. Alexander III visited Yekaterinodar on October 3-5, 1888. That year was completed construction of the segment of North Caucasian Railway (Tikhoretsk-Yekaterinodar-Novorossiysk) that connected St. Petersburg and southern regions of Russian Empire:

myekaterinodar

1890s. Alexander Triumphal Arch (also known as Tsar's Gate) at the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street):

myekaterinodar

1890s. Alexander Triumphal Arch (also known as Tsar's Gate) at the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street), view in direction to Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar

1900s. The single-track St. Catherine Line at St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar

1900s, St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar

1900s, St. Catherine Street (now Peace Street). Tramcar №5 - the one of first Yekaterinodar closed-type tramcars near Alexander Triumphal Arch:

kubtransport

1903, St. Catherine Street (now Peace Street). Tramcar №5 - the one of first Yekaterinodar closed-type tramcars near Alexander Triumphal Arch:

vaz-vs-gaz

1906. St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar

1900s. St. Catherine Street (now Peace Street):

myekaterinodar
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Old May 27th, 2014, 05:19 PM   #3668
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1890s. Alexander Triumphal Arch (also known as Tsar's Gate) at the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street), view in direction to Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar

1900s. St. Catherine Street (now Peace Street), view in direction to Vladikavkaz Rail Terminal (now Krasnodar I):

myekaterinodar
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Old May 27th, 2014, 05:19 PM   #3669
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1900s, St. Catherine Street (now Peace Street) between its intersections with Borzikov Street (now Communards Street) and Bursak Street (now Red Army Street). Apollon Rubinsky's House at right (built in 1902, now Children's Art School named after Vladimir Ptashinsky):

myekaterinodar

1900s. Tramline at St. Catherine Street between its intersections with Bursak Street (now Red Army Street) and Red Street:

myekaterinodar

1900s, St. Catherine Street (now Peace Street). The construction of the St. Catherine Cathedral on the background:

myekaterinodar
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Old May 27th, 2014, 05:20 PM   #3670
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1910s, St. Catherine Street (now Peace Street). In mid-1909 the St. Catherine Line was reconstructed to be double-tracked. The arch was dismantled in 1928 because it began to create problems for increased road traffic:

Solar

1910s. St. Catherine Street (now Peace Street):

myekaterinodar

1910s. St. Catherine Street (now Peace Street):

myekaterinodar

1910s. St. Catherine Street (now Peace Street):

Solar

1910s, St. Catherine Street (now Peace Street). St. Catherine Cathedral (built in 1900-1914 by Ivan Malgerb) at right:

myekaterinodar

1910s. 2nd Male Gymnasium (now Main Directorate of the Ministry of Emergency Situations in the Krasnodar Region) near the intersection of St. Catherine Street (now Peace Street) and Kotlyarevsky Street (now Mitrofan Sedin Street):

myekaterinodar

1910s. Tramline at St. Catherine Street (now Peace Street) west of its intersection with Kotlyarevsky Street (now Mitrofan Sedin Street):

myekaterinodar

1910s, St. Catherine Street (now Peace Street). The view of city from St. Catherine Cathedral to the southeast:

Общественный транспорт

1912. St. Catherine Street (now Peace Street):

myekaterinodar
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Old May 27th, 2014, 05:21 PM   #3671
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1910s, St. Catherine Street (now Peace Street). St. Catherine Cathedral (built in 1900-1914 by Ivan Malgerb) on the background:

Solar

1910s, St. Catherine Street (now Peace Street). St. Catherine Cathedral on the background:

Grozniy

1910s. Tramcars near intersection of St. Catherine Street (now Peace Street) and Rashpil Street, the view from fire watchtower to the northwest:

myekaterinodar

1910, St. Demetrius Line. The laying of tramline at Medvedovskaya Street (now Kirov Street):

Общественный транспорт

1910, St. Demetrius Line. The laying of tramline at Medvedovskaya Street (now Kirov Street):

Общественный транспорт
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Old May 27th, 2014, 05:22 PM   #3672
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1890s. The summer theatre at the Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky):

myekaterinodar

1890s. The central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street was built in 1896 according to the project of architect Ivan Malgerb (1862-1938). The entrance for cyclists at left:

myekaterinodar

1901. The open-type motor tramcar №14 near central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar

1890s. The central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

vaz-vs-gaz

1900s. Open-type and closed-type tramcars near central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar

1903. The beginning of Red Line near central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar

1904. MAN open-type tramcar №18 of converting type (with removable casements) near central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar

1900s. The central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar

1900s. The central entrance to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky) at Post Street:

myekaterinodar
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Old May 27th, 2014, 05:22 PM   #3673
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September 21, 1896. The laying down of Monument to Russian Empress Catherine the Great, founder of Yekaterinodar (1729-1796) on the Ataman garden square (now Catherine garden square) at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great, founder of city (1729-1796) was opened at Yekaterinodar on May 19, 1907 (sculptors - Mikhail Mikeshin and Boris Eduards) at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

vaz-vs-gaz

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

Grozniy

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

vaz-vs-gaz

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

Solar

1900s, Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street. On the bottom level: Russian Count Grigory Potemkin (1739-1791), the text of letters patent that gave Kuban lands to Cossacks in the eternal possession (July 11, 1792) and three first Kosh atamans of Black Sea Cossack Host - Anton Golovaty (between 1732 and 1744 - 1797), Sidor Bely (between 1716 and 1735 - 1788) and Zakhary Chepega (1725-1797):

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. The sculpture of blind kobzar (Ukrainian bard) with his guide:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar
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Old May 27th, 2014, 05:24 PM   #3674
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1900s, Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street. This monument was disassembled in November 1920 according to the Decree of Regional Revolutionary Committee:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Monument to Russian Empress Catherine the Great at the intersection of Red Street and Post Street:

myekaterinodar
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Old May 27th, 2014, 05:24 PM   #3675
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1900s. Regional Court (now Legislative Assembly of the Krasnodar Region) at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Regional Court (now Legislative Assembly of the Krasnodar Region) at the intersection of Red Street and Post Street:

myekaterinodar

1900s. Regional Court (now Legislative Assembly of the Krasnodar Region) at the intersection of Red Street and Post Street:

myekaterinodar

1910s. Red Line near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Red Line near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Tramcar near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Tramcar near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar
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Old May 27th, 2014, 05:25 PM   #3676
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1900s. The department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Tramcar near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) and department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Red Line near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) and department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1900s. Red Line near the department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1900s. The department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

Grozniy

1900s. The department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1900s. The department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

myekaterinodar

1910s. Red Line near the Yekaterinodar Art Gallery (now Krasnodar Regional Art Museum named after Fyodor Kovalenko) and department of the State Bank at the intersection of Red Street and Count Street (now Soviet Street):

Grozniy
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Old May 27th, 2014, 05:26 PM   #3677
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1905-1908. The furniture shop of merchant Vasily Rubezhansky (now Krasnodar Regional Children's Library named after Ignatov brothers) at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

myekaterinodar

1905-1908. The furniture shop of merchant Vasily Rubezhansky (now Krasnodar Regional Children's Library named after Ignatov brothers) at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

myekaterinodar

1900s. Open-type tramcar at Red Street going in direction to Municipal Garden (now Central Park of Culture and Leisure named after Maxim Gorky):

myekaterinodar

1900s. The apartment house at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

Solar

1900s. Tramline at Red Street north of its intersection with Staff Street (now Komsomol Street):

myekaterinodar
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Old May 27th, 2014, 05:27 PM   #3678
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1900s. The building of City Management (left; now Military commissariat) near the intersection of Red Street and St. Catherine Street (now Peace Street):

myekaterinodar

1900s. Tramline at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

myekaterinodar

1900s. The building of City Management (right; now Military commissariat) near the intersection of Red Street and St. Catherine Street (now Peace Street):

myekaterinodar

1900s. The building of City Management (now Military commissariat) near the intersection of Red Street and St. Catherine Street (now Peace Street):

myekaterinodar

1904-1906. The building of City Management (now Military commissariat) near the intersection of Red Street and St. Catherine Street (now Peace Street):

Grozniy

Early 1900s. Tramline at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

myekaterinodar

1900s. Tramline at Red Street between its intersections with Staff Street (now Komsomol Street) and St. Catherine Street (now Peace Street):

myekaterinodar
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Old May 27th, 2014, 05:27 PM   #3679
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1910s. Red Line near Russo-Asian Bank (now VTB24 Bank) at Red Street:

myekaterinodar

1910s. MAN tramcar №62 of converting type (with removable casements) near Russo-Asian Bank (now VTB24 Bank) at Red Street. More likely, this photo was made some time after accident:

kubtransport
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Old May 27th, 2014, 05:28 PM   #3680
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1890s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel at left:

myekaterinodar

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street) - the intersection of Red Line and St. Catherine Line. "European" Hotel on the background:

myekaterinodar

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street) - the intersection of Red Line and St. Catherine Line. "European" Hotel on the background:

vaz-vs-gaz

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel on the background:

myekaterinodar

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel on the background:

vaz-vs-gaz

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel on the background:

myekaterinodar

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel on the background:

myekaterinodar

1900s, the open-type motor tramcars №16 and №17 at Red Street near transfer station to St. Catherine Line. "European" Hotel on the background:

kubtransport

1900s, the intersection of Red Street and St. Catherine Street (now Peace Street). "European" Hotel on the background:

myekaterinodar
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