The first crack of the railway was opened in 1845, when it bore the name Prague, later Prague sttn ndra (Prague State Railway Station), today we know it as Prague Masaryk ndra. We therefore call Masaryk the oldest crack of the ndra, if we do not sweat the ndra Bruska (today Prague-Dejvice) of 1930 from the original Lsp conspecies.
After President Masaryk, the subject cracks bear the name of the petitioner, or, if you will, since 1919 with two orchards, once during the Protectorate (Prague Hybernsk ndra, 1940 and 1945,) and once a part in the time of totalitarianism (Prague Sted, 1953 to 1990).
The formation of Prask’s sttnho ndra is directly connected with the introduction of the first steam-engine drifts into them, namely the Olomouc-Prask railways.
However, the first Austro-Hungarian steam engine was established as a private company founded by financier Salomon Mayer Rothschild, it was the Northern Army of Ferdinand between Vdn and Bochn in Hala (Bochnia today in southern Poland).
The northern part of the Ferdinand Tsar was gradually put into operation from 1837, in 1839 a branch of this railway was built to Brno and in 1841 to Olomouc.
After 1840, there was a time in Austria-Hungary, when stt. And he started with the first Olomouc-Prague track, he connected with Vdn Prague, and according to Prague, he continued on the Dn, which in turn was connected with the connection to the Saxon Dran. An intergovernmental agreement between Austria and Saxony was signed in November 1842, the German state was built by Saxony-Esk.
Sttn ndra in Prague. Ndran buildings and dormitories with nstupiti are behind the wall equipped with an estic gate. According to us, we see the train going from Pardubice. And from this point of view, the tracks on the right (there is a locomotive with a tender itself) lead to the Negrelli viaduct, it is a turn towards the Dn.
The Austrian Northern Railway thus included a railway line from Olomouc via Tebov and Pardubice to Prague and from Prague to Dna, and thus from Tebov to Brno.
Work on the rugged Olomouc-Prask began in 1842. The construction of cells of about 250 km long track took about three years, twenty thousand people took part (in full conditions, it worked in the warm season of the year; ). The total cost was 8 million and 200 thousand gold in conventional currency, one kilometer of the track went up to 33 thousand gold km.
When we entered the world of finance, we would like to mention from Prague to Vdn for the sake of interest: I. traveler went to 21 gold coins and 6 tailors, II. tdou for 13 gold coins and 3 tailors and III. tdou for 9 gold coins and 4 tailors. And before that, just twenty tailors made a daily kick or other auxiliary debt when building the track, while beer cost 6 tailors and bread in the standard solid state 12 tailors for a loaf. (At that time, one goldsmith had the first tailor, divided the gold for a hundred tailors to drink, and sometimes in the following decd.)
At that time, the length ranged between 100 and 200 gold per year, so we can see that the sweat of unqualified debtors during the construction of the Olomouc-Crack types corresponds to the lower area of this range. Compare this with the stated ticket prices in the sense.
The road to the north – in the direction of the Dn – from the central bank in Prague became Negrelli ‘s viaduct.
And that brings her to crack. The question was whether to situate it in the city, ie in the area inside the city walls, or there was an alternative to place it in the practically dilute Karl. Because Karln developed nicely at that time, Prague allowed the nostrils to be built on their land, so that joy would not be in Karln.
Prask ndra, then the natives so hard or drait there, was built just behind the city wall between Na Florenci and Hybernsk streets. The construction of the railway took place in 1844 and 1845.
But the locals in the town right next to the wall did not have to clean the paper. Prague still belonged to the fortress city, it was surrounded by a wall and the Brno highways closed for the night (the demolition of the Prague city fortifications began after 1866). It was therefore necessary to apply for permission to break through the walls and fill in the obtained opening of the estates of the railway gates, of course closed by a fixed gate. So many gates were needed for a simple reason, due to the space constraints, there were high walls.
The official arrival of the first train to Prague, which was accompanied by great fame even after the contribution of artillery volleys, took place on August 20, 1845. There was a headache, the crowds could not prove the technical vision.
The first trains in Prague, the first locomotive on the picture, the second ceremonial train ride with the Olmtz and Prag locomotives
But that day he owned two drinks from Olomouc in a row. First a vanguard with a locomotive named Bhmen, which was built by Jan Perner, the father of the first to open the tracks and chief interior of the Austrian Austrian Railways. The ceremonial train followed by a pair of locomotives named Olmtz (Olomouc) and Prague.
In fact, the very first train arrived in Prague, this time from Pardubice, tentatively on August 4. But don’t talk about it so as not to take away from the glory of Wednesday. In the end, not a day of fame was organized during this rehearsal. Even the name of his locomotive is unknown to us.
Sttn ndra in Prague (later Prague Masarykovo ndra)
Regular passenger rail transport between Prague and Vienna started on the 1st day. Originally, there were two trains in each direction daily. The saw bag had operational problems, the technology was not very reliable, so shortly after the start there was a reduction to one joint in every direction every day. The freight transport originally fulfilled from June 1 to go some time had to repent.
According to the contract, the private company Severn drha csae Ferdinand arranged transport to the Olomouc-prask drze (Severn sttn drhy). Because the gift bag according to the state editors was relatively profitable in relation to high sales, so after a few years, the state took over the operation under the shoulders.
The first rail vehicle Olomouc-crack drhy
Kolejov’s vehicle, which began to run on the Olomouc-Crack in 1845 and in the years that followed, was of modern construction at the time, I am talking about wagons without any doubt.
Here we imagine only one type of locomotive, but coincidentally the circumstance is the one in which all three machines were deployed during the Great War on August 20, 1845, ie during the first official ride, respectively. going from Olomouc to Prague.
These locomotives were of the American type, with a two-axle bogie front bogie and a single two-wheeled bogie. The weight of the locomotive was 15 tons, adhesive 9 tons. The pressure in the boiler was 5.5 atmospheres. The locomotives were built at Gnther in Vdeskm Novm Mst.
It is worth noting the passenger cars, long and long, built according to the American model. It was a major step forward compared to the Northern Second Cause Ferdinand.
First of all, let’s imagine a vz that was not just for someone and from the point of view of passenger transport was therefore practically insignificant. Let’s talk about a luxury courtyard car with comfortable size chairs, a work table, a lace-up rest section and, last but not least, a seat for accompanying with comfortable seats. Archduke Francis Charles came to Prague during the opening ceremonies for the ceremonial act.
According to we see the classic personal relationship with these sections, for I., II, and III. car tdu. Of course, cars at the time should not have driven the toilet or heated. The travel took some rocks.
The last personal display of the late period is interesting for its ride, it is second-hand, but it does not wear chassis. Both internal axles are fixed, where the so-called Adams corrections are external, at least as indicated by the first figure. Adams’ axis is rotated as it passes through the arc, with the axis of the axis moving toward the center of the arc.
Masaryk’s ndra after 1990 a painting
Prague Masarykovo ndra photo: Ji Bernard, CC BY-SA 3.0
Masaryk’s ndra is the so-called head station (sometimes we can also hear the marked end station), so it does not have a bottom passable main track, all tracks have a piece. In the city centers pin heads of the station urbanistick benefits. One advantage for me passengers, there are no subways between them. The route to the entrance bridge is from the main railway to the Vtkov tunnels, this bridge is not connected with the Masaryk railway.
Prague Masarykovo ndra, year 1990 photo: PHOTO: FORTEPAN / tm, CC BY-SA 3.0
In June 1990, the first crack, named Masaryk, took place for the second time. Black and white photographs from the same year. The nine glazed walls of the space between Masaryk’s buildings, which are supported by cast-iron columns, appeared in 1862. The T3 tram arrives from the left.
Prague Masarykovo ndra, year 2009 photo: Sludge G, CC BY-SA 2.0
The original Masaryk buildings are designed by architect Anton Jngling. This is also the case with the main side of the building, which we do not see in this photo, or with the large sidewalks of the building, which, on the contrary, dominates in this picture.
Lokomotiva 498.106 departure from Prague Masaryk ndra u pleitost celebrations vro 150 years of the railway in Prague | photo: PetrS., CC BY-SA 3.0
In 1995, a photographic steam locomotive series 498.1 pezdvan Albatros, resp. Jednikov Albatross. Albatrosses were among the fastest Czechoslovak steam locomotives.
Prague Masarykovo ndra photo: IngolfBLN, CC BY-SA 2.0
Prague Masarykovo ndra photo: Felix Riehle, CC BY-SA 4.0