Timișoara trolleybus

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Timișoara trolleybus
Tram and trolleybus network
Tram and trolleybus network
Route length: 35 km
Power system : 600 volts  =
A trolleybus of the latest generation in use on line 17
Overhead line plan, as of 2016
The development of the route network over the years.

The Timișoara trolleybus , in Romanian Troleibuz Timișoara , is the oldest trolleybus system still in operation on what is now Romania's territory . It was opened on 15 November 1942 and currently is the transport companies de Societatea Transport Public Timişoara (STPT) out. With nine lines (11, M11, 13, 14, M14, 15, 16, 17 and 18) and a network length of 35 kilometers, Timișoara - after the Bucharest trolleybus - has the second largest trolleybus network in Romania. The trolleybus serves 75 stops , plus two stations that are reached with the auxiliary diesel drive , and complements the tram network consisting of lines 1, 2, 4, 6, 7, 8 and 9 . Of the total of ten districts, six are served by trolleybuses, these are Cetate , Elisabetin , Fabric , Ghiroda Nouă , Iosefin and Mehala . He also travels to the two neighboring municipalities of Dumbrăvița and Ghiroda .

Lines

11 Diameter line Strada George Barițiu - Arena Aqua > 06.52 km /
< 06.55 km
15 stops (towards Arena Aqua)
14 stops (towards Strada George Barițiu)
M11 Diameter line Strada George Barițiu - Ghiroda Strada Câmpului > 11.32 km /
< 08.94 km
22 stops (direction Ghiroda Strada Câmpului)
21 stops (direction Strada George Barițiu)
13 Radial line under catenary: Piața Mărăşti - Strada Sfântul Vuk Stefanović Karadžić
with auxiliary drive: Strada Sfântul Vuk Stefanović Karadžić - Pasaj CF
with auxiliary drive: Pasaj CF - Strada Grigore Alexandrescu
under catenary: Strada Grigore Alexandrescu - Piața Mărăti
> 04.19 km /
< 04.02 km
06 stops under catenary
03 stops with auxiliary drive
02 stops with auxiliary drive
07 stops under catenary
14th Diameter line Strada George Barițiu - Strada Ion Ionescu de la Brad > 05.60 km /
< 05.67 km
13 stops (towards Strada Ion Ionescu de la Brad)
12 stops (towards Strada George Barițiu)
M14 Diameter line Strada George Barițiu - Giratie Dumbrăvița > 09.31 km /
< 09.29 km
19 stops (direction Giratie Dumbrăvița)
18 stops (direction Strada George Barițiu)
15th Radial line Strada Mareșal Constantin Prezan (Buclă Versului) - Strada Traian Grozăvescu > 03.12 km /
< 03.06 km
07 stops
16 Radial line Bulevardul Sudului (Buclă) - Strada Traian Grozăvescu > 04.78 km /
< 05.02 km
10 stops (towards Strada Traian Grozăvescu)
12 stops (towards Bulevardul Sudului (Buclă))
17th Diameter line Institutul Agronomic - Strada Enric Baader > 04.35 km /
< 04.52 km
09 stops
18th Diameter line Combinatul Petrochimic Solventul - Strada Liège > 05.44 km /
< 05.71 km
11 stops

Note: the additional letter M stands for Linia Metropolitana and indicates that these lines leave the urban area. Similarly, the regional bus routes to the surrounding area are also designated with an additional M.

Network development and line history

prehistory

In the 1920s and 1930s, various expansion plans for the tram could not be implemented, including, for example, direct connections between the inner city and Elisabethstadt on the one hand and the Gara de Nord on the other. The latter route had even been considered before the First World War . Alternatively, in the second half of the 1930s, the transport planners - in addition to rail transport - suggested the introduction of a second electrically operated means of transport. At times it was even planned to completely replace the then outdated tram with trolleybuses. Specifically, the introduction of the trolley bus in Timișoara took place on the initiative of Dr. Ing.Corneliu Micloși (* 1887; † 1963), the then director of the tram company. He managed the transport company from 1920 to 1949 and got to know the new means of transport himself abroad.

In Romania itself there were no trolleybuses at that time; the first modern system of the country was only on February 1, 1939 today for Ukraine belonging Chernivtsi (Romanian Cernăuţi ) into operation. However, the city was occupied by the Soviets from June 28, 1940 and remained - interrupted by repeated Romanian rule between 1941 and 1944 - after the Second World War finally with the USSR. For this reason, the trolleybus in Timișoara is named in many sources as the first or oldest company in Romania. In addition, the short-lived Gleislose Bahn Hermannstadt operated on what is now Romanian territory between August and October 1904 , although the city was still part of Austria-Hungary at that time .

First concrete plans (1938)

In 1938, the Timișoara tram company, which since April 1 of the same year as a result of a merger with the Întreprinderea Electromecanică Timișoara ( IET ) instead of Tramvaiele Comunale Timișoara ( TCT ), finally presented the specific plan for a 6,000-meter-long trolleybus ring line . This should lead from the train station in Josefstadt via the inner city and Elisabethstadt back to the starting point. The following route was planned:

  • Gara de Nord
  • Bulevardul Republicii
  • Bulevardul Regele Ferdinand I
  • Bulevardul Mihai Viteazul
  • Strada Independenției
  • Strada Drubeta
  • Bulevardul Liviu Rebreanu
  • Strada Constantin Brâncoveanu
  • Strada General Ion Dragalina
  • Gara de Nord

The trolleybus should take over the operation of the Gara de Nord completely from the tram. Furthermore, the southern Elisabethstadt in particular would have received a connection to the urban transport network for the first time, while the area around Strada Memorandului - where tram line 3 ran until 1936 - would have its connection with the inner city returned.

Realization problems

The ramshackle old Ștefan cel Mare bridge prevented the first trolleybus line from going through Strada General Ion Dragalina

As the project progressed, it turned out that it was not possible to operate the Strada General Ion Dragalina with trolley buses. The reason for this was the dilapidated Podul Ștefan cel Mare from 1891. From 1939 it was no longer allowed to be passed by road traffic, although the tram continued to drive over the bridge. Because of this, those responsible decided to let the trolleybuses take a provisional 400-meter detour through the parallel streets Dimitrie Bolintineanu and Iancu Văcărescu. They therefore selected the Podul Eroilor as an alternative Bega crossing . This building, inaugurated in 1871, was also in poor condition - it had been supported by wooden scaffolding since 1927 - and therefore had to be completely renovated in 1938 for trolleybus traffic. To the south of the north station, the trolleybuses later drove exactly on the route of the horse-drawn tram , which ran until 1899, i.e. past the cigarette factory and through the current premises of the Electrobanat company ( ELBA ). For the Ștefan cel Mare bridge - over which trolleybuses never drove - a new construction plan existed as early as 1940, but due to the Second World War it could not actually be replaced by a modern concrete bridge until 1956–1958.

The approaching Second World War ultimately prevented the complete implementation of the ring line project. In particular, the southern half of the route - which would have led through a newly developed area that was still relatively sparsely populated at the time - did not promise the desired number of passengers. To make matters worse, the streets known today as Independenției, Drubeta and General Ion Dragalina only had a cat's head pavement - unsuitable for trolleybus traffic - and today's Bulevardul Liviu Rebreanu was not paved at all. In view of the problems mentioned as well as the difficult procurement of materials at that time, the company therefore decided to build a much shorter horseshoe-shaped diameter line from Josefstadt via the inner city to Elisabethstadt as an alternative . The trolleybus plans also met with criticism, for example the local press wrote at the time:

“From all this it can be seen that Elisabethstadt is most affected by the new traffic routes. Unfortunately, it's always the part that already has traffic connections. For example, a combination with the long Tirolergasse [ today Strada Ciprian Porumbescu ] would not hurt, which and its side streets are far too far from any traffic connection. "

- Banater Deutsche Zeitung of January 12, 1941

Construction of the first line (1941)

In front of the Church of the Sacred Heart of Jesus was the Elisabethstadt turning loop on the first trolleybus line

Construction work on the first trolleybus route in Timișoara - which was almost halved at 3490 meters in length - began at the beginning of January 1941. It was consistently two-lane, the contact wires each had a cross-sectional area of ​​80 square millimeters. The route led from the center of Josefstadt, past the Gara de Nord, the Piarist high school and the Cathedral of the Three Holy Hierarchs , over the Podul Mitropolit Andrei Șaguna to the Piața Lahovari , today's Piața Nicolae Bălcescu . In Josefstadt the terminus was at the intersection of Strada Iancu Văcărescu with Bulevardul Regele Carol I, this intersection was also known as Piața Dragalina at the time. In Elisabethstadt, the carriages turned in front of the Church of the Sacred Heart of Jesus . At both ends of the route there was a counter-clockwise turning loop available, so air switches or crossings did not initially exist. In a total of six places, however, the trolleybus wires crossed the tram's contact wire, twice in the area of ​​Strada Iancu Văcărescu and four times near the cathedral. At that time, however, there were no points of contact on the station forecourt and on Piața Nicolae Bălcescu.

The German company Brown, Boveri & Cie. from Mannheim , which was already involved in the planning and had also built the above-mentioned trolleybus system in Cernăuți two years earlier. The construction manager in charge was Toni Teufl from Munich , who also managed the development of the systems in Brussels , Copenhagen , Oslo , Gothenburg , Berlin and other cities in the German Empire . The construction time was estimated at three months; whether the plant could actually be completed in April 1941 is not known. However, it was definitely completed in the course of 1941.

Inauguration (1942)

Ultimately, however, regular scheduled service could not begin until Sunday, November 15, 1942 - that is, over a year and a half after the originally planned date - because the first vehicles arrived considerably later due to the war. In addition, trolleybuses could still not run between Gara de Nord and Strada Iancu Văcărescu in autumn 1942, because the lanes in the streets now known as Dimitrie Bolintineanu and Iancu Văcărescu had to be repaired. Initially, Timișoara's first trolleybus line only shuttled provisionally with three - of a total of seven existing - cars every 7.5 minutes on the 2.5-kilometer section Gara de Nord – Pia Pa Nicolae Bălcescu. The daily operating time was from 6:00 a.m. to 9:00 p.m. There is no record of how the courses turned at the train station.

Another problem in the early days was the lack of connection with the depot in the factory town. At the start of construction in January 1941, it was already taken into account that the operating line there could not be completed at the same time as the first line. Despite the delay into the following year, the trolleybuses actually had to be towed to the route in the morning and back to the depot in the evening from autumn 1942, exactly as planned in early 1941.

With the new means of transport, passengers between the inner city and the Gara de Nord as well as between the inner city and the Piața Nicolae Bălcescu - compared to the existing tram connections - each save the detour via the Piața Sfânta Maria . This also gave the Polytechnic University its connection to local public transport. The first trolleybus connection was assigned the line number 7 following the six tram lines at the time, after the line number 1 was planned for a second occupancy to the tram at the start of construction. On a city map from 1941, the trolleybus line under construction was marked with a "T" instead of a line number - analogous to the then only Budapest trolleybus line .

Together with the bus service that began in 1934, citizens were now able to use three urban modes of transport for the first time, all of which met at the Gara de Nord. Before that, there were also horse busses (1894–1899) and a truck that was temporarily converted for passenger transport (1926–1929). The transport company also took the introduction of the trolleybus route as an opportunity to assign numbers to the two bus routes for the first time. This resulted in the following scheme:

  • Tram lines: 1-6
  • Trolleybus line: 7
  • Bus routes: 8–9

In terms of tariffs, the first trolleybus line was divided into two sections, with the cathedral being the number limit . A section cost six lei, the total distance eight lei. Transfer tickets to the other two modes of transport were also offered, but a special feature was that the monthly tram tickets were not valid in the trolleybus. In addition, large pieces of luggage were not allowed to be transported in the new means of transport due to lack of space.

Line 7 Piața Nicolae Bălcescu - Gara de Nord three courses 7.5-minute intervals

Complete commissioning (1943)

Only in the course of 1943 could it finally be fully operational on the entire route up to Bulevardul Regele Carol I, which increased the daily run from three to five cars. The trolleybus also ran every five minutes from now on. At that time, there was also no need to tow the tram, the depot in the factory town was henceforth operated on a 2,720-meter-long, single-lane route via Strada Drăgășani, Strada Înfrățirii, Bulevardul Take Ionescu, Piața Dr. IC Brătianu , Strada George Coșbuc, Piața Unirii , Strada Vasile Alecsandri, Piața Libertății , Strada Lucian Blaga, Piața Iancu Huniade and Strada 20 Decembrie 1989 connected to the actual line. It flowed into this on the northern bridgehead of the Podul Mitropolit Andrei Șaguna. From the beginning, it was planned to use the operating route for regular passenger services in the medium term, which also explains the guided tour through the two central squares of the inner city.

Line 7 Piața Nicolae Bălcescu - Bulevardul Regele Carol I / Strada Iancu Văcărescu five courses Five-minute intervals

Business interruption as a result of the Second World War (1944)

After a bombing raid by the Royal Air Force on June 16, 1944 - which particularly affected the North Station and which also caused severe damage to the trolleybus overhead line - its operations had to be completely stopped from June 17, 1944. The catenary system between the Podul Eroilor and the mechanics faculty of the Polytechnic University was ultimately destroyed, that is, over a length of about two thirds.

Soon afterwards, as a result of the royal coup d'état of August 23, 1944, the fighting ended, so that the transport company was able to start rebuilding the trolleybus as early as October 1944. After almost half a year of interruption, it finally went into operation in November 1944. The war damage was only repaired on a short section between the mechanics faculty and the branch of the operating line to the depot. Instead of going to Josefstadt, trolleybus line 7 now ran from the direction of Elisabethstadt from Podul Mitropolit Andrei Șaguna to almost the depot in the factory town. For this purpose, the operating line was subsequently given three catenary turnouts :

  • on the Piața Libertății
  • at the Piața Dr. IC Brătianu
  • on the Bulevardul Take Ionescu, at the level of Wollindustrie AG

The new terminus was at the intersection of Strada Înfrățirii / Strada Drăgășani / Strada Enric Baader, from where Gara Timișoara Est was also within walking distance. The cars then turned around in the nearby depot without passengers. On the new route, five courses were once again in use every five minutes.

Otherwise, the transport company concentrated on modernizing the tram after the war. At the latest with the development of the modern open- plan cars of the type Gb 2/2 , which began in 1946 and whose first representatives finally went into regular service in 1950, the originally planned complete conversion to trolleybus operation was finally off the table.

Line 7 Piața Nicolae Bălcescu - Strada Înfrățirii / Strada Drăgășani / Strada Enric Baader five courses Five-minute intervals

Business interruption due to power shortage (1947)

At the beginning of 1947, the trolleybus operation had to be interrupted again for a longer time, this time due to a lack of energy. After the city administration had lifted the electricity-saving measures, at least the tram lines were able to run fully again from February 6, 1947. The restart of the trolleybus was then delayed until August 23, 1947, the newly introduced holiday on the occasion of the surrender in 1944. However, only two cars were now in use on line 7 every 15 minutes, which were on the Piața Libertății met. As before, the route to the depot introduced in 1944 was only intended as a temporary measure until the route to the north station was reopened. The transport company's network-wide monthly tickets were also still not valid in the trolleybus.

Line 7 Piața Nicolae Bălcescu - Strada Înfrățirii / Strada Drăgășani / Strada Enric Baader two courses 15-minute intervals

First expansion and introduction of a second line (1948)

After the war, the three buses purchased in the 1930s were reaching the end of their service life due to severe wear and tear. Since no new vehicles were available at that time, the transport company was looking for an adequate replacement for the bus line to the Ronaț - which was the very first Timișoara bus line in 1934 - and for the Piața Libertății – Strada Ion Ionescu de la Brad connection established in 1940. While a new tram line was being built in the Ronaț, those responsible decided to open up the Fabric Vii district to the right of the road to Lipova - the former Calea Lipovei, which is now called Calea Sever Bocu - by trolleybus.

On October 26, 1947, construction work began on the 2800-meter-long, single-lane new line to the northern part of the city. It branched off the existing road on the Piața Unirii - where there was from now on a catenary triangle in the northwest corner of the square - and followed the Strada Constantin Mușat, the Calea Alexandru Ioan Cuza, the Calea Aradului and the Calea Sever Bocu. The new turning loop near the city limits, which was put into operation at that time, was located shortly after the confluence of Strada Ion Ionescu de la Brad, on the left side of the street. The trolleybuses have only been using the roundabout that was built there in 2012 to turn around. Originally, the trolleybuses also ran between the Piața Consiliul Europei and the cemetery in both directions on a direct route through Calea Sever Bocu. The route into the city through the Strada Mitropolit Doctor Vasile Lăzărescu and the Calea Aradului, however, has only been used since November 1, 1980. It was created because the extensive redesign of the Piața Consiliul Europei that took place at the time no longer allowed turning off Calea Sever Bocu towards the inner city.

The first network expansion since trolleybus operations opened in 1942 finally went into operation on May 1, 1948. After the new tram line 8 also ran into the Ronaț from April 29 of the same year, trolleybuses operated in Timișoara until 1954, but no buses. This was the first time that two trolleybus lines existed, with the new line to Strada Ion Ionescu de la Brad taking its number from the bus line that previously operated there:

Line 7 Piața Nicolae Bălcescu - Piața Unirii - Strada Înfrățirii / Strada Drăgășani / Strada Enric Baader two courses 15-minute intervals
Line 9 Piața Nicolae Bălcescu - Piața Unirii - Strada Ion Ionescu de la Brad a course 30-minute intervals

However, this condition was short-lived until the transport company dismantled the two no longer required switches on line 7 and instead installed them again on the new line to Strada Ion Ionescu de la Brad - one on today's Piața Consiliul Europei and the other on Height of Cimitirul Evreiesc, to the right of the confluence of Strada Pomiculturii. As a result, line 9 was shortened from a diameter line to a radial line in the course of 1948, but in return it was heavily compressed:

Line 7 Piața Nicolae Bălcescu - Piața Unirii - Strada Înfrățirii / Strada Drăgășani / Strada Enric Baader two courses 15-minute intervals
Line 9 Piața Unirii - Strada Ion Ionescu de la Brad three courses 7.5-minute intervals

In 1951 the new tram line to Strada Lidia was finally assigned the number 7, whereupon the trolleybus line 7 again received the new line signal 10. The following systematic numbering scheme temporarily applied:

  • Tram lines: 1-8
  • Trolleybus routes: 9-10

Temporary abandonment of regular services on Take Bulevardul Ionescu (1953)

The introduction of the Soviet large-capacity trolleybuses took the transport company in September 1953 as an opportunity to temporarily merge the two lines. As in 1948, there was only one diameter line. The Piața Unirii – Depot section, on the other hand, was once again only used as an operational route, as it had been before 1944:

Line 9 Piața Nicolae Bălcescu - Piața Unirii - Strada Ion Ionescu de la Brad five courses 7.5-minute intervals

Recommissioning of the line to Gara de Nord (1954)

On June 1, 1954, the line to Gara de Nord, which was closed in 1944 due to the war, could finally be put back into operation, albeit initially only on a single track. However, it now branched off from the existing network on Piața Iancu Huniade and led from there via Piața Victoriei in a westerly direction. It was only on the Piața Regina Maria that the approximately 500-meter-long new line from 1954 reached the original route. And in Josefstadt, too, the transport company modified the routing from the 1940s. After the north station, the trolleybuses no longer turned left into Strada Dimitrie Bolintineanu, but followed Strada Gârii for about 500 meters to the junction with Strada Gelu. The main purpose of this expansion was to develop the local freight station and the neighboring alcohol factory. Apart from that, the Strada Dimitrie Bolintineanu was meanwhile no longer open to the public because it was integrated into the ELBA factory premises when it was expanded. From 1954, two lines operated again - the existing line also received a new route:

Line 9 Strada Gelu - Gara de Nord - Piața Iancu Huniade - Piața Nicolae Bălcescu four courses 7.5-minute intervals
Line 10 Gara de Nord - Piața Iancu Huniade - Strada Ion Ionescu de la Brad four courses 7.5-minute intervals

On the station forecourt in 1954, a new way to turn was created for line 10, so that a trolleybus reversing loop also existed there in addition to the tram reversing loop from 1949. Due to the single-track infrastructure, the wagons on lines 9 and 10 had to cover the newly created main line Gara de Nord – Piața Iancu Huniade together within sight. In this context, the transport company also relocated the previous switch on the Piața Libertă inii near the opera .

After line signal 7 became free again on August 21, 1954 as a result of the merger of tram lines 7 and 5, it was initially reserved for the line to Freidorf that was under construction . When this finally went into operation on December 30, 1954, it was assigned the number 8, while the connection to the Ronaț mutated to line 9. As a result, trolleybus route 9 was finally given the traditional route number 7 again.

Introduction of a third line (1955)

In 1955, an approximately 1.8 kilometers long and again single-lane supplementary route followed in Calea Aradului, which was a new development. It branched off from the existing network on the Piața Consiliul Europei and led to the textile factory Uzinele Textile Timișoara , abbreviated UTT , it was used by the new line 11. This began on the Piața Unirii - where it turned using the overhead contact line triangle that had existed since 1948 - and served the 2500 meter long route to Uzinele Textile Timișoara with just one round trip every 15 minutes. The transport company withdrew the car required for this from line 7, which from then on had to make do with only three routes and therefore ended at Gara de Nord from 1955 onwards. The new line to Strada Gelu, which was only opened in the previous year, was again without regular traffic.

Line 7 Gara de Nord - Piața Iancu Huniade - Piața Nicolae Bălcescu three courses 7.5-minute intervals
Line 10 Gara de Nord - Piața Iancu Huniade - Piața Unirii - Piața Consiliul Europei - Strada Ion Ionescu de la Brad four courses 7.5-minute intervals
Line 11 Piața Unirii - Piața Consiliul Europei - Uzinele Textile Timișoara a course 15-minute intervals

Realignment in the inner city (1956)

In April 1956, what was then Întreprinderea de Transport, Apă și Salubritate, re-routed line 10 in the inner city. In order to avoid the double crossing with the busy main tram line Piața Traian – Piața Maria, an approximately 700 meter long, single-lane new line between the Piața Victoriei and the Piața Mărăşti went into operation. This new route, which was also about 100 meters shorter, branched off from the existing route on the forecourt of the opera and led - two cross streets further west than before - through Strada Mărăşeşti and Strada Gheorghe Dima to the north.

In return, the section Piața Iancu Huniade – Piața Unirii could be closed; this also eased the traffic situation on Strada Vasile Alecsandri. Thus, after 13 years, trolleybuses no longer ran on the central Piața Libertății; On the Piața Unirii only the line 11, which ends there, as well as the departure and arrival journeys from and to the depot drove.

Replacement traffic for the tram to Gara de Nord (1956–1958)

Because the old Podul Ștefan cel Mare from 1891 was replaced by a modern concrete structure between 1956 and 1958, the tram could not go to Gara de Nord for two years. This led to massive overloading of the two trolleybus routes 7 and 10, especially during rush hour. Therefore, the bus route to the Plopi district, which was only introduced in 1954, was temporarily abandoned so that the bus previously used there could support the two trolleybus routes. From 1956 to 1958, it temporarily shuttled between the Gara de Nord and the cathedral, but it is not known whether a line number was used for this.

The beginning of the redesign of the Piața Mărăşti to a large roundabout also led to the temporary suspension of line 11, which had only been opened two years earlier, in 1957. It ultimately only went back into operation in 1960 and from then on ended on the Piața Mărăşti, where it used the newly created roundabout as a turning loop used. The main reason for the shortening of line 11 was the arduous turning back using the turning triangle on the Piața Unirii.

Final establishment and consistent two-lane expansion (1959–1964)

After four other systems went into operation in Bucharest in 1949 and in Brașov , Cluj and Constanța in 1959 , the trolleybus mode of transport was finally able to establish itself in Romania after the Second World War. Since the first Romanian trolleybuses came onto the market from 1955 with the Bucharest type T12 - but above all with the TV 2 E series produced from 1958 - this also favored the further expansion of the Timișoara trolleybus network.

However, since all sections of the route restored and newly constructed after the war were only single-lane, the existing infrastructure initially prevented the timetable from being thickened. Ultimately, in the second half of the 1950s, only the short section between the Piața Nicolae Bălcescu and the northern bridgehead of the Podul Mitropolit Andrei Șaguna was two-lane, i.e. less than a tenth of the network that was a good ten kilometers long at the time. In order to enable the further establishment of the trolleybus as a supplement to the tram, the transport company therefore equipped additional sections with a second pair of contact lines as follows:

  • 1959: Gara de Nord - Piața Regina Maria
  • 1964: Piața Regina Maria - Piața Mărăşti
  • 1964: Piața Mărăşti - Strada Ion Ionescu de la Brad

New line through Strada Ciprian Porumbescu and Bulevardul Iuliu Maniu (1961)

Almost 20 years after the original plans for a trolleybus ring route through southern Elisabethstadt had to be abandoned due to the war, the transport company resumed this in a slightly shortened form in 1960 - the Strada Drubeta was served by the tram from 1951. On April 9, the newspaper Drapelul roşu reported on the impending establishment of a trolleybus route through Strada Ciprian Porumbescu, Strada Constantin Brâncoveanu and today's Strada General Ion Dragalina. However, after the asphalting of the Strada Ciprian Porumbescu and the Strada Constantin Brâncoveanu, this relation was initially served by a provisional bus line. This ran from November 18, 1960 every 30 minutes between the Gara de Nord and the Piața Nicolae Bălcescu and got by with one car.

As early as 1961, the Întreprinderea Comunală Oraş Timişoara replaced this bus line again by extending trolleybus line 7 over Piața Nicolae Bălcescu to Gara de Nord, where it reached its starting point again. It was therefore not yet a real ring line, because the trolleybuses on line 7 always left Gara de Nord in the direction from which they had reached it shortly before. For this purpose, a second trolleybus reversing loop had to be set up at Gara de Nord for the lines 7 coming from the west.

However, the plans had been changed at short notice. Because - unlike the forerunner bus line - the new trolleybus route from 1961 followed Strada Ciprian Porumbescu to its western end, and then continued via Bulevardul 16 Decembrie 1989, Piața Iuliu Maniu, Bulevardul Iuliu Maniu, Podul Muncii and Strada Gheorghe Pop de Băseşti to reach the existing street opened in 1954 through Strada Gării. This approximately 2.9 kilometers long gap closure from 1961 was also the first new line after the Second World War to be two-lane from the start. The previous final loop on the Piața Nicolae Bălcescu was retained as an intermediate loop for operational disruptions.

Simultaneously with the new direct connection between Josefstadt and Elisabethstadt, the direct connection between the Podul Mitropolit Andrei Șaguna and the Piața Regina Maria, which was closed in 1944 due to the war, went back into operation after 17 years - also with two lanes. This shortened the route of line 7 in the inner city by around 500 meters. In return, the old single-lane route through today's Strada 20 Decembrie 1989 and past Hunyadi Castle was completely eliminated , while in the section Piața Regina Maria - Piața Victoriei only line 10 was running.

As a result of the extension, the daily run of line 7 increased from three to five cars, but the sequence of cars initially remained unchanged at seven and a half minutes. The arrival of the two specially newly purchased trolleybuses was reported by the Drapelul roşu newspaper in its June 10, 1961 edition.

Introduction of a fourth line (1962)

On August 4, 1962, the Întreprinderea de Transport Timișoara, which had just emerged from the municipal mixed company Întreprinderea Comunală Oraș Timișoara, introduced the fourth trolleybus line in Timișoara. This new line 12 connected the Gara de Nord via Piața Mărăşti and Piața Unirii with the factory town, with which the Bulevardul Take Ionescu - after 14 years of interruption - received regular passenger service again. In the factory town, however, the trolleybuses no longer turned around on the depot area; instead, a counter-clockwise block loop went into operation at the depot . Coming from the inner city, line 1 initially remained on Bulevardul Take Ionescu, and then reached the existing line again through Strada Înfrățirii via Strada Enric Baader - which was also where the new terminal was located. The latter was therefore only passed in the direction of the city.

Line number reform from 1962

On October 1, 1962, the transport company carried out an extensive line number reform for the three urban modes of transport. A systematic scheme without any gaps replaced the historically grown names. In return, the individual numbers were assigned up to three times for almost a decade. In 1962 all four trolleybus routes were given a new number:

old New route
12 01 Gara de Nord - Strada Enric Baader
07th 02 Gara de Nord - Gara de Nord
11 03 Piața Mărăşti - UTT
10 04th Gara de Nord - Strada Ion Ionescu de la Brad

Extension of line 2 to a real ring line (1963)

On March 8, 1963, line 2 was finally expanded into a real ring line in both directions. This means that the direction of travel at Gara de Nord no longer changed, the trolleybuses coming from the direction of Elisabethstadt continued to travel directly to the inner city without a final stop, and the courses coming from there continued directly to Elisabethstadt without a final stop. However, the Gara de Nord was still shown in the timetable documents and on the route signs as the nominal terminus of line 2.

After there was already one such ring line for the tram from 1936 and finally two such ring lines from 1959, this was the third urban line with this type of service. From then on, a total of eight courses, four in each direction, ran on trolleybus line 2 every 4/5 minutes. In return, line 4 only ran every ten minutes from now on.

Line 3 discontinued (1963)

Just eight years after its opening, the line to Uzinele Textile Timișoara already had a badly worn overhead line, which is why trolleybus line 11 was replaced in 1963 by a specially newly established bus line. As in 1962, only three trolleybus routes operated. In accordance with the strict separation between trolleybus line numbers and bus line numbers introduced in the previous year, the replacement line was assigned the number 7 following the then six existing bus lines. This in turn drove over the Piața Mărăşti to the Piața Unirii, analogous to the original route of the trolleybus line 11 until 1957. Instead of renewing the infrastructure, the Întreprinderea de Transport Timișoara finally shut down the trolleybus route through the Calea Aradului in 1964 and dismantled it. Thus, until 1987, no trolleybuses passed through Calea Aradului.

Temporary replacement of line 1 (1964)

In order to explore the passenger potential for a trolleybus line 1 that was extended beyond both endpoints, the transport company replaced it between April 23, 1964 and August 11, 1964 with a replacement bus line 8, which was specially introduced for this purpose. This ran with seven brand-new Tudor Vladimirescu buses on the route Siloz - Gara de Nord - Strada Enric Baader - Gara de Est - Uzinele Mecanice Timișoara (UMT) - Arena Aqua. While the extension beyond Strada Enric Baader was specifically planned before Line 1 opened, the plans for the new line to Siloz arose from the location of the depot on Strada Gării, which was opened in 1964. From there, the distance to Siloz would only have been around 700 meters, as the operating route to the new depot, which was required anyway, would have been extended. Ultimately, however, both extensions of trolleybus line 1 did not come about. Alternatively, the Schwermaschinenbau- was Kombinat UMT from 1965 additionally Barat by the new tram line 6 operates.

New line through Strada Oituz (1964)

From 1964 trolleybuses no longer ran on the Piața Unirii

The ongoing reorganization of road traffic in the northern inner city as well as the redesign of the Piața Unirii, where a central bus station for the regional bus routes to the surrounding towns was built at that time, also had an impact on trolleybus route 1 in 1964. Between the Piața Mărăşti and the Piața Dr. IC Brătianu continued this in both directions on a direct route through Strada Oituz, the detour via Strada Constantin Muşat, Piața Unirii and Strada George Coşbuc was omitted. This approximately 500-meter-long new line was again two-lane from the start. For the first time in 21 years, trolleybuses no longer drove across the Piața Unirii, the city's central square.

On December 1, 1964, the ITT finally switched the Piața Mărăşti – Strada Ion Ionescu de la Brad section of line 4 to temporary bus replacement traffic, because today's Calea Sever Bocu was also expanded into a four-lane one-way street. From that day, a new bus line 5 operated between the Piața Unirii and the Strada Ion Ionescu de la Brad, which in turn avoided overloading the main bus line 5 to Dumbrăvița. It was not until 1965 that trolleybus line 4 finally ran again between Gara de Nord and Strada Ion Ionescu de la Brad.

Introduction of conductorless operation (1964)

The first door moved to the rear and the closed driver's cab of the Soviet MTB-82 trolleybuses prevented the driver from handling them until 1964

In October 1964, ITT also introduced conductorless operation on trolleybuses, while this step on trams did not take place until the mid-1970s. There was now - exactly the other way around - the flow of passengers from the front to the back, the passengers threw the fare into a payment box at the driver's premises and separated their tickets . This rationalization measure became possible after all Soviet trolleybuses had been withdrawn from service in the first half of 1964 and the last Italian car from the opening year was retired in 1963. In contrast to the Romanian wagons, the import vehicles could not be processed by the driver because the front door was set back a little and the Soviet trolleybuses also had a closed driver's cab.

New line through the Strada Sfântul Ioan (1967)

Urban transport route plan from 1966, still without the new line through Strada Sfântul Ioan that was opened the following year

After the city administration connected Strada Gheorghe Dima with Strada Sfântul Ioan on the western edge of the former fortress in 1967, and two years later also installed the new Piața Timișoara 700 there, the trolleybuses on lines 1 and 4 also ran in the direction of Gara de Nord from that year the new route. From then on, only the northbound courses used the existing road through Strada Mărăşeşti, so that the first parallel route in the Timişoara trolleybus network was created in the inner city.

Redesign of Bulevardul Take Ionescu and abandonment of the last single-lane line (1967–1968)

Between November 11, 1967 and June 23, 1968, the city administration also extended the entire length of Bulevardul Take Ionescu, i.e. between Pia Pa Dr. IC Brătianu and the Piața Badea Cârțan, to a four-lane main traffic axis. Therefore, line 1 had to be on the Piața Dr. Turn around IC Brătianu, where a temporary turning loop existed at the confluence of Strada Popa Șapcă. As an alternative, a temporarily set up bus line 8 operated on the route Bulevardul Cetății - Piața Dr. IC Brătianu - Strada Enric Baader. With the temporary closure of the route to the factory town, the last single-lane route served in both directions in the Timișoara trolleybus network also disappeared.

The short-lived line 3 Strada Ion Ionescu de la Brad - Piața Nicolae Bălcescu (1968)

At the beginning of January 1968, the ITT again introduced a trolleybus diameter line between Strada Ion Ionescu de la Brad and Piața Nicolae Bălcescu. The route signal 3 was assigned to the 5100 meter long route and ran with four laps every 7.5 minutes. The trolleybus network thus reached a line length of over 15 kilometers. However, the new direct connection was not well received by the passengers, as very few of them crossed the city center. That is why the company reduced it to two courses every 15 minutes soon after commissioning and ultimately discontinued it entirely in the course of 1968. The exact date it was set up has not been recorded, in April 1968 it no longer existed.

Connection of the Mehala (1968)

After the first sub-area of ​​the new large housing estate Circumvalațiunii , which was created in 1964, could still be largely covered by tram lines 4 and 5, the sub-area Circumvalațiunii II required an alternative transport connection to the left and right of Strada Gheorghe Lazăr. Otherwise, the continuous single-track tram line 4 would no longer have been able to handle the expected additional traffic on its own. This additional connection was initially made provisionally from November 11, 1967 by means of the new bus line 8 between Bulevardul Cetății and Strada Enric Baader, already mentioned above.

On June 23, 1968, the Mehala district was finally connected to the trolleybus network. For this purpose, the transport company - instead of the short-lived bus line 8 - again set up a trolleybus line 3, which connected the inner city directly through Strada Gheorghe Lazăr with the tram stop Bulevardul Cetății on the then eastern edge of the Mehala. There was on the corner lot Strada Gheorghe Lazăr number 48 a simple, counterclockwise, turning loop on the roadside. In the inner city, line 3 initially turned by means of a block loop through the streets Gheorghe Dima, Sfântul Ioan, Victor Vlad Delamarina, Mărășești and Gheorghe Lazăr, which means that it mostly used the parallel stretch of lines 1 and 4 that was created in the previous year the two short cross-connections on the Piața Mircea Eliade and along the Strada Gheorghe Lazăr.

Abandonment of the turning loops in front of the Gara de Nord (1968)

The increased use of the tram turning loop in front of the Gara de Nord, where line 7 also temporarily reversed from April 7, 1969, led to the unbundling of the tram and trolleybus on the station forecourt at the end of 1968. This was bought by giving up the two intermediate turning loops for the trolleybus, one of which, however, had not been operated according to plan since 1963. For trolleybus routes 1 and 4, a new intermediate turning loop went into operation on November 21, 1968 at the confluence of Strada Gheorghe Pop de Băsești with Strada Gării. From now on they drove - together with line 2 - about 400 meters and one stop further. The elimination of the two air junctions between the tram and trolleybus overhead lines on the station forecourt enabled both modes of transport to operate more undisturbed.

New line through Strada Dr. Pavel Vasici-Ungureanu (1969)

The four-lane expansion of the Calea Șagului required the re-routing of the ring line 2 in 1969. As coming from the Calea Șagului it was no longer possible to turn left into the Strada Ciprian Porumbescu, the trolleybuses from then on took the somewhat shorter route through the Strada Prislop in the direction of Piața Nicolae Bălcescu who are today Dr. Pavel Vasici-Ungureanu is called. As a result of the redesign of the Piața Iuliu Maniu into a large roundabout, the trolleybuses finally drove through the Strada Prislop in both directions from April 8, 1974, so the parallel route that was created in 1969 was omitted again. The Strada Prislop stop also replaced the Gara de Nord from 1973 as the nominal terminus of the ring line. The reason for this was the new depot on the southern outskirts of the city, that is, the incoming and outgoing courses of the ring line no longer reached their regular route at the train station, but at the western end of Strada Prislop.

Extension to Piața Avram Iancu (1970)

Trolleybuses have been running to Piața Avram Iancu in Mehala since 1970 - here two TV 20 e-cars, recorded in 1976 in the original turning loop there

From March 11, 1970, trolleybus line 3 ran beyond the temporary terminal on Bulevardul Cetății - parallel to the tram - about 500 meters further through Strada Cloşca to Piața Avram Iancu, the central square of the Mehala district. The residents there no longer had to take the detour via Balta Verde to get to the inner city. On the Piața Avram Iancu, the trolleybus reversing loop was initially at the intersection of Strada Cloşca / Strada Macilor / Strada Munteniei, that is, on the southwest corner of the square.

In December 1969 it was actually planned to only run some of the trolleybuses to Piața Avram Iancu and to have the remaining courses end at Bulevardul Cetății as before. However, as there was a significant shortage of trams at the time, the ITT decided at short notice to run all trips on line 3 over the new line and, in return, to temporarily stop tram line 4 - also from March 11, 1970. The trolleybus loop on Bulevardul Cetății, which had only been used for two years, was then dropped without replacement.

New line numbers (1971)

In the period from 1971 to 1977 issued Lochentwerter tickets purchased, Price 0.50  Lei . These tickets could be used flexibly in all three urban modes of transport

In the spring of 1971 the then Întreprinderea de Transport Timișoara (ITT) renamed its now four trolleybus routes 1 to 4 to 11 to 14. As in 1962, the company avoided double numbering with existing tram and bus routes. Since then, the trolleybus lines have been arranged hierarchically after the tram lines, which at that time were allowed to keep their numbers in the range between 1 and 10, and in front of the bus lines. The latter were assigned the number range from 21 upwards in 1971.

Temporary network division (1971)

The modernization of the Bulevardul Republicii required the temporary closure of the Piața Victoriei - Piața Regina Maria section from July 11, 1971, how long this lasted is not known. Lines 11 and 14 therefore reversed in the summer of 1971 - analogous to line 13 - on the Piața Mircea Eliade in the inner city. As a result of the road construction work was also a network division, as a result of which only line 12 was directly connected to the depot. The trolleys on lines 11, 13 and 14, on the other hand, had to be towed a short distance in the inner city in order to bridge the gap between the two sub-networks.

Trolleybus replacement traffic due to lack of vehicles (1971–1974)

At the beginning of the 1970s, the trolleybus generation of that time reached the end of its lifespan , not least because of the high demands on traffic with the new large housing estates of that time. However, due to the prevailing central administration economy at the time - there was only one single trolleybus manufacturer in the capital nationwide - it could not be adequately replaced. During the above-mentioned network division in the summer of 1971, line 14 had to be switched to a bus due to a lack of vehicles - in 1971 14 trolleybuses were retired, but only two new ones were purchased. From August 1971, a temporary replacement line ran, which was given line number 37 in connection with the 16 bus routes (21-36) at that time. It also only served the shortened route between Piața Mircea Eliade and Strada Ion Ionescu de la Brad. The changeover took place at short notice and without prior notice. For example, the newspaper Drapelul roşu reported on August 12, 1971 that passengers complained that they had not been informed about the measure in advance.

On January 1, 1972, the municipal ITT finally replaced trolleybus route 11 with buses. At that time, the transport company temporarily transferred its three regional bus routes to Albina , Săcălaz and Utvin to the national company Întreprinderea de Transport Auto ( ITA ). This created an overhang of buses, which made it possible to set up the new replacement bus line 24. However, this only ran to Gara de Nord instead of the trolleybus to Strada Gheorghe Pop de Băseşti; it had taken its line number from the above-mentioned bus line to Săcălaz.

Only with the delivery of new trolleybuses in December 1972 did the situation ease somewhat. From January 20, 1973, line 14 could be operated electrically again as usual, the replacement bus line 37 was discontinued. Line 11, on the other hand, did not run normally again until October 17, 1974, after the next trolleybus delivery arrived from Bucharest. As a result, the replacement bus line 24 was also discontinued.

First crossed line signal (1972)

After the shortage of trams was resolved, tram line 4 to Piața Avram Iancu was able to resume operations in the second half of 1972. Without a simultaneous adjustment of the trolleybus traffic there would have been an oversupply, which is why the transport company had a large part of the trips on line 13 to the Mehala end before the Bulevardul Cetății from this point in time. As a result, she avoided excessive parallel service with the tram on the Strada Cloşca. On this occasion, the company also introduced a crossed line signal on the trolleybus for the first time , which had been used in the tram and bus network since the mid-1960s. On the new line 13 barat ( barat = Romanian for canceled ) a total of seven courses drove at frequent intervals, while the few remaining journeys on the regular line 13 continued to serve the entire route to Piața Avram Iancu. Because the old turning loop on Bulevardul Cetății, used from 1968 to 1970, could no longer be reactivated due to a high-rise building that has now been built there, the company set up a new one especially for line 13 barat. This block loop led counter-clockwise around the Complex shopping center there, that is, through Strada Martir Remus Tășală and Strada Salciei.

After tram line 4 finally stopped going to Piața Avram Iancu on September 12, 1974, when the new line to Strada Matei Basarab went into operation, the trolley bus line 13 barat was no longer available. Their courses were in turn integrated into the regular line 13, which from then on ran at frequent intervals to the central square of the Mehala. The intermediate turning loop through Martir Remus Tășală and Salciei streets, which had only been used for two years, was also omitted.

Extension into the hunting forest and interruption of the ring line (1977)

From 1977, line 11 went beyond its previous terminus at the tram depot through Bulevardul Simion Bărnuțiu and Calea Dorobanților to the terminus - now known as Arena Aqua - at the edge of the hunting forest , in Romanian Pădurea Verde, just before the eastern city limits. In addition to local recreation , the 2200 meter long new connection also served to operate the local motel and the large outdoor swimming pool, then called Ștrandul Tineretului . The route originally ended at the confluence of Strada Ștrandului, where a clockwise turning loop was created at the edge of the forest.

The complete renewal of the Podul Muncii also required the temporary interruption of the ring line 12 from February 15, 1977, which lasted until January 29, 1979. South of the bridge, the trolleybuses turned by means of a provisional turning loop set up especially for this purpose in front of the intersection of Bulevardul Iuliu Maniu / Piața Iosefin / Strada Ioszef Preyer, where the tram also reversed from 1956 to 1978. North of the Podul Muncii, the wagons on line 12 used the existing loop on lines 11 and 14 on Strada Gheorghe Pop de Băseşti while the bridge was closed.

Development of the Calea Girocului (1978)

Line 15 has been running through Strada Arieș since 1978, here in 2006 at the intersection with Strada Craiova

In the second half of the 1970s , extensive residential developments were built on both sides of the entry and exit roads to Giroc , the former Calea Girocului and today's Calea Martirilor 1989. The three new districts to the west and east of the street mentioned, the Zona Girocului Vest , the Zona Girocului Est and the Plavăţii area , were therefore also connected to the trolleybus network on December 1, 1978 by the newly introduced line 15. It in turn replaced the provisional bus line 24 set up on December 28, 1976. Previously, only the suburban bus line 29 to Giroc ran there, which could no longer handle the sharp increase in passenger numbers on its own.

In the inner city, the new trolleybus route 15 originally had its terminus on Piața Iancu Huniade, from where it has its turning loop at the confluence via Bulevardul Ion Constantin Brătianu, Bulevardul Michelangelo, Strada Cluj, Strada Arieș, Calea Martirilor 1989 and Strada Mareșal Constantin Prezan the Strada Versului reached. On the return journey from there, however, line 15 reached its final destination on the city side via Bulevardul Vasile Pârvan, Podul Mitropolit Andrei Șaguna and Strada 20 Decembrie 1989, which means that in the inner city there was a large clockwise block of houses. Last but not least, it also served to link the new route with the rest of the network, so the wagons on line 15 could reach the depot via the route on line 12. With the Podul Michelangelo, there has also been another access in the trolleybus network since 1978.

Extension to Combinatul Petrochimic Solventul (1978)

The turning loop at the Combinatul Petrochimic Solventul, opened in 1978, was served by line 11 between 1998 and 2009, here in 2003

The extensive expansion of the former spirit factory in Josefstadt (Romanian Prima Fabrică de Spirt și Industrie Chimică din Timișoara ) to the Combinatul Petrochimic Solventul , today Platforma Industrială Solventul , also required improved transport connections to the new combine in the 1970s. This took place in 1978 with an approximately one kilometer long trolleybus route from Strada Gheorghe Pop de Băseşti. Before that, the combine was provisionally connected from 1977 by bus line 35, which went to the Institutul Agronomic and was discontinued in 1978. In contrast to the trolleybuses, however, the buses drove up to the factory premises in order to better develop it.

The new trolleybus route through the western Strada Gării was initially used by line 14, which was extended from the Piața Mircea Eliade. In addition to the new terminal, a second new stop was added on Strada Gelu in 1978. In fact, the first section of the new line from 1978 was a reactivation. Trolleybuses operated briefly between Strada Gheorghe Pop de Băseşti and Strada Gelu from 1954 to 1955, and the route also served as a depot access from 1964 to 1973.

With the extension to the Combinatul Petrochimic Solventul, the intermediate turning loop on Strada George Barițiu went into operation, where line 11 initially ended. Its construction had become necessary because the Strada Gheorghe Pop de Băseşti acted as a four-lane main road from 1978 and the loop opened in 1964 had to give way to the road expansion at the beginning. Line 14, however, could not serve the station on Strada George Barițiu.

Repeated realignment in the inner city (1978/1979)

The construction of the pedestrian underpass on the forecourt of the opera, which began on June 24, 1978, required repeated re-routing in the inner city in 1978/1979. Initially, the trolleybuses drove provisionally from 1978 between the Piața Victoriei and the Piața Mircea Eliade in both directions through the Strada Sfântul Ioan. The tour through the southern Strada Mărăşeşti was omitted, while the southern Strada Gheorghe Dima now had trolleybus traffic in both directions.

As a permanent solution, on April 15, 1979, a new single-lane line went through the streets of Dr. Iosif Nemoianu and Coriolan Brediceanu in operation, which from then on was used by the trolleybuses going towards Piața Mărăşti. So there was no overhead line hanging in Strada Mărăşeşti. Line 13, in turn, could no longer turn back on Piața Mircea Eliade and instead ran via Strada Sfântul Ioan and Bulevardul Republicii to Piața Regina Maria, where the new terminus was located. The return trip to Piața Timișoara 700 then took place via Strada Dr. Iosif Nemoianu and Strada Coriolan Brediceanu.

Extension to Strada Grigore Alexandrescu (1979)

In the Mehala on June 26, 1979, line 13 was extended approximately 800 meters to Strada Grigore Alexandrescu on the western outskirts. The local flea market (Romanian Ocico ) brought the line a high number of passengers, especially on weekends. However, not all courses ran on the new line. Most of the journeys, from then on they carried the line designation 13 barat, which was revived after a five-year break, continued to turn on the Piața Avram Iancu.

In order to be able to build the new line on the one hand and on the other hand to still have the possibility of turning on the Piața Avram Iancu, the old turning loop from 1970 first had to be replaced. Therefore, on March 2, 1979, the Society put a new loop of houses around the Piața Avram Iancu into operation, which circled the local Orthodox Church of the Resurrection in an anti-clockwise direction. Although it was built for line 13 barat, it was used accordingly by the regular line 13 between March and June 1980.

However, line 13 barat was dropped again in the course of 1981. On the one hand, the passengers demanded additional travel options to the flea market - which played an increasingly important role as the gray market in times of the economic and supply crisis - and on the other hand, the new turning loop with its narrow radii proved to be prone to rod wiring , so it could only be very good slowly happening. The loop remained connected to the network, but was henceforth without scheduled operation.

Shortening of line 11 and introduction of line 16 (1980)

The intensive housing construction in the eastern factory town, where the Zona Dorobanți development area was built at the time, as well as the extension to the hunting forest that took place in 1977, led line 11 to its capacity limit at the end of the 1970s. To remedy this, the transport company introduced another trolleybus connection. This new line 16 commuted from January 14, 1980, initially temporarily between the Piața Mărăşti and the hunting forest. In return, line 11 only ran to Strada Enric Baader from now on. As early as February 11, 1980, line 16 finally got its final route in the inner city. There she used - like lines 13 and 13 barat - the large loop of the city block via Strada Sfântul Ioan, Bulevardul Republicii, Piața Regina Maria, Strada Dr. Iosif Nemoianu and Strada Coriolan Brediceanu.

Because the eastern section of line 16 to the Jagdwald was only sufficiently frequented during the excursion and bathing season at all times of the day, the IJTLT built a new intermediate turning loop on today's Piața General Virgil Economu and closed it between November 24 and 29, 1981 to the existing network. In order to save energy, line 16 ran from December 1, 1981 to May 15, 1982 outside of peak hours, i.e. between 8:00 a.m. and 1:00 p.m. and between 4:00 p.m. and 9:00 p.m., only up to there.

Only the complete conversion of line 11 to articulated trolleys made it possible to run them back into the hunting forest from February 10, 1986 and to discontinue line 16 after six years of operation. However, line 11 only ran to the Jagdwald in the summer season, outside of this it also ended at the Piața General Virgil Economu.

Due to the new development area Zona Ion Ionescu de la Brad on the northern outskirts of the city, the northern branch of line 14 also reached its capacity limit in the early 1980s. To relieve him, a new amplifier line 14 barat between Strada Ion Ionescu de la Brad and Piața Regina Maria went into operation on March 17, 1981. It only ran during rush hour, i.e. from 5:00 a.m. to 8:30 a.m., 1:00 p.m. to 5:00 p.m. and 9:00 p.m. to 11:00 p.m. With the conversion of line 14 to articulated trolleys from 1982 onwards, it was also eliminated after a while. Line 14 was the busiest line in the trolleybus network at the time; in 1984, for example, it ran every two minutes at peak times.

Under the sign of the energy crisis (1980s)

Trolleybus ticket from 1981, price one leu
Monthly ticket for line 14 from February 1986, price 63 lei

In the 1980s Romania was hit by a severe energy crisis, which also had a full impact on the transport sector. Because electricity had to be saved, the IJTL Timiș stretched the intervals of the trolleybuses. Long waiting times and massively overcrowded cars were the result, crowds of people at the doors - as in all Romanian cities - were part of everyday life.

At the same time, the general shortage economy led to permanent spare parts problems. This resulted in a high failure rate, and the few ready-to-use vehicles were stressed all the more. This was especially true for the brand-new, but poor quality DAC cars. Smaller repairs had to be postponed because the management needed every car, which often made the condition of the vehicles even worse. Dented and rusted cars as well as severe schedule deviations were the order of the day, and in winter, broken heaters reduced driving comfort.

Furthermore, in the early 1980s, the IJTL Timiș replaced the previously common single tickets with multi-journey tickets for four or ten journeys, but no volume discount was granted. As in all other Romanian cities, the transport company previously introduced tiered fares for the three urban modes of transport, so that the tickets could no longer be used flexibly. Since then, a trip by trolleybus has cost 25 percent more than a trip by tram, and a trip by bus has even been half more expensive.

Because petrol was also heavily rationed in that era, the trolleybuses had to carry additional passengers at the same time, including both motor vehicle owners who were unable to use their cars, as well as passengers on the bus routes that were then only operated to a limited extent. In particular, from May 1982 some of the suburban bus routes only ran to the outskirts instead of the inner city, where they had to switch to electric means of transport. This broken traffic affected the following relations:

  • Bus route 25 coming from Dumbrăvița only to Strada Ion Ionescu de la Brad, there change to trolley bus route 14
  • Bus line 26 coming from Timișoara airport only to Piața General Virgil Economu, there change to trolleybus line 11 or tram
  • Bus route 28 coming from Ghiroda Nouă only to Piața General Virgil Economu, there change to trolley bus route 11 or tram
  • Bus route 29 coming from Giroc only to Casa Tineretului, there change to trolley bus route 15
  • Bus line 30 coming from Ghiroda only to Piața General Virgil Economu, there change to trolleybus line 11 or tram

Extensive network expansion (1987)

Due to the ongoing energy crisis and the worsening fuel shortage, electrically powered means of transport experienced a boom in Romania in the second half of the 1980s. Between 1983 and 1989 alone, six new trolleybus systems went into operation in Brăila , Galați , Hermannstadt , Iași , Mediaș and Suceava, as well as six new tram systems in Brașov , Cluj-Napoca , Constanța , Craiova , Ploiești and Reșița . This development also had an impact on the existing systems, which were also greatly expanded in that era - at the expense of bus traffic. In Timișoara, too, the number of trolleybus routes increased from five to ten within one year.

Renewed connection to Calea Aradului

In Timișoara, the upswing in local electric transport - eight years after the last new trolleybus line was opened - first and foremost affected the electrification of bus route 27 on March 17, 1987, which from then on operated as trolley bus route 17. This was the second time that the Calea Aradului one-way and arterial roads - 24 years after the old single-lane trolleybus connection to Uzinele Textile Timișoara - was connected to the trolleybus network. The reactivation had become necessary above all because of the new development Zona Aradului with its two sub-areas Zona Aradului Est and Zona Aradului Vest , which could no longer be served by the bus in line with demand. In contrast to the single-lane line, which was closed in 1964, the approximately 2.2-kilometer-long new line through the Calea Aradului, opened in 1987, is consistently two-lane. It is also about 400 meters and one stop longer and extends to the Agricultural and Veterinary University of the Banat on the northern city limits, which was a faculty of the University of Timișoara until 1990. The terminal there is called Institutul Agronomic by the transport company .

In the inner city, next to the Maria-Theresia-Bastion, the bus turning loop at the confluence of Strada Eugeniu de Savoya and Strada Martin Luther was electrified for the new line 17 . The small triangular square there was called Piața Semenic by the transport company at the time ; it never had an official name from the city administration. Unlike the buses before, the trolleybuses turned counterclockwise there. South of the Piața Dr. In 1987, IC Brătianu created an approximately 200 meter long branch line. In total, the new line 17 was initially 3670 meters long and served ten stops.

Development of Calea Torontalului and Strada Liège

In addition to the new line through the Calea Aradului, a second, larger new line went into operation in the northern part of the city on April 15, 1987. This approximately 1.6 kilometers long ring-shaped connection branched off to the left at the level of Strada Liniștei from the route that had just been opened towards Institutul Agronomic, and then led back through Strada Liège and Calea Torontalului to the junction Piața Consiliul Europei. In particular, it was intended to provide better access to the residential area of Zona Aradului Vest than was possible with line 17, but at the same time also to relieve tram lines 2 and 4 to Calea Torontalului. Apart from the tram terminus there, there was previously no public transport either in Calea Torontalului or Strada Liège.

Trolleybuses have also been running through the Calea Torontalului since 1987, here at the end of the tramway of the same name

The new route was served by the new line 18, which was 4250 meters long and initially served the following stops:

  • Piața Semenic
  • Strada Oituz
  • PECO - Calea Aradului
  • Strada Boemia
  • Strada Liège
  • Calea Torontalului
  • Bulevardul Cetății
  • Poligrafia
  • Piața Mărăşti
  • Piața Semenic

At that time, a line 18 barat also ran in the opposite direction for a short time, but it was soon abandoned. The second pair of catenaries through Calea Torontalului and Strada Liège has since been out of service and is now separated from the existing network at both ends.

Splitting of line 15

In order to better link line 15 with the new trolleybus lines 17 and 18 in the northern part of the city, the former was given a new terminal in the inner city in Strada Traian Grozăvescu, behind the Postpalais . From there, the Piața Semenic terminus of lines 17 and 18 could be reached on foot. Coming from the south, line 15 therefore ran from April 15, 1987, the opening day of line 18, from Piața Leonardo da Vinci via Bulevardul Michelangelo and Bulevardul Ion Constantin Brătianu to Strada Traian Grozăvescu, and then on the return journey the Bulevardul Mihai Eminescu to reach the existing route through the Bulevardul Michelangelo again. In 1987, a further, clockwise, block loop was built in the inner city and the section over the Podul Michelangelo was expanded to two lanes.

The old route of line 15 via Piața Iancu Huniade was retained, but was henceforth referred to as line 15 barat. Initially, this splitting up of line 15 was limited on a trial basis until April 30, 1987, but was then introduced permanently on August 22, 1987 - the opening day of line 16. However, the IJTL Timiș ultimately decided to designate line 15 barat as line 15 with a red line number . This type of line marking had been in use on trams since 1978 and was also used for the first time on trolleybuses. This meant that passengers with a monthly ticket for line 15 could also use line 15 barat or line 15 red.

Development of the Zona Soarelui

As the fifth and last new building project in 1987, the Zona Soarelui development area on the southeastern outskirts was also connected to the trolleybus network. The approximately 1.9 km long route to Zona Soarelui branches off the existing route of Line 15 through Calea Girocului on Pia Liniea Tineretului and follows Strada Arieș, the Bulevardul Dr. Iosif Bulbuca and the Bulevardul Sudului to the turning loop on Strada Mareșal Constantin Prezan. The new connection was served by the new trolleybus line 16 from August 22, 1987, the day before the national holiday at that time. It replaced the bus line 24, which only opened on March 1, 1983, but unlike this line 16 did not only run from the Piața Tineretului, but - analogous to line 15 - already from Strada Traian Grozăvescu in the inner city.

Franking of the Strada Dr. Iosif Nemoianu for the tram (1988)

Since 1988 the trolleybuses coming from the Bulevardul Republicii have turned left into Strada Sfântul Ioan

The conversion of the central Piața Victoriei into a pedestrian zone in the second half of the 1980s also included the relocation of the tram to the western edge of the inner city. So that the main tram lines 1 black, 1 red and 6 from 1989 through the Strada Dr. Iosif Nemoianu, the trolleybus route there had to be closed again in 1988 after nine years of use. Coming from Gara de Nord, the trolleybuses on lines 11 and 14 henceforth drove from Piața Regina Maria through Bulevardul Republicii and Strada Sfântul Ioan to Piața Timișoara 700. This meant that the parallel route established in 1979 in this area and Strada Coriolan Brediceanu were no longer available lost their trolleybus traffic. With the abandonment of the parallel route, there was also no possibility of turning for line 13. Coming from the direction of Mehala, it therefore ran in the inner city from 1988 via Piața Mărăşti and Piața Dr. IC Brătianu also to the Piața Semenic terminal set up in the previous year.

Operational problems after the 1989 revolution

The Romanian Revolution of December 1989 - which started in Timișoara - also affected trolleybus traffic. In addition to direct influences - trolleybuses were used as barricades and henceforth used for advertising means of transport - these were primarily of an economic nature. The biggest problem was the worsening shortage of cars at that time, triggered primarily by the poor quality of the locally produced vehicles used at the time. As early as June 28, 1990, lines 12, 15 red, 16 and 18 were canceled without replacement. In addition, the transport company then switched line 13 to trolleybus replacement traffic, with the replacement buses coming from Mehala already reversing on Piața Mărăşti. After complaints from passengers, from August 1990 line 16 was also used as a replacement trolleybus, but only on the shortened route between Zona Soarelui and Piața Tineretului.

In the course of 1991, at least line 13 was able to return to electrical operation. Another problem at that time was line 15, which had to be operationally isolated from the rest of the network due to construction work in the first half of 1991. Their cars therefore stayed at the terminals overnight and were occasionally replaced by diesel vehicles. Ultimately, this procedure did not work, so that finally line 15 also had to be converted to trolleybus replacement services with buses. At times, only lines 11, 13, 14 and 17 operated electrically as planned.

From June 1, 1992, line 15 could be operated again as usual with trolleybuses, before the former line 15 red finally went into operation again from December 1, 1992 - but now again with the line signal 15 barat. In return, also on December 1, 1992, the trolleybus line 13 was temporarily replaced by the bus line 40 between Strada Grigore Alexandrescu and Gara de Nord. However, this extension did not work, so that from May 1, 1993 the replacement buses only drove between Piața Unirii and Strada Grigore Alexandrescu and finally from January 27, 1994 instead of replacement line 40, the usual replacement line 13 between Piața Mărăşti and Strada Grigore Alexandrescu frequented.

In the course of 1992, the Piața Semenic terminal had to be closed again after only five years of operation. At that time, construction work began there for the Schela de Petrol bank building in Strada Martin Luther number 2, which protruded into the loop. As a result, line 17 also briefly reversed at Piața Mărăşti, but hindered the rest of the traffic there. Thereupon it was extended - also in the course of 1992 - to Strada Enric Baader, so that the loop there was back to regular service after six years of interruption.

From January 27, 1994, line 17 also had to be temporarily operated by buses, so that for a short time only four trolleybus lines were regularly running electrically, these were lines 11, 14, 15 and 15 barat.

Stabilization of operations (1994)

Only with a few modernized and newly delivered vehicles, but above all with the procurement of used vehicles from Western Europe, did the situation in the vehicle sector ease again from the mid-1990s. The trolleybuses returned to line 13 as early as May 9, 1994, followed by line 16 in August 1994 and finally line 18 on May 1, 1997, the latter running to Strada George Barițiu when it reopened. By 1998 at the latest, line 17 was switched back again. Line 12, in turn, went into operation again on April 15, 1997 and ran on a trial basis every 15 minutes. However, the test did not prove itself, so that the RATT at that time discontinued it again on June 1, 1997 for reasons of profitability. Line 12 did not run normally again until 1999, which meant that all trolleybus lines that existed at the time of the revolution were back in operation.

In addition, the following changes occurred in the trolleybus network in the 1990s:

  • Lines 15 and 15 barat were shortened by one stop in the course of 1990 and temporarily ended at the crossing Calea Martirilor 1989 / Strada Mareșal Constantin Prezan / Strada Mareșal Alexandru Averescu, where a new turning loop was created. However, the individual traffic - which grew strongly in those years - made it increasingly difficult to turn around there, so that the trolleybuses returned to Strada Versului from May 28, 1997.
  • On October 16, 1995 the then RATT renamed line 15 barat to line 19.
  • On February 1, 1998, lines 14 and 11 exchanged their endpoints. From then on, line 14 only ran to Strada George Barițiu, line 11 to Combinatul Petrochimic Solventul.
  • The intermediate turning loop on the Piața General Virgil Economu was dropped without replacement in the 1990s. Since then, all routes on line 11 have been running uniformly over the entire route, i.e. to Arena Aqua.

Another parallel route in the inner city (2002)

The conversion of Strada Sfântul Ioan into a one-way street in a northerly direction and the redesign of Piața Timișoara 700 led to the re-introduction of a parallel route on the western edge of the inner city on January 19, 2002. In the direction of Gara de Nord, the affected lines 11, 14 and 18 have since been traveling on a new, approximately 500-meter-long, single-lane line through Strada Paris. A new block bypass was thus created in this area, which also enabled the reintroduction or reintroduction of three amplifier lines on February 1, 2002:

  • Line 11 barat: Piața Timișoara 700 - Arena Aqua (two courses)
  • Line 14 barat: Piața Timișoara 700 - Strada Ion Ionescu de la Brad (four courses)
  • Line 18 barat: Piața Timișoara 700 - Strada Liège (two courses)

Unlike the short-lived line 18 barat in the late 1980s, the new line 18 barat served Strada Liège and Calea Torontalului in the same direction of travel as their main line, i.e. also counterclockwise. Thus the second pair of contact lines remained out of service there. From December 15, 2003, there was an additional trip to the Institutul Agronomic. In the end, this did not work, so that line 18 barat returned to its original route from 2002 on July 8, 2004. Also on July 8, 2004, a temporary line 13 barat between the Piața Mărăşti and the Piața Avram Iancu went into operation. It had become necessary because from that day the tram routes to the Mehala and the Ronaț were closed due to track renovation work and the trolleybus line 13 would not have been able to handle the additional traffic on its own. With the completion of the aforementioned construction work on December 19, 2004, line 13 barat was also canceled.

Repeated replacement traffic (from 2005) and abandonment of line 12 (2007)

2003: a car of the former line 12 in front of the Széchényi Palace in the inner city, today a purely operational route

In the mid-2000s, the used cars procured from Western Europe between 1995 and 2002 also reached the end of their life. The very inhomogeneous vehicle fleet, including the last wagons from Romanian production, a total of eight different makes required complex spare parts logistics. As a result, there was again an acute shortage of vehicles at the time, which is why the RATT at the time switched several routes to trolleybus replacement services with the Mercedes-Benz Conecto buses, which were purchased in large numbers from 2005 . This initially affected line 18, which was served with Conectos from June 2005. This was followed by line 17 from August 2005, line 12 from March 2006 and line 13 from June 21, 2006, although other types of buses were also used on the last three lines mentioned. The reason for the conversion of line 13 was - apart from the lack of wagons - a construction work by the local water supplier Aquatim in the area of ​​the then terminus on Strada Grigore Alexandrescu. Already on May 23, 2006 the trolleybuses returned to line 17, but in return, line 16 was switched to replacement services on the same day. In addition, in June 2005 the booster lines 11 barat and 18 barat were discontinued without replacement, and in August 2005 the booster line 14 barat too. Some of the replacement buses on line 18 served between December 16, 2005 and August 1, 2007 under the line signal 18M in addition to the Metro 2 shopping center on the entry and exit road to Becicherecu Mic ; this branch would not have been possible with trolleybuses .

Shortly before it was switched to replacement traffic, line 12 in the inner city was given a new route. Due to the partial conversion of the Bulevardul Regele Ferdinand I into a one-way street, it was temporarily only able to run clockwise from October 20, 2005. At a later point in time, however, it was given a new counterclockwise route through Strada 20 Decembrie 1989 and Bulevardul Constantin Diaconovici Loga, thus creating another parallel route in the center.

With the procurement of brand-new trolleybuses, it was finally possible from mid-May 2008 to service line 18 and from September 2008 also line 16 with regular trolleybuses. Line 12, on the other hand, was completely closed on October 22, 2007. The E1 and E3 express bus routes, which were introduced in 2001 and each took over a section of the ring traffic, served as a replacement. However, the entire overhead line infrastructure of line 12 is still required so that the wagons of the lines in the south-eastern city area can reach the depot. For passengers, on the other hand, the trolleybus network has since been separated into two parts that are only connected to one another by other means of transport.

Line 13, in turn, continued to operate on replacement services even after the construction work mentioned above was completed at the Strada Grigore Alexandrescu terminal. Instead of switching back to electrical operation, it was extended by one stop to Piața de Gros on November 20, 2006, without adapting the overhead line infrastructure. In 2010, what was then RATT finally expanded line 13 to include another station to Pasaj CF, again without expanding the overhead line network. It was not until August 1, 2016 - after more than ten years of replacement traffic - that trolleybuses finally returned to line 13, which means that all lines are once again operated electrically. When going out of town, the wagons disconnect from the Strada Grigore Alexandrescu, and into town there is a threading funnel specially assembled for this purpose. In the medium term, there are plans to electrify line 13 between Strada Grigore Alexandrescu and Pasaj CF and also to expand it to the neighboring municipality of Săcălaz. In the course of the Strada Locotonent Ovidiu Balea, appropriate masts were erected as a preliminary construction work over a length of around 600 meters, i.e. up to the confluence of the Strada Ciocârliei, in the first half of the 2010s . For the time being, however, these are only used for street lighting.

On September 14, 2009, lines 11 and 18 also exchanged their endpoints. Since then, line 11 has only run to Strada George Barițiu, while line 18 has been operating to Combinatul Petrochimic Solventul.

Abandonment of line 19 (2013)

The complete closure of the Podul Michelangelo due to renovation work required the rerouting of trolleybus routes 15 and 16 via the neighboring Podul Mitropolit Andrei Șaguna from June 17, 2013. Since the adjacent Bulevardul Vasile Pârvan was also closed, they also had to - using the auxiliary drive - via Bulevardul Dr. Victor Babeș drive. Line 19, on the other hand, stopped the then RATT at that time, it would have been congruent with the diverted line 15.

After the Podul Michelangelo was reopened to traffic on June 14, 2014, lines 15 and 16 returned to their regular route. Line 19, however, remained closed because the Bulevardul Vasile Pârvan was closed. Even after its completion at the turn of the year, line 19 was no longer reactivated, but instead replaced by line 16. This has been running permanently since January 2, 2015 in both directions on the longer route via Podul Mitropolit Andrei Șaguna. As a result, almost all stations previously served exclusively by line 19 will continue to be served by the trolleybus. Only the direction stop Bulevardul Mihai Viteazul was omitted without replacement. Independently of this, the two new directional stops Pasajul Michelangelo (inwards) and Facultatea de Electrotehnica (out of town) were set up on Bulevardul Vasile Pârvan.

However, the transport company only partially adapted the catenary infrastructure to the new route 16. The Bulevardul Ion Constantin Brătianu, the Strada 20 Decembrie 1989 and the Bulevardul Vasile Pârvan each received a second pair of catenaries out of town in the course of 2015, and a new direct catenary connection was built in the course of the Bulevardul Ion Constantin Brătianu into town towards the end of Strada Traian Grozăvescu created. Out of town, however, the trolleybuses have to start with the auxiliary drive from the terminus Strada Traian Grozăvescu in order to be able to wire in at the Bulevardul Ion Constantin Brătianu stop, where the new contact wire begins. For the first time in the history of the trolley bus in Timișoara, the auxiliary drive is used in regular line operations, regardless of construction sites or operational disruptions.

Extension to Dumbrăvița and Ghiroda (2015)

With the opening of the new 3.5 kilometer long Strada Ion Ionescu de la Brad – Giratie Dumbrăvița line on November 28, 2015, the Timișoara trolleybus will travel beyond the city limits for the first time in its history. The new route follows the entire length of the main thoroughfare from Dumbrăvița, which is part of road number 691 and is called Strada Conac until the intersection with Strada Ferventia or Strada Petőfi Sándor from there. The six new stops Kaufland, Fropin, Strada Nicolae Bălcescu, Strada Franyó Zoltán (Primăria Dumbrăvița), Strada Jozsef Attila and Giratie Dumbrăvița are located on the extension, all in the district of Dumbrăvița. On the northern outskirts of Dumbrăvița, the trolleybus line M14 Strada George Barițiu - Giratie Dumbrăvița, newly introduced on the occasion of the extension, turns at the roundabout there. It replaced the former M45 bus line. 280 concrete catenary masts and a new substation were required for the extension, which cost a total of 17.2 million lines .

On December 12, 2015, the then RATT opened a second new line across the city limits, which leads to the neighboring community of Ghiroda to the east. This is a large loop of houses following the Arena Aqua terminus on line 11. The continuous single-lane extension cost 15.8 million lei, is served clockwise and is 7.5 kilometers long. It first follows the Calea Dorobanților or national road DN6 - which becomes Calea Lugojului at the city limits - in an easterly direction, then to its starting point again via Strada Victoria, Strada Dunărea, Aleea Ghirodei, Strada Turda, Strada Palmierilor and Strada Ștrandului. At the extension are the twelve new stops Moticica, Romtrans, Calea Lugojului, Primăria Ghiroda, Strada Ialomiției, Strada Giul (Ghiroda), Strada Câmpului, Strada Moldovei, Strada Prieteniei, Strada Spartacus, Strada Bobâlna and Strada Cometei, all of which are only in one Direction to be approached. In this way, the Timișoara district of Ghiroda Nouă received a connection to the trolleybus network, in which the last four stations are located. The expansion is served by the likewise new line M11 Strada George Barițiu - Ghiroda Strada Câmpului, it replaced the former bus line M30. Simultaneously with the opening of the M11 line, the then RATT set up the new directional stop for camping, which line 11 passes without stopping.

Depots

First depot on Bulevardul Take Ionescu (1942)

The first trolleybus depot from 1942 was located between Bulevardul Take Ionescu and Strada Drăgășani, where a small, two-tier storage facility for the trolleybuses was built west of the tram hall number 3 built in 1927. Unlike the trams, however, they reached the area from the north, i.e. via Strada Drăgășani. As a result, the two modes of transport did not get in each other's way on the depot site. The building, which was demolished around 2010, was 30 meters long, 10.5 meters wide and could accommodate four cars. Between 1944 and 1948, the depot area also served as a turning loop for the regular routes on line 7, which ended there at the time.

Second depot on Strada Gării (1964)

After the first trolleybus depot from 1942 had to be abandoned due to an expansion of the tram depot and was converted into a tram hall, a new depot on the property Strada Gării number 17 went into operation in the second half of 1964. The move had become necessary because this was the only way to accommodate the numerous trolleybuses that were newly purchased at the time. In return, the trolleybus route between Strada Gheorghe Pop de Băseşti and Strada Gelu, which was closed in 1955, had to be reactivated as an access to the new depot, while trolleybuses no longer ran through Strada Drăgășani from 1964 onwards.

On Strada Gării, a 54-meter-long and 16.5-meter-wide workshop hall was now available on the site of the former gasworks from 1878. This contained three investigation pits, two of which were twelve meters each and one 21 meters long. The depot had two entrances, one on Strada Gării and one on Strada Nufăr, while the exit was via Strada Gelu. After 1973 it continued to be used by the transport company, until around 2010 the catenary maintenance department and various work vehicles were housed there.

Third depot on Bulevardul Dâmbovița (1973)

In 1973 the trolleybus depot south of Bulevardul Dâmbovița, which still exists today, went into operation. It was connected to the existing network via a 1,100 meter long access route. This begins on the Piața Iuliu Maniu and leads through the Strada Ion Budai Deleanu and the Strada Banatul and then at the junction with the Strada Lacului turn right onto the depot area. The trolleybus depot from 1973 is right next to the number 2 tram depot that opened the year before.

vehicles

First generation (Fiat / CANSA / Marelli 635F)

A Fiat 668F trolleybus in Chieti , this series, apart from the wider doors, largely corresponded to the first generation of vehicles used in Timișoara, this also applies to the paintwork.

As early as 1940, the then Întreprinderea Electromecanică Timișoara (IET) in the Kingdom of Italy , which was allied with the Kingdom of Romania under the Extended Three-Power Pact from November 23, 1940 , ordered seven short two-axle and two-door trolleybuses that could carry a maximum of 45 people. According to another source, they had 20 seats and 34 standing places . In contrast, the first Romanian trolleybus company in Cernăuți received its carriages from the German Empire in 1938/1939 , while Romania did not manufacture its own trolleybus until 1955.

The chassis of the first Timișoara trolleybuses came from Fiat , the body from Costruzioni Aeronautiche Novaresi Società Anonima ( CANSA ) from Cameri and the electrical equipment from Marelli . The two series motors with reversing pole windings of this type called Fiat 635F each had an output of 29.5 kilowatts, and a battery emergency drive system was also available. Although the vehicles were already under construction when the catenary work began in January 1941, due to the war, they could only be delivered in autumn 1942. As a result, the start of trolleybus traffic was delayed by over a year and a half.

The car numbers of the first generation of cars were F1 to F7. The additional letter "F" stood for firobuz and served to distinguish it from the company's trams and buses. An innovation for the passengers was applied for the first time in Timişoara passenger flow process , which took place at the tram until 1950 application. Here the passengers had to get on at the rear door, where the conductor had his seat with his back to the window pane.

Cars of the Fiat 635F, produced from 1932 onwards, also ran in nine Italian cities, namely in Bari , Brescia , Cremona , Cuneo , Ferrara , Genoa , Perugia , Rimini and Salerno . Similar vehicles of the somewhat larger types 656F and 668F were also to be found in numerous other Italian cities and on the trolleybus Belgrade in the nearby Yugoslav capital. The painting of the first trolleybuses in Timișoara was also based on the national standard painting for public transport that was common in Italy at the time. This provided for a dark green car body with a light green ribbon window, the wooden folding doors remained natural.

The first 635F was retired in 1957 - when the line to Uzinele Textile Timișoara was temporarily closed - the remaining six followed in 1961 (two), 1962 (three) and 1963 (one). The reason for their decommissioning after an average of 19.1 years was the recent poor condition of the vehicles due to heavy use, especially when the north station could not be served by the tram from 1956 to 1958 due to construction work and many passengers switched to the trolleybus. Suitable spare parts from Italy were not available, in particular the battery equipment, interior lighting, headlights, taillights and tires posed problems for the company in this regard. Safe continued operation could therefore not be guaranteed.

After leaving the regular passenger service, one of the seven 635F was converted into a work vehicle for internal transport and was given the new designation T1. It is not known how long it was in use. Neither this nor the six other vehicles were preserved.

Second generation (MTB-82)

An MTB-82 in Nizhny Novgorod

As a result of the new political situation after the end of the Second World War, the meanwhile socialist Romania from then on belonged to the Council for Mutual Economic Aid (Comecon), founded in 1949 , and there was no further procurement of Italian trolleybuses. As an alternative, the original equipment from 1942 was therefore supplemented in the first half of the 1950s by five large-capacity trolleybuses from the Soviet Union , which with 38 seats and 48 standing places had a significantly higher capacity than the first generation of trolleybuses.

These type MTB-82 cars were produced by the Sawod imeni Urizkogo and had an engine output of 86 kilowatts. The first of them came to Timișoara in advance as a single piece in March 1953 and was initially given the road number F8 following the seven Italian trolleybuses. In September 1953, four production cars finally followed, on this occasion the Soviet vehicles were assigned the numbers FI (formerly F8), F II, F III, F IV and FV for the purpose of clearer delimitation. The MTB-82s were also operated with a seat conductor and passenger flow from back to front, but an innovation compared to the Italian trolleybuses was the closed driver's cab.

In the first half of 1964, all five vehicles in this series were withdrawn from the fleet. Outside the USSR, this type was found comparatively rarely, including in Budapest, Bucharest, Plovdiv and Sofia .

Third generation (TV 2 E)

Based on the TV 2 U (urban = city version ) and TV 2 R (rutier = overland version ) solo busses produced from 1958 , the Bucharest manufacturer Tudor Vladimirescu (TV) also presented a new type of trolleybus TV 2 E (electrică) in the same year . It had two doors, weighed 12,750 kilograms, had an engine output of 74 kilowatts and could carry 70 people - 34 of them seated. The third-generation cars in Timișoara from 1960 onwards replaced the vehicles of the early years procured from abroad, and on the other hand enabled the expansion of the trolleybus network. Independently of this, a car was temporarily in Timișoara as early as 1958 for test purposes. From 1964 to 1971 the entire stock consisted of the type TV 2 E. The total of 50 cars went into operation as follows and initially also had the additional letter F for firobuz :

The type TV 2 E on a postage stamp
Construction year number Numbers
1960 6th F7 – F12, from spring 1964: 7–12
1961 2 F13 – F14, from spring 1964: 13–14
1962 8th F15 – F22, from spring 1964: 15–22
1963 4th F23 – F26, from spring 1964: 23–26
1964 6th 1-6
1965 6th 27-32
1966 6th 33-38
1967 1 39
1968 3 40-42
1969 8th 43-50

From 1969, the third generation of vehicles was finally withdrawn from the stock after around ten years of operation as follows:

Retirement year number
1969 01
1971 14th
1973 02
1976 33

Fourth generation (TV 20 E)

Based on the TV 20 U and TV 20 R bus models produced from 1969 , the Tudor Vladimirescu plant also presented a new type of trolleybus TV 20 E in 1970 . The new types were largely a modification of the well-known TV 2 family, the most important distinguishing features were the angular car body with a different front and the second row of windows instead of the roof edge glazing. At 13,400 kilograms, the TV 20 E was also 650 kilograms heavier than its predecessor TV 2 E, but above all it only had 23 instead of 34 seats. Timișoara received a total of 29 copies:

Construction year number Numbers
1971 02 51-52
1972 06th 53-58
1974 20th 59-78
1975 01 79

The TV 20 E remained in service for a comparatively short time, after an average of only five years of operation they were retired as follows:

Retirement year number Numbers
1976 03 50-52
1978 16 53-68
1980 10 69-78

Fifth generation (DAC 112 E)

From 1976, the fourth generation of trolleybuses was delivered to Timisoara, the three-door wide-body solo vehicle type DAC 112 e . This type was also used in Brașov , Bucharest, Cluj-Napoca , Constanța and Iași . The 107 coaches for Timișoara were given the numbers of the retired TV 2 E and TV 20 E with a second crew and were delivered as follows, the very first went into operation on April 7, 1976:

Construction year number Numbers As of December 31st
1976 39 1-39 039 cars
1977 20th 40-59 059 cars
1978 18th 60-77 077 cars
1979 12 78-89 089 cars
1980 18th 90-107 107 cars

From 1980 to 1982 the entire stock of cars consisted of the type DAC 112 E. With 107 cars, a historical high was reached, at no other time were the Timișoara trolleybus more vehicles available. As early as 1981, however, the cars were withdrawn from the stock as follows:

Retirement year number Numbers As of December 31st
1981 20th 1-20 87 cars
1982 10 21-30 77 cars
1983 01 31 76 cars
1984 08th 32-39 68 cars
1985 20th 40-59 48 cars
1986 18th 60-77 30 cars
1987 12 78-89 18 cars
1988 02 90-91 16 cars
1990 16 92-107 00 cars

After being retired, car 57 served as a catenary lubrication car until 1997, it was the last representative of the type DAC 112 E in Timișoara and was scrapped like all the others.

Sixth generation (DAC or Rocar 112, 117, 212, 217, 312 and 317)

Car 6 of the type 217 EA, built in 1993
Car 48 of the type 217 EA, built in 1993
Rocar articulated car with former Timiș 2 seat shells made of fiberglass

From 1982 the IJTL Timiș began to procure new DAC - or Rocar - articulated wagons in five different sub-series. They were the very first articulated trolleys on the Timișoara trolleybus. The different series also included the first Timișoara trolleybus with thyristor control, this loner with the type designation 317 ET and road number 77 went into operation in 1988. The total of 85 three-axle vehicles of this fifth generation developed as follows:

Type 117 E. 117 EA 217 E. 217 EA 317 ET 317 E
(ex 217 E)
317 EC
(ex 217 E)
EM 11 EPC 600
(ex 117 E)
Duration
Late 1982 06th - - - - - - - 06th
Late 1983 06th - - - - - - - 06th
Late 1984 06th 01 - 2 - - - - 09
Late 1985 37 06th 01 2 - - - - 46
Late 1986 38 11 11 2 - - - - 62
Late 1987 42 15th 11 2 - - - - 70
Late 1988 42 17th 11 2 1 - - - 73
Late 1989 42 25th 11 2 1 - - - 81
Late 1990 42 28 11 2 1 - - - 84
Late 1991 32 25th 11 2 1 - - - 71
Late 1992 32 25th 11 2 1 - - - 71
Late 1993 30th 25th 11 2 1 - 3 - 72
Late 1994 21st 25th 12 2 1 2 3 - 66
Late 1995 15th 25th 12 2 1 2 3 1 61
Late 1996 01 25th 12 2 1 2 3 1 47
Late 1997 01 25th 12 2 1 2 3 1 47
Late 1998 01 25th 12 2 1 2 3 1 47
Late 1999 01 25th 12 2 1 2 3 1 47
Late 2000 - 23 12 2 1 2 3 1 44

Because of the poor quality of workmanship and the heavy use during the severe energy crisis in the second half of the 1980s, most of the cars in this series only had a service life of a few years and were taken out of service as early as 1990. The EM 11 EPC 600 prototype with the road number 44 was originally a standard 117 E car built in 1986, which was subsequently given a chopper control in 1995 from the INDA company in Craiova . Then five more articulated wagons with the numbers 1, 2, 3, 7 and 10 at Astra Vagoane Călători in Arad also received such a control, their type designation changed from 217 E to 317 E or 317 EC. In addition, seats from decommissioned Timiș 2 trams were built into some cars .

However, these conversions did not meet expectations, which is why the transport company forced the procurement of used cars as an alternative. In September 2003, only 19 DAC or Rocar articulated cars were left in stock.

In 2008, all remaining cars of the DAC or Rocar generation were retired in one fell swoop and scrapped shortly afterwards. Only car 57 is still used as a catenary lubrication car, but its trailer has been removed for this purpose. In addition, cars 7 and 71 have been preserved in a museum. The 85 articulated wagons were supplemented by four solo wagons, with only articulated wagons in stock between 1993 and 1996:

Type 112 EM Number 4 Year of construction 1983, only two-door, identical to the cars 001-098 built for Bogotá from 1983–1984 , in use until at least 1988
Type 212 E Numbers 2 and 3 Year of construction 1986, retired in 1993
Type 312 E Number 84 Built in 1996, in use until 2008, preserved as a museum

Seventh generation (used vehicles)

As in many other Romanian cities, from 1995 almost the entire inventory of the Timișoara trolleybus was replaced by used vehicles from four Western European countries, some of them brokered by intermediaries. Timișoara was the second Romanian city after Sibiu to take this step. Between 1995 and 2002, the then RATT received a total of 81 trolleybuses from seven different companies, including 60 solo cars and 21 articulated cars. The oldest of these vehicles were four Winterthur vintage cars from 1960, the youngest two from Weimar, manufactured in 1989 . However, eight of the 81 trolleybuses only served as spare parts donors and were never used in Romania. As a novelty for Timișoara, some cars had an auxiliary diesel drive.

Country city Art Manufacturer Electrics Type Auxiliary drive Years of construction takeover piece Numbers
F. Lyon solo Berliet / Renault Compagnie Électro-Mécanique / Oerlikon ER 100 Yes 1978-1981 1999-2002 56 5, 14, 19, 20, 21 (from 2003: 90), 22 (from 2003: 88), 22, 24 (from 2003: 89), 25 (from 2003: 105), 26, 28, 29, 31, 32 (from 2005: 97), 35, 37 (from 2006: 19), 40, 42, 43, 45–47, 70, 75, 85 (from 2003: 109), 86–90, 94–104, 105 ( from 2008: 112), 106–113 and seven spare parts dispensers
D. Eberswalde joint Icarus All 280.93 No 1985 1995 10 8, 9, 12, 15, 17, 18, 20, 27, 33 and a spare part dispenser
(ex 001, 007, 020, 005, 006, 003, 018, 009, 015, 002)
CH Winterthur solo More sour SAAS 4IILM ? 1960 1997 04th 11, 13, 14, 19 (ex 53, 56, 51, 52)
D. Weimar joint Icarus All 280.93 No 1985-1989 1996 03 38, 39, 41 (ex 204, 217, 218)
D. Esslingen joint cousin Box VE 16 SO Yes 1982-1987 2000 03 91-93 (ex 201, 204, 203)
D. Eberswalde joint Graf & Stift Box GE 110 M 16 No 1978-1979 1995 02 34, 36 (ex 016, 026)
D. Eberswalde joint Graf & Stift Box GE 110/54/57 / A No 1976 1995 01 30 (ex 027)
A. Salzburg joint Graf & Stift Box GE 110 M 16 No 1980 1997 01 16 (ex 129)
A. Kapfenberg joint Graf & Stift Box GE 105 M 16 No 1980 1997 01 23 (ex 23)

The cars 217 and 218 taken over from Weimar originally came from the Suhl trolleybus , which, however, never went into operation. Some of the Eberswalde vehicles also changed hands for the second time. Cars 016, 026 and 027 originally drove under the numbers 130, 135 and 157 in Salzburg , cars 001, 002, 003 and 018 were previously used with the numbers 952, 953, 951 and 955 on the Potsdam trolleybus and car 020 came in 1987 as Car 8027 from Weimar to Eberswalde.

As the only trolleybus company in Romania, the then RATT also consistently repainted the second-hand vehicles in their corporate colors. However, this only happened as part of the main inspections carried out, so that used trolleybuses in Timișoara also ran in the color scheme of their original company in the first few years of use. In 2008, all of the remaining used cars were taken out of service in one fell swoop and most of them have now been scrapped; only two Renault trolleybuses were used as work vehicles after they were withdrawn and both were given the new purple and white paintwork. Number 5 became a catenary lubrication vehicle in 2009 and burned out completely in 2017, number 14 has been a driving school vehicle since 2006.

Eighth generation (Škoda 24Tr Irisbus)

Car 3007 on line 16

From February 2008 the fleet was completely renewed, and by May 2008 the delivery of 50 new Škoda 24Tr Irisbus solo cars had been completed. The first line operation took place on March 20, 2008 on line 19. The fully air-conditioned vehicles were produced as a joint venture by a manufacturer consortium consisting of the companies Škoda and Irisbus , with the latter supplying the body. 20 cars were manufactured in Plzeň and they received electrical equipment from Škoda Electric. The remaining 30 vehicles were assembled in Budapest ; they got their electrical equipment from the Škoda subsidiary Ganz . As a novelty for Timișoara, the cars have video surveillance of the passenger compartment. The 100-kilowatt auxiliary diesel drive also enables passengers to be transported away from the overhead line infrastructure for the first time. This was the case for the first time on March 26, 2008, that is only six days after the first use. In addition, lines 15, 16 and 19 could move out and move directly between the depot and their terminals Strada Mareșal Constantin Prezan (Buclă Versului) and Bulevardul Sudului (Buclă). By driving on Bulevardul Dâmbovița and Bulevardul Liviu Rebreanu with your auxiliary drive, you save yourself the long detour through Elisabethstadt or the inner city.

The entire order was worth 500 million Czech crowns , the equivalent of 17 million euros . Part of it was financed by the European Union . In contrast to the 2006 invitation to tender, only solo cars were procured. Originally there were supposed to be 30 articulated cars. A planned follow-up delivery of eight more type 24Tr cars was stopped in 2009.

The new vehicles with the road numbers 3001 to 3050 replaced the previous variety of types of used vehicles from four different countries as well as the few remaining local DAC or Rocar vehicles from the 1980s and 1990s. At the same time, with the introduction of the Škoda 24Tr Irisbus generation, the use of articulated vehicles ended after 26 years. Timișoara was also the third Romanian city, after Cluj-Napoca and Bucharest, to procure modern low-floor trolleybuses, and also the first Romanian city whose trolleybus fleet consists entirely of low- floor vehicles.

Trivia

  • A special feature of the company is the Romanian name firobuz , which is used exclusively in Timișoara , or firobus , for wire bus . It is used in particular by long-established residents as an alternative to troleibuz . This is a derivative of the Italian term filobus , which was established locally because the first trolleybuses for Timișoara came from Italy - while, in contrast, no other Romanian city received Italian trolleybuses. In all other Romanian cities, however, trolleybuses are called troleibuz .
  • Between 1962 and 1971 and between 2000 and 2009 it was common practice to assign tram, trolleybus and bus routes to some extent the same route numbers, see Societatea de Transport Public Timișoara # route numbers

Line chronicle

1 October 1, 1962 Gara de Nord - Strada Enric Baader
April 23, 1964 discontinued , trolleybus replacement service by bus line 8 Siloz - Gara de Nord - Strada Enric Baader - Arena Aqua
August 11, 1964 Gara de Nord - Strada Enric Baader
November 11, 1967 Gara de Nord - Piața Dr. IC Brătianu
June 23, 1968 Gara de Nord - Strada Enric Baader
November 21, 1968 Strada Gheorghe Pop de Băseşti - Strada Enric Baader
          1971 renamed to line 11
2 October 1, 1962 Gara de Nord - Piața Nicolae Bălcescu - Gara de Nord and back
March 8, 1963 Ring line: Gara de Nord - Gara de Nord
          1971 renamed to line 12
3 October 1, 1962 Piața Mărăşti - Uzinele Textile Timișoara
          1963 set
     01.1968 Strada Ion Ionescu de la Brad - Piața Nicolae Bălcescu
          1968 set
June 23, 1968 Piața Mircea Eliade - Bulevardul Cetății
March 11, 1970 Piața Mircea Eliade - Piața Avram Iancu
          1971 renamed to line 13
4th October 1, 1962 Gara de Nord - Strada Ion Ionescu de la Brad
December 1, 1964 Gara de Nord - Piața Mărăşti
          1965 Gara de Nord - Strada Ion Ionescu de la Brad
November 21, 1968 Strada Gheorghe Pop de Băseşti - Strada Ion Ionescu de la Brad
          1971 renamed to line 14
7th November 15, 1942 Gara de Nord - Piața Nicolae Bălcescu
          1943 Bulevardul Regele Carol I / Strada Iancu Văcărescu - Piața Nicolae Bălcescu
June 17, 1944 set
     11.1944 Depot - Piața Nicolae Bălcescu
          1951 renamed to line 10
December 30, 1954 Strada Gelu - Piața Nicolae Bălcescu
          1955 Gara de Nord - Piața Nicolae Bălcescu
          1961 Gara de Nord - Piața Nicolae Bălcescu - Gara de Nord and back
October 1, 1962 renamed to line 2
9 May 1, 1948 Strada Ion Ionescu de la Brad - Piața Nicolae Bălcescu
          1948 Strada Ion Ionescu de la Brad - Piața Unirii
     09.1953 Strada Ion Ionescu de la Brad - Piața Nicolae Bălcescu
June 1, 1954 Strada Gelu - Piața Nicolae Bălcescu
December 30, 1954 renamed to line 7
10           1951 Depot - Piața Nicolae Bălcescu
     09.1953 set
June 1, 1954 Gara de Nord - Strada Ion Ionescu de la Brad
October 1, 1962 renamed to line 4
11           1955 Piața Unirii - Uzinele Textile Timișoara
          1957 set
          1960 Piața Mărăşti - Uzinele Textile Timișoara
October 1, 1962 renamed to line 3
          1971 Strada Gheorghe Pop de Băseşti - Strada Enric Baader
July 11, 1971 Piața Mircea Eliade - Strada Enric Baader
          1971 Strada Gheorghe Pop de Băseşti - Strada Enric Baader
January 1, 1972 discontinued , trolleybus replacement service by bus line 24 Gara de Nord - Strada Enric Baader
17th October 1974 Strada Gheorghe Pop de Băseşti - Strada Enric Baader
          1977 Strada Gheorghe Pop de Băseşti - Arena Aqua
          1978 Strada George Barițiu - Arena Aqua
January 14, 1980 Strada George Barițiu - Strada Enric Baader
February 10, 1986 Strada George Barițiu - Piața General Virgil Economu (- Arena Aqua)
          199x Strada George Barițiu - Arena Aqua
February 1, 1998 Combinatul Petrochimic Solventul - Arena Aqua
September 14, 2009 Strada George Barițiu - Arena Aqua
11 barat February 1, 2002 Piața Timișoara 700 - Arena Aqua
     06.2005 set
M11 December 12, 2015 Strada George Barițiu - Ghiroda Strada Câmpului
12 4th August 1962 Gara de Nord - Depot
October 1, 1962 renamed to line 1
          1971 Ring line: Gara de Nord - Gara de Nord
          1973 Ring line: Strada Prislop - Strada Prislop
February 15, 1977 Strada Gheorghe Pop de Băseşti - Bulevardul Iuliu Maniu
          1978 Strada George Barițiu - Bulevardul Iuliu Maniu
January 29, 1979 Ring line: Strada Prislop - Strada Prislop
June 28, 1990 set
April 15, 1997 Ring line: Strada Prislop - Strada Prislop
June 1, 1997 set
          1999 Ring line: Strada Prislop - Strada Prislop
     03.2006 Trolleybus replacement service Ring line: Strada Prislop - Strada Prislop
October 22, 2007 set
13           1971 Piața Mircea Eliade - Piața Avram Iancu
April 15, 1979 Piața Regina Maria - Piața Avram Iancu
June 26, 1979 Piața Regina Maria - Strada Grigore Alexandrescu
          1988 Piața Semenic - Strada Grigore Alexandrescu
June 28, 1990 Trolleybus replacement service Piața Mărăşti - Strada Grigore Alexandrescu
          1991 Piața Mărăşti - Strada Grigore Alexandrescu
1st December 1992 discontinued , trolleybus replacement service by bus line 40 Gara de Nord - Strada Grigore Alexandrescu
May 1, 1993 discontinued , trolleybus replacement service by bus route 40 Piața Unirii - Strada Grigore Alexandrescu
January 27, 1994 Trolleybus replacement service Piața Mărăşti - Strada Grigore Alexandrescu
May 9, 1994 Piața Mărăşti - Strada Grigore Alexandrescu
June 21, 2006 Trolleybus replacement service Piața Mărăşti - Strada Grigore Alexandrescu
November 20, 2006 Trolleybus replacement service Piața Mărăşti - Piața de Gros
     01.2009 Trolleybus replacement service Piața Mărăşti - Pasaj CF
August 1, 2016 under catenary: Piața Mărăşti - Strada Grigore Alexandrescu / with auxiliary drive: Strada Grigore Alexandrescu - Pasaj CF
13 barat           1972 Piața Mircea Eliade - Bulevardul Cetății
September 12, 1974 set
June 26, 1979 Piața Regina Maria - Piața Avram Iancu
          1981 set
July 8, 2004 Piața Mărăşti - Piața Avram Iancu
December 19, 2004 set
November 26, 2012 Trolleybus replacement service Ring line clockwise only: Balta Verde - Stadionul de Rugby Gheorghe Răşcanu - Bulevardul Cetății - Balta Verde
June 22, 2013 set
14th           1971 Strada Gheorghe Pop de Băseşti - Strada Ion Ionescu de la Brad
July 11, 1971 Piața Mircea Eliade - Strada Ion Ionescu de la Brad
     08.1971 discontinued , trolleybus replacement by bus route 37 Piața Mircea Eliade - Strada Ion Ionescu de la Brad
20th January 1973 Piața Mircea Eliade - Strada Ion Ionescu de la Brad
          1978 Combinatul Petrochimic Solventul - Strada Ion Ionescu de la Brad
February 1, 1998 Strada George Barițiu - Strada Ion Ionescu de la Brad
14 barat March 17, 1981 Piața Regina Maria - Strada Ion Ionescu de la Brad
          1982 set
February 1, 2002 Piața Timișoara 700 - Strada Ion Ionescu de la Brad
     08.2005 set
M14 November 28, 2015 Strada George Barițiu - Giratie Dumbrăvița
15th December 1, 1978 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan (Buclă Versului)
April 15, 1987 Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan (Buclă Versului)
April 30, 1987 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan (Buclă Versului)
August 22, 1987 Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan (Buclă Versului)
          1990 Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan
          1991 Trolleybus replacement service Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan
June 1, 1992 Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan
May 28, 1997 Strada Traian Grozăvescu - Strada Mareşal Constantin Prezan (Buclă Versului)
15th August 22, 1987 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan (Buclă Versului)
June 28, 1990 set
15 barat April 15, 1987 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan (Buclă Versului)
April 30, 1987 set
1st December 1992 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan
October 16, 1995 renamed to line 19
16 January 14, 1980 Piața Mărăşti - Arena Aqua
February 11, 1980 Piața Regina Maria - Arena Aqua
1st December 1981 Piața Regina Maria - Piața General Virgil Economu (- Arena Aqua)
February 10, 1986 set
August 22, 1987 Strada Traian Grozăvescu - Bulevardul Sudului (Buclă)
June 28, 1990 set
     08.1990 Trolleybus replacement service Piața Tineretului - Bulevardul Sudului (Buclă)
     08.1994 Strada Traian Grozăvescu - Bulevardul Sudului (Buclă)
May 23, 2006 Trolleybus replacement service Strada Traian Grozăvescu - Bulevardul Sudului (Buclă)
     09.2008 Strada Traian Grozăvescu - Bulevardul Sudului (Buclă)
2nd January 2015 Strada Traian Grozăvescu - Podul Mitropolit Andrei Șaguna - Bulevardul Sudului (Buclă)
17th March 17, 1987 Piața Semenic - Institutul Agronomic
          1992 Piața Mărăşti - Institutul Agronomic
          1992 Strada Enric Baader - Institutul Agronomic
January 27, 1994 Trolleybus replacement service Strada Enric Baader - Institutul Agronomic
          1998 Strada Enric Baader - Institutul Agronomic
     08.2005 Trolleybus replacement service Strada Enric Baader - Institutul Agronomic
May 23, 2006 Strada Enric Baader - Institutul Agronomic
18th April 15, 1987 Piața Semenic - Strada Liège - Calea Torontalului - Piața Semenic
June 28, 1990 set
May 1, 1997 Strada George Barițiu - Strada Liège - Calea Torontalului - Strada George Barițiu
     06.2005 Trolleybus replacement service Strada George Barițiu - Strada Liège - Calea Torontalului - Strada George Barițiu
     05.2008 Strada George Barițiu - Strada Liège - Calea Torontalului - Strada George Barițiu
September 14, 2009 Combinatul Petrochimic Solventul - Strada Liège - Calea Torontalului - Combinatul Petrochimic Solventul
October 14, 2014 (Combinatul Petrochimic Solventul -) Piața Regina Maria - Strada Liège - Calea Torontalului - Piața Regina Maria (- Combinatul Petrochimic Solventul)
February 1, 2015 Combinatul Petrochimic Solventul - Strada Liège - Calea Torontalului - Combinatul Petrochimic Solventul
18 barat           1987 Piața Semenic - Calea Torontalului - Strada Liège - Piața Semenic
          1987 set
February 1, 2002 Piața Timișoara 700 - Strada Liège - Calea Torontalului - Piața Timișoara 700
December 15, 2003 Piața Timișoara 700 - Institutul Agronomic, return via Strada Liège and Calea Torontalului
July 8, 2004 Piața Timișoara 700 - Strada Liège - Calea Torontalului - Piața Timișoara 700
     06.2005 set
18M December 16, 2005 Trolleybus replacement service Strada George Barițiu - Strada Liège - Metro 2 - Calea Torontalului - Strada George Barițiu
August 1, 2007 set
19th October 16, 1995 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan
May 28, 1997 Bulevardul Ion Constantin Brătianu - Strada Mareşal Constantin Prezan (Buclă Versului)
June. 17.2013 set

literature

  • Vasile Deheleanu, Sabin Indrieşu: Monografia întreprinderilor electromecanice municipale Timişoara . Timișoara 1944.
  • Dorin Sarca, Gh. Radulovici: Centenarul tramvaielor din Timișoara, monograph 1869-1969 . Timișoara 1969.
  • 1869 −1994, 125 de ani de circulație cu tramvaiul în Timișoara, monograph . Timișoara 1994.
  • Regia Autonomă de Transport Timișoara, 130 de ani de activitate, 1869–1999, monograph . Timișoara 1999.
  • A. Günther, S. Tarkhov, C. Blank: Tram atlas Romania 2004 . Working group Blickpunkt Straßenbahn e. V., Berlin 2004, ISBN 3-926524-23-5 .

Web links

Commons : Timișoara trolleybus  - collection of images, videos and audio files

Individual evidence

  1. a b c d e f g h i j k l 1869−1994, 125 de ani de circulație cu tramvaiul în Timișoara, monograph . Timișoara 1994.
  2. a b c d Special print from the trade journal Der Stadtverkehr - Issue 11 / 12-1966 and 3/1967.
  3. tram Timişoara Hans Lehnhart, in tram Magazine No. 10, Nov. 1973, p 290th
  4. a b c d e f g h Banater Deutsche Zeitung of January 12, 1941: The trolleybus is becoming a reality! The secret of the railless tram - the first trolleybus line connects Elisabethstadt directly with the main train station .
  5. Vasile Deheleanu, Sabin Indrieşu: Monografia întreprinderilor electromecanice municipale Timişoara . Timișoara 1944.
  6. a b c d e f g Dorin Sarca, Gh. Radulovici: Centenarul tramvaielor din Timișoara, monograph 1869–1969 . Timișoara 1969.
  7. a b c Temeschburger Heimatblatt 2011, page 27, article by Richard Weber: How the trolleybus in Timisoara became a reality .
  8. a b c Dacia newspaper , November 15, 1942 edition
  9. a b c d e f Regia Autonomă de Transport Timișoara, 130 de ani de activitate, 1869–1999, monograph. Timișoara 1999.
  10. a b c d newspaper Luptătorul Bănăţean
  11. a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak newspaper Drapelul roșu
  12. a b Drapelul roşu newspaper , April 19, 1956 edition
  13. Drapelul roşu newspaper , April 9, 1960 edition
  14. Drapelul roşu newspaper , November 18, 1960 edition
  15. Drapelul roşu newspaper , June 10, 1961 edition
  16. Drapelul roşu newspaper , January 19, 1962 edition
  17. cjtimis.ro
  18. History Mehalas on www.mehala.de, accessed on January 21, 2016
  19. Drapelul roşu newspaper , August 12, 1971 edition
  20. a b c Tram Atlas 2004 Romania.
  21. a b c d e f newspaper Renașterea bănăţeană
  22. Stadtverkehr 6/92, page 17
  23. a b c d e f g h Ziarul Timișoara newspaper
  24. Tram magazine 4/98, page 24
  25. Jürgen Lehmann: Travel report about a short visit to Timisoara / Romania on June 20, 2005
  26. a b New trolleybuses are expected on www.trolleymotion.com
  27. ratt.ro, version from September 1, 2006 ( Memento from September 1, 2006 in the Internet Archive )
  28. Troleibuzul 13 ar putea ajunge la Sacalaz , report on agenda.ro of August 20, 2009, accessed on February 1, 2016
  29. Page no longer available , search in web archives: Regia Autonomă de Transport Timișoara modifică de astăzi traseul liniilor de troleibuz 11 și 18@1@ 2Template: Dead Link / www.analogtv.ro
  30. a b c New routes completed and opened , report by Dirk Budach on trolleymotion.eu, published on December 21, 2015 ( Memento of the original from January 16, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.trolleymotion.eu
  31. E oficial! Stim de cand merge troleibuzul 14 M de la Timisoara pana la Dumbravita! Atentie, biletele nu sunt valabile! , Article on opiniatimisoarei.ro of November 23, 2015
  32. Curg plangerile pentru linia de troleibuz M11, care leaga Timisoara de Ghiroda , article on tion.ro from December 17, 2015
  33. Exploatarea transportului în comun în Timișoara on primariatm.ro
  34. Verkehrstechnik , Volume 23, Issue 6 of March 20, 1942, page 95.
  35. Pagini de istorie IV on orasulluibucur.blogspot.de
  36. LE TARGHE DEI FILOBUS at www.targheitaliane.it, accessed on January 29, 2013 (PDF; 49 kB).
  37. www.clamfer.it, accessed on March 15, 2012
  38. Drapelul roşu newspaper , March 29, 1953 edition
  39. Drapelul roşu newspaper , September 13, 1953 edition
  40. a b Harák Martin: Autobusy a trolejbusy východního bloku, Prague 2014, page 187
  41. Brief history of the Timisoara public transport company - origin and development of local public transport in Timisoara ( Memento from April 1st, 2008 in the Internet Archive )
  42. On the way: Local transport in Timișoara (RO)
  43. New Skoda 24Tr delivered, article by Jürgen Lehmann from May 26, 2008 on trolleymotion.eu, accessed on February 3, 2016 ( memento of the original from February 3, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked . Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.trolleymotion.eu
  44. Ziarul Financial : RAT Timisoara cumpara 50 de troleibuze de la Skoda
  45. Skoda Electric - Deliveries 2009