Osijek tram
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| Basic information | |
| Country | Croatia |
| city | Osijek |
| opening | September 10, 1884 |
| electrification | March 31, 1926 |
| operator | GPP Osijek |
| Infrastructure | |
| Route length | 12 km |
| Gauge | 1000 mm ( meter gauge ) |
| Power system | 600 volts = overhead line |
| business | |
| Lines | 2 |
| vehicles | Tatra T3YU , DUEWAG GT6 |
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The Osijek tram is the oldest tram in Croatia and, besides the Zagreb tram, the only remaining one in the country. The railway was opened as a horse-drawn tram in 1884 and electrified in 1926. The meter-gauge network operated by GPP Osijek is 17 kilometers long and is served by two lines. The fleet consists primarily of modernized Tatra T3s and Duewag six-axle vehicles .
history
Horse tram
At the end of the 19th century, Osijek belonged to the Kingdom of Croatia and Slavonia and thus to the Hungarian half of the Austro-Hungarian Dual Monarchy . The city comprises three historical centers: the fortress ( Croatian Tvrđa ), upper town (Croatian Gornji Grad) and lower town (Croatian Donji Grad), between which there are extensive parks. The three centers were linked by horse-drawn buses in the 1879s . The increased urban growth from the 1880s onwards led to an increase in transport services, which buses soon could no longer meet. On June 27, 1883, the city and a private operator signed a contract to set up a horse-drawn tram with a concession period of 65 years.
The first line of the horse-drawn tram went into operation on September 10, 1884. It led from the main square of the upper town (today trg Ante Starčevića ) through the fortress to the main square of the lower town (today trg bana Josipa Jelačića ). According to the instructions of the city, the grooved rails had to be made of solid steel and not, as usual, of cast iron . The smallest curve radius was not allowed to be less than 25 meters; a minimum distance of one and a half meters had to be maintained between the tracks and the sidewalks. The operator had to keep the route, including a 50 centimeter wide strip to the right and left of the tracks, free of dirt and the like.
In the spring of 1889, the horse railway company and the city signed another contract to expand the network. This provided for two new lines from the upper town to the train station and from the fortress to the city garden in the new town (Croatian Novi Grad). Both lines went into operation at the end of August 1889, increasing the length of the line to 15 kilometers. In addition to passenger traffic, the company was also allowed to transport goods from the train station to the port. However, these were not allowed to disrupt normal traffic.
At the end of 1898, the company negotiated the electrification of the tram with the city. The construction of a power station was planned for 400,000 forints, which, in addition to supplying power to the tram, was also to provide street lighting. However, the city had previously granted a concession to build a gas works , which now ensured the lighting with gas lanterns . The company then tried repeatedly over the next few years to push through the introduction of electrical operation. At the same time, they neglected the maintenance of the wagons and routes, so that the city had more influence on the operator. In 1914 the electrification contract was about to be concluded, implementation was prevented by the outbreak of the First World War . During the war years, the condition of the vehicle fleet and infrastructure continued to deteriorate. After the collapse of the monarchy, the workforce went on strike at the beginning of 1919, and the city then took over the company.
Electric tram
At the beginning of the 1920s, the electrification of the network could be tackled. However, the course through the fortifications proved to be unsatisfactory, so that the fortress was razed by 1926 along with the project . The main line was re-routed outside the fortress and the connection to the train station was expanded into a circular route. Both lines received a second track, which was laid on the side of the road so as not to obstruct through traffic. The route to the city garden was not included in the plans and was closed. On March 31, 1926, electrical operation - still the youngest in Croatia - was started.
After the Second World War , the endpoints Retfala in the west and Zeleno Polje in the east were given turning loops . At the same time the line from Retfala was extended to the west. This initially single-track section had a stump end and was therefore served by a shuttle car. In the mid-1960s, this section was expanded to double tracks and extended to the final stop in Višnjevac. The circuit across the train station was dismantled to one track in the 1970s and has been used since then in an anti-clockwise direction.
From 1968, the company received T3 railcars from Czechoslovakian production, which meant that the old vehicles could gradually be taken out of service. From 1972, operations could be carried out with these vehicles as a single type. The travel time on the main line from Višnjevac to Zeleno Polje has been reduced from half an hour to 22 minutes. Increasing passenger numbers prompted the company to order four more Tatra trains (Tw + Bw) in the early 1980s. Since these start up more slowly than the single-unit railcars and therefore the cycle times of the courses had to be extended, the sidecars were soon only used during rush hour.
During the Croatian War, which broke out in 1991 , the city was not far from the area controlled by the Republic of Serbian Krajina (RSK). The city was therefore a direct battlefield in the first years of the war. The tram operation took place from September 1991 to November 1992 mainly in the western half of the city, at times it was completely idle. Two drivers and other passengers died during the fighting, three motor coaches and one sidecar were lost. From 1993 onwards, operations returned to normal. To remedy the shortage of cars , the Mannheim tram gave five articulated railcars free of charge in 1995. The cars were mainly used as amplifiers.
After the turn of the millennium, extensive modernization of the company began. The existing fleet of vehicles was modernized and additional used vehicles were added. The route network received the necessary renovations and was supplemented by a new line. The first section leads south from the railway station to Villa Mačkamama and was opened on December 2, 2006. It has three stops and a length of about one kilometer. The second section leads from there to the east in the industrial district to the terminus at Bikara. Both for reasons of cost and in view of the low number of passengers, the almost four-kilometer section was mostly single-track. It comprises a total of ten stops, six of which have an alternative and went into operation on August 24, 2009. On November 30, 2014, line 1 was extended by 1.6 kilometers and two stops to the center of Višnjevac.
Passenger service
Lines
| line | course | length | Number of stops |
|---|---|---|---|
| 1 | Višnjevac Okretište - Retfala - Pođgrade - trg Ante Starčevića - Tvrđa - Remiza - Donji grad - Zeleno polje | 9.7 km | 25th |
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2 ( 2B ) |
trg Ante Starčevića (back via Želježnički kolodvor ) - Đakovštima - Mačkamama (final stop 2B) - Gradski vrt - M. Divalta / Kirova - Bikara | 8.2 km (4.0 km) |
20 (10) |
Until the opening of the section to Mačkamama in December 2006, the GPP did not use any special marking on its tram lines. With the timetable change, the Višnjevac - Zeleno polje line was given number 1 and the station line number 2. The connection to Zeleno polje - Mačkamama was taken over by a newly established line 3. As this led to an oversupply on the station line, lines 2 and 3 were replaced Merged into line 2 just a month later, so that the lines are operated almost entirely on a single line.
Line 1 runs twelve courses every six minutes during the day, an additional 13th course is used for school traffic. Line 2 runs every eleven minutes during the day, for which six courses are used. In night traffic, line 2B runs between trg Ante Starčevića and Mačkamama.
Tariff
When the company opened, a single trip cost 12 fillers , children up to ten years paid half. Small children, as well as administrative, police and fire service officers as well as members of the city guard, traveled free of charge. Tickets purchased in advance had a discount of ten percent. Price increases had to be approved by the city beforehand.
On September 1, 2008, GPP Osijek introduced the Butra electronic ticket system , so the vehicles were given a reader at the front entry to validate their chip cards. Tickets can also be purchased from the driver or in some kiosks at a higher rate. A single ticket entitles you to change and return for 45 minutes. Entry with a chip card is possible at all doors.
Infrastructure
Route network
According to the urban structure, the rail network is mainly oriented in an east-west direction. The center of operation is the trg Ante Starčevića, the main square of the upper town, where both lines meet. The network is designed for operation with one-way vehicles and has reversing loops at the final stops Višnjevac, Zeleno polje and Bikara as well as at the stops Pođgrade and Mačkamama.
The route traveled by line 1 is double-track throughout. As in most former Yugoslav cities, the tracks run along the roadside so as not to hinder individual traffic. The station ring, which is used by line 2 in a counter-clockwise direction, has a track to the side of the carriageway. The double-track section to Mačkamama also has tracks on the side of the road. The following section to Bikara is single-track. The track initially runs north along the roadway and changes to the middle of the road on the last section. Six stops have switches and central platforms; they are used accordingly in left-hand traffic.
Depot
The depot is located slightly off the main route at ul. Cara Hadrijana not far from the Drava. It includes a two-tier wagon hall with six and two erecting tracks, a workshop and other shunting tracks on the courtyard. A turning triangle enables vehicles to be turned around on the site.
vehicles
In 1895, the horse-drawn tram fleet consisted of 15 passenger cars, eight freight cars and two mail cars. The single-horse wagons measured 5.00 × 1.80 × 2.50 meters and offered space for 16 people on two longitudinal benches. There were both open summer cars and closed winter cars, which were used depending on the weather and the season.
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To start electrical operation, the railway had twelve two-axle railcars (numbers 1 to 12) at its disposal, of which railcar 8 has been preserved as a historic vehicle. In 1949 the company received four more two-axle railcars (numbers 13 to 16) from the Rijeka tram . These cars were built in 1922 in the main workshop of the Zagreb tram . In 1958, the railway took over 14 cars (numbers 17 to 30; according to another source 13 cars, including seven sidecars) from the disused Ljubljana tram , which were manufactured by Đuro Đaković in 1931/32 . In 1961, after a long time, the company received brand new vehicles again. There were eight railcars (numbers 31 to 38) of the type TMK 101 produced by Đuro Đaković , which was also delivered to Zagreb. The cars were used both on their own and with the old vehicles converted into sidecars.
In 1968 Osijek received the first ten Tatra T3YU railcars . In addition to the consecutive company numbers, the vehicles were given the year of purchase, i.e. the numbers 6839 to 6848. In 1972, twelve more T3YUs followed, which were given the numbers 7211 to 7222. The older Tatra wagons were given the new wagon numbers 6801 to 6810, the other vehicles, however, were decommissioned or relocated. Some of the vehicles taken over from Ljubljana came to Subotica , the newer TMK 101, however, came to Zagreb .
In 1981 the company ordered four more T3YUs and four matching sidecars of the type B3YU. With the exception of the bogies, the vehicles delivered up to 1982 corresponded to the vehicles delivered for the Karl-Marx-Stadt tram ; According to the driving staff, the controls were even labeled in German on delivery. The four sidecars were the only B3 sidecars used outside of the GDR. According to the numbering scheme, the railcars were given the numbers 8223 to 8226, while the sidecars were given the numbers 8201 to 8204.
During the 1980s, the railcars 6801, 6803, 6807 and 7218 were taken out of service after accidents or fires. The railcars 6805, 7211 and 8224 as well as the 8204 trailer fell victim to the acts of war in the early 1990s. Due to this lack of vehicles, in 1995 the company acquired five used Düwag six-axle vehicles for the Mannheim tram , which were used as amplifiers on weekdays. The cars ran under the numbers 9527 to 9531.
Of the remaining T3YU railcars, a total of 17 vehicles were modernized in 2006/07 at Pragoimex in Ostrava, Czech Republic . The vehicles received a chopper control and a new high-floor car body. The model code now was the manufacturer T3R.PV internally T3PV.O . The car numbers have been adjusted according to the years of renovation (0601 to 0611 and 0712 to 0717). As a result of the extension of line 2 to Bikara and increasing numbers of passengers on line 1, the tram acquired another five used Düwag six-axle vehicles in 2009. The cars with the numbers 0932 to 0936 were previously in use on the tram in Zagreb, but also came from Mannheim. Car 0935 served as a spare parts donor from the start and was not used, car 0932 suffered an accident shortly after it was put into operation and was taken out of service together with the older cars 9529 and 9531.
The remaining non-modernized Tatra cars were retired in 2009/10 with the exception of 8223 and 8225. As a replacement, the railway acquired again used Düwag six-axle vehicles from Zagreb. However, these Mannheim-type railways have air conditioning . The cars with the numbers 1237 to 1239 were presented in Osijek in May 2012.
In August 2012, the fleet of vehicles consisted of 28 regularly used railcars. Of these, 17 were T3R.PV railcars, two unmodernized T3YUs, six GT6s and three more GT6s “Mannheim type”. Sidecars are no longer used. Railcar 8 from 1926 and an open freight car with the number 18 have been preserved as historical vehicles. The company also maintains some work vehicles. The paintwork is made up of a blue base tone with a white apron, the T3YU, on the other hand, wear the cream variant with a red apron that is common with this type. However, many of the vehicles are fully advertised.
The modernized T3R.PV railcars are mainly used, as these, in contrast to the other types, have power recovery. The remaining cars are mainly used as amplifiers.
| Construction year | axes | Wagon no. | Type | Manufacturer | Remarks |
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| 1926 | 2 × | 1-12 | Škoda | Tw 8 as a historical vehicle in Osijek; Tw 9 privately owned; Tw 11 1972 to Graz, as historical vehicle Historama Ferlach; others retired by 1972 |
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| 1922 | 2 × | 13-16 | 1949 ex Rijeka ; Retired until 1972 | ||
| 1931/32 | 2 × | 17-30 | Đuro Đaković | 1958 ex Ljubljana , including 7 Bw; 1968 7 cars to Subotica; ABw 18 preserved as a historical vehicle (?); the rest of them retired |
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| 1961 | 2 × | 31-38 | TMK 101 | Đuro Đaković | 1972 to Zagreb 164–171 |
| 1968 | 4 × | 6839-6848 | T3YU | ČKD Tatra Mountains | 1972 in 6801-6810; 6801, 6803, 6807 retired in the 1980s; 6805 retired in 1991/92; The rest of the 2006/07 modernized in 0601, 0608-0610, 0713-0714 |
| 1971/72 | 4 × | 7211-7222 | T3YU | ČKD Tatra Mountains | 7218 retired in the 1980s; 7211 retired in 1991/92; The rest of the 2006/07 modernized in 0602-0607, 0611, 0712, 0715-0717 |
| 1981 | 4 × | 8201-8204 | B3YU | ČKD Tatra Mountains | 8201 retired in 1991/92; the rest of them retired in 2009/10 |
| 1981 | 4 × | 8223-8226 | T3YU | ČKD Tatra Mountains | 8224 retired in 1991/92; 8226 retired in 2009/10; 8223 retired in 2012 |
| 1960 | 6 × | 9527-9531 | GT6 | Düwag | 1995 ex Mannheim 323, 325, 331, 371, 372; 9529, 9531 retired in 2009 |
| (2006) | 4 × | 0601-0611 | T3R.PV | Pragoimex | 2006 ex 6804, 6806, 6809–6810, 7212–7214, 7216–7217, 7219–7220 (conversion) |
| (2007) | 4 × | 0712-0717 | T3R.PV | Pragoimex | 2007 ex 6802, 6808, 7215, 7218, 7221–7222 (conversion) |
| 1962 | 6 × | 0932-0936 | GT6 | Düwag | 2009 ex Zagreb 910, 911, 914, 916, 917; 0935 as a spare parts donor |
| 1971 | 6 × | 1237-1239 | GT6 " Mannheim type " | Düwag | 2012 ex Zagreb 941, 942, 944 |
literature
- Wolfgang Kaiser: Small and personable. The tram of the Croatian city of Osijek . In: Tram magazine . Issue 1, 2013.
Web links
- Zlata Živaković-Kerže: Prvi Hrvatski Tramvaj. Retrieved February 10, 2013 (Croatian).
Individual evidence
- ↑ a b c d e f Zlata Živaković-Kerže: Prvi Hrvatski Tramvaj. Retrieved February 10, 2013 (Croatian).
- ↑ a b c d e f g h i j k l m n Wolfgang Kaiser: Small and personable. The tram of the Croatian city of Osijek . In: Tram magazine . Issue 1, 2013, pp. 28-35 .
- ↑ Osijek. In: trampicturebook.de. Retrieved February 4, 2012 .
- ↑ Osijek extends its tramway. In: Railway Gazette. December 2, 2014, accessed September 19, 2015 .
- ↑ a b c d Josef Pospichal: Tram Ljubljana / Laibach. Retrieved February 2, 2013 .
- ^ Jörg Zaumseil: Tatra trams of the type T3 / B3. In: www.strassenbahnen-online.de. Retrieved February 2, 2013 .
- ↑ Croatia: Zagreb & Osijek: Current Observations and Questions (m2B). In: Drehscheibe Online. Retrieved February 2, 2013 .
- ^ Vehicle list Osijek, tram. In: transphoto.ru. Retrieved February 2, 2012 .
- ↑ a b c Tram Osijek (Esseg). In: Tramways.at. Retrieved February 2, 2012 .
