Sarajevo tram

Sarajevo tram

Basic information
Country	Bosnia and Herzegovina Bosnia and Herzegovina
city	Sarajevo
opening	January 1, 1885
electrification	May 1, 1895
operator	GRASS
Infrastructure
Route length	11.1 km
Gauge	1435 mm ( standard gauge )
Power system	600 volt DC overhead line
Operating mode	Furnishing operation
Stops	26th
Depots	Ilidža, Čengić Vila and Baščaršija
business
Lines	6th
Line length	22.9 km
vehicles	95

Sarajevski tramvaji

Legend

		Ilidža
		Energoinvest
		Stup
		Oslobođenje
		Avaz (Nedžarići)
		Alipašino polje
		RTV
		Miljacka
		Alipašin most
		depot
		Otoka
		Čengić vila
		Dolac Malta
		Socijalno
		Pofalići
		University
		Željeznička stanica
		Tehnička škola (Muzeji)
		Marijin Dvor

		Hamze Hume
		Skenderija
		park
		Pošta
		Banka
		Drvenija
		Katedrala
		Latinska ćuprija
		Baščaršija
		Vijećnica

The Sarajevo tram ( Bosnian Sarajevski tramvaji ) is the tram system of the Bosnian-Herzegovinian capital Sarajevo . It is the only one in the country and is operated by the municipal transport company Javno Komunalno Preduzeće - Gradski Saobraćaj Sarajevo . Since 1984, the tram has been supplemented by the Sarajevo trolleybus .

history

Horse tram

On October 5, 1882, Sarajevo received a connection to the region's railway network through the kk Bosnabahn -gesellschaft , which, for strategic military reasons, had a narrow gauge of 760 millimeters - the so-called Bosnian gauge . However, Sarajevo's first train station was - also for strategic reasons - further out of the center than the present one, which is why an inner-city connection soon became necessary.

This first took place on January 1, 1885 in the form of a horse-drawn tram , which was also planned, built and initially operated by the Bosnabahn and therefore also ran on the 760-millimeter track, which is unusual for trams. The 3.051 kilometer long tram route connected the so-called Bosnabahnhof of the railway with the city station in the center by the Catholic Cathedral .

The advantage of this solution was the direct transition of the freight wagons from the steam-powered main line to the tram, with the freight traffic being handled by steam locomotives . The post office, the customs magazine, the market hall, the tobacco factory and other private companies in the metropolitan area, some of which also have their own example, were operated sidings possessed.

Another special feature of the horse-drawn tram was the shared use of its infrastructure by local trains on the Narentabahn to and from Bad Ilidža (Ilidža banja) from June 28, 1892, when the 1.28-kilometer branch line within Ilidža was opened to traffic. The steam trains ran from the Bosnabahnhof to the so-called local train station at the tobacco factory at Marienhof ( Marijin Dvor ) for a good one kilometer on the tram tracks.

Electric narrow-gauge tram

Route map

On May 1, 1895, the Sarajevo tram was finally electrified and a 1.850-kilometer branch line was added. In the same year, the Bosnabahn also merged with the Bosnian-Herzegovinian State Railways . From then on, two lines ran , one of which - like the former horse-drawn tram - connected the Bosnabahnhof with the cathedral, while the second commuted between the Bosnabahnhof and the Latin bridge. The two routes split at the tobacco factory, with the new, south-facing route following the bank of the Miljacka and therefore also known as the quay line. The company Siemens & Halske from Vienna was entrusted with the erection of the electrical system , which also built the necessary power station. In this way, the city was also given street lighting.

After Mödling – Hinterbrühl (1883), Budapest (1887), Prague (1891), Baden , Gmunden and Lemberg (1894 each), it was the seventh Austrian-Hungarian electric power station - before the capital Vienna . The first generation of vehicles consisted of seven railcars with open platforms, eight open summer sidecars were available as reinforcements for the warm season .

For the electrical goods traffic that began on September 1, 1895 and which now also supplied the power station in Hiseta Street with coal, there were two-axle locomotives with numbers 1 and 2 from 1895 and 1897, and a four-axle machine with number from 1903 11 available. Around 30 freight cars were delivered or picked up every day. Locomotive 1 was also the first narrow-gauge electric locomotive in Austria.

On January 1, 1897, the city of Sarajevo took over the electric from the Bosnian-Herzegovinian State Railways, the book value of the tram company was 104,863 guilders . This was followed by the first extensions, around 370 meters on December 1, 1897, from the Latin Bridge to the former town hall and on April 1, 1898, a 377 meter long branch from the National Bank through the Mula Mustafe Bašeskije to the cathedral. The latter served to separate freight and passenger traffic, the existing route through Ferhadija Street was henceforth reserved for freight traffic. Around 1910 the line numbers 1, 2 and 3 finally replaced the previously used geometric line signals.

Further new lines led from 1923 from the cathedral to Baščaršija (788 meters), from 1926 from Dolac Malta to Čengić Vila (855 meters, closed again in 1936) and from July 27, 1952 from the tobacco factory to the new standard gauge station.

1901: Electric tram at Marienhof, where the two routes initially shared
The line signals valid in 1895
1896: a steam train on tram tracks at the local train station
Electric tram freight train

Standard gauge

October 9, 1960, the narrow-gauge tram was finally at 1435 mm standard gauge umgespurt after the freight already ended in the 1920s. The most important change was the expansion to Ilidža as well as closing the gap between Baščaršija and the town hall and the associated switch to equipment operation in the city center, where a large block loop has been used in a counterclockwise direction since then . Since then, the route network has consisted of a 10.7 kilometer east-west link and a 400 meter branch to the train station (Željeznička stanica) of the Željeznice Federacije Bosne i Hercegovine .

The main route leads over Sarajevo's most important arterial road, seen from the west it initially follows the Bulevar Meše Selimovića (formerly: 6th proleterske brigade ), which is then called Zmaja od Bosne (formerly: Vojvode Radomira Putnika ) from Čengić Vila . The inner city loop leads over Obala Kulina bana (formerly: Obala Vojvode Stepe Stepanovića ) to the end station Baščaršija and back over the north parallel running Mula Mustafe Bašeskije and Maršala Tita (formerly both: Maršala Tita ).

Lines

The route network, consisting of 27 stops , is served by a total of six lines as follows:

1: Željeznička stanica - Baščaršija
2: Čengić vila - Baščaršija
3: Ilidža - Baščaršija
4: Ilidža - Željeznička stanica
5: Nedžarići - Baščaršija
6: Ilidža - Skenderija

The former line 7 Nedžarići - Skenderija is no longer operated. Main line 3 runs from 5 a.m. to 11:30 p.m. The remaining lines serve as amplifiers , they take over the operation at 6 o'clock in the morning and back again ins between 17:30 to 22:30 Depot one. On all terminals are turning loops available, there will only be one-way vehicles used.

An extension of the route network from Ilidža to Hrasnica, which had been planned for decades, was decided in October 2019.

vehicles

PCC railcars from Washington DC in Sarajevo

When the plans for the conversion to a standard-gauge tram began at the end of the 1950s, appropriate railcars were also needed. During this period the tram network in Washington DC was shut down. Used vehicles built by the St. Louis Car Company between 1941 and 1944 were available for a seventh of the price charged by the Croatian company Đuro Đaković for new vehicles. Sarajevo initially bought 50 vehicles and in a second order 21. Additional railcars were purchased as spare parts donors and never put into operation in Sarajevo. The vehicles were given vehicle numbers 1 to 71. the last vehicles were retired in 1984. Between 1967 and 1969, 20 of these railcars were converted into 10 articulated railcars. These then had the vehicle numbers 100 to 109.

Current vehicles

Manufacturer	Type	Art	piece	Wagon numbers	Years of construction	Remarks
ČKD Tatra Mountains	K2YU	Six-axis	21st	201, 206, 209, 210, 212, 217, 227, 231, 235, 237, 240, 244, 255, 257, 258, 261, 263, 271, 275, 277, 289	1973-1983	formerly 90 pieces, missing cars were partially converted to Satra II and Satra III
ČKD Tatra Mountains	K2	Six-axis	1	291	1973	formerly 2 pieces, taken over by the Bratislava tram in 1997
ČKD Tatra Mountains	KT8D5K	Eight-axle	4th	300-304	1989/1990	Prototype 500 comes from a series for the Pyongyang tram , the K in the type designation stands for Korea; Used cars 301–304 taken over from the Košice tram
ČKD Tatra Mountains	Satra II	Six-axis	12	500-511	see K2YU	500 and 501 formerly the Brno tram , the rest of the cars were converted from K2YU between 2004 and 2011
ČKD Tatra Mountains	Satra III	Eight-axle	4th	601-604	see K2YU	601 Formerly the Brno tram, the rest of the cars were converted from K2YU, the low-floor center section was added later
Wages	Type E	Six-axis	3	709, 713, 714	1962-1964	formerly 16 pieces, Taken over by the Vienna Tram between 2005 and 2009
LHB	9G	Eight-axle	3	802, 805, 811	1979/1980	formerly 13 pieces, From the 2009 Tram Amsterdam adopted
LHB	10G	Six-axis	1	815	1980	formerly 3 pieces, Taken over by the Amsterdam tram in 2009
Duewag	A5 / GT8	Eight-axle	16	901-909, 911-914, 917-919	1963-1968	formerly 20 pieces, Taken over by the Konya tram in 2015 , originally from the Cologne tram (KVB)