GSP Belgrade

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GSP Belgrade
Native name
ГСП Београд
Public company
Industry Transportation
Founded Belgrade, Serbia (November 7, 2006 (2006-11-07))
First founded on October 14, 1892
Headquarters Belgrade, Serbia
Area served
Belgrade
Key people

Slaven Tica (President of the Supervisory board), Željko Milković (General director, president of Executive board), Radiša Momčilović (Executive director for transport), Igor Dronjak (Executive direktor for bus system),

Dušan Savković (Executive direktor for electric system)
Revenue Increase 117.47 million (2013) [1]
Increase -€12.16 million (2013)[1]
Total assets Increase €242.79 million (2013)[1]
Total equity Increase €125.41 million (2013)[1]
Number of employees
5,944[1]
Website www.gsp.rs

GSP Belgrade (Serbian: ГСП Београд / GSP Beograd) is a public transit company for the city of Belgrade. The acronym "GSP" stands for Gradsko saobraćajno preduzeće (Градско саобраћајно предузеће, English: City Transport Company). GSP has approximately 6,200 employees.

History[edit]

Its history dates back to October 14, 1892 when the first horse tram line began operating in Belgrade between Slavija and Terazije. It was known under the name Beogradska varoška železnica (Београдска варошка железница, English: Belgrade City Rail).[2] The first bus line was opened in 1925 and in 1947 the first trolleybuses appeared in Belgrade.

Nowadays, GSP Beograd operates in conjunction with private companies in providing bus transport, using an ITS – Integrated Tariff System.[3] Tickets can be purchased at kiosks or from the driver, former being the preferred and cheaper way. Entire traffic grid is divided in two zones. Zone 1 covers most of the urban region of the city, with the second zone surrounding it. Ticket price is higher for single rides that cross the zone boundary. Monthly passes are also available, with discounts for the employed, students, the disabled and pensioners.

There are 145 lines, out of which 12 are tram, 8 are trolleybus and 125 are bus lines. Service operates daily between 4am and midnight, with a limited night bus system. GSP also operates school bus lines, and transportation for the disabled.

It is estimated that over 1,000 vehicles are in operation on workdays. The average age of vehicles in service is 8 years.

Vehicle colouring[edit]

  • Until the beginning of the 1960s, the vehicles have been coloured by cream and red colour scheme (buses have been coloured until 1961. trolleybuses and trams are coloured until 1964).
  • From the beginning of the 1960s, the vehicles have been coloured by Mussolini livery – light and dark green colour scheme (for buses from 1961 to 1967, for trolleybuses and trams from 1964 to 1970).
  • From the end of the 1960s, the vehicles have been coloured by cream and green colour scheme (for trams and trolleybuses from 1970 to 1979, for buses from 1967 to 1987).
  • From the end of the 1970s, the vehicles have been coloured by cream and red colour scheme again (for trams and trolleybuses from 1979 to 2003, for buses from 1987 to 2004).
  • From the beginning of 2000s, the vehicles are colouring by three colour schemes with blue bottom (trams are coloured by red and blue colour scheme from 2002, trolleybuses are coloured by orange and blue colour scheme from 2003 (for some units, but their current colour scheme is red from 2010), and buses are coloured by yellow and blue color scheme from 2004 (in future, their colour scheme will be red from 2015)).
  • Some vehicles have been coloured by cream and blue colour scheme (like the private buses in the end of the 1990s, for example: one trolleybus ZiU-9 and one tram ČKD-Tatra KT4YU have been coloured in cream and blue colour scheme in 1993 (in collaboration with factory MIN (Machine Industry Niš)), and two trams ČKD-Tatra KT4YU have been coloured in cream and blue colour scheme in 2001).

1940–1990[edit]

  • 1940. The tram traffic took place on 10 lines. Belgrade has disposed of 104 trams, 60 trailers and 87 buses.
  • 1941. In the bombing of Belgrade was destroyed 38 trams, 36 trailers and 10 buses.
  • 1945. Changed its name to the Department of traffic lights and the Executive Committee of the City of Belgrade. In Belgrade Radio 4 tram and bus lines 3 with a total of 58 vehicles.

1947. Opening of the first trolley to the line Kalemegdan - Slavija 1955. In Belgrade was 8 tram lines with 162 trams, three trolley lines with 42 trolley buses and 14 bus routes with 148 buses. 1956. He was released into operation first trolleybus domestic production - "Gosa". Belgrade and Zemun are associated trolley lines. 1960. It was 38 lines (7 tram, 6 trolleybus and 14 bus). Number of vehicles in inventory was 467th 1961. Purchased 160 "Leyland" buses. 1962. Formed in the drive to perform cab - service with 63 vehicles. 1965. Number of vehicles was the 617th

  • 1967] The exploitation of the 55 regular and 11 contracted line.

1970. Purchased the 144 new vehicles for the transport of Belgrade. The total number of vehicles has increased to 806. 1975. Applied new zonal tariff system. Number of vehicles: 995th 1980. Number of vehicles: 1168. The average number of vehicles in traffic was the 779th 1985. The total number of vehicles was 1380, and the average number of vehicles in traffic was, on weekdays 779th 1989. An integrated system of unified tariff system, in addition to Lasta and GSP in the system is turned on and ZTP Beograd and ATP Pancevo.

1990–2000[edit]

Decision Belgrade City Assembly, GSP "Belgrade" is 1990.[clarification needed] It became a public utility company, founded by the city. In the period 1990–1991, the GSP has achieved the best results. With a total of 1,393 vehicles, with average age of 4.5 years, the streets of Belgrade was at the peak was about 1,130 vehicles a day carrying about 2.5 million passengers. The crisis in the former Yugoslavia, which escalated in the second half of 1991, led to the introduction of economic sanctions by UN Security Council to Federal Republic of Yugoslavia, and the influx of a large number of displaced persons in Belgrade. Investments in the purchase of new vehicles, spare parts and maintenance of the infrastructure was minimal. During 1993. year due to the inability of continuous maintenance of the public transport problems in the procurement of oil and tires, price growth, socialization transport a decline in the number of vehicles in traffic, so that at the end of the year only 400 vehicles were in operation. Some lines are eliminated or shortened. The function of public transport in Belgrade had been damaged. During 1994. and 1995. the GSP managed to raise the level of transportation, revitalization of the fleet to an average of 909 vehicles on weekdays. At the beginning of 1998. in public transport are included private transporters. Compared to the previous year, traffic was 127 vehicles less, along with a tendency of further decline. Ceased to exist unified tariff system and passed on ticketing in vehicles by the conductor. After the start of NATO attack on Yugoslavia countries on 24 March 1999, GSP "Beograd" transferred to work in the war, which meant the abolition or curtailment of a large number of lines. It went to the handling by the main road corridor has.[clarification needed] In the aftermath of the aggression problem of lack of vehicle traffic and still remains present, so that during the year the average traffic was only 428 vehicles. The unfavorable situation continued in 2000. The outdated fleet, low technical condition of vehicles, lack of spare parts, frequent reduction of traffic due to fuel shortages are only part of the problem that led to the introduction of emergency measures by the Republic Government. After the introduction of emergency measures, purchased 15 trolleybuses and signed a contract to purchase new buses with the factory Ikarbus. Significant changes have taken place after the events of October 2000, when the city's new Government has opted for the revitalization of the GSP, as a holder of public transport system in Belgrade. A goal that is set before GSP "Belgrade" is to reach the level of the enterprise from the beginning of the nineties. By the end of the year were established almost all the lines that were in the time of war eliminated or shortened. Arrived 61 bus from Ikarbus and thanks to the Government: Czech Republic, Austria, Japan and Greek, German, Slovenia and Italian as donations arrived 71 bus. Today's GSP modern company with an average age of vehicles 4 years. Also introduced and integrated tariff system in which they entered the private carriers.

2011–2012[edit]

GSP Belgrade Urbos 3 tram

In 2011. GSP Belgrade began with the acquisition of new Urbos 3 trams from Spanish manufacturer CAF. By the end of 2012. was planned to supply 30 trams of this model. The new trams are commonly referred to as Španac (Spaniard) by Belgraders.

GSP Belgrade introduced BusPlus on 1 February 2012. BusPlus is an electronic payment method where commuters load fares on a thin plastic card.[4]

Vehicle fleet[edit]

Current fleet[edit]

Buses[edit]

Most of the GSP bus fleet consists of domestic Ikarbus models, mainly IK-201 articulated bus.
IK-218M are the latest model made by Ikarbus.
200 Solaris Urbino 18 were purchased as major modernization of GSP bus fleet.
The GSP trolleybus fleet is the youngest, most consisting of Belkommunmash models AKSM-321 and AKSM-333 (from 2010).
ČKD Tatra KT4 trams.

Trolleybuses[edit]

Trams[edit]

Vehicles used in the past[edit]

Buses[edit]

  • Past buses
    • Mercedes-Benz O317K FAS "11 Oktomvri" Skoplje (1973–1990) – solo – 17 years
    • Mercedes-Benz O305G (2000–2003) – donation from Germanyarticulated – 3 years
    • Mercedes-Benz O405G (2000–2012) – donation from Germany – articulated – 12 years
    • FAS-Sanos S115 (1985–2013) – solo – 28 years
    • FAS-Sanos S200 (2000–2003) – donation from Ljubljana (Slovenia) – articulated – 3 years
    • MAN Avtomontaža 890 UO (1974–1986) – solo – 12 years
    • MAN Avtomontaža 890 UG (1970–1981) – articulated – 11 years
    • MAN 890 UO Ikarus Zemun IK-6B (1969–1987) – solo – 18 years
    • MAN 890 UG Ikarus Zemun IK-5B (1975–1994) – articulated – 19 years
    • MAN Avtomontaža SU 220 (1981–2008) – solo – 27 years
    • MAN Avtomontaža SG 220 (1987–2003) – articulated – 16 years
    • Ikarus IK-4B (1971–1990) – solo – 19 years
    • Ikarus IK-105B (1982–2000) – solo – 18 years
    • Ikarus IK-102 (1988–2014) – solo – 26 years
    • Ikarus IK-110B (1984–2013) – solo – 29 years
    • Ikarus IK-111 (1990–2000) – donation from Timisoara (Romania) – solo – 10 years
    • Ikarus IK-160B (1985–2013) – articulated – 28 years
    • Ikarus IK-161 (1986–2014) – articulated – 28 years
    • Ikarus IK-166 (1991–2014) – articulated – 23 years
    • Ikarus IK-166 (1994–2013) – donation from Istanbul (Turkey) – articulated – 19 years
    • Ikarus IK-167 (1990–2003) – articulated – 13 years
    • FAP-Leyland Kokarus (1963–1982) – solo – 19 years
    • FAP G100 (1965–1981) – solo – 16 years
    • FAP G160 (1967–1980) – articulated – 13 years
    • TAM AS 3500 (1968–1981) – solo – 13 years
    • Leyland Worldmaster (1961–1977) – solo – 16 years
    • MAN NL 312 (2000–2012) – donation from Germany – solo – 12 years
    • Fiat Iveco (2000–2009) – donation from Trieste (Italy) – solo – 9 years
    • Graf-Stift GU 230 (2000–2004) – donation from Austria – articulated – 4 years
    • Ikarus 260 (2000–2002) – donation from Greece – solo – 2 years

Trolleybuses[edit]

  • Past trolleybuses
    • Alfa Romeo / Goša (1962–1984) – solo – 22 years
    • Goša Fages (1956–1981) – solo – 25 years
    • Goša Prototype (1987–1995) – solo – 8 years
    • Fiat CGE (1949–1980) – solo – 31 years
    • Tatra T400 (1947–1961) – solo – 14 years
    • ZiU 9 (1979–2012) – solo – 33 years
    • ZiU 682B-10 (2005–2010) – donation from Athens (Greece) – solo – 5 years
    • Trolza 5275-05 (2003–2010) – solo – 7 years
    • VMZ 5298(375) (2000–2010) – solo – 10 years
    • Graf-Stift OE112 M11 (2001–2007) – donation from Austria – solo – 6 years
    • Graf-Stift OE112 M16 (2001–2010) – donation from Austria – articulated – 9 years

Trams[edit]

  • Past trams
    • Đuro Đaković TMK 101 (1964–1980) – solo – 16 years
    • Đuro Đaković TMK 201 Prototype (1967–1983) – solo – 16 years
    • Đuro Đaković TMK 201 (1970–1991) – solo – 21 years
    • ČKD Tatra T4D Prototype (1967–1983) – solo – 16 years
    • ČKD Tatra T4YUB (1972–1991) – solo – 19 years
    • Breda I (1940–1970) – solo – 30 years
    • Breda II (1949–1974) – solo – 25 years
    • Breda III 5300 (1960–1985) – solo – 25 years
    • PCC I (700) – from Belgium (1952–1981) – solo – 29 years
    • PCC II (B6) – from Belgium (1960–1985) – solo – 25 years
    • Jasenica – from Goša or Đuro Đaković (1936–1980) – solo – 44 years
    • DUEWAG T4 – Hagen (1977–1986) – solo (bi-directional) – 9 years
    • DUEWAG GT6 – Hagen (1978–1987) – articulated (bi-directional) – 9 years
    • Goša (1956–1968) – solo – 12 years
    • MAN-Siemens Shuckert (1923–1960) – solo – 37 years
    • AEG (1923–1971) – solo – 48 years
    • Škoda / Kolben Ringhofer (1927–1967) – solo – 40 years
    • BBC – Brown, Boveri & Cie (1927–1964) – solo – 37 years

References[edit]

External links[edit]