Budapest trolley bus

The First System (1933-1944)

In the 1920s, the Budapest Metropolitan Transport Company (BSzKRt) entered into a contract for the construction of a tram line between the Wöröschwary road in Obud and the city cemetery. Due to the high costs, the company was forced to postpone the implementation of this project for several years. By 1930, in pursuit of high economic efficiency, the company had ideas to create a cheaper transport sector: this is how the first plan for the organization of a trolleybus in Budapest was born. The project was adopted in March 1933, and the construction of the first 2.7 km long trolleybus line in the history of Hungary began in August of the same year. The launch of the first trolleybus system in Budapest took place on December 16, three trolleybuses manufactured by Ganz and MAVAG were delivered for the new line. The only trolleybus line in Obud did not have its own depot; trolleybuses defended on the territory of the tram park of the same name. The only trolleybus route of Budapest’s first trolleybus system duplicated bus route No. 7, but in 1936 the route was assigned number No. T (from Hungarian trolibusz ). In November 1941, Hungary switched to right-hand traffic; for a short time, route No. T was replaced by a bus. On September 21, 1944, trolleybus traffic in Budapest ceased due to the approach of the Red Army , most of the contact network received significant damage as a result of the bombing. Until the end of December 1944, the canceled route was again replaced by a bus, but in early 1945 Budapest was finally taken under the control of the Red Army, the work of all public transport was suspended until the end of the war.

On the Buda side, due to the mountainous nature of the terrain, the organization of tram traffic was impossible, but in some places the bus service worked stably. Back in 1938, a plan was developed to create a route network of nine routes, but World War II prevented their organization. The project of the trolleybus system of 1938 included lines running both in the right-bank and left-bank parts of the city. Some of the lines were subsequently built according to other projects of the post-war period.

Second System (1949 - present)

First Network Development Concept (1949-1963)

The first trolleybus system operating in Obud on the right bank of the Danube was never restored after the war. On August 6, 1945, the Budapest authorities began designing a new trolleybus network. The first plan of the post-war trolleybus network of the city included five routes. The project included three independent trolleybus networks of the right-bank Bude:

• Seine Square - Margaret Bridge, Sigmond Square - Yuromi Street;
• St. Gellert Square - Christina Square, Erzhebet Bridge - Nemethvelddy Street;
• The intercity line connecting Budakeshi suburbs with Budapest.

At the turn of 1948-1949, the Budapest authorities decided not to restore the trolleybus system in the right-bank Obuda and not to unite it in any way with the canceled network in Buda. The only trolleybus line listed in the subsequent plans was designed in Budakeshi. In light of the global decline in tram transport, the city authorities announced the liquidation of most of the tram lines in the center with the replacement of trolleybus lines. In May 1949, the construction of the first trolleybus line in the left-bank part of Budapest, which ran from Queen Elizabeth Lane along Kirali and Nagymezu Streets to Koshut Lajos Square, was completed. At the same time, the Hungarian delegation was sent for negotiations to Moscow, where an agreement was reached on the supply of 26 MTB-82 model trolley buses manufactured by TMZ. The launch of the new line was planned for November 7, 1949 (on the 32nd anniversary of the October Revolution), but due to technical problems caused by adverse weather conditions, the opening of a new new trolleybus system was delayed. The opening took place on December 21, 1949. Since the opening of the trolleybus system took place on the day of Stalin’s 70th birthday, the first route was given the number 70. Thus, the entire numbering of routes went on starting from the number 70, and not 1. Despite the decommunization process, this rudiment of the Stalin personality cult has been preserved to the present day.

In subsequent years, new lines were built towards the east. In particular, lines were laid along Podmanitsky and Isabella streets, along which routes 72, 73 and 76, connecting the Western and Eastern railway stations of Budapest, passed. Due to the suspension of the construction of the second metro line and the complication of passenger traffic on tram lines, the development plan for the trolleybus system was radically revised. To improve transport services and remove the load from the tram lines, a radial-semi-ring system was designed to transport from the northern outskirts to railway stations and metro stations.

Although the trolleybus network was developing dynamically, the city plans included several more priority lines along which it was planned to put the trolleybus on. One of them was route 78 from Nefelejec street in Tsepel through the Gubac, Pesttershebet, Köbanya-Kishpest bridge to the Perekas Ferenc stadium. The plan was approved by the Budapest City Council in 1954. Construction of the line began in the second half of 1955, however, Minister of Transport Lajos Bebrits in his letter of May 3 sharply criticized the project, citing the high cost of its implementation. In addition, the Ministry of Transport announced the irrationality of using trolleybuses on the proposed route, proposing instead to let the buses with a trailer, or to combine bus routes No. 13 and 19 into one. There were 10 routes in the construction plan, for which there were lines along the routes:

• Nepsingaz - May 15 area - Rakotsi Avenue - Bosniac Square;
• Orzi Square - East Station - West Station - Kossuth Lajosh Street;
• Lane Nepstadion - Doge György - Uypest.

The plans for 1954 included the extension of trolleybus No. 74 from Barossa Street to Kenives Kalman Boulevard and People's Park.

In the 1950s and 1960s, tram traffic in the city center on most routes was closed in favor of expanding the trolleybus network. During the Hungarian uprising of 1956, the operation of the trolleybus stopped, but the traffic was restored the following year.

The Elimination Project (1963-1973)

In the 1950s and 1960s, the idea of ​​converting commuter railways into city railways coupled with fewer vehicles on routes began to be seen as a plan to expand the bus network to the detriment of the existing trolleybus network. The future of the trolleybus network itself became uncertain after 1963, when work on the construction of the second metro line resumed. The study, prepared by the Budapest Design Bureau (FŐMTI), showed that trolleybus services became less profitable than before, since the peak in the development of bus traffic was already able to reach the maximum level. But environmental aspects were not taken into account during this period of time. Another serious problem was that the Soviet Union and Czechoslovakia produced only articulated trolleybuses with a long service life. The concept of development of the capital of 1965, which provides for the purchase of 200 buses (one hundred single and articulated cars), hoped by 1966 to replace all trolleybuses on existing routes. Given the development of needs, it was subsequently planned to reduce the trolleybus network after 1970. In a letter dated February 10, 1967, the Transport Department considered objections related to the lack of economic calculations regarding the operation of buses on route No. 79. In the spring, the bureau prepared a completely revised scenario planned for the proposal program “Review of the transport policy for maintenance and replacement of trolley buses”. A new study began on May 30, 1967 with the participation of all departments of transport management: the economic department was to compare the costs of operating trolleybuses and buses, while the technical development department developed a plan for the development of the route network taking into account operational characteristics, long-term plans and interests of city policy. The study found that most of the trolleybus network is suitable for replacement by bus and tram transport, but the fate of route No. 75 remained problematic, for which only the work of buses of a particularly large class or tram CME was suitable. The Department of Traffic has developed three scenarios for replacing a trolley bus:

• The first option involved the complete preservation of the routes of routes No. 70, 71, 73, 76 and 78 serviced by the new ZiU-5 trolleybuses, and routes No. 72, 75 and 79 were planned to be transferred to articulated trolleybuses;
• The second option was distinguished by the one-time liquidation of most of the trolleybus system, with the organization of a park route Sazadosh Street - Kerepeshi Street - Versheny Street - György Doji Avenue - Garay Street . Bus routes No. 72, 74, 75 and 79 were supposed to be replaced by tram;
• The third option involved the phased closure of all routes during the cancellation of ZiU-5 trolleybuses; some of the bus routes had to be replaced by a tram.

On September 25, 1968, the BKV and the Department of Transport published a research paper entitled “Problems and Suggestions of Trolleybus Transport in Budapest”. According to the plan, in 1969, trolleybuses of routes No. 74 and 75 were supposed to be shortened to Hungaria Boulevard, and in 1970, the bus routes to Baroshsh Street were replaced by a bus. The remaining routes (No. 70, 71, 72, 73, 76, 78, 79) were supposed to be left in the trolleybus version until 1980. It was also planned to introduce different fare rates for trolleybus routes, which are simultaneously transferred to bus: the fare in a trolleybus was estimated at 1 forint, and on the bus 1.50 forints. The trolleybus depot Pongratz was planned to be converted to a bus depot. In 1971, Budapest showed interest in the Zur-10 articulated trolleybus ZiU-10 being designed by the Uritsky Plant, which BKV began to consider as a priority replacement for the obsolete Ikarus 60TCS. In 1973-1974, two ZiU-682V trolleybuses were tested in Budapest, the delivery of which was carried out only in 1976-1977 (delivered as ZiU-682UV).

The preservation of the trolleybus network became an obvious fact after the cancellation of the 74th route on December 2, 1973, which was replaced by bus No. 9Y.

Second Network Development Concept (1973-1983)

In September 1974, at a meeting of the BKV and the Department of Transport, the proposal to liquidate the trolleybus network was revised against the backdrop of the developing oil crisis of 1973 , instead it was announced that the entire network would be preserved in full and the construction of new lines. According to the new package of proposals, it was planned to extend the tram route No. 15 to Uilipotvarosh and the suburban Budaörs and Nagtyeteni, as well as to replace some bus routes on Margit Island (No. 26), as well as in Pest (No. 15) and Buda (No. 11, 22 and 91). Subsequently, these plans were forgotten, but soon project proposals appeared regarding the creation of a new trolleybus network in Uypest, which included replacing trolleybuses with bus routes No. 20, 30, 47, 47A, 96, 96A and the elimination of tram routes No. 8 and 10. However, these plans were not implemented.

Since 1974, it was planned to replace the tram line No. 58 with a trolleybus line, which was subject to closure due to obsolescence of the tracks. Instead of the promised trolleybus in 1977, bus No. 58V was launched, duplicating the canceled tram. By the beginning of the 1980s, the construction of a trolleybus line to Zugliget was finally canceled, and the bus route received a permanent number 158. Due to the mountainous nature of the terrain, the route was supposed to operate an export “mountain” modification ZiU-682UV1, and the Sepilon tram depot was serviced by the service park of this route. .

Nevertheless, it was possible to realize the second expansion of the network thanks to the construction of a trolleybus line along the overpass of Kachoh Pongratz. In April 1977, a new version of route 74 was launched from Chaktornya Park to Karl Boulevard, and on May 1, trolleybus number 72 replaced bus route number 25V, which was launched in 1972 after the closure of tram number 25.

On April 4, 1979, trolleybus route number 80 was opened, replacing bus number 19 at this location, and on August 27 trolleybus route 81, replacing buses No. 131 and 139. On January 3, 1980, route number 82 was launched, connecting Leader Ersha and Lumumba Squares. Trolleybus number 82 immediately replaced three bus routes (number 75, 77 and 64V), one of which has been operating since October last year after the cancellation of tram number 64.

In addition to the new line in Zuglo, trolleybus traffic developed on the existing network in the city center. The 1974 development plan provided for the extension of routes No. 72 and 73 to Yanosh Aranya Street with the simultaneous cancellation of bus No. 15V, which was launched several months earlier after the cancellation of tram No. 15. In 1981, trolleybuses No. 72 and 73 were extended. In 1983, trolleybus traffic to Barošš Street was returned by the launch of route No. 83, partly repeating the early route No. 74. Further expansion of the network to Zuglo was planned, bus routes No. 31, 33 and 89 were proposed to be replaced by trolleybus. Due to the similar bus route No. 33 and 89 between Barošš Square and Drava Street, their transfer to the trolleybus version was not possible due to the shortage of cars.

During this period, in parallel with the supply of Soviet ZiU-682UV trolleybuses, domestic trolleybuses designed on the basis of the popular articulated bus model Ikarus 280 (modification Ikarus 280.91) began to arrive in the city. By the beginning of the 1980s, the operation of the ZiU-5D models ceased.

Current Situation (since 1983)

Budapest's trolleybus network has not undergone significant changes since the early 1980s. In the 1990s, the city's trolleybus fleet consisted of obsolete ZiU-682UV and Ikarus 280.91 models. In parallel, the park received a new modification of Ikarus 280.94, which soon replaced Ikarus 280.91. Back in the late 1980s, traffic intervals on some routes began to increase gradually after the first consignments were delayed from the work of the ZiU-682UV trolleybuses. In 1993, BKV decided to replace part of the deductible trolleybus fleet with the purchase of a small batch of articulated trolleybuses based on the new Ikarus 435 bus model. Ikarus 435.81 modification trolleybuses were delivered in 1994-1996, but this was not enough to fill the deficit due to the ongoing trolleybus writing off. For this reason, in 1999 and 2001, routes 82, 72, and 70 were transferred from the clock schedule to the regular one. In 2002, the city received 15 new trolleybuses of the Ikarus 412.81 model, and there was also a slight expansion of the network along the newly built line to the hospital on Uzhoki Street (route number 82). In the mid-2000s, the delivery of 16 copies of the second generation Solaris Trollino 12 took place, while the retirement of trolleybuses of the ZiU-682UV model continued. В 2008 году маршрут № 80 продлен до площади Вождя Эрша, а маршруты № 75 и 79 были перенаправлены в Уйлипотварош.

3 июня 2013 года состоялся перезапуск маршрута № 79 с продлением в Визафого, на маршрут вышли троллейбусы Solaris Trollino II 12, прошедшие модернизацию с установкой литий-ионных аккумуляторов на ремонтном заводе BKV Zrt. Маршрут № 79 стал первым в истории будапештского троллейбуса, обслуживаемый электробусами с динамической подзарядкой. В 2017 и 2018 году, в экспериментальном режиме осуществлялась работа троллейбусов с УАХ на маршрутах № 72 и 73, трасса которых между улицами Яноша Араня и площадью Кальвина была изменена для их работы на улицах, над которыми не проходит контактная сеть. Во время трехкратного закрытия станции метро площадь Лайоша Кошута в августе 2018 года была организована работа компенсационного троллейбуса № M2A, соединивший закрытую станцию метро с площадью Ференца Деака; маршрут обслуживался электробусами с динамической подзарядкой. 17 ноября 2018 года начал свою работу маршрут троллейбуса № City, соединяющий площади Фёвам и Лехель, и работающий в качестве подстраховки к автобусам № 15 и 115. Маршрут № City обслуживается исключительно электробусами с динамической подзарядкой, а его работа ограничена субботними и праздничными днями.

В январе 2011 года СМИ сообщили о планах независимых инвесторов построить частную троллейбусную сеть в Буде. Заявлялось о намерении построить линии в районах Нормафа, Швабхедь, Зуглигет, Тёрёквес и на острове Магрит, но ни один из планов не был реализован. В 2012 году Будапештский транспортный центр опубликовал исследование на тему развития троллейбусного движения в нескольких районах, согласно которому предлагается развитие четырёх новых направлений: маршруты № 74 и 83 будут продлены до площади Ференца Деака (а последний, кроме того, до железнодорожной станции Кёбанья-Альшо), маршрут № 77 планируется к продлению от стадиона Ференца Пушкаша до Восточного вокзала. Помимо этого план предусматривает продление маршрута № 82 до станции метро Проспект Мексики (с отменой движения до больницы на улице Ужоки), а также восстановление троллейбусного движения по улицам Шамуэля Диосеги и Эльнёк (до Народного парка).

По состоянию на начало 2019 года подвижной состав будапештского троллейбуса состоял из 138 машин. Большая их часть — троллейбусы Ikarus-280T (модификация Ikarus-280.94), а также Solaris Trollino 12 и Solaris Trollino 18 (часть из них работает в режиме электробуса с динамической подзарядкой). Незначительную часть парка составляют также троллейбусы Gräf & Stift NGE152, Ikarus-412T и Ikarus-435T , а также мелкосерийные и опытные Ikarus-411T и Ikarus-412GT . Все 16 маршрутов троллейбуса обслуживаются единственным депо Понграц-Кёбанья, расположенном на юго-востоке Будапешта.

Основу парка довоенной троллейбусной системы Будапешта составляли машины производства Ganz и MÁVAG-Boveri. После открытия второй системы парк троллейбусов состоял из советских троллейбусов МТБ-82 и отечественных венгерских Ikarus-60T и Ikarus-60TCS . В середине 1960-х основу парка составляли троллейбусы ЗиУ-5 . В 1970-х годах троллейбусы ЗиУ-5 заменили ЗиУ-682УВ . С 1975 началась эксплуатация отечественных троллейбусов Ikarus 280T, основу парка пополнили модификации Ikarus 280.91, а с 1985 — Ikarus 280.94. К концу 1990-х годов троллейбусный парк Будапешта устарел, большая часть троллейбусов модификации ЗиУ-682УВ была списана. Поставка новых троллейбусов производства Ikarus продолжалась вплоть до закрытия основного предприятия в 2003 году. В 2004—2015 годах в Будапешт прибыло, в общей сложности, 52 польских троллейбуса семейства Solaris Trollino, которые наряду с Ikarus-412T окончательно вытеснили с маршрутов старые ЗиУ-682УВ.

В конце 2018 года началась поставка троллейбусов Solaris Trollino IV 12 и Solaris Trollino IV 18. К началу 2020 года планируется полный вывод из эксплуатации троллейбусов Ikarus-280.94 и Ikarus-435.81.

Действующие маршруты

Закрытые маршруты

• Legát 2008: Legát Tibor: Közlekedik a főváros. Budapest: Jószöveg Műhely Kiadó. 2008. ISBN 9789637052774
• Legát 2010: Legát Tibor - Nagy Zsolt Levente - Zsigmond Gábor: Számos villamos. Budapest: Jószöveg Műhely Kiadó. 2010. ISBN 9786155009150
• BME: Bodrogi Bence Péter: A magyarországi trolibusz üzemek története, helyük és szerepük a városi közlekedési hálózatokban. repozitorium.omikk.bme.hu. (Hozzáférés: 2018. június 7.)

• Official website of Budapest city transport
• Photo gallery and database on the STTS website