Budapest-újpest-rákospalota tram road railway ltd
Transport to Újpest and Rákospalota was important as early as the 1860s, and as Újpest's industry developed, this route became particularly important. Horse-drawn railways had been in operation in the settlements from early 1866, but the PKVT and later the BKVT service was slow. The Újpest-Rákospalota horse-drawn railway from 1872 brought some improvement, but it was still not an adequate transport link.
To take advantage of the business opportunity, in the late 1880s Mihály Bodendorfer and his fellow architects applied for a licence for a horse railway line. In the years that followed, a number of alternative routes were examined and rejected, and steam traction was also considered, but finally in 1891 they applied for a tramway from the Lehel Street estuary to Megyer, and after some delay caused by the fact that the capital had originally requested a down line system, they were granted permission on 10 July 1893.
The permit was for the construction of a Lehel Street - Megyer estuary, and from there to the Danube embankment, the final conditions were decided by the General Assembly of the capital at its meeting on 4 July 1894. The licence holders were granted the right to operate the railway for 50 years, but the capital could redeem it after 10 years. The line had to be completed within 300 days. The licence was then transferred by Bodendorfer to the Hungarian Industrial and Commercial Bank Joint Stock Company and the Ganz and Associates Iron Foundry and Machine Works Joint Stock Company, and these two organisations formed the Budapest-Ujpest-Rákospalota Electric Road Railway Joint Stock Company on 18 November 1894.
The company issued 1 590 000 forints worth of shares (i.e. still in the "old money", not in crowns), one share for 100 forints, and later, in 1896, another 700 000 forints worth of shares were issued. Construction started almost immediately and was carried out by Ganz, but weather conditions did not allow the tram to start at the end of 1895, so it was first operated on 12 January 1896.
The single-track, 7856-metre-long line was completed in March with a 3046-metre-long leading section at rákospalota, followed by the line to the Danube freight port at Újpest, and later on further sections were built from the Pest terminus to Arena Road (this section was the reason for the new shares being issued), and a significant part of the line was converted to double-track.
The trunk line ran from Ferdinánd tér (today Lehel tér) along Lehel út, then reached Újpest through undeveloped areas, crossing the left-hand side of the MÁV roundabout on an underpass. The trams - initially 12 units, plus 8 trailers - were purchased from Ganz and Company Iron Foundry and Machine Works Ltd. In 1896, the fleet was extended by a further 12 engines and 10 trailers, and two electric locomotives were purchased for freight transport.
In Újpest, siding was built for the factories there.
However, BKVT's competitors squeezed the company hard, so the share price steadily declined, and by 1898 BKVT had bought most of the shares. BURV had a share of 12.4% in the capital's tram network, but this company supplied only 4.7% of the 64 million tram passengers per year.
The BURV was formally a separate company from the much larger BKVT, but as the latter was in control, it was possible to link the lines, and thus the BURV trams could also reach the city centre, made possible by a reciprocal line lease (péage) agreement of 4 August 1900.
The network continued to grow, with double track upgrades, and in 1907 a further 3,566 metres of line was built in Újpest and Rákospalota.
The formal distinction of the company was also expressed by the fact that when new route markings were introduced in 1910, BURV trams were not given a number (like those of BKVVT and BVVV) but a letter, from A to F, and later to H.
After the war, the BURV suffered the same fate as the two larger tramway companies, being taken over by the national government during the Hungarian Revolution and operated by the Budapest United Municipal Railways, and from 1922 it was merged into the BSZKRT, the Budapest Unified Public Transport Company.
Sources
- https://villamosok.hu/nza/burv-gm.html
- A century and a half of public transport in the capital I.
- László Keller:The formation and development of BURV; VK 81/6.
Founded in 1894
Date of cessation: 1935
Founders: Mihály Bodendorfer
Securities issued:
| Budapest-újpest-rákospalota tram road railway ltd |
Decisive leaders:
1894-1897 | Dr. Sándor Matlekovits |
1898-1927 | János Radocza from sárszentmiklós |
1927-1935 | Lajos Folkusházy |
Main activity: public transport
Author: by Domonkos Csaba
Founded in 1894
Founders: Mihály Bodendorfer
Decisive leaders:
1894-1897 | Dr. Sándor Matlekovits |
1898-1927 | János Radocza from sárszentmiklós |
1927-1935 | Lajos Folkusházy |
Main activity: public transport
Main products are not set
Seats are not configured
Locations are not set
Main milestones are not set
Author: by Domonkos Csaba
Budapest-újpest-rákospalota tram road railway ltd
Transport to Újpest and Rákospalota was important as early as the 1860s, and as Újpest's industry developed, this route became particularly important. Horse-drawn railways had been in operation in the settlements from early 1866, but the PKVT and later the BKVT service was slow. The Újpest-Rákospalota horse-drawn railway from 1872 brought some improvement, but it was still not an adequate transport link.
To take advantage of the business opportunity, in the late 1880s Mihály Bodendorfer and his fellow architects applied for a licence for a horse railway line. In the years that followed, a number of alternative routes were examined and rejected, and steam traction was also considered, but finally in 1891 they applied for a tramway from the Lehel Street estuary to Megyer, and after some delay caused by the fact that the capital had originally requested a down line system, they were granted permission on 10 July 1893.
The permit was for the construction of a Lehel Street - Megyer estuary, and from there to the Danube embankment, the final conditions were decided by the General Assembly of the capital at its meeting on 4 July 1894. The licence holders were granted the right to operate the railway for 50 years, but the capital could redeem it after 10 years. The line had to be completed within 300 days. The licence was then transferred by Bodendorfer to the Hungarian Industrial and Commercial Bank Joint Stock Company and the Ganz and Associates Iron Foundry and Machine Works Joint Stock Company, and these two organisations formed the Budapest-Ujpest-Rákospalota Electric Road Railway Joint Stock Company on 18 November 1894.
The company issued 1 590 000 forints worth of shares (i.e. still in the "old money", not in crowns), one share for 100 forints, and later, in 1896, another 700 000 forints worth of shares were issued. Construction started almost immediately and was carried out by Ganz, but weather conditions did not allow the tram to start at the end of 1895, so it was first operated on 12 January 1896.
The single-track, 7856-metre-long line was completed in March with a 3046-metre-long leading section at rákospalota, followed by the line to the Danube freight port at Újpest, and later on further sections were built from the Pest terminus to Arena Road (this section was the reason for the new shares being issued), and a significant part of the line was converted to double-track.
The trunk line ran from Ferdinánd tér (today Lehel tér) along Lehel út, then reached Újpest through undeveloped areas, crossing the left-hand side of the MÁV roundabout on an underpass. The trams - initially 12 units, plus 8 trailers - were purchased from Ganz and Company Iron Foundry and Machine Works Ltd. In 1896, the fleet was extended by a further 12 engines and 10 trailers, and two electric locomotives were purchased for freight transport.
In Újpest, siding was built for the factories there.
However, BKVT's competitors squeezed the company hard, so the share price steadily declined, and by 1898 BKVT had bought most of the shares. BURV had a share of 12.4% in the capital's tram network, but this company supplied only 4.7% of the 64 million tram passengers per year.
The BURV was formally a separate company from the much larger BKVT, but as the latter was in control, it was possible to link the lines, and thus the BURV trams could also reach the city centre, made possible by a reciprocal line lease (péage) agreement of 4 August 1900.
The network continued to grow, with double track upgrades, and in 1907 a further 3,566 metres of line was built in Újpest and Rákospalota.
The formal distinction of the company was also expressed by the fact that when new route markings were introduced in 1910, BURV trams were not given a number (like those of BKVVT and BVVV) but a letter, from A to F, and later to H.
After the war, the BURV suffered the same fate as the two larger tramway companies, being taken over by the national government during the Hungarian Revolution and operated by the Budapest United Municipal Railways, and from 1922 it was merged into the BSZKRT, the Budapest Unified Public Transport Company.
Sources
- https://villamosok.hu/nza/burv-gm.html
- A century and a half of public transport in the capital I.
- László Keller:The formation and development of BURV; VK 81/6.