Budapest tram urban railway ltd
In 1887, on the initiative of Mór Balázs, the tram was tested on a short section of Budapest. This trial tram, which ran on the Great Boulevard between Nyugati Railway Station and Király Street with a track gauge of 1000 mm, was a great success. After the trial, the new light rail network, previously planned for steam traction, was now envisioned with electric traction.
In the 1880s, Budapest's public transport was controlled by the powerful Budapest Public Transport Company, which had a monopoly on urban horse-drawn railway transport in the 1880s, and its horse-drawn railway lines covered a large part of Budapest. However, this company used its monopoly to favour profitable routes, and did not develop the less profitable but important lines for the travelling public. The BKVT had a monopoly on horse railways but not on other systems, such as steam traction. This loophole was to be exploited by Mór Balázs' original steam traction network proposal, which was supported by the capital's administration. The recommendation proposed only one line, on the Pest bank of the Danube, which at that time was still highly experimental.
However, as mentioned above, after the successful trial, only electricity was expected. With the capital of the Anglo-Hungarian Bank, a separate company, the Budapest Electric Urban Railway Ltd. But in the meantime, Balázs turned his attention to the electric power plant. Since Mór Balázs was already on good terms with Siemens, it was on Balázs's initiative that the firm Siemens & Halske built a test track for the tramway on a short stretch of Budapest's Nagykörút between Nyugati railway station and Király Street in 1887. The 1000 mm gauge test locomotive was a great success, and Mór Balzs and his business partners then envisioned a new urban railway network using electric traction.
An independent company was set up with the capital of the Anglo-Hungarian Bank to build and operate the electric traction urban railway, headed by Mór Balázs. The Budapest Electric Light Railways r.t. issued 30 000 bearer shares with a nominal value of HUF 100 each, with a guaranteed dividend of 5% and above. The shares were non-divisible, 25 shares granted one vote.
In 1893, the company signed a contract with the capital under which it was granted licences to build and operate tramways until 1940, but Budapest was allowed to replace the lines built by the company from 1917. The agreement required the company to build the branch lines and extensions that the capital wished, and also set the price of tickets, with section tickets costing 6 to 8 kroner and through tickets 8 to 10 kroner. The BVVV paid Budapest a symbolic price of one gold piece per year for the use of the area as a line.
The contract also provided for the replacement of electricity, as it was still an experimental solution, and it was stipulated that in case of failure, steam or horse traction would be used. The experimental nature of the project was illustrated by the fact that before Budapest, there were no tramways in the city centre anywhere in Europe.
The first regular, non-experimental tramway was already operating from 1889 under the name of Budapest Municipal Railway, but the company changed its name in 1891, from then on it was called Budapest Electric Municipal Railway Ltd. The tramway was a resounding success, and in 1894 the capital city ordered the BKVT to phase out its horse-drawn railway operations.
The two companies, BVVVV and BKVVT, behaved like rivals on the surface, their trams were clearly distinguishable, as BVVV's cars were yellow and the competing BKVVT trams were brown. The only place where they could cooperate was in their joint company, the Budapest Underground Tramway Road Railway Ltd, the company that built and operated the underground, but the cars ordered and operated by the two companies were different, yellow and brown, with slightly different bodies.
The BVVV had its surface trams built at the Schlick Machine Works, and although newer types appeared, they were similar in appearance, with similar front walls and a four-passenger window design to add to the uniformity.
The BVVV and BKVVT continued to expand their lines, and by 1900 the BVVV had a network of 31.7 kilometres. Although the trams were initially overhead, i.e. they were powered by a third track running underground, around the turn of the century overhead lines, which had previously been rejected for reasons of urban planning, began to spread, and by the turn of the century half of the BVVV's lines were overhead. The difference between the two companies was also reflected in the reform of the route markings, with the introduction in 1910 of numerous route markings (previously coloured dials had been used) and the BVVV trams being given even numbers. At that time, the BVVV already had a network of 50 kilometres.
In the early 20th century, the BVVV increased its capital several times, in 1903 and 1907 by issuing new shares, in 1907 the share capital reached 21 250 000 crowns, and in 1910 it reached 30 750 000 crowns by issuing new shares and bonds.
The ownership of the BVVV changed by 1911, however, as the Budapest government sought to break the transport monopolies - monopolies also restricted the capital in other areas, such as the introduction of taxi services - and to have as much say as possible in the operation of transport companies and the designation of new lines. Naturally, the companies objected to the influence of Budapest, which is why the Budapest authorities did not openly buy BVVV, but quietly bought most of its shares through stooges and intermediaries. As a result, Budapest became the largest shareholder in the company from 1911 onwards, owning 51% of the shares. When this fact became known, it came as a great surprise to everyone, especially the management of the BVVV.
Of the two major tramway companies in Budapest, BKVVT and BVVV, although the tramway network grew dynamically, BVVV was constantly the smaller, both in terms of the network and the number of passengers carried, and this was also the case in situations such as the tramway over the Elisabeth Bridge, and although the capital became the largest owner of BVVV in 1911, BVVV lost the "battle" for the bridge to BKVVT.
The First World War was disastrous for both companies, as passenger numbers plummeted and revenues disappeared, and by 1918 the BVVV had a deficit of 3.2 million crowns, but the BKVVT was not profitable either.
The BVVV increased its capital in 1903 and 1907 by issuing new shares, reaching a share capital of 21 250 000 crowns in 1907 and 30 750 000 crowns (by issuing bonds) in 1910. The capital sought to break up the monopolies, to have as much influence as possible over the transport companies, which the companies naturally protested against. Therefore, the capital did not take action openly, but quietly, through stooges and intermediaries, bought most of the company's shares from 1911 onwards, making Budapest the largest shareholder with 51% of the shares, which surprised the BVVV's management.
The BVVV was the smaller of the two companies, both in terms of network and passengers carried, and although it operated with the support of the capital from 1911, it lost network battles such as the one over the Elizabeth Bridge.
World War I brought disastrous results for both companies, passenger numbers fell, revenues disappeared, and by 1918 BVVV had a deficit of 3.2 million crowns.
The Budapest tramways - both companies were running serious deficits at the time - were taken over by the state in 1918 during the Hungarian Revolution, as one of the first provisions of the National Council. The Budapest United Municipal Railways (BSZKRT), which existed until 1922, was founded at this time.
Interesting fact:
The BVVV also had a steam-powered urban line, although it only built one steam line. The line ran to the public cemetery in Pest, but the experience was not positive, so this line was soon converted to electric operation.
Although the tracks were already in place on Elisabeth Bridge when it was opened in 1903, the tramway only started operating in 1914, due to rivalry between the two tram companies. BKVT's lines ran from the Buda end of the bridge to Astoria in Pest, while BVVV had the tram network for the Pest end and the surrounding area, while the BKVT built the tracks on the bridge itself. The lengthy dispute was only settled in 1914, when the BKVT was allowed to build a line from Kossuth Lajos Street to the bridge, while the BVVV was granted the right to lease the line (péage) on the bridge.
Sources
- A century and a half of public transport in the capital Volume I
- Miklós Merczi:Mór Balázs's Activity in Budapest Urban Transport The Transport Museum Yearbook 9. 1988-1992 (1994)
- Yearbook of the Museum of Transport 9. 1988-1992 (1994) Studies from the Past of Budapest 22. (1988)
- Csaba Domonkos The Erzsébet Bridge without trams pestBuda.hu 19 August 2024.
- GYÖRGY VÁRDAY: The Budapest Tram Budapest, 1947. (3rd year)No. 3
- Tibor Legát: The capital is on the move Good text 2008.
Founded in 1891
Date of cessation: 1922
Founders: Anglo-Hungarian Bank
Securities issued:
Decisive leaders:
1891-1896 | Count István Szapáry |
1898-1907 | Dr Falk Miksa |
1909-1914 | Dr. József Hüvös from Botfai |
1915-1918 | Dr. István Bárczy |
1920-1922 | Dr. Jenő Sipőcz |
Main activity: public transport services
Main products are not set
Seats are not configured
Locations are not set
Main milestones are not set
Author: by Domonkos Csaba
Founded in 1891
Founders: Anglo-Hungarian Bank
Decisive leaders:
1891-1896 | Count István Szapáry |
1898-1907 | Dr Falk Miksa |
1909-1914 | Dr. József Hüvös from Botfai |
1915-1918 | Dr. István Bárczy |
1920-1922 | Dr. Jenő Sipőcz |
Main activity: public transport services
Main products are not set
Seats are not configured
Locations are not set
Main milestones are not set
Author: by Domonkos Csaba
Budapest tram urban railway ltd
In 1887, on the initiative of Mór Balázs, the tram was tested on a short section of Budapest. This trial tram, which ran on the Great Boulevard between Nyugati Railway Station and Király Street with a track gauge of 1000 mm, was a great success. After the trial, the new light rail network, previously planned for steam traction, was now envisioned with electric traction.
In the 1880s, Budapest's public transport was controlled by the powerful Budapest Public Transport Company, which had a monopoly on urban horse-drawn railway transport in the 1880s, and its horse-drawn railway lines covered a large part of Budapest. However, this company used its monopoly to favour profitable routes, and did not develop the less profitable but important lines for the travelling public. The BKVT had a monopoly on horse railways but not on other systems, such as steam traction. This loophole was to be exploited by Mór Balázs' original steam traction network proposal, which was supported by the capital's administration. The recommendation proposed only one line, on the Pest bank of the Danube, which at that time was still highly experimental.
However, as mentioned above, after the successful trial, only electricity was expected. With the capital of the Anglo-Hungarian Bank, a separate company, the Budapest Electric Urban Railway Ltd. But in the meantime, Balázs turned his attention to the electric power plant. Since Mór Balázs was already on good terms with Siemens, it was on Balázs's initiative that the firm Siemens & Halske built a test track for the tramway on a short stretch of Budapest's Nagykörút between Nyugati railway station and Király Street in 1887. The 1000 mm gauge test locomotive was a great success, and Mór Balzs and his business partners then envisioned a new urban railway network using electric traction.
An independent company was set up with the capital of the Anglo-Hungarian Bank to build and operate the electric traction urban railway, headed by Mór Balázs. The Budapest Electric Light Railways r.t. issued 30 000 bearer shares with a nominal value of HUF 100 each, with a guaranteed dividend of 5% and above. The shares were non-divisible, 25 shares granted one vote.
In 1893, the company signed a contract with the capital under which it was granted licences to build and operate tramways until 1940, but Budapest was allowed to replace the lines built by the company from 1917. The agreement required the company to build the branch lines and extensions that the capital wished, and also set the price of tickets, with section tickets costing 6 to 8 kroner and through tickets 8 to 10 kroner. The BVVV paid Budapest a symbolic price of one gold piece per year for the use of the area as a line.
The contract also provided for the replacement of electricity, as it was still an experimental solution, and it was stipulated that in case of failure, steam or horse traction would be used. The experimental nature of the project was illustrated by the fact that before Budapest, there were no tramways in the city centre anywhere in Europe.
The first regular, non-experimental tramway was already operating from 1889 under the name of Budapest Municipal Railway, but the company changed its name in 1891, from then on it was called Budapest Electric Municipal Railway Ltd. The tramway was a resounding success, and in 1894 the capital city ordered the BKVT to phase out its horse-drawn railway operations.
The two companies, BVVVV and BKVVT, behaved like rivals on the surface, their trams were clearly distinguishable, as BVVV's cars were yellow and the competing BKVVT trams were brown. The only place where they could cooperate was in their joint company, the Budapest Underground Tramway Road Railway Ltd, the company that built and operated the underground, but the cars ordered and operated by the two companies were different, yellow and brown, with slightly different bodies.
The BVVV had its surface trams built at the Schlick Machine Works, and although newer types appeared, they were similar in appearance, with similar front walls and a four-passenger window design to add to the uniformity.
The BVVV and BKVVT continued to expand their lines, and by 1900 the BVVV had a network of 31.7 kilometres. Although the trams were initially overhead, i.e. they were powered by a third track running underground, around the turn of the century overhead lines, which had previously been rejected for reasons of urban planning, began to spread, and by the turn of the century half of the BVVV's lines were overhead. The difference between the two companies was also reflected in the reform of the route markings, with the introduction in 1910 of numerous route markings (previously coloured dials had been used) and the BVVV trams being given even numbers. At that time, the BVVV already had a network of 50 kilometres.
In the early 20th century, the BVVV increased its capital several times, in 1903 and 1907 by issuing new shares, in 1907 the share capital reached 21 250 000 crowns, and in 1910 it reached 30 750 000 crowns by issuing new shares and bonds.
The ownership of the BVVV changed by 1911, however, as the Budapest government sought to break the transport monopolies - monopolies also restricted the capital in other areas, such as the introduction of taxi services - and to have as much say as possible in the operation of transport companies and the designation of new lines. Naturally, the companies objected to the influence of Budapest, which is why the Budapest authorities did not openly buy BVVV, but quietly bought most of its shares through stooges and intermediaries. As a result, Budapest became the largest shareholder in the company from 1911 onwards, owning 51% of the shares. When this fact became known, it came as a great surprise to everyone, especially the management of the BVVV.
Of the two major tramway companies in Budapest, BKVVT and BVVV, although the tramway network grew dynamically, BVVV was constantly the smaller, both in terms of the network and the number of passengers carried, and this was also the case in situations such as the tramway over the Elisabeth Bridge, and although the capital became the largest owner of BVVV in 1911, BVVV lost the "battle" for the bridge to BKVVT.
The First World War was disastrous for both companies, as passenger numbers plummeted and revenues disappeared, and by 1918 the BVVV had a deficit of 3.2 million crowns, but the BKVVT was not profitable either.
The BVVV increased its capital in 1903 and 1907 by issuing new shares, reaching a share capital of 21 250 000 crowns in 1907 and 30 750 000 crowns (by issuing bonds) in 1910. The capital sought to break up the monopolies, to have as much influence as possible over the transport companies, which the companies naturally protested against. Therefore, the capital did not take action openly, but quietly, through stooges and intermediaries, bought most of the company's shares from 1911 onwards, making Budapest the largest shareholder with 51% of the shares, which surprised the BVVV's management.
The BVVV was the smaller of the two companies, both in terms of network and passengers carried, and although it operated with the support of the capital from 1911, it lost network battles such as the one over the Elizabeth Bridge.
World War I brought disastrous results for both companies, passenger numbers fell, revenues disappeared, and by 1918 BVVV had a deficit of 3.2 million crowns.
The Budapest tramways - both companies were running serious deficits at the time - were taken over by the state in 1918 during the Hungarian Revolution, as one of the first provisions of the National Council. The Budapest United Municipal Railways (BSZKRT), which existed until 1922, was founded at this time.
Interesting fact:
The BVVV also had a steam-powered urban line, although it only built one steam line. The line ran to the public cemetery in Pest, but the experience was not positive, so this line was soon converted to electric operation.
Although the tracks were already in place on Elisabeth Bridge when it was opened in 1903, the tramway only started operating in 1914, due to rivalry between the two tram companies. BKVT's lines ran from the Buda end of the bridge to Astoria in Pest, while BVVV had the tram network for the Pest end and the surrounding area, while the BKVT built the tracks on the bridge itself. The lengthy dispute was only settled in 1914, when the BKVT was allowed to build a line from Kossuth Lajos Street to the bridge, while the BVVV was granted the right to lease the line (péage) on the bridge.
Sources
- A century and a half of public transport in the capital Volume I
- Miklós Merczi:Mór Balázs's Activity in Budapest Urban Transport The Transport Museum Yearbook 9. 1988-1992 (1994)
- Yearbook of the Museum of Transport 9. 1988-1992 (1994) Studies from the Past of Budapest 22. (1988)
- Csaba Domonkos The Erzsébet Bridge without trams pestBuda.hu 19 August 2024.
- GYÖRGY VÁRDAY: The Budapest Tram Budapest, 1947. (3rd year)No. 3
- Tibor Legát: The capital is on the move Good text 2008.