beginning of 50’th, GAZ 03-30 (photo from the archive of Ruslan Ravyaka)
beginning of 50’th (not earlier
old suburban bus station at Minskaya (Minsk) str., (today — Prytytskaha (Prytytski) str.) (booklet of Baranavichy Bus Depot OJSC)
1959, ZiS 155 at Lenin sq. (BLHM)
1960, Lenin sq.: RAF 251, ZiS 155 and LAZ 695B (BLHM, КП-3861)
Septenber 1964, bus depot drivers who made 500 000 kilometers (from the left): Rafail Alyaksandravich Stefanovich, Siarhei Syamyonavich Shestak, Mikalai Fyodaravich Ulasau
probably one of Baranavichy
end of 60’th – beginning of 70’th, ZiL/LiAZ 158V at Pralyetarskaya (Proletarian) str. (archive of Baranavichy Bus Depot OJSC)
end of 60’th – beginning of 70’th, repair of LiAZ 158V during subbotnik in taxi depot (archive of Baranavichy Bus
end of 60’th – beginning of 70’th, subbotnik in taxi depot (archive of Baranavichy Bus Depot OJSC)
approx. the middle of 80’th, procession of automobile
end of 60’th – beginning of 70’th, drivers Skurykhin Je. L., Smirnov B.,
approximately 1977, preparation for the housewarming at the new location, in a black suit — comrade Zahradski (head of automobile enterprise) (archive of Baranavichy Bus Depot OJSC)
A. A. Zahradski — director of bus depot
second half of 70th, probably one of the first tourist Ikaruses in Baranavichy
1977, repair area of automobile enterprise no. 2448; recognized in the photo: 2 LAZ 69E buses,
1978–1982, inspection in the repair area, on the bottom photo the second from the left — comrade Zahradski (head of automobile enterprise), the first from the
1978–1982, Ikarus 260 in the bus depot area (archive of Baranavichy Bus
summer of 1984, Ikarus 260 and LiAZ 677 on Lenin sq. („Znamya Kamunizmu” newspaper)
approximately 1985, so could look Baranavichy travel card for 4 kop.
October 1985, automobile enterprise no. 2448, brigadier of the 3rd brigade M. K. Karpyeychyk (in the middle) and the drivers H. V. Starykovich, V. I. Pyeralomau, U. A. Pyetukhou, M. A. Strakh (U. Yakavyenka, „Znamya Kamunizmu”)
approximately 1985, Lenin sq.,
approximately 1987, so could look Baranavichy travel card for 5 kop.
information plates of 80th on the bus stops (Pavyel Halauko)
approximately 1983, Ikarus-260 at Lenin sq., route no. 7
1985, suburban bus station at Prytytskaha (Prytytski) str. (BLHM, КП-13072)
1985, bus depot gate (BLHM, КП-12926)
1985, bus depot repair area (BLHM, КП-12935)
June 1986, Baranavichy-Palyeskiya (Polesia) railway station: intercity coaches on railway station square (BLHM, КП-14880, Syergyel N. N.)
1986, place of future bus station (BLHM, КП-14206)
November 5, 1989, new bus station and Fralyankova (Fralyankou) str. (BLHM, КП-14857, Syergyel N. N.)
The history of public transport in Baranavichy springs from the end of the first decade of the XX century. Hundred years ago, in early 1909 Vilna
omnibus–bus partnership received the permission from the Ministry of communication lines to carry the passengers on the routes Brest — Slutsk — Babruysk — Maghileu,
Vostrau — Daugavpils — Kaunas,
In one of the editions of the newspaper Nash Kraj of 3 June 1980 appeared the mention of the fact that “in the period since 1940 until 1967 the inner-city bus service increased 43-fold”. This gives reason to believe that in the distant 1940 in our city plied the first city bus or even buses.
Just before the World War II ended, the life in totally destroyed Baranavichy began to restore. One of the crucial tasks was to create the passenger motor transport system. This began in 1944 practically from zero. August 21, 1944 is considered to be a birthday of the bus fleet. At that day two captured buses “Bussing” departed to their first trips on the routes “Baranavichy — Navahrudak” and “Baranavichy — Dziatlava”. In 1947 Baranavichy bus fleet consisted of only 4 vehicles.
Today it’s very hard to define, what bus became the first used on the city routes. But it is known that the first city route (it is also unknown if
it had the numerical designation at that time) already existed in 1949. It was connecting the railway station (Baranavichy-Palyeskiya it seems) and the running shed.
In total according to the state
Due to the development of country's transport system approximately in 1950 domestically produced buses PAZ 651 (exactly GZA 651) began to be
delivered. According to the state on January 1, 1951 there were 21 buses in the
The interesting fact: in 1951 the fare at the only city route from railway station to Tratsiaki was 1 ruble, if someone had to get from the railway
station to the center of the city or from the center to Tratsiaki or vice versa, the fare was already only
In 1951 7 suburban routes existed.
The very first batch of buses ZiS 155 arrived in January 1952.
The press from the 50’th and 60’th was reflecting the poor state of urban passenger transport of a city at that time. Thus, in the pages of “Chyrvonaya Zvyazda” the complaints against the administration of transport company appeared very often. The drivers complained that “the cars are parking in the mud, the repairs must be carried out under the open sky”, but “the administration not always provides the fleet with spare parts and fuel and lubricants on time.” For example, in the wintertime a lubricate for summertime was provided, and in the summer — the one for winter. The drivers also complained the wrong organization of repairs and the need to draw up bogus orders for repairs to mechanics, which led to cost overruns of public funds. Dissatisfaction of the drivers (who openly subscribed under the letters to the newspaper) was caused by the fact that in the transport company a group of “privileged drivers” appeared, who even after a few accidents regularly received the new vehicles from the direction of the car company (who used “the anti-state practice”) without having to worry about maintaining them in good condition. It is also interesting that the criticism from the drivers was addressed not only to the leadership of the road transport enterprise (the head of which in October 1954 was comrade Krasko), but also to the Inter-regional Automobile Trust that was created for better organization of transport in the city (the head of it was S. Gurevich). Gurevich, in turn, blamed the leaders of transport company for cases when “the buses left the garage untidy, without windows, with torn seats, with no routing schemes, stencils and fare table”, as well as for “rude and slovenly appearance of drivers and conductors, the wrong driving up to the bus stop, the premature departure.” Passengers, in turn, complained that the conductors were rude, and, throwing the hats into the street, kicked out of the buses the children, even those who wanted to pay the fare. There were also complaints about hooligans (“noise, uproar, a cigarettes in their mouths”), and passengers in dirty overalls, from which the spots on clean clothing of other passengers appeared, as well as those who came on the bus with a canister of kerosene or even a bucket of “some draff”. Complaints were caused by the lack of a solid schedule (because of which the buses either followed one another, or didn’t not show up for an hour or more) and malformed rates for travel. In the summer appeared the frustration of passengers because of poor organization of bringing them up to the rest Myshanka, namely the later time of departure from the city, an insufficient number of buses, infrequent stops. But most complaints from residents of the city and the district which were received by the newspaper concerned the drivers of passenger and cargo taxi belonging to the transport company — it was almost every month: they cheated, they refused to carry the passengers because of “unprofitable” trip, and sometimes they were simply nasty. For the certain period of time in the middle of 50’th the buses often moved off the railway station towards Savyetskaya str. or the garage just before the arrival of the late trains Moscow—Brest and Minsk—Brest not taking passengers. Those, of course, again and again complained. Egregious neglect of duties performed by conductors were taking place, for example, 10 year old girl sandwiched in the doorway. What is interesting, passengers also complained that conductors open the doors of the bus at the bus stop before those willing to ride will install the queue. Therefore, almost every city council meeting criticized the work of transportation enterprise.
In 1955 the motor transport administration of BSSR decided to organize the independent services — Baranavichy bus fleet, that was named “Motor
Transport Passenger Bureau”. It was created on the base of small workshops with primitive equipment and low productivity. At that time the fleet consisted of 35 buses
with the average
At the same time, the drivers of passenger road transport enterprise were gradually increasing the mileage of their buses to 300 000 km without
major repairs. As of December 1, 1955, some of them, in particular N. Nyestsyarovich and
In 1956 (at least until 1958), the head of passenger motor enterprise was comrade Fyedarenka. In 1957, the passenger motor enterprise consisted of several departments: cargo taxi department (leaded by foreman comrade Musiyenka), buses department (under the leadership of comrade Lutski and comrade Cherko — under their guidance 96 drivers and conductors were working), and passenger taxi department. As of September 1957 PME served 35 routes of a total length of 4026 km, linking Baranavichy to Minsk, Brest, Grodno, Vilnius, Bobruisk and several regional centers.
As of February 1958 dozens of buses of passenger motor enterprise carried about 20 000 passengers daily. At the same time the competition with aiming to increase the buses mileage without major repair continued. The crew of driver Viktar Byednarski and his colleague Yauhen Philipchuk by February 1958 brought mileage of obtained in spring 1954 bus ZiS-155 up to 340 000 km without major repair, saving provided for its holding 32 000 rubles. And by the summer of 1958 bus driver V. Housha passed on the bus ZiS-155 350 000 km without major repair.
On November 25, 1958 there was the appeal to the director of Baranavichy bus station to open the city route in Lyakhavichy “the center of the city — the railway station” with two bus stops and the period of operation from 8:30 till 18:00.
In March 1959, the gates of the passenger road transport enterprise left for operating urban, suburban and intercity routes of about 60 buses daily. On May 1, 1959 a unified rate of travel on city buses was established — 40 kopecks regardless of the length of trip and tariff areas, while the cost of the newspaper “Chyrvonaya Zvyazda” was at that time 15 kopecks.
In 1959 the first LAZ buses — LAZ 695B — arrived in the city, and the first LAZ 695E arrived in Baranavichy likely in 1964.
In the 1960’th operation of urban transport still was a cause for complaints of citizens and visitors of the city. Many of received complaints concerned evening trips, when the departure of last buses was either too soon, and the buses ran without taking people after finishing their work, and then went to the bus depot instead of going to the end bus stop with all the stops on the way. Dispatchers at the end stops behaved rudely with passengers and covered their colleague-drivers. The perturbation also caused by the fact, that at that time, as at bus stops accumulated a large number of passengers, bus drivers used to travel for lunch (sometimes “lunch” happened in the morning) to anywhere in the city. In the bus depot appeared the practice when the written complaints of passengers were responded with pure replies. At the same time, some unscrupulous drivers and conductors, using the dismissive attitude of passengers for tickets, receiving payment for travel put it in their pocket. In fairness it should be noted that passengers did not always behave properly: the forged tickets, were rude to conductors, used invalid certificates, which gave the right to free travel. Because there have been problems with the drop-off/pick-up from time to time, the administration of the bus depot through the local newspaper informed the residents that the entrance to the bus must take place through the back door, and exit through the front. Enter through the front door was permitted only for the elderly, people with pre-school children and the disabled.
As of April 1960, the city had 3 routes (2 of them operated on weekdays and 3 of them on weekends). They were operated by 20 buses. In September of the same year 77 buses, 74 passenger cabs and 24 cargo taxi operated urban and suburban routes.
In 1961 in the regional newspaper „The Banner of Communism” («Знамя Камунізму») a short commentary about the opening of new cargo taxi route appeared: “To city and region citizens’ information! The regular traffic of cargo taxi on the route Baranavichy — Grabautsy — Kryzhyki — Vyalikiya Luki — Volna — Zavinnye is opened. Cargo taxi will start from Baranavichy at 6-00, 11-00 and 16-00.” In the middle of past century cargo taxi in USSR used to be a lorry, in the body of which (mostly with a box) there were benches for the passengers and a place for luggage, and in back header there was gate and stairs. This lorries very often stood by the central marketplace, city council or the railway station. The townsmen used it to deliver purchases home, and the region citizens to deliver purchases to their villages.
In 1961 the manager of taxi company was comrade Pihuleuski Arkadzi Dzyanisavich.
In the first half of 60th the special criticism of passengers was caused by timetable of buses which reduced sharply the number of buses on the lines and increased the pauses at lunchtime.
As of January 1963 only 60-65 buses were in service daily instead of demanded 78, and in November 1963 bus depot carried 32-33 thousand of passengers daily.
In December of 1964 there were 5 routes with the length of 39,1 km with 35 buses running on them in the city. There were
The functioning of the city transport in the end of 60th – the beginning of 70th was unsatisfactory. During the ispection on June 13, 1968
numerous violations were uncovered. On the route no. 1 instead of ten buses there were running only seven, on the route no. 2 six instead of eight, on the third route
there were only four buses instead of seven. The same violations were noticed also on the routes no. 5 and
In March 1965 the manager of taxi company was comrade Trunin Siarhei Stsiapanavich.
As of May 1967 about 150 buses came out of the depot’s gate daily. Director of the company at that time was the V. K. Kukhta. In April 1968 up to 130 buses worked on 60 routes daily, and in late November the same 60 routes were operated by 120 buses and the buses from the bus depot were carrying more than 75 000 passengers daily. By the end of 1969 bus depot operated 8 urban and 71 suburban routes.
According to the state on 30.11.1968 the bus fleet served 60 routes daily with 129 buses. The total length of the routes was
The last butch of 8 pcs. LAZ 695E buses was delivered in 1969. In the next 1970 the first 2 LAZ 695M arrived in Baranavichy, and in 1971 4 more buses were delivered. These 6 buses were the only of this model in Baranavichy.
What concerns complaints, which in the 70’s were related to public transportation, almost nothing has changed in comparison to the 60’s. Bus drivers doused passengers with water by riding to stops at high speed in the rain, stopped in prohibited places at the request of their friends, carried and chatted in the cockpit with unauthorized persons, and in response to comments offend passengers. Just like in the 60’s, sometimes buses were arriving a few at a time: or one immediately after the other, or a large gap. For some drivers it was “trendy” to let the passengers off the bus, not reaching to the end stop, turn around and leave, not taking passengers waiting at the stop for return journey. Just like in the 60’s, the complaints were related to poor organization of transport of residents to the lake Baranavichy: rare buses, crush and other “charms”. As in the 60’s, some unscrupulous drivers and conductors received the "fee" from the passengers, without giving a ticket with the tacit consent of the other passengers. Some conductors didn't announce stops, and the drivers hurried up to close the doors without waiting until process drop-off/pick-up will end. This problem particularly affected area near the railway crossing by Palyeski railway station. After the opening of the railway crossing, several buses at the same time were coming to the next stops, for example, “Stadium”, of which only the first one were stopping in a permitted place. Others began drop-off/pick-up where were able to stop. As a result of the confusion created at the bus stop, not all passengers were are able to notice and run to their bus on time. The inhabitants also didn't like the fact, that at the end of the second shift at enterprises around 23:30 to ride home by bus was almost unreal, even though formally buses plied until half past one a.m.: many buses went through the stops without lights and tables and without stopping to. Passenger complaints were also related to the poor state of the end stops. In particular, in the mid 70’s end stop of lines no. 2 and no. 8 near the bus depot administration building did not have nothing but puddles. Nothing has changed since the 60’s also in the fact that the bus drivers ran empty buses heading for the garage, while “lunch” has become a touchy subject in general: people didn't like very much the drivers using bus to going home. What's more, passengers complained that only a few drivers put out the engine on the and stops, the others pointlessly burned fuel and forced waiting passengers to breathe fumes.
Of course, the passengers were not saints. Small passengers "specialized" on semiautomatic bus ticket machines, spoiling them, thus causing the exit of buses from the line. Adults passengers, in turn, complained of spoiled semiautomatic bus ticket machines, they did mess in the queue when boarding, from time to time in the buses appeared drunk, smoking, they asked the drivers to exchange money to pay bus fares, and were arguing with others passengers, resented drivers who were trying to calm them down. There was also vandalism, as well as cases of travelers without tickets, and some "free riders," as, indeed also today, they behaved provocatively. Only in January-February 1971 were detected more than 500 travelers without tickets, of which 253 were punished. The mandate for the lack of a valid ticket for the city bus was then 50 kopecks at the same time that the price of a single ticket was 4 kopecks. As it was already written, the problem of travelers without tickets was always up to date. During the eight months of 1973, 2574 persons were punished for a total amount of 1300 rubles. More or less the same 1973 tickets became available from newsagents, in 1975, before the introduction of self-buying tickets-system, one-time and monthly tickets began to be sold in stores, canteens and savings banks. It is known that two years prior to the appear of self-buying tickets-system in 1975, namely around May-June of 1973, conductors disappeared at a bus line 6, instead of which appeared semiautomatic bus ticket machines. September 15, 1973 buses on the line no. 8 began to run without conductors. In 1976 during the first four months 3560 people were fined for lack of ticket in the buses. As you can see, after the disappearance of the conductors and the appearance of semiautomatic bus ticket machines number of passengers without tickets has increased significantly. It is interesting that the newspaper “Znamya Kamunizmu” from time to time published the names of “free riding” with positions and enterprises they were working for.
In 1970 it was planned to introduce uniforms for drivers of city buses.
In January 1970, every day 8 or 9 city lines were served by 55-58 city buses, and a few months earlier, the indicator did not exceed 30-35 vehicles. Interestingly, in order to avoid having to refuel buses during the day, which was associated with an exit to the depot, around January 1970 on the end bus stop near the cotton mill was organized refueling by the special vehicle. Another interesting fact is such that in those years the speed of vehicles in the city was reduced to 40 km/h. Let us add a railway crossing, which at the time of the bus service from 6:00 am to 1:30 am was closed for a total of over seven hours, and affected the running time of fifty buses that plied on the lines of the city, and it is understandable why so many complaints about the work transport.
At the beginning of October 1970 acting director of bus and taxi depot was Ya. Yanchanka, but in November 1970 the director was G. A. Palyeny.
In the beginning of 70th the idea to make the bus depot independent appeared. In 1975 two new enterprises were created on the base of the old
At the end of 1970, the amount of buses on city lines worsened again, because despite the existing standard of 58, a real number was 40-45 vehicles per day. The reason was the poor state of roads in the city (On March 6, 1977, the bus that hit the wheel in a hole near the railway station, stayed there more than day), unsatisfactory work of appropriate services for the removal of snow and ice from the roads, insufficient number of vehicles, and the lack of spare parts for on-going maintenance of buses. For example, in the second half of December 1970 without engines, which could not be delivered on time by Brest repair plant, stayed 12 LAZ buses. Also lacked a place to repair. The standard was 46 repair stands for owned 199 buses, and in fact on the premises of the bus and taxi depot there was only 14 repair stands. At the same time more and more severe was the question of inadequate area of a bus enterprise in order to ensure its normal functioning, as evidenced by a letter to the local newspaper sent by the inhabitants of the street Malachouskaya and Turgenev, who complained that the streets adjacent to the bus and taxi depot were filled with old buses. In fact, the area of the former cement mixer of construction company no. 25 in accordance with the decision of the executive committee of the city council was temporarily transferred to bus and taxi depot without the right to development. At that time on the city routes a new minibus “Latvia” was tested; 10 days it was running on the one route, lately on the other route.
The first LiAZ 677 buses started arriving to Baranavichy beginning from 1971. During the first year there were 6 pcs. of them delivered, and till
the end of 1974 only such buses were delivered to the city (8 in 1972, 10 in 1973, 6 in 1974). Beginning from the middle of 70th it already became the most mass bus
in Baranavichy, replacing LAZ 695E and
By the end of 1971 the head of bus and taxi depot was A. Zahradski.
In March 1973, on the outskirts of the city took place on a car chase involving a city bus. His driver, Arkadz Antonavich Yermalovich, became a witness of an accident in which the truck GAZ-51 driven by a roadhog hit a boy. Without loss of speed, the truck was going away. After letting passengers go, the bus set off in pursuit and after a few kilometers pushed the truck to the roadside.
Till 1975 the main buses of city routes were LAZ 695E and LAZ 695M.
At the end of October 1974 was opened the workers’ hotel on the Thalmann street, which was designed for habitation by the bus depot workers and their families.
On April 1, 1975 the city public transport started using the ticket system of fare.
The first three Hungarian buses Ikarus 260 with little narrow vents came to Baranavichy in the end of 1974 – beginning of 1975. Firstly those motor vehicles were running on the intercity bus routes, that were spreading for all the regions of BSSR except Vitebsk region and also the cities of Lithuanian SSR and RSFSR at that time.
In December of 1975 after three years of cinstruction the bus garage and parking for 200-240 buses in Telmana street was set in operation. After this the modern
Hungarian buses of high capacity Ikarus 255 and
The diagnostic line was created in the automobile enterprise, the circulating water supply using the “Kristall” equipment was implemented. The enterprise got the title “The fleet of guaranteed safety of the road traffic”.
In 1975, Minsk Office of Central Research Institute of Urban Design has developed a comprehensive transport system (hereinafter — CTS) for the city
of Baranavichy in the billing period ending in 1990 with distinction as the first phase
Some interesting facts occurred in 1976. According to the newspaper "Znamia Kamunizmu", as of 28.09.1976, from bus depot gates every day departured 160 buses, and each of the city's was performing about 15 courses per day. Drivers who worked on the buses with radio equipment, received bonuses for announcing stops (not all, admittedly, were announcing stops, explaining it like “all passengers are constant, they know where to get off”). City executive committee obliged Cotton Mills before 1 August 1976 to build a dispatching room and to clean up the parking place for buses (which, unfortunately, has not been done on time). It is possible that this order has been associated with the fact that Cotton Mills terminus was for 6 of all 12 city routes: 3, 4, 6, 7, 10, 11.
According to the general layout from September 7, 1978 the organization of the trolleybus communication in the city was planned.
In 1978, after a three-year break of 1975–1977, when only Ikarus 260 buses vere delivered to the city, 2 last LiAZ 677 were delivered to the city together with
Hungarian buses (which were consistently delivered to the city each year from the outset), summing up the deliveries of this model — 32 pcs. In the same year in
Baranavichy appears 3 pcs. of its successor — LiAZ 677M. Later on these buses are delivered every year with Ikarus 260 and, from 1982 — with
Winter 1979 in the European part of the Soviet Union was particularly severe. Certainly it affected the operation of city public transport. Because of heavy snowfall, frequent thaws, the ensuing rains, snow drifts on the streets grew, became even and turned into ice. On the roads grew icy “dragon's teeth”. For this reason, in February 1979, the second line of buses for some time not plied Brestskaya st., but the line 11 was not serviced at all. The buses ran somehow on the main streets, but often like a “train”. For example, during the inspection of the newspaper “Znamya Kamunizmu” in the first half of February, at the bus stop “Square” was spotted a record “train”, which consisted of four buses no. 7 and two buses no. 1. Kierowcy obwiniali za taki stan rzeczy pracowników przedsiębiorstwa komunalnego, którzy nie radzili sobie z oczyszczaniem ulic. Because of 6-minute intervals on the line nr. 7, the vehicle sliding on the ice very quickly gathered a “tail” behind him. In 1979, every day city lines should be serviced by 58 buses, of which 37 — Ikaruses. But of 37 Ikaruses in the day of inspection 20 vehicles has not left the depot because of the failure, mainly of the suspension. Spare parts were depleted and management of the automobile enterprise no. 2448 was looking for them even outside the country. Every day on service of the city lines was about 30 vehicles, twice less than it was required. The streets narrowed to a minimum, and the drivers were forced to make their own risk to find most convenient route basing on the prevailing traffic conditions.
In May 1979, in the Southeast part of the city found a storage of German munitions from the Second World War. Due to the risk of explosion 963 missiles with a total weight of about 40 tons were temporarily changed or canceled lines no. 2, 4, 7. About the scale of the threat says the fact that the 10 000 inhabitants of a large part of the city (by the streets Brestskaya, Kamsamolskaya, Piyanyerskaya, Lyermantau, Piyanyerskaya, Kudryna, Kamsamolskaya, Rahuli, Charnysheuskaha, Kuybyshava, Lazo, Zaharadnaya, 50 hod BSSR, Bahryma, Davatara, the perimeter around 9-10 km) were ordered to leave their homes on 26 and 27 May 1979 from 8:00 to 22:00 for a demining activities.
On August 18, 1979 the penalty for ticketless travel and carrying of baggage rised up to 1 ruble.
In 1979 the staff of the inspection service of automobile enterprise no. 2448 punished by mandates for lack of ticket in city buses 9798 passengers on the total amount of 6226 rub. 50 kop. By the way, city buses during the year transported 41,8 million people, while suburban and intercity buses another 10,2 million passengers.
In 1980 (approximately in April) the work on city routes finished LAZ 695E, and the last 3 buses were scrapped in 1981. In 1981 the scrapping of first LiAZ 677 buses started too.
And again, as in the 50s, 60s and 70s, on the pages of the regional newspaper the free riders were blamed for “their consumer, public-rider attitude disgracing the high rank of the citizen”. Today, it’s hard to believe, but at the time, as the USSR held Olympics-80 in Moscow, in Baranavichy were frequent cases when the bus leaved the bus stop for 200-300 meters with passengers hanging on the pegs. Passengers now and then strove to travel without a ticket, enter the bus in dirty clothes, they ripped upholstery, unscrew the screws, broke glass, and left drawings and autographs on the upholstery. In Baranavichy, unlike other cities of the Soviet Union, passengers didn’t use to show one-time or monthly ticket to other passengers at the entrance. Sometimes, they were rude, and being compelled to name themselves, sometimes tried to provide false names and do not indicate their real jobs. Sometimes there were also cases of physical abuse against the ticket inspectors. In addition, passengers didn’t comply with all on the bus stops, especially in cases of a large gathering of people.
The passengers, in turn, complained that at the loops, especially in winter, bus drivers during a 15-20-minute parking didn’t turn off the engines and kept open all the doors, so filling the cabin of the buses with an exhaust and promoting the emergence of drafts. The criticism of the residents was also caused by the fact, that bus lines didn’t go near a city clinic. At the same time, the bus drivers, riding a bus to the bus depot and from the bus depot, had to pick up passengers at the bus stops, but the vast majority didn’t do it. Buses sometimes didn’t ply regularly, the disruptions appeared on some lines. The reason for failures was poor technical condition of the rolling stock and switching buses from city to suburban lines, poor road conditions and increased wear of machines, as well as violations of labor discipline by drivers (truancy and suspension of drivers due to alcohol intoxication). The drivers were accused in the absence of human relationships to the passengers. It happened that bus drivers didn’t wait for running passengers, and those passengers who blocked the door, waiting for running, were pressed by these doors. Some drivers didn’t want to drive up close to the landing platform stops. There have been violations of the Traffic Laws.
Large criticism from both passengers and drivers was caused by uncomfortable loops. Drivers had no place to rest and have lunch, and the passengers were most concerned about the absence of an organized buses boarding (for example, at the entrance of a textile mill), as well as, for example, litter and unsightly appearance of the bus stop near Palyeski railway station. Generally the bus stops often didn’t have any benches or canopies. There were even complaints that the abbreviations on the buses destination signs were of bad readability and little understood by visitors. As the example was cited Minsk, where on the destination signs were given major bus stops along the route. From time to time the local press reported money embezzlement made by share taxi drivers.
However, in general, the buses functioning become remarkably more rhythmic, the schedules compliance improved, the discipline and culture of drivers increased and they become announcing stops more often. The bus enterprise no. 2448 in 1981 fulfilled the plan (104.3% of income, the rate of buses on the line was 102%) and liabilities.
In the early 80-ies the lack of capacity of suburban bus station on the Prytytskagha str. become more and more evident. Only on business days up to 150 buses departed from it, not to mention the weekends.
In June 1981 Skurykhin, one of the first drivers of the bus depot, was still working for it.
In 1981 daily 12 city lines were serviced by 60 buses. The Komsomol organization of the Automobile Enterprise no. 2448 at that time comprised in its ranks 300 people, among which 12 komsomol-youth crews were created, between which Komsomol competition started.
In December 1981, the first time in the press was released the information about the plans to build a new bus station.
In 1982 the last LAZ 695M were scrapped. In the same 1982 in the position of the chief of automobile
The first two buses Ikarus 280 (with the wide vents) appeared approximately in June 1982 and started working on the route no. 7, which had the shortest interval: 6–7 minutes in the peak hours.
In 1982 about 130 000 people used city public transport daily. Yearly proceeds from the sale of the tickets was 1 203 000 rub., while the costs of the public transport amounted to 2 210 000 rub., so a total of more than a million rubles of losses. As can be seen, urban transport, as now, was unprofitable. During the year the Control Service founded 7123 stowaways, or an average of 19 were detected daily.
Till the end of 80th only yellow Hungarian buses arrived to the city, only in 1977 three orange buses were delivered.
From May 5, 1982 the share taxi started operating again in the city on the route
The first checkpoint appeared about 1982 at the “Garment Factory” bus stop. Then also they began equipping buses in the induction means of radiotelephony connectivity.
In February, 1982 the automobile enterprise no. 2448 has been declared the winner of the city socialist competition on the occasion of worthy greeting the 60th anniversary of the USSR among enterprises of transport, energy and communications.
In March, 1982 the City Committee heard a report of the automobile enterprise no. 2448 manager A. A. Zahradski about ensuring an uninterrupted and quality service for residents of the city by the automobile enterprise in the light of the requirements of the XXVI Congress of CPSU. It was noted that the automobile enterprise’s management led a good piece of work among the team of workers, senior engineers and specialists, and the staff of the automobile enterprise successfully executed plans in 1981. At the same time the automobile enterprise’s management has not taken sufficient action to ensure uninterrupted and quality service for residents of the city. Only in the January 1982 every day due to technical defects 4-5 and even more buses were getting off the line, and on some days of February 1982 — up to 20. There have been cases of untimely departure of buses from the depot with a range of delays from 30 minutes to 4 hours. The timetable of public transportation was still interrupted. Time after time the buses arrived at the loops delayed. Hardly any of the drivers advertised the stops, and some treated passengers very rude. There was no solution in the field of strengthening the repair options, and therefore each day several buses were in the repair zone. The repair zone of the automobile enterprise had insufficient stuff. Technical inspections no. 1 and no. 2 were not made in full, and if it were, still they had very low quality, and the mileage limit between maintenance intervals was exceeding. During the inspections carried out by the State Automobile Inspectorate before departures from the depot, every third bus had some technical fault. It was also noted that A. A. Zahradski did not attach due attention to the work of control and audit service and improvement of ticket sales, therefore the many passengers without tickets were riding the buses. In 1981 the above mentioned service checked only every tenth bus. The possibilities of public controllers were used insufficiently. Gaps and weaknesses were also in matters of recruitment, staffing and training of staff. Zahradski was also accused of the fact, that only 10 percent of practitioners were employed in positions of engineering and technology stuff, but 16 university graduates in positions of mechanical stuff. At the improper level was conducted the work in raising labor discipline and retaining workers in the team. In 1981. There were 259 full-day absences and 11 cases of breach of traffic regulations. Staff turnover persisted on a high level. Complaints were also caused by the lack of control of automobile enterprise’ management activities, as well as insufficient steps to improve the working and living conditions of employees. At this same meeting of the CPB City Committee was also noted, that municipal services badly performed work on the repair of roads (many pits and holes, opened storm drains), resulting in frequent breakdowns and getting the buses off the lines, and the employees of the State Automobile Inspectorate poorly controlled condition of the buses.
At the end of 1982 the second line of share taxis “Palyeski railway station — Paunochny distr.” was started, which operated until at least the second half of 1985. It was assumed that in the future share taxis would connect railway stations with the bus station.
In 1983 in the Automobile Enterprise no. 2448 a greenhouse built by the employees functioned.
On 24 February, 1983 the Presidium of Regional Council of Trade Unions passed a resolution, that forced city’s enterprises to provide assistance to the auditors on the specific bus lines. Some assistance in this regard testified the Cotton Mills and Tower Silos Plant. Complaints due to non-fulfillment of the duties were related, in turn, to Diary Plant, Woodworking Plant and others.
In the first half of 1983 within two months it was carried out a wide-ranging tickets control in city buses made by ticket controllers of the Automobile Enterprise no. 2448 and the city Komsomol activists. The fines were getting from 30 to 70 “free riders” daily. Taking into consideration the fact, that the Komsomol activists were working only during peak hours (5-7 p.m.), the number could be even greater.
In October 1983, the Head of the first column of the Automobile Enterprise no. 2448 was A. A. Zavaryn.
During 11 months of 1983the buses of the Automobile Enterprise no. 2448 transported 59 600 000 passengers, performing plan for transport to 108,5%, while the plan for income — to 102,3 %.
In the first half of 1984 the city buses performed 52 000 trips per month. In August of this year 14 city lines were serviced by more than 60 buses every day. “Free-riders” in 1984 caused 920 000 rub. of losses, 6 500 were fined. The transportation by share taxis were leaky: in 1984 they resulted in over 5 000 rub. of losses.
In January, 1985 the city buses already performed about 60 000 trips per month.
Approximately in January 1985 “in order to investigate the passenger traffic and further service improvement” a minibus RAF 2203 was launched on the line no. 4 from the train station “Baranavichy-Palyeskiya” to the cemetery “Rusino” on Saturdays and Sundays from 9:00 to 18:00 with a 20-min intervals, and a lunch break from 13:00 to 14:00. The cost of travel was 15 kop. On December 7 the line was closed. On April 5, 1986 the line was restarted (start of plying from the railway station — 10:00, intervals and cost — as before, the end of the service — 18:30). From February 1, 1985 “in order to improve the quality of passenger service and to facilitate the delivery of city dwellers to urban clinics” the plying of minibuses on the line no. 1 began to take place from the railway station Baranavichy-Palyeskiya to the Base of Regional Association of Consumers via Lenina, Kamsamolskaya, Prytytskaha, Brestskaya streets. Working hours: from 6:25 to 23:51, lunch breaks: from 10:00 to 10:30 and from 19:15 to 19:45. From November 1 of that same year in order to improve the delivery of passengers from Palyeski and Tsentralny railway stations the RAF 2203 minibuses began plying on the line no. 3 from 5:10 from Tsentralny railway station and from 5:30 from Palyeski railway station at intervals of 40 minutes till 7:00, and then by ordinary timetable. The plying of share taxis on this line ended at 23:00.
The annual plan for income in the automobile enterprise no. 2448 was made on December 15, 1985. Generally, the tone on urban transport in the local press began to be considerably “warmer”. Serious allegations became less and less.
Interesting facts: in the mid 80-s in the salons of Ikarus 280 buses used on lines no. 7 and no. 12, spare tires were placed “in order to shorten the downtime of Ikarus 280 buses on the lines because of the failure of the wheel”, and single tickets bought in Baranavichy were valid only in Baranovichi, while monthly tickets bought in Baranavichy were valid in every city of the country.
In February of 1986 the share taxis began plying on the line no. 5 “Baranavichy-Palyeskiya station — Paudniovy distr.” They were running via Suvorava, Lyenina, Savetskaya, 50 lyet ULKSM streets. The beginning of plying from the railway station was at 6:35, the end was at 23:30, cost of the trip was 15 kop.
In March of 1986 every day urban and suburban buses transported 200 000 passengers. In the same 1986 the relations between the automobiles enterprise no. 2448 and the school no. 17 began to establish.
From April 14 , 1986 the share taxis RAF 2203 of the line no. 5 “Baranavichy-Palyeskiya station — Paudniovy distr.”started running via Suvorava, Kamsamolskaya, Prytyckaha, Kurchatava, Savyetskaya streets. The beginning of plying was at 6:30, the end was at 24:00, the intervals were 40 min., while the cost of the trip was 20 kop.
From July 1, 1986 the cost of the trip in city buses increased from 4 kop. to 5 kop. (while the price of the regional newspaper was 3 kop.). It is interesting that in the first days of July (for about a week) there were no new tickets available: it was delivered less than 20 000 (about 18 000 of them). Only a few days later, when 3 000 000 of new 5-kop. tickets were already received, the situation with the availability of them to passengers somewhat stabilized and newspaper kiosks and the stores started getting tickets.
In the summer of 1986 at the weekend and in case of good weather from 9:15 to 19:55 the transport of city residents to the Myshanka lake from Tsaruka str. (club at Kamsamolskaya str., 11) was organized.
For unknown reasons, more or less in the middle of 1986 there was a temporary change of management of the automobile enterprise no. 2448. Since September 1986 the Deputy President of the enterprise was M. M. Pyarminau. In 1987. A. A. Zahradski again headed the enterprise.
In 1986, exactly in September the construction of the new bus station in Fralyankova (Fralyankou) street began. The first buses departured from its
In 1987 the automobile enterprise no. 2448 was renamed to the Bus Depot no. 2.
In 1987 the share taxis lines reached more or less most districts and key points of the city, including the Uskhodni micro district and Tratsiaki.
At the beginning of 1987, after a number of complaints to the City Executive Council on the functioning of public transport has reached critical mass, in the period from January 23 to February 2 the deputies held inspection. During this inspection only on the two lines weren’t detected any deviations. The general disadvantage on all other lines lay in the fact, that the drivers not always and not everywhere announced the names of the stops. Here and there the speakers were broken, making it impossible for passengers to hear the names of the stops. On the back of many buses the root plates were missing, and in one case on the same bus two completely different route plates were put. In addition, many drivers didn’t open the front door.
One rainy morning of 1987 many hopelessly awaited for the buses at the bus stops. The reason was simple — the traffic police arranged an inspection in the bus depot. That morning traffic police officers didn’t let the gates open for 32 buses due to insufficient technical condition of the vehicles, which were about to leave for plying on the lines. Problems related to buses braking systems: in some brake pads were unevenly adjusted, in other braking performance was inadequate. 12 buses had no parking lights, the plate lighting didn’t work, in two buses headlight alignment was bad. External lights and reflectors were dirty. 14 vehicles missed the warning triangle and first aid kits, 12 buses didn’t have chocks. Eventually, more than 20 % of buses for operating the line hasn’t left the depot. As for the drivers themselves: in the 11 months of 1987 21 drivers of the bus depot were punished for traffic offenses, 10 drivers caused traffic accidents, and five were transported to the sobering-up station.
In 1987 ticket controles were carried out together with the officers of the city police department.
At the end of 1987, perhaps for the first time in history, the automobile enterprise began to feel the lack of fuel, and therefore off-peak number of vehicles on the lines was reduced by 70 %.
In 1987 the buses operating city lines made 65 000 trips monthly. Three lines for the commutation of depot employees were also operated.
The first group of the Bus Depot no. 2, that served the city rotes, was divided into brigades and every of them had the concrete buses and
routes; the interval of the garage numbers was individual for every brigade. This was the quantity and quality state of the brigades in that year (the numeration of
brigades is relative):
Already in 1988 the automobile enterprise no. 2448 in the local newspaper was called the bus depot no. 2 or the automobile enterprise no. 2.
In June 1988 every day 78 buses were plying on the city lines. The regularity of the traffic was provided by three control rooms: on Savyetskaya str., on the loop “Cotton Mills”, and by the bus depot. In 1988 was launched the point of inductive connection “bus driver — operator of the main control point“ on the loop “Paunochny distr.”.
One of the major reasons hampering the development of urban transport was the lack of fuel. Limit of gasoline and diesel for the bus depot in comparison with 1987 has been reduced by 140 and 180 tons. In total — more than 300 tons of fuel. At the same time transportation losses amounted to 150 000 rub. It was estimated that the transport of one passenger on the bus costs 10 kop., while the fee was set at 5 kop. Only in the first quarter of 1988 2 004 free-riders were fined in the buses. The mandate for people traveling without a ticket was 2 rub.
In May 1988 the following lines of the share taxis were operated in the city:
In October 1988 U. U. Puchko was already Deputy Manager of the Bus Depot.
In 1988 for the first time in many years, the tickets were no longer sold in press kiosk. This resulted from the fact, that the bus depot proposed regional agency “Sajuzdruk” to reduce the commission from 6 % to 3 % of total takings. At the same time grocery stores were selling tickets of 3% commission as before.
Poor roads resulted in the fact, that in Spring 20 buses daily ended plying earlier due to the suspension failure. In 1988 on the city lines 352 trips were disrupted due to the bus breakdown, and the average daily mileage of all buses of the depot was 97,7 %, while urban buses — 99,8 % of the plan. In total in 1988 2 457 city trips (an average almost 7 trips each day) were disrupted. 2,1 % of the total number of trips (or, in the numbers — 9 691) were made with deviations from the timetable. As for compliance with the alcohol prohibition legislation, it is worth to mention, that during the year 2 drivers of the bus depot were transported to the sobering-up, while 15 were not allowed to drive the bus by the staff of a medical depot because of intoxication. In 1988 5 road accidents happened involving buses and 27 traffic rules violations were recorded. The Board received 79 letters from citizens, of which 49 contained complaints about rude and inconsiderate behavior of stuff, 19 — about timetable deviations and 11 — about deficiencies in the functioning of bus stations and ticket offices.
In January the bus depot disrupted in total 281 trips (80% of the breakdowns happened because of poor road conditions), of which 87 city trips were disrupted due to the technical reasons, in February — 238 trips, in March — 251 trips. In January 600 applications for repair were received (70-80 %% of the breakdowns happened because of poor road conditions), in February — 525, in March — 540. Twice in the first half were cases of rupture of the hinge connections of Ikarus 280 bus. Given that these were the buses not older than 7 years, it is already one this fact can judge the poor condition of city roads at that time.
In early 1989, the head of the bus depot was already Salko Viktar Mikalayevich, who was a member of the Association of Young Managers of the USSR. The change of A. A. Zahradzki occurred in the electoral process. Apparently, the team of the enterprise, which numbered 1100 people, played for V. M. Salko, while the City Party Committee defended candidacy of A. A. Zahradzki. This is not surprising, since A. A. Zahradzki gained fame in the team as a hard head. Interestingly, the medical examination conducted by one of the Leningrad institutes revealed poor health of the bus depot drivers, compared with other categories of workers: 80 with heart attacks, 200 with an ulcer. In addition, drivers had diabetes, chondrosis and radiculitis.
During the inspection of the City People’s Control Committee from January 31 to February 3, only on the route no. 16 the buses were following with a deviation from the schedule for 4-10 minutes in six cases out of seven. Some bus drivers did not announce stops, did not give additional information on the road, and the speaker system in two buses was faulty. Many drivers didn’t approach the platforms, especially at bus stops equipped with “pockets”. Individual drivers stopped the buses even at 1,5-2 meters from the edge of the platforms... Sanitary condition of some buses did not meet the basic requirements — in the salons was dirt and foreign objects. Inside the CDS (Central Dispatching Service), which aim was to monitor compliance with the schedule of the buses, traffic scheme of city bus routes and their number didn’t correspond to the actual state. Many stops were not equipped with timetables. As of January 15, 1989 the bus depot received 12 complaints, two of which — on the drivers’ crudeness. At a meeting of the City People’s Control Committee it was noted that due to the existing serious shortcomings in passenger transport the chief of bus depot Salko V. M. deserves serious punishment, but given the short period of his work in the position, as well as his actions aiming to improving bus traffic, restoring order and strengthening the discipline, the members of the City People's Control Committee limited themselves to the discussion.
In August, 6 points of inductive connection were functioning in the city. During the year it was planned to launch another 5. The control over the traffic was supposed to assign to computers that were going to buy before the end of the year, and the system itself had to start in 1990. By the way, in Brest in 1989 computers were already working, and, according to their data, punctuality took place only in 75% of cases, whereas dispatchers were reporting about punctuality in 92% of cases.
State subsidies only to the city bus transportation in our city were on the level of more than 1 000 000 rub. per year.
In 1989, the Bus Depot rented two summer houses on the Black Sea in Odessa region. During the season, 200 employees were planning to spend their vacations there.
In August in 1989 the director of the Bus Depot no. 2 reported: “now the announcement of the bus stops in the buses will be realized by pleasant female voice written on the tape recorder”.
In late 1989, a team of drivers who worked for share taxis, consisted of 16 people, and the park consisted of 10 vehicles serving the 4 routes. The state of the rolling stock was bad, so 2-3 cars permanently idled repair. For a long time, the transportation remained unprofitable, despite the fact that seemingly they had to generate only profit. After a serious analysis conducted by administration of Taxi Depot, it became clear that not all proceeds goes to the cashier of the depot. The fact that drivers were required to sell tickets to passengers, which takes a lot of time, and “marshrutka” was not as fast as it was expected. In addition, the drivers were not always honest. After the drivers were informed about the daily norm of revenue delivery, allowing to retain the rest, the profitability of transportation has increased dramatically. Passengers were now simply handing the money to the driver, and he had to do so, that in the evening a predetermined amount was handed to the cashier. Shortage, of course, had to be compensated from their own money, but on the other hand, the drivers could quite legally leave excess in their pocket as a “prize”. Due to “economic egoism” of RAF (Soviet monopolist in the production of minivans) the problem with transportation by share taxis remained unsolved. Under the pretext of unprofitability, RAF refused to enter into a contract for the supply of three minibuses in 1989, which were needed by the Taxi Depot to improve the passenger service by share taxi.
In the project of development of the city route network developed by NPO “Transtekhnika” it was proposed to open in the longer term two trolleybus routes connecting Paudnyevy distr. with Paunochny distr. and Bus Depot no. 2 with Tratsiaki-2 distr.».
In the last years before the USSR breakdown several Ikarus 280 buses with two-leaf doors and Ikarus 263 appeared in the city.
In February 1990 Bus Depot no. 2, perhaps, the first time in its history offered in the local newspaper to place text ads on city buses for enterprises, organizations and cooperatives.
The issue of the possibility of selling bus tickets by bus drivers more acutely raised in the city. Director of the bus fleet V. M. Salko reported that “the enterprise is working in this direction, and in the future this system will function”. Judging by the publications in the press, “the perspective” has been defined for the first half of 1991.
Formally since February, and in fact since April, the staff of the Bus Depot no. 2 rented their enterprise. The Executive Director of rented enterprise became the former head V. M. Salko, and his deputy — L. B. Vasilyenka. The essence of rent was the following: the enterprise rented by its staff from the Ministry of Transport of the BSSR in the face of Brest Regional Production Association of Road Transport (BRPART) had to pay the rental fee to the landlord, while receiving from him a subsidy for the inherently loss-making passenger services. At the same time, the bus depot became more independent, having the opportunity to decide the organizational, structural and other matters, shaping the future of the company, etc. To some extent, the bus depot became richer. The bus company used earned money to develop and strengthen the repair service, and after strengthening it, it was able to earn extra income by providing bus repair services for other enterprises — in October of this year at the newspaper appeared an advertisment offering to all wishing to sign a contract for bus maintenance. In some respects passengers also won, as renters essentially became the owners, became more concerned about keeping the buses in good condition, clearly withstand schedule of buses. Journalists of “Znamya Kamunizmu” noted a decrease in the flow of complaints.
At the same time appeared the idea of municipalization of the enterprise, which meant transferring it from the hands of the Ministry of Transport in conducting of the City Council. However, for passengers it threatened to turn in higher prices for travel from 5 to 10 kopecks beginning from the new year 1991 due to the the poverty of the local budget and the inevitable reduction in subsidies. The second problem that had to be faced by the bus depot was a problem of logistics, which was earlier centrally managed by BRPART. The city, in case of transferring of motor transport enterprise to the municipal property, could not have the possibility to take care of all required spare parts and fuel due to the lack of developed market relations and BRPART would not be interested in providing it for the “independent” company. However, even as a rental company, the bus depot at this stage was not going to leave the association due to the fact that the supply of Hungarian buses together with spare parts declined from year to year. In such conditions providing Baranavichy with buses and spare parts alone would be unrealistic.
In 1990 the city plied the so-called “Video Express” — video room, equipped in the bus, rented by some persons in the bus depot. He worked mainly at night on the railway stations forecourts.
In 1990 the area of Parkavaya st. was actively built up, but the joy of new settlers was clouded by the fact, that for quite a long time it wasn’t possible to link the area with the rest of the city by bus routes because of the extremely poor road conditions, since even a taxi took orders only if passengers were willing to go directly to the Parkavaya street. But even in case of the streets improvement in the Uskhodni-4 residential area, there was still one problem. Ministry of Transport of the BSSR subsidized only the approved route network, and the costs of a possible extension of the routes to Parkavaya st. from January 1, 1991 had to compensated by the local budget and the customer of public transport - City Executive Committee (according to the decision the Council of Ministers of the BSSR, dated 30 June 1990). The route network had to be approved by the City Executive Committee of the City Council for the full year and was financed from the city budget. In the City Eecutive Committee in charge of transport was A. Pyerapyolkin. The issue of opening the route to Parkavaya st. was discussed at the meeting of Executive Committee. At the same time the improvement of Parkavaya street was planned for 1990-1991, and in the case of solving problems with financing, it was possible to come back to the issue of starting a bus in a new residential area. Under improvement it was understood the carriageway width 9 m., which would have no irregularities and potholes that threaten traffic safety, the presence of lighting and pavement, and at the end of Parkavaya st. it had to be built the ring for the buses, as well as dispatching station with sanitary facilities for drivers (this, however, appeared only after more than 20 years).
In October the rented enterprise "Bus Depot No. 2" placed in the newspaper "Znamya Kamunizmu" the announcement about the organization of excursions on routes Baranavichy-Moscow (lasting 5 to 7 days with a visit to the Kremlin, the Novodevichy Convent, ENEA, Zagorsk etc.) and Baranavichy-Leningrad (lasting 5 days with a visit to Peterhof, the Hermitage, the Peter and Paul fortress, and others). It was also proposed the organization of excursion trips on other routes in consultation with the customer.
In October-November, the group of drivers of the first group formed a strike committee and during the general meeting of November 14 put forward a number of requirements to the bus depot management and the city authorities.
In 1991 r. the city’s Main Landscape Architector B. Tumashchyk, responding to a question in the local newspaper about the organization of trolleybus lines, reported that the construction of the trolleybus depot will begin within the next 5 years.
At the beginning of the year the share taxis stopped running on the longest line no. 1. As the reason a lack of demand was mentioned, and therefore the minibuses were running half-empty and the Taxi Depot did not receive any profit. The most profitable was line no. 4, and two minibuses were continuously running on it.
In early March, the Head of the Taxi Depot Lyeanid Barysavich Barmotsin informed about the plans to connect the city center with Repina str., but for this purpose it was necessary to have provided by Brestablautatrans enterprise RAF minibuses or PAZ 672 bus. And already on March 23 the Taxi Depot launched the new line of share taxis no. 6 in relation Lenin sq. — Repina str. The minibuses plied Savyetskaya, Shauchenki, Douhaya, Vilchkouskaha, 6th Shauchenki side str.
In March the Bureau of Tourism and Excursions of leased enterprise “Bus Depot no. 2” informed about the possibility of bus rental for trips on the route Baranavichy-Warsaw, as well as offered assistance in the purchase of air tickets to Tel Aviv.
In March, when the information about the upcoming rapid price increase appeared, the drivers of bus depot held another meeting in order to verify the fulfillment of last year’s requirements and in order to find solutions to problems in the field of social protection of depot’s employees in connection with the price increase. At this meeting, as claimed by the representative of the board, the drivers agreed to postpone their existing requirements for, so to say, the second plan, but in return they demanded a substantial salary increase.
On April 2 new ticket prices in public transport were set. Price of tickets in the city bus tripled — from 5 to 15 kop. In the absence of a new pattern of tickets, tickets with a face value of 5 kop. were sold at the new price until the start of new-pattern tickets sales. For one bus trip a passenger should have to erase one ticket, while for the transport of one luggage — two tickets.
On April 2 a new cost of the ticket in the city’s share taxis was also set. For a single trip by minibus RAF it had to be paid 50 kop., while by the PAZ bus — 40 kop. Only the cost of the trip on the line no. 5 was 50 kop. regardless of the type of vehicle. In addition, a 5 percent sales tax from the price of the ticket was also taken from the passenger.
In mid-May the representatives of drivers, working in city transport, sent a letter to the following instances and newspapers with the following contents, as well as a list of demands of the column drivers. What’s more, the ultimatum was passed even March 22, but was only sent out in mid-May.
An invitation to participate as arbitrators in the general meeting of drivers was attached. The meeting was held on May 22, with a sharp words, explanations of managers, and a new decision was made. By the way, the city lines drivers began to be paid at an average of about 600 rub. (salaries increased by 60%), but despite this, in mid-May 1991 the conflict of drivers with the management flared with the new energy, and the drivers still insisted that their needs did not have a response either in the bus depot or in the Executive Committee of the City Council, and their demands were not met. Almost all requests, if you look at them, were justified and accumulated for years, and their fulfillment was not very difficult. The main demand of bus drivers was to ensure the normal working conditions and raise salaries. As for normal operating conditions, the request included firstly toilets on the loops. According to the drivers, as long as there was a bus depot in Baranavichy, as long they demanded fixing this problem. In addition, the drivers demanded to provide them with hot meals on the line, places to rest, better lighting of bus stops, satisfactory state of the roads, water supply points.
On June 1 the bus station for suburban and long-distance buses was finally closed. In June, an Executive Director of the bus depot became U. U. Puchko, which until that time had served as Chief Engineer. Workforce was approximately 1500 people, of whom 250 worked in the “troubled” first department (city transportation).
In the middle of 1991 80% of the fleet was fully depreciated.
On August 1 mandate due to travel without a valid ticket and luggage transport in urban transport increased to 10 rub. On August 1 the free use of city buses was authorized for persons with disability certificate Grade 1 and 2, as well as the disability certificate Grade 3.
In August in “Nash Kray” newspaper the following advertisement was released: “For the attention of Baranavichy city residents! Leased enterprise “Bus Depot no. 2” invites people eager to distribute one-time and monthly tickets entitling to the use of city buses. The fee shall be based on agreement between the parties — depending on the number of tickets sold.”
At the end of October — early November the drivers of the 1st column (city transportation) of leased enterprise “Bus Depot no. 2” announced preparations for the strike. The decision to strike was made by the team due to the board’s failure to fulfill demands of the 1st column’ drivers, which were delivered earlier. The main one — lack of 1.6-fold increase in salaries compared to wages from April 1. The economists of the enterprise, on the one hand, passed the following data: before April 1 the wage was 340 rub., while in August it had already reached 731 rub. Of course, the salary didn’t match the existing prices, but this point of demands was formally satisfied by the board. In addition, the gradual salary increase was planned: after 9 months of 1991 it was already 1.9 times higher (561 rub., while the highest salary at that moment in the city’s industry was in the Reinforced Concrete Building Trust — 540 rub.), and by the end of 1991, according to U. U. Puchko, generally it should have increased 2.2-times compared to 1990 levels. Despite this, the drivers demanded 7 rub./h as the salary for their work, which was 1200 rub./monthly. In addition, the chairman of the strike committee A. A. Dzianisau suggested the 1st column to output from the enterprise and independent leasing. The proposal was beaten by Director U. U. Puchko by saying, that because the 1st column operates thanks to subsidies of the Executive Committee of the City Council and does not cover its expenses, it alone will not be able to function. The amount of the subsidy in 1991 according to the agreement between the City Executive Committee and the Bus Depot — 3 129 000 rub. The document was adopted on January 10 1991, when single ticket cost 5 kop., and monthly — 3 rub. So, the subsidy was paid on the basis of the incurred expenses. During 9 months of 1991 the City Executive Committee paid for the bus depot 1 940 000 rub., and as for the rest of the subsidy, the drivers demanded the immediate spending it on salaries, which the Executive Committee could not agree to, and even did not have the right to do so. During 9 months of 1991 the profit of the enterprise amounted to just over one million rubles, and in the opinion of the enterprise’s Director U. U. Puchko, even those money could not be spent on salaries, because the company needed a financial reserve both on the construction of housing, as well as on financial allowance, and most importantly — for the rejuvenation of the rolling stock during stopped deliveries of Ikarus buses and fourfold increase in prices of LiAZ buses. A representative of the Executive Committee filed complaints against both the board and the workshop committee and the strike committee. In his view, much disputed conditions could have been resolved earlier. As an example was given the issue of organizing hot meals for drivers, in order to solve which it was even purchased specially equipped bus, but none of the workshop committee did not even call to the Department of Commerce of the City Executive Committee with a specific request. For its part, the Executive Committee reported its proposals in order to increase profits, as for example the organization of express lanes Uskhodni—Marketplace and Paunochny—Maketplace with two or three bus stops and a ticket price at a level of 40 kop. The drivers preparing to the strike also demanded the resignation of the Director of the enterprise U. U. Puchko and a number of specialists. According to the art. 12 of the USSR Act “The mode of resolving disputes (conflicts) arising out of employment” the strikes in transport branch were prohibited. First the issue had to pass through all the instances and conciliation committees until the Supreme Council.
Despite this, on October 22, the first column drivers proclaimed the strike to go on for 20 November. The strike committee began a relevant activity in preparation for a strike, that’s why the Board of the bus depot sent a written request to the Prosecutor of Baranavichy city to verify compliance of such a decision with the law. Prosecutor’s Office acknowledged the strike committee actions as illegal, because of art. 12 of the BSSR Act “The mode of resolving disputes (conflicts) arising out of employment” from 20.05.1991 The Act recognized the stoppages of public transport as unacceptable means of solving collaborative disputes (conflicts), and the disputes arising from the employment relationship in this situation had to be resolved in a way to ask the higher authorities. Based on the above, the Board of the bus depot sent to the Brest Circuit Court application for recognition of the strike to be illegal. According to art. 17 of the above mentioned Act, the organizers and participants of the strike were subject to the exemptions and penalties fines of up to 3000 rub. Art. 15 of that Act entitled businesses and institutions that have suffered losses as a result of the bus depot strike to load the amount of the losses caused, and in turn, the landlord was entitled to terminate the lease agreement with a company that didn’t comply with the conditions of the lease agreement, it means which didn’t carry passengers.
In November, the bus painted in camouflage with cash inside began plying in the city. In this way, the Municipal Association of Warriors-Internationalists began raising money to build a monument to those who died in Afghanistan.
In late December because of almost complete lack of parts and rapid growth of prices on them, due to a failures every day stayed 20-30 buses, mostly Hungarian Ikaruses. The fuel deficit also appeared when a bus depot functioned literally from delivery to delivery under conditions of high uncertainty, that’s why the real threat of cutting some of the city bus lines appeared. Tabor bus depot was supplemented with 4 LiAZ buses, purchased and leased to the bus depot by the City Executive Committee. Most likely, these were the buses LiAZ 677M. However, in an interview in January 1993 the Director of LE “Bus Depot no. 2” will tell that in the last three years the bus depot has not received any vehicle except 2 Jelcz buses. So, it turns out that the last new buses appeared the bus depot in 1989. How it refers to the information about 4 new LiAZ buses stays unknown.
At the beginning of the year the city public transport was on the verge of stopping, because in the last 1-2 years the costs of many items (fuel, spare parts etc.) increased 10-fold, while the ticket prices — only 2,7-fold. For example, before 1991 the cost of new Ikarus was 60 000 - 80 000 rub., and by 1992 its price has increased to 10 000 000 rub., while the spare parts for the Hungarian buses had to be purchased for the currency. The case with spare parts manufactured in the country wasn’t much better. The situation was exacerbated by the fact, that the condition of city streets was unsatisfactory, and the proceeds from ticket sales were minimal. It was planned that in January of 1992 the inflows will reach at least 1 600 000 rub., but in reality they amounted to just 527 000 rub. Not surprisingly, given the fact that only in January for travel without a ticket 2 500 people were fined, or an average of 81 people a day.
On April 27 the price of 1 trip increased to 1 rub., the normal monthly ticket valued at 52 rub., while the student monthly ticket — 12 rub. The price of travel by express lines buses to the market and the cemetery has grown to 2 rub. Due to the lack of tickets of the new face value, the specially marked old tickets with the face value of 5 kop., and also the tickets with face value of 15 kop. bought before April 27, were valid. It was necessary to use 2 such tickets for 1 trip.
On May 14, 1992 the new penalties for travel and transportation of luggage without a valid ticket on the city bus lines were approved at the level of 25 rub. and 15 rub. respectively.
In May it was planned to appoint another strike committee at the bus depot. This time the conversation on this subject was initiated by representatives of maintenance workshops and bus drivers. However, the first meeting with the deadline set for 8:30 on May 21, was not held. The position of the board of the depot was the following: “If they want to gather — let them do it after working hours”.
In the middle of 1992 the 70-80 %% city buses were completely worn out and had to be withdrawn from service. The problem with the supply of spare parts to the depot in the required amount wasn’t solved from the year-two. Some buses already had more than 1 000 000 km on the odometer. Within 9 months of 1992 the buses performed 1 200 courses less than in the corresponding period of 1991. Budgetary subsidies for bus depot were 55-65 %%. As already mentioned, in January the ticket sales made 527 000 rub. for the bus depot with the budget for this month 1 000 000 rub. In February the ratio amounted to 987 000 rub. and 2 000 000 rub., and in March — 1 600 000 rub. and 2 700 000 rub. Costs of travel in May 1992. according to the economics department of the bus depot were 5 rub. while the ticket cost was 1 rub. In January-April the carrier earmarked 8 000 000 rub. while for the whole year was planned appropriation of 16 000 000 rub. In fact, taking into account the increase in prices, the total amount of assignations till the end of the year should reach the amount of 37 000 000 rub. while the real need was 53 000 000 rub. The solutions sought in carrying out major repairs on their own. By the end of 1992 the major repairs of about 20 city buses were carried out, and the price of the project amounted to 600 000 rub. However, the bus depot simply didn’t have any alternative. The other types of business were developing. It planned to release 30 % of workers mainly from the depot service personnel, maintaining a staff of drivers and offering drivers triggered the place until the come out of a difficult situation. All the forces have been directed to maintain basic network connections. They also considered options for shortening the so-called “special lines”, the lines no. 5, 5а, 14, 16, 18, which have been bailed out by companies or organizations interested in these lines in general or on the extended section of line. The most pessimistic scenario, which was already practiced in some cities in the country, assumed the operation of bus lines only in the mornings and evenings.
Since July 1 the pensioners were entitled to free use of city buses. On October 1 the relief has been clarified — the pensioners living in the city were entitled to free travel only within the city.
In July the Head of Carriage Service of was Y. Syenko, while the Head of the First Department — V. Lobarau.
In mid-July the Municipal Center of Hygiene and Epidemiology inspected the air in workplaces of the bus depot no. 2. In the air of the working area of a motor workshop the concentration of gasoline vapors exceeded M.A.C. 2.86-fold, in the welding shop manganese concentrations exceed M.A.C. 2,2-fold, in coppersmith the concentration of lead was 5 times above the norm and in the body workshop concentration of manganese in the air exceeded the norm 3-fold, and iron oxide — 2,4 fold.
Since August the drivers of city buses “in order to create conditions for the safe and regular bus service” began to sell tickets only by 5, 10 or 15 pieces only at bus stops and without spending the rest. This caused a lot of controversy and conflict situations, especially involving visitors.
The culture of passenger service on city lines was on insufficient level. The complaints from passengers were concerning non-scheduled buses, empty runs, deviation or changes of the lines by bus drivers and exits from the line to the depot (in most cases, of course, for technical reasons).
On November 15, the price of tickets increased again to the 2 rub. for 1 trip (the tickets with face value of 15 kop. were used), and to 104 rub. for a monthly ticket. The student monthly ticket has fallen in price from 12 rub. to 5 rub. The carriage of baggage now cost 4 rub. Tickets with a face value of 40 kop., as well as specially marked tickets, were valid until 18 November 1992 in condition of using two tickets for one journey at the same time. Because of such complications were frequent conflicts between controllers and passengers. Passengers were not always able to find and buy “correct” tickets with face value of 15 kop. and used the tickets with face value of 40 kop., while the controllers demanded tickets with a face value 15 kop. At the same time intervals of plying have been increased on weekends, because the supply depot with fuel was severely degraded.
At the beginning of December 1992 two buses Jelcz 120M appeared in Baranavichy, which on December 19, after test drives and training of staff by Polish specialists, had left to operate on line no. 6 and line no. 8. Baranavichy were not the first city in the CIS, where there were Polish buses Jelcz. Before us they appeared in Zlatoust and two years earlier in St. Petersburg. The contract with Automotive Works Jelcz was signed in August 1992. The fee for buses was made in the currency, and this, as well as the supply of buses to Baranavichy, supported the Cotton Mills. Both buses cost the municipal budget 32 000 000 rub. It was a gift from the city executive committee for the Bus Depot no. 2 for its 50-th anniversary.
The buses were delivered to Brest clean, neat and sealed. The production plant has given the guarantee to 50 000 km running or 1 year. In the event of failure of any component, the supplier was required to its free exchange. The “Jelcz” company gave a complete set of spare parts for buses, while the mechanics of “Jelcz” assisted and within two weeks trained the specialists of the Bus Depot with operating these buses. A special committee emerged the best crew of the Bus Depot, which were Kavalchuk A. L., A. M. Lis, K. M. Kuris and G. A. Lis.
An agreement on the internships of Baranavichy drivers at the “Jelcz” company was also made. It was planned that in the event of a positive experience with the use of buses, the contacts will continue. At the beginning of December 1992 the negotiations with the Poles on the modes of payment for production in 1993 were conducted. The Belarusian side offered barter, and the Poles pre agreed to receive textile of the Cotton Mills as fees, as well as in the perspective the production of Knitting Factory, the Trading Equipment Factory and the Machine-Tool Plant. However, the two buses became the first and last Jelcz buses both in Baranovichi and Belarus.
In December, the Bus Depot pondered launching another connection to Warsaw, but now via Bialystok. Carriage of passengers to Poland was a good deal for the company: from every 100 000 000 rub. of revenue (including grants), 25 000 000 rub. were acquired from trips to Poland.
Just before the new year in newspaper kiosks appeared monthly tickets for... trolleybus. The reason was that they ran out of printed monthly bus tickets, so temporarily began to realize the tickets for “trolleybus”.
In that year there were 260 buses in the Bus Depot, and the staff consisted of 918 people.
In January the percentage of completely worn out buses increased to 90%, an addition the Bus Depot was able to expect only 60 % of fuel compared to the needs of January 1992. Even so, on the Fuel Base there was no fuel. Once again the problems with the supplies of spare parts from Russia exacerbated. Yet in November 1992 all payments with Russia were suspended, from where tires, motors, batteries from Omsk, Nizhnekamsk, St. Petersburg, Podolsk etc. were supplied. But despite all the difficulties, in 1992 not any trip hasn’t been canceled in working days. In January-February 1993 on weekdays 85 buses were plying on the lines during rush hours (comparing to the regional center Brest where the ratio was 93-96 vehicles), of which, admittedly, 6-7 returned to the depot due to failure. There were only 1-2 buses in reserve, so the replacement of buses in the event of failure was almost impossible. As already mentioned, the Bus Depot also carried out general repairs of buses. The cost of the main repair of one Ikarus reached 800 000 rub., while its quality was higher than in the Homel Motor Repair Plant. During 1991-1992 49 buses were repaired.
The price for the best buses of that time (Ikarus) was beyond possibilities — 100 000 - 150 000 $$, that’s why the negotiations with LiAZ where carried, because it offered buses with diesel engines for 7 000 000 rub. Technical data and characteristics of these vehicles did not meet the expectations of transportation stuff, but there was no other choice. The problem with the fuel supply was being solved through negotiations with refineries in Mazyr and Navapolatsk, but including delivery price the cost was very high — 80 000 - 90 000 rub., while the local Fuel Base sold fuel (if they had) for 62 000 – 64 000 rub. Raising ticket prices have not kept pace with the increase in prices, that’s why a 2-fold increase in ticket prices in November of the last year helped to increase takings only 1,4-fold. As Director of the Bus Depot said, almost 70 % of passengers traveled free of charge (among them 20-25 %% — entitled to discounts, the other — "stowaways"). Number of employees of Control Service from 5 people in 1990 (after a significant reduction in the number of staff) has risen to 16. The Staff of the Bus Depot also took part In ticket controls — every of them had to work 16 hours per month as a controller. The milice was also engaged — twice a week at dark time of the day the controls were carried out jointly with the milice.
At the beginning of 1993 the Bus Depot received 2 firs LiAZ 5256 buses with diesel engines worth 8 000 000 rub. each. License plate and garage numbers of the first vehicles — БНО 21-01 (01060) and БНО 31-00 (01061). It was the Automotive Components Plant who was an intermediary in the purchase of these buses. An agreement was reached on the delivery of the next 8-10 such buses in 1993, which, however, did not materialize.
On February 14th the cost of travel by buses, which were running on Sundays in the market direction, began to be 10 rub. Discounts were not provided.
From March 1 the cost of travel in city buses began to be 5 rub. (using tickets with face value 5 kop.), monthly ticket price has risen to 260 rub., while the student ticket — to 50 rub. After March 1, previously valid for tickets with face value of 40 kop. expired. In March, a mandate for a journey without a valid ticket was 0,1 % of the minimum wage, which was then 300 rub. In May, a monthly ticket price was still 260 rub., then as a mandate increased to 450 rub., which was still 0,1 % of the minimum wage. Inspections were carried out not with the help of ordinary milicemen, only the OMON (anti-terrorist).
From April 25 the cost of Ravel by special buses running in the direction of the market and the cemetery “Rusino” began to be 20 rub. (using tickets with face value 10 rub.). Discounts were not provided.
The exhibition of Jelcz Automobile Plant was advertised by the cinema “Kastrycznik” to be held on June 29 where would be exhibited city, intercity and tourist buses.
On 3 August 1993 due to lack of fuel the number of buses on city lines had been reduced. Already on August 7 the Bus Depot by the local newspaper acknowledged the residents of the city with the information that “due to the catastrophic lack of fuel, it is possible to reduce the amount of buses on city lines.”
On September 1 a new ticket prices came into force. The cost of one trip has risen to 20 rub. (using tickets with face value 40 kop.), monthly ticket price has risen to 800 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 200 rub., while for high school and technical schools students — at 400 rub. The cost of luggage carriage became to be 40 rub. Tickets with face value 15 kop. were valid only until September 5 in condition of using two tickets for one journey at the same time. On November 1 the fine for ticketless trip has risen to 2000 rub.
In the second decade of November due to the lack of spare parts and the money to pay for fuel, there has been a significant reduction in the number of city buses in service. On the working days on the line no. 1 after 8:30 was left after only 1 bus. On the lines no. 3, no. 4, no. 13 from 8:30 till 15:00 there was left no buses at all, and after 15:00 only 1 bus was in service. Lines no. 5, no. 16 were in service till 8:30 and from 13:00 till 20:00. The lines no. 6, no. 7, no. 8, no. 12 after 20:00 were out of service. The line no. 11 was in service till 8:30 and from 13:35 till 18:30. The line no. 18 was In service till 8:30 and from 13:00 till 18:00. The lines no. 2, no. 9 were cancelled, Chile unchanged remained only the lines no. 5a, no. 10, no. 14, no. 15, no. 17, no. 20. In the days off the lines no. 1, no. 2, no. 3, no. 4, no. 9, no. 11, no. 13 were out of service.
On November 20 ticket prices for city public transport increased again. The cost of one trip has risen to 50 rub. (using tickets with face value 5 kop.), monthly ticket price has risen to 2000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 500 rub., while for high school and technical schools students — at 1000 rub. The cost of luggage carriage became to be 100 rub. Tickets with face value 40 kop. were valid only during November 20-25 in condition of using two tickets for one journey at the same time.
In December 1993 the taxi passengers, intending to use it, were obliged to make a prepayment, while the final payment was made at the end of the trip. In this way, the Ministry of Transport and Communications of Belarus led the fight against “taxi free riders”.
In 1993–1994 in the streets of the city during the days-off were running Ikarus 260 buses with conductors, the fare in which was twice more than a fare in the usual city buses. The routes were forking off the bus stop near the motor unit works in Haharyna (Gagarin) str. (“the Market”) to the biggest microdistricts of the city — Paunochny (the North), Uskhodni (the East), Tratsiaki. It seems that the attempt was unsuccessful (almost empty passenger compartments of the “expresses” was the evidence of it), and the experiment ended on it.
In 1994 there were progressive (for that time) plans for a complete change of line network during the year, involving the strengthening of central bus lines, along with the organization of bus lines to connect the residential areas with central lines.
Beginning from January 1, 1994 the tickets disappeared from “Sayuzdruk” newspaper kiosks in connection with the termination of the contract between this organization and the bus depot. The obstacle was the amount of 10%-commission for the sale: “Sayuzdruk” considered ticket sales as too cumbersome, taking into account the need to issue a ticket voucher with a value of 10 rub. to each purchase. Moreover, “Sayuzdruk”, in contrast to the bus depot, was not exempt from VAT, and also a newsagents had to ride to the bus depot to get tickets on their own.
In mid-January, there was an increase in passenger traffic, so the whole day became the peak hours. This phenomenon, probably, could be due to the stoppage of plants and factories of the city.
On January 20, 1994 the ticket prices increased again. The cost of one trip has risen to 100 rub. (using tickets with face value 40 kop.), monthly ticket price has risen to 4 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 1 000 rub., while for high school and technical schools students — at 2 000 rub. Tickets with face value 3 kop. were valid only until January 25 in condition of using two tickets for one journey at the same time.
On february 1 the Bus Depot launched a night-bus taxi line “Parkavaya str. — Palyeski railway station — Tsentralny railway station”, which engaged all the basic residential areas of the city. The cost of travel was 1 000 rub. However, on the 13th of February this year the line was canceled due to the small number of passengers and unprofitability.
In February the City Executive Committee approved the bus network for the first half of 1994. According to it in the working days the city lines were to be served by 81 buses, and on weekends and public holidays — by 51, and the city bus network consisted of 19 lines.
On April 5, 1994 the ticket prices increased again. The cost of one trip has risen to 200 rub. (using tickets with face value 5 kop.), monthly ticket price has risen to 8 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 2 000 rub., while for high school and technical schools students — at 4 000 rub. Tickets with face value 40 kop. were valid only until April 10 in condition of using two tickets for one journey at the same time. And beginning from April 3 the price of travel by special express bus lines in the direction of the market amounted to 500 rub.
At the beginning of July at the service two buses Nyeman 5256 manufactured in Lida started plying at city lines. At the same time the detailed analysis of purchasing abroad used vehicles, especially articulated Ikarus 280, was started.
On August 15, 1994 the ticket prices increased again. The cost of one trip has risen to 400 rub. (using tickets with face value 15 kop.), monthly ticket price has risen to 16 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 4 000 rub., while for high school and technical schools students — at 8 000 rub. Tickets with face value 5 and 15 kop. were valid only until August 20 in condition of using two tickets for one journey at the same time.
On August 21 the bus depot celebrated its 50th anniversary. At the moment, it was the third largest company in the country among similar. The rolling stock counted 260 buses, and number of employees — 918 people. The range of suburban network connections was the highest in the country — 94 %. As for the pace of rolling stock rejuvenation, in the last 3 years (1991-1994) only 6 new buses were purchased. On the occasion of the 50th anniversary of the bus depot, the City Executive Committee gave the company buses Jelcz 120M free, which were previously rented by them.
In October, the bus depot through the local newspaper was inviting residents to work as a freelance controllers on city lines, offering the salary according to the agreement as a percentage of the amount raised fines for lack of a valid ticket. The staff of controllers consisted of 13 full-time employees and about ten supernumerary. Twice a week, the ticket controls were carried out with the participation of OMON. In 9 months 5 866 persons were fined for a total amount of 3 873 200 rub. For comparison, the debt of the city budget to the bus depot was 400 000 000 rub.
On November 15, 1994 the ticket prices have changed. The cost of one trip has became to be 100 rub. (using tickets with face value 5 kop.), monthly ticket price has changed to 4 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 1 000 rub., while for high school and technical schools students — at 2 000 rub.
On December 20, 1994 the ticket prices increased again. The cost of one trip has risen to 200 rub. (using tickets with face value 40 kop.), monthly ticket price has risen to 8 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 2 000 rub., while for high school and technical schools students — at 4 000 rub. Tickets with face value 5 kop. were valid only until December 25 in condition of using two tickets for one journey at the same time.
On January 20, 1995 the ticket prices increased again. The cost of one trip has risen to 400 rub. (using tickets with face value 5 kop.), monthly ticket price has risen to 16 000 rub., the price of monthly ticket for students of middle schools and vocational schools was set at 4 000 rub., while for high school and technical schools students — at 8 000 rub. Tickets with face value 40 kop. were valid only until February 1 in condition of using two tickets for one journey at the same time.
On July 2, the bus depot resumed share taxis plying on the lines of “Paunochny distr. — Market” and “Parkavaya str. — Market”. Taxis plied on Sunday from 7:30 to 11:50 every 20-30 min., and the trip cost was 1 000 rub.
In July, 1995 the taxi depot invited to the 3-day trips to Poland on RAF minibuses.
In August a significant increase in the number of passengers on lines 7, 8, 12, 13, 14 and 20 was observed.
The next increase of ticket prices took place on September 6, 1995 r. The cost of one trip has risen to 600 rub. (using tickets with face value 5 kop.). Tickets with face value 40 kop. were valid only until September 10 in condition of using two tickets for one journey at the same time. Then on December 1, 1995 the ticket price has risen to 800 rub. (discount ticket — to 400 rub.). The price of normal monthly tickets became to be 30 000 rub., while the price of a monthly ticket for students, pupils and age pensioners (discount) was set at 8 000 rub.
In 1995 revenues of the bus depot amounted to 9.9 bln rub., while expenses — 18.7 bln rub. The city budget compensated only 31.1 % of expenditure (5.9 bln rub. instead of the planned 8.3 bln rub.). The overall result of activities of the transport company in 1995 — 2.1 bln rub. loss, while the urban transport generated 3.3 bln rub. loss. The bus depot tried to solve the problem of financing, including through the development of unusual activities: plastics workshop, market place, recreation center, repair workshop of car bodies, tourist office, fleet rental — all this has brought 30 % compared to revenues from regular service. Revenues from these activities have helped to partially offset the loss of urban transport.
In 1996 one of the domestically built LiAZ 5256 was handed as a gift to the bus depot by the Deputy Minister of Transport for good work.
Snowy winter of 1995-1996 caused a lot of trouble for bus drivers and passengers. Municipal services were not able to clean the streets of the city fully and quickly, so the crusts of ice and bumps formed at the streets, which in turn led to an increase in the number of emergency exits of buses to the depot. In addition, on some streets the buses simply could not pass up the traffic coming from the opposite direction, and parked cars worsened the situation. It all resulted in serious violations of the bus timetable, including the main city buses (Savyetskaya, Lyenina, Thaelmann). Problems with buses unable to turn on the loops appeared on Parkavaya str., Nakanyechnikava str., Savyetskaya str., Kalgasnaya str., Rusino cemetery, Fabrychnaya — in all cases the help of the duty tractor of the bus depot was required.
The next increase of ticket prices took place on January 20, 1996 r. The cost of one trip has risen to 1 000 rub. (discount ticket — to 500 rub.). The price of normal monthly tickets became to be 40 000 rub., while the price of a monthly ticket for students, pupils and age pensioners (discount) was set at 20 000 rub. The old tickets were valid till January 25, 1996.
As a result of continuous complaints of Parkavaya str. residents to an insufficient number of buses on lines no. 14 and no. 20, in March 1996 the City Executive Committee decided to reduce the number of trips of buses no. 7 and no. 14 in the western part of the city (to increase the service frequency) and to start the construction of new loops — for the line no. 7 on Badaka str., and for the line no. 14 on Brestskaya str. It was planned to launch new auxiliary bus lines on sections from the new loops to the existing ones.
As of April 1996 the depreciation of the city buses fleet was 85 %, when in the case of the Ikarus 260 and Ikarus 280 buses used to transport passengers on the busiest city lines it was even higher — 95 %.
The first six Ikarus 280 buses from Germany arrived to the Bus Depot no. 2 in the end of June of 1996. In the end of May the vice-chairman of the city executive committee was in the business trip and negotiated buying used Ikarus buses. Interesting fact: in the “Nash Kray”(eng. “Our Land”) newspaper these buses were called new... Before October of 1996 1 billion rubles was accumulated for buying in Germany four-five “new” buses more, and in general in 1996 was bought seven city buses Ikarus 280 and three suburban Ikarus 260. According to the state for October 20, 1998 there were 27 buses from Germany, and by the end of the year it was planned to buy 10 more buses. It was planned at that time, that the buses will operate only 6-7 years, but in practice this time appeared to be longer.
As at 1 August 1996 the city bus network created 18 lines, intercity — 6, regional — 16, suburban — 30. Passengers complained, as always, the rudeness of drivers, lack of compliance with timetables, lack of announcing stops and the fact, that the drivers took no passengers on the way to or from the depot, as well as that they drove not exactly up the landing platforms.
At the end of the year in the local newspaper appeared a short message that Baranavichy “free riders” “invented” a new way to travel without a ticket — they carried in the pocket a whole set of validated tickets and showed controllers exactly the one, which matched the current template in the validating machine at the time of control. In addition, validated tickets were sprinkled with potato flour and pressed with hot iron. In general in 1996 28 986 “free riders” were fined (the amount of fines totaled almost 300 000 000 rub.), which accounted for about 4 546 people more than in 1995.
Effective from 18 January 1997 after a year break the ticket prices changed. The cost of ticket increased to 2 000 rub. (discounted — 1 000 rub.). Normal monthly tickets were priced at 70 000 rub., while a monthly ticket for students, pupils and aged pensioners (discounted) — 35 000 rub. Old tickets were valid only until 26 January 1997.
By February the controllers staff consisted of 24 controllers, and in February their number increased to 40, excluding 14 supernumerary controllers. Municipal Department of Internal Affairs secured to the bus depot 4 officers who were on full maintenance of the bus depot. Every month they carried out 5-6 joint mass controls. A mobile group of 8-9 controllers and 2 policeman with a representative of the bus depot management were created, which moved in a specially designated bus. At the bus stops the controllers checked the tickets for all disembarking passengers quickly, and then checked the tickets of the passengers remaining inside the buses. Detected free riders who didn’t want to pay the mandate in place (the lowest was 10 % NMW) were carried out to a special bus in order to determine their identity. During one inspection the controllers were revealing approximately 150 free riders. More and more often the outbreaks of professionally falsified monthly tickets were recorded, which necessitated the bus depot to order more secured monthly tickets with watermarks and stamps. The regional newspapers mirrored the complaints regarding the rudeness of controllers.
In March the bus depot stopped selling monthly tickets to companies that those were buying for their employees. They justified it in such a way that some employees of companies resold monthly tickets at a lower price, and companies were often bying only 1-2 tickets.
By April 1997 in total 13 used buses were bought in Germany, 9 of which were the city articulated Ikarus 280. There were bizarre situations like this, when the price of the bus purchased for 23 000 $ was considered by the customs office as undervalued and they demanded payment of customs duties based on the price of the bus at the level of 48 000 $. It is worth noting that most of the buses was veneered with a German advertisings, but getting rid of it was not so easy, because it was a truly German durable and high quality, and attempts to paint the bus straight over the advertisings was heavily spoiling the external appearance of the vehicle, so the decision was made not to stumble over the problem of no important issue and leave advertisings alone.
In June, on the basis of the Bus Depot no. 2 was held a conference of road transport. The fact is that even in the most difficult times Baranavichy bus depot survived with dignity and the network connections generally remained at a good level (by 1990 there were 20 city lines, and in 1997 — 19), and the company not without reason was considered one of the best in country. For comparison — before the collapse of the Soviet Union the depot received annually 20-30 new buses, and in 1990-1996 — no new buses were received for free. The total number of buses has decreased from 280 to 250, and the daily number of buses in service on city lines was 81 buses — about the same as before the fall of the Soviet Union. The depot was actively looking for ways to make money for themselves. It was created a department, which organized special lines for traffickers (mainly to Poland and Russia), a license for tourist activities (trips to Slovakia, Bulgaria, Ukraine) was obtained. A resort in the Odessa region on the Black Sea was established with the delivery of tourist by their own buses. A workshop for production of plastic products (foil, lids, etc.) was launched, as well as the bodies repairing workshop (which since the beginning of the 90s made major repairs of about 100 of its buses in total and rendered services for other entities) as well as its own market square. As for major repairs, the cost of repair by Buses Repairing Plant in Homel was approx. 500 000 000 rub., while in Baranavichy it was only approx. 100 000 000 rub. The decision was pushed through to start express line to Minsk at significantly lower rates than it was applied to other long-distance lines in the country. Side “craft” began to constitute 20-25 %% of total depot revenue, and the director of Baranavichy Bus Depot U. U. Puchko the Ministry of Transport began to give as an example for other managers of the automobile enterprises in Belarus.
In 1997 the process of bus stops renewal took place gradually by entrepreneurs who wanted to set kiosks at them. The kiosk should have been installed along with shelters.
The first low-floor bus MAZ 103 appeared in the city in September of 1997. During the year the city bought only three buses of this type. After that, beginning from November of 1998, when two first buses MAZ 104 came to Baranavichy transport enterprise, the regular purchase of this model of 12-meter buses started. By 2006 17 of them were bought.
In September the height of the mandate for the trip without a ticket, remaining at 0.5 NMW, increased from 75 000 rub. to 100 000 rub. (while the ticket price remained 2 000 rub.). In the same month 1 024 passengers going stowaways were detected (in April — 2 908, in May — 2 579, in July — 1 043, in August — 1 094), of which 807 paid 100 000 rub., and the mandates of the rest were pulled by the court. Scale controls on city lines was done for 40-41 %% of trips. A total of 9 months imposed fines on 19 709 passengers on a total amount of 470 081 000 rub.
In October 1 238 “free riders” were caught. 880 of them paid the fine on the spot for a total amount of 88 000 000 rub.
In the second half of December came the icy cold and a significant number of trips on city lines was broken. Most of the buses, in contrast to the old LiAZes, had a lot of problems with the hydraulic and pneumatic systems.
Until the end of the year the bus depot already employed 41 controllers. In December 15 mass controls were carried out. In November, the total amount of fines was 72 000 000 rub., and within 11 months for a total of 21 281 people were fined for a total amount of 627 356 000 rub. Strengthening the fight against “free riders” resulted in an increase in ticket sales: in November there were bought 27 340 normal and 10 204 discounted.
In 1997 in total 6 articulated buses from Germany were bought for the support of city lines.
Probably at the end of 1997 or early in 1998 due to unprofitability were canceled share taxis plying on the lines “district Paunochny — Market” and “Bus Depot no. 2 — Market”.
On January 2 there was a blatant case of the bus depot driver trying to sell monthly ticket for last year January with a manipulated number “7”.
During the whole 1997 and January 1998 there were purchased a total of 27 buses from Germany. It was assumed that by the end of the year the bus depot will be supplemented by a further 10 German buses.
On February 1 the new ticket prices came into force. Tickets cost amounted to 2 600 rub., While the discounted — 1 300 rub. Monthly tickets, respectively, have risen in price to 90 000 rub. and 45 000 rub. Previous tickets were valid only until 10 February.
In February still remained some positive trends in the functioning of city lines, which appeared in 1997 (due to the successful execution of the municipal budget). At some lines buses have been added (no. 13, no. 14, no. 20), on the other (no. 6, no. 8) have been reported only articulated buses.
In March on the basis of the Bus Depot no. 2 was created sanitary unit with 40 LAZ buses. In crisis situations these buses could be quickly fitted with a stretchers to transport the wounded and carry up to 700 persons at the same time.
On March 31 the City Executive Committee obliged by its decision all commercial organizations regardless of form of ownership to distribute tickets for public transport on the basis of contracts concluded with the Bus Depot no. 2. with commission from the sale amounted to 5% of the amount of tickets sold. In this way, the sales of single and monthly tickets and covered all post offices, grocery stores, branches of Belarusbank, shops with clothes for pupils, toy shops, gift shops, children’s goods shops, industrial goods shops, railway stores, etc. (in total approx. 50 points).
In April, together with the usual monthly tickets, in circulation were also monthly tickets with “tram-bus” mark.
During the summer holidays when the weather was warm the bus lines to the lake Svityaz were organized (with the stops “Paunochny distr.” and “Haradyshcha” — 1 trip daily with the cost of the ticket 20 000 rub.) and to the lake Myshanka (with the stops “Building Trust”, “Roundhouse”, “2-nd Tratsiaki” and “Dispensary” — 9 trips daily with the cost of the ticket 6 000 rub.).
In July the ticket price was 2 600 rub. (then as the actual cost of the trip was around 7 000 rub.). Controllers staff numbered 38 people.
The Bus Depot in 1998 was the best company in the country in terms of income and the level of performance of courses, which was at almost 100 % level, then as in the past (1991-1992) it was only 82 %.
On September, 20 1998 after the inhabitants’ petitions related to non-compliance with timetables as well as the Traffic Laws violations performed by the bus drivers, the sales of monthly tickets by the bus drivers was stopped. From that day it could be purchased only in grocery stores, Belarusbank offices, post offices, shops, railway stores, and ticket offices of bus station Baranovichi.
The tales of the bus depot drivers, told in September 1998 can be found here.
In October, with the increase in the minimum wage, the fine for traveling without a valid ticket also increased, amounting to 175 000 rub.
From November 1 the normal ticket price was 3 000 rub., discounted — 1 500 rub. Monthly tickets, respectively, have risen in price to 130 000 rub. and 65 000 rub. Old tickets were valid untill November 3.
In December 1998 on working days city lines during peak hours were serviced by 85 buses. This amount was not sufficient, so the bus depot asked the city enterprises to examine the possibility of shifting hours.
In 2001–2002 Baranavichy sad goodbye to epochal bus — LiAZ 677, and exactly — LiAZ 677M. There were many versions of its alias: from lenient “long loaf” to humiliating “cattle truck”, but for almost three decades it was the most mass bus in the soviet cities, that carried tens of millions of people every day all over the USSR.
The first articulated Belarusian bus MAZ 105 appeared on the routes on April 8, 2002. This bus became the first in Baranavichy to recieve in the beginning of 2004 the autoinformator.
In the difficult years of after-soviet reality the Bus Depot no. 2 looked worthy against a background of the other transport enterprises of the country and generally saved the city and the suburban route net, that existed before the USSR collapse.
The first automatic voice informator appeared in 2004 in the first articulated bus
In 2005 there were 23 express lines in the city, the carriage of passengers on which were realized by minibuses.
On April 27, 2006 the first single triaxial bus MAZ 107 appeared in our city. In total in 2006 10 city MAZ buses were bought (to compare — in 2002 only 2 city MAZ buses were bought — 1 MAZ 104 and 1 MAZ 105).
In 2006 the carriage of passengers was realized by 37 city lines (including share taxi lines) and 52 suburban lines. The length of the bus routes network was 74,4 km at a 1,36 km/km2 density of network. In the inner city routes during the year transported 83,6 million passengers with the medium-range travel 3 km. The average network interval of motion in peak hours was 5,3 min, the amount of rolling-stock in motion during peak hours — 103 units.
During the half-yearly period beginning from the end of 2006 and ending on March of 2007 two polish buses Jelcz 120M disappeared from the city streets forever. In 2007 the only bus Ikarus 263 was also utilized.
In the end of 2007 two first buses Nyeman 5201 appeared in Baranavichy. In the end of 2007 the city also bought two city buses MAZ 206, and also
two intercity buses
In the second half of 2008 Bus Depot no. 2 besides carriage of passengers began to operate cargo transportation. Two current-technology tractive units DAF XF105 with semi trailers Koegel for them were bought.
During 2008 three city bus routes were opened: no. 25, 28, 2. Percentage quantity growth of the city routes was 12 % (from 25 to 28), it looks like there was nothing alike since the very beginning of the public transport in Baranavichy.
On January 26, 2009 RUE “Baranavichy Bus Depot no. 2" was reorganized into Open Joint-Stock Company Baranavichy Bus Depot.
Year 2009 became very indicative for public transport of Baranavichy. Exactly in this year modern technologies (internet and GPS-navigation)
stopped to be tomorrow and began to be today. In the end of April — beginning of may Baranavichy Bus
In the end of June 2009 the last white-green Nyeman 5256 (LiAZ 5256) was written off. After 16 years after purchase of the first bus in 1993 from
the factory in Likino-Dulyevo the history of these buses in Baranavichy ended. When it turned out, that in addition to the last LiAZ/Nyeman were written off and were
preparing to utilization two last city (ex-German) buses Ikarus 260, the authors of the page www.bartrans.net decided to try to influence their destiny, that's why we
decided to write a letter to the director of Private Company Baranavichy Bus Depot V. V. Puchko.
First refreshed vehicles of first generation from Minsk appeared on the area of Open Joint-Stock Company Baranavichy Bus Depot on June 29,
2009. These were two buses MAZ 107 (probably the model is
On September 23, 2009 the session of town council of deputies was held. On the session the problems of transportation services for city population were discussed. During the discussion the following information was presented. Currently there are 240 bus stops in the city and 134 of them don’t conform the standards of city development (95 of them are not even illuminated). The speed of vehicles refreshing approached 11,6 % in 2007 and 8 % in 2008. New buses are bought at the expence of the own funds, inpayments from transport acquisition, and bank credits as well. As the nearest priority tasks for city authorities and the direction of bus depot are named the following: the organization of transport for students of the new buildings of Baranavichy State University at Masherau ave. from the side of the route terminal “Sanatoium-Preventorium “Mahistralny”, the increasing of the amount of buses from the center of the city to the area of Parkavaya street and the provision of transport communication for the dwellers of the recent developments at Hayevaya street and Masherau avenue.
On August 28, 2009 the first issue of „Bus Depot Journal” («Веснік Аўтапарку») with circulation of 299 items appeared. The first editor in chief became Vadzim Nikalaeu.
From the beginning of October 2009 the labels of “BrestAblAutaTrans” (Brest Region Automobile Transport) appeared on the buses of Baranavichy Bus
Depot OJSC. It is interesting, that
On November 2, 2009 after long-term break in the buses of general city lines conductors appeared again. This innovation was the continuation of
steps made by BrestVoblAutaTrans (Brest Region Automobile Transport) and its general manager Ananiy Ananyevich Khvastyuk (former director of bus depot in Pinsk)
directed to increasing of amount of passengers paying fare. In April of 2009 during
the interview for „The Evening Brest” («Vyecherniy Bryest»)
On April 5, 2010 the reconstruction of Savyetskaya (the Soviet) street began. Due to this from April 6 the part of Savyetskaya (the Soviet) street from the Lenin square to Brestskaya (Brest) street was closed for traffic, including the public. At the time of reconstruction eleven bus routes were changed (no. 3, 5, 5a, 6, 10, 12, 16, 18, 20, 23, 28) and one route was closed (no. 17). On November 6, 2010 after the opening of the reconstructed section of Savyetskaya (the Soviet) street the route configuration of the lines no. 3, 5, 5a, 6, 10, 12, 20, 23, 28 returned to the state from beginning of 2010, when the repairs began. Configuration of routes no. 16 and 18 remained unchanged. It is interesting that a final decision on keeping the route for the sixteenth line was taken after the appeal of citizens. According to the city press, the two enthusiasts — Anna Aniskevich and Alesya Kavalevich — appealed to the City Executive Committee and the bus depot with a request to leave the route of the bus no. 6 and no. 16 through a bus stop Gagarin str. In support of this initiative, women gathered more than thirty signatures at the bus stop. As a result, on the restored pavement didn't appear the bus routes no. 16 and no. 18, no. 6 after completion of the reconstruction appeared on the repaired site again.
In the second half of July 2010, after nearly 13 years of work, was written off the first red-white MAZ 103, which entered the car fleet in September 1997. Interesting fact: Polish buses Jelcz 120M, which were decommissioned in 2006-2007, worked in the conditions of complexities with spare parts for catastrophic rare vehicles for Belarus (author doesn't know any other Jelcz buses in Belarus except Baranavichy) over 14 years.
In July 2010, Baranavichy Bus Depot OJSC acquired the third train consisting of truck tractor MAZ and tilt trailer.
On September 22, 2010 Baranavichy bus depot, unlike many other major carriers of the country, did not support the annual international campaign “Day without cars” for fear of incurring “huge losses”.
On September 23, 2010, despite all the efforts made by the authors of bartrans.net project and certain assurances of representatives of Baranavichy Bus Depot OJSC, the last of Ikarus 260 buses with license plate AC1885 owned by bus depot landed in a dump. After this fact became known, one of the site authors called the hotline of Baranavichy City Executive Committee. He managed to contact the author of a written response to a collective letter from July 2009, who called the chief engineer of the bus depot, from which he learned that the bus was utilized. At the same time the chief engineer said that they in the bus depot are ready to think about maintaining the intercity bus Ikarus 256. After another call to the representative of City Executive Committee it was learned that neither the bus depot, nor the City Executive Committee are not prepared to allocate money in restoring of the bus. In fairness it should also be noted that the bus depot offered the City Executive Committee to redeem the bus at a price of scrap metal with a discount for future self-recovery. The result is sad — the history of "short" Ikarus buses in Baranavichy come to an end.
At the end of September 2010 the city press reported about the plans of bus station building (built in 1986–1988) demolition as well as clearing
the surrounding area, which means the demolition of seven houses on the Thalmann, Kutuzov and Zyalenaya (Green) streets together with the trade pavilions by the bus
station building and the market area near it. On the cleared area multifunctional complex that includes a new bus station building on 1000 square meters with a
landing platform for 13 buses, shopping center with bowling, disco club and restaurant with
As of 3 quarter of 2010, Baranavichy Bus Depot OJSC, which provides regular passenger transport on the area of two districts of Brest region (Baranavichy and Lyakhavichy), served more than 6 million passengers each month, accounting for 36% of the total passenger transport made by all enterprises of Brestablautatrans OJSC. Baranavichy bus depot was carrying passengers on 40 urban, 62 suburban, 12 interurban and 4 international routes. Daily only in Baranavichy on urban routes more than 100 buses are in traffic making about two thousand runs.
On Saturday, February 12, 2011 in Baranovichi on four oversized low-bed trailers arrived the first electric multiple unit Flirt made by Swiss
company Stadler Bussnang AG. The contract to supply 10 such trains worth 6 million euro each for the Belarusian Railways was signed last year. Six trains are designed
for passenger service in the Belarusian capital within the project “City Lines” (so-called “new format” of railway transportation), according to which it is supposed
to link the center of Minsk with its suburbs and in the future with satellite cities. Four trains will operate on regional routes, so there is every reason to believe
that in Baranovichi Flirt will be a frequent visitor. The novelty, which speeds up
In the second half of March 2011 on the city buses began to appear new route plates made not the in the old-fashioned way by the artist of bus depot, but in a special workshop. According to unofficial information the price of rote plates set is about 30€.
On November 19, 2011 in Baranovichi the first regional lines electric multiple unit, Swiss Stadler Flirt, arrived from Brest and after almost an hour of pause went
to Minsk. So was opened the regular traffic of these trains through Baranavichy (but before the end of 2011 in test mode). Capacity of new item — 210 passengers,
sitting places only, maximum
As of March 2013 the buses running on 28 urban bus routes realize about 800 runs a day on weekdays and about 500 on weekends.
On December 30, 2014 two buses MAZ 215 were delivered to Baranavichy. Almost 19-meter (18,75 m.) 5-door flagship Belarusian city buses were the first vehicles of second generation produced by MAZ for Baranavichy, which were directed to service city lines in 2015.
Due to the celebration on 21 April 2015 of Radunitsa (the equivalent of the All Souls' Day) additional buses plying on the following lines were organized:
The ride in buses was possible with single tickets, monthly tickets, as well with the documents entitling to free travel on public transport vehicles. Fees inspection on buses were carried out by the controllers during boarding by composting the ticket.
On 23 April 2015 at 10:00 the traffic on Thaelmann street was stopped. It was planned, that section of the road from the bridge to the junction with Pyershukyevich str. will have to be avoided short — the large-scale repair of the street was planned to be carried out within five months, and if possible, even shorter. The buses of the city lines were directed on detours. On the night between 10th July and 11th July, the buses appeared again on the Thaelmann street.
On 15 and 18 June 2015, 14 buses arrived at the territory of the bus depot for the storage (of which 4 MAZ 215 and city MAZ 103). In the late summer – early autumn the preparations for their redemption began in order to further operation by the Baranavichy Bus Depot OJSC. In the autumn of 2015 the bus depot released all these vehicles. New rolling stock has been enhanced thanks to the leasing these vehicles. The regional budget spent 34,3 billion rubles on purchase of modern MAZ buses. In this 2015 the depot has scrapped 10 old buses.
During the 9 months of 2015 the bus depot had a profitability of 0,6 % (in the same period of 2014 it was 0,9 %).
On December 24 2015 the new fares in urban transportation came into effect at the following levels: single ticket — 4 000 rub., single ticket sold by the driver — 4 500 rub., the monthly pass — 175 300 rub., 10-day-ticket — 61 600 rub.
In 2015 the buses of Baranavichy Bus Depot implemented additional 300 000 kilometers through the organization of new lines, additional courses, but also the loss of urban transport amounted to 3 billion 200 million rub.
In 2015 8 788 “free riders” in the city, suburban and intercity buses were pulled to administrative responsibility. In relation to the 845 people were drawn the protocols. The mandate for riding a city bus without a ticket at the end of 2015 amounted to 105 000 rub.
In 2016 some courses of city line nr. 3 according to the request of Baranavichy City Organization of the Belarusian Association of People with Disabilities have been organized taking into account the transport of persons in wheelchairs — the line began to be served by the buses equipped with a retractable ramp.
On May 26, 2016 the Ministry of Natural Resources and Environmental Protection announced the winners of a nationwide competition for the best transport company in terms of reducing air pollution in 2015. First place went to the company Belmagistralavtotrans. The second shared Baranavichy Bus Depot and the branch «Nyasvizh Administration of Main Gaz Pipelines «Gazprom Transgaz Belarus».
In the middle of 2016 31 city bus lines operated in Baranavichy, 47 suburban in Lakhavichy region and 77 in Baranavichy region. The drivers of bus depot transported daily average of 147,5 passengers on the city lines and 6,1 thousand passengers on suburban lines. At the same time each month the amount of fines for travel without a ticket ranged from 6 000 to 7 000 rub. (from 60 to 70 million rub.), which affected the city budget. Losses from city bus transportation for the half-year period amounted to more than 300 000 rub. (3 billion rub in 2000 money.) and more than 60 000 rub. (600 mln rub.) of suburban. Extending the line only per kilometer increased spending of the bus depot average of more than 800 rub. (8 mln rub.) per month.
Since the beginning of the year 756 protocols had been made before the end of July for ticketless travel on public transport. 3 652 receipts were paid immediately. Two criminal cases were initiated against passengers bullying against controllers. The penalty for ticketless travel was 0,5 basic value or 10,50 rub. (105 000 rub.). The cost of the ticket in the shopping points and freelance distributors was 40 kop. (4 000 rub.), and the bus driver sold them for 45 kop. (4500 rub.). The cost of the full monthly ticket was at the level of 17,35 rub. (173 500 rub.).
On September 22 on the World Car Free Day, drivers could travel by city buses for free. Instead of ticket on that day was enough to show a driver’s license or a technical certificate.
On 1 October 2016 JSC Brestablautatrans on the occasion of the International Day of Older Persons has allowed pensioners free use of city buses in Baranavichy with pensioner’s ID.
Names, types of companies, surnames in the original spelling:
the list of Baranavichy buses (Yauheni Shpak)
deliveries of buses to Baranavichy in 1966–1985 (Anatol Lahachou)
Recommended internal links
the history of the city since the first mentioning till the World War II
Baranavichy and Baranavichy region in 1973–1974 (historic sketch)
Baranavichy in the photographic postcards
general plan of Baranavichy city from September 7, 1978 (in Russian)
general plan of Baranavichy city from December 8, 2004 (in Russian)
photogallery of the city
Recommended external links
the timetable of city buses on the web site of Baranavichy bus depot (in Russian)
photo gallery of public transport in Baranavichy city — bartrans.ucoz.net (in Russian)
rolling stock list of Baranavichy Bus Depot OJSC — busphoto.ru (in Russian)
rolling stock list of Baranavichy Bus Depot OJSC — fotobus.msk.ru (in Russian)
the information is updated on 17.01.2017
first decade of XXI cent., gas station in the bus depot (booklet of Baranavichy Bus Depot OJSC)
first decade of XXI cent., repair area in the bus depot (booklet of Baranavichy Bus Depot OJSC)
June 1, 2002, city bus routes scheme („Nash Kray” newspaper, from the archive of Pavyel Halauko)
2009, technical assistance ZiL on bus depot area (Siarhei Hrytsevich)
old logo of Bus Depot no. 2 (Siarhei Hrytsevich)
Baranavichy LiAZ 5256
one of two Baranavichy Jelcz 120M
the first MAZ 103 in Baranavichy
one of the first two MAZ 104 in Baranavichy
the first MAZ 105 in Baranavichy
the first MAZ 107 in Baranavichy
2009, the building of old suburban bus station on Prytytskaha (Prytytski) str.
one of the first MAZ 206 in Baranavichy
checkpoint connection on the Sewing Factory bus stop, liquidated in the end of 2009 (Siarhei Hrytsevich)
2009, technical assistance on the chassis of KamAZ (Siarhei Hrytsevich)
March 2010, an abandoned pavilion of terminal station Cotton Mills with the building of control room, where the shop functions (Siarhei Hrytsevich)
March 2010, Volkswagen bus belonging to bus depot (Siarhei Hrytsevich)
March 17, 2010, bus depot in questions and answers (photo from Intex-Press newspaper)
4.06.2011, the tour to bus depot (in Russian)
January 2014, new sticker with the license