Uniforms, insignia and symbols of the railways in Bosnia and Herzegovina from 1879 to the present

Written by: Srećko Ignjatović

Tracking the development of official railway uniform designs throughout history is a complex task, not only due to the variety of uniforms, insignia, and symbols but also because this topic has been rarely addressed in literature. This overview will focus on regulations and directives that were in force and used in Bosnia and Herzegovina. Despite this limitation, considering the turbulent past of Bosnia and Herzegovina, this work contains essential information on the evolution of railway uniforms from the Austro-Hungarian heritage to the present day.

It’s a well-known saying that clothes make the man. When viewed broadly, clothing often speaks volumes about a society, class, group, or profession.

This work aims to thoroughly investigate the history and facts about the appearance of railway uniforms in Bosnia and Herzegovina, their symbols and insignia, and the changes the railway organization has undergone throughout history. The uniform is interpreted as a symbol of the values of the railway profession.

A uniform with insignia and symbols reflects competence through education, skills, and experience. Railway workers are characterized by a high sense of duty and responsibility, with their professional roles functionally connected into a cohesive whole. The uniform, as a reflection of the organization in managing railway traffic, is strictly regulated by service rules.

Introduction – Historical Development Phases in Building Railway Lines in Bosnia and Herzegovina

The history of railways in Bosnia and Herzegovina can be traced through several developmental phases that brought many changes, both in the railway system itself and in official departments, uniforms, caps, and railway insignia. The developmental phases in the construction and transformation of the railways in Bosnia and Herzegovina can be divided into ten periods:

I Period: 1872–1878
Imperial Turkish Railway Company Banja Luka – Dobrljin, later Imperial and Royal Military Railway Banja Luka – Dobrljin (1878–1912)

II Period: 1878–1895
Imperial and Royal Bosnian Railways (k.k. BB)

III Period: 1895–1908
Imperial and Royal Bosnian-Herzegovinian State Railways (k.k. BHStB)

IV Period: 1908–1918
Bosnian-Herzegovinian Land Railways (BHLB)

V Period: 1919–1929
Railways of the Kingdom of Serbs, Croats and Slovenes (ŽK-SHS)

VI Period: 1929–1941
Kingdom of Yugoslavia – Yugoslav State Railways (JDŽ)

VII Period: 1941–1945
Occupation period under Croatian State Railways (HDŽ), and simultaneously the Railways of the People’s Liberation Army (ŽNOV)

VIII Period: 1945–1953
Yugoslav State Railways of DFY-FPRY (JDŽ)

IX Period: 1953–1992
Yugoslav Railways (JŽ)

X Period: 1992–present (2024)
Railways of Bosnia and Herzegovina (ŽBH) 1992–2001
Railways of Herceg-Bosna (ŽHB) 1993–2001
Railways of the Federation of Bosnia and Herzegovina – a merger of ŽBH and ŽHB (ŽFBH) from 2001 to today
Railways of Republika Srpska (ŽRS) from 1992 to today

First Period – Imperial Turkish Railway Company Banja Luka – Dobrljin, 1868–1878

In 1868, the Ottoman government signed a contract with a French-Belgian company for the construction of a major railway line that would connect European Turkey with the Austrian border. The closest and most natural route to connect Istanbul with the Austrian border passed through Bosnia. The railway construction was granted under concession, with a 99-year exploitation period for the completed railways. Additionally, the Ottoman government promised the contractor further concessions, particularly favorable terms for the exploitation of forests and mines.

To carry out this project, the Oriental Railway Company (Chemins de fer Orientaux, abbreviated CO) was registered in Paris. In January 1870, railway construction began in four directions: from Istanbul, Alexandropol, Thessaloniki, and Novi Grad (Bosanski Novi). By 1872, around 500 kilometers of railway lines had been completed, including the section from Banja Luka to Bosanski Novi.

The initial phase of constructing the railway line was on the section (Dobrljin) Bosanski Novi – Banja Luka. The route was surveyed in 1869, and construction began in early 1871. The railway was completed and opened for traffic on December 24, 1872, with a length of approximately 101.6 km. Operation was taken over, according to the contract, by the Austrian Southern Railway Company, but it lasted only until 1875. The cessation of traffic was due to the outbreak of the Bosnian-Herzegovinian uprising against Ottoman rule from 1875 to mid-1878.

Imperial and Royal Military Railway Banja Luka–Dobrljin, 1878–1912Academia

With the occupation of Bosnia and Herzegovina by the Austro-Hungarian Monarchy in 1878, this standard-gauge railway came under its administration. In 1879, the extension of the railway from Bosanski Novi to Dobrljin was constructed. The entire Dobrljin – Banja Luka standard-gauge line (1435 mm) was under military administration (Imperial and Royal Ministry of War of the Monarchy from 1879) with the ownership designation: Imperial and Royal Military Railway Banja Luka–Dobrljin, k.k.MB (k.u.k. Militärbahn Banjaluka–Doberlin). In April 1882, with the construction of the Sisak – Dobrljin railway, a connection to Vienna and thus to Europe was established. In 1912, this railway was handed over to civilian administration, namely the Directorate of Bosnian-Herzegovinian State Railways, BHLB (Bosnisch-Herzegowinische Landesbahn).

Uniforms, Insignia, and Symbols from the Period 1872–1887
To mitigate the lack of documentation regarding the operation of the first Bosnian railway and the description of uniforms and their insignia (Imperial Turkish Railway Company Banja Luka – Dobrljin), we refer to a description from a journey on the first Bosnian railway by the Frenchman Charles Yriarte, published in 1876 in his book “Bosnie et Herzégovine – Insurrection de 1875–1876.”

(…) “The administrative staff of this small network is based in Banja Luka. It is almost entirely composed of Austrians. The track material is in very good condition and was procured from Belgian factories.” (…)

“Trains depart only twice a day, making the service very simple. A few soldiers, women and the servant of an Orthodox priest from Prijedor, two imposing beys richly dressed and armed to the teeth, and a Slavonian pharmacist from Zagreb constitute the entire passenger staff. The engineer is a Lithuanian who speaks a few words of French. Conductors and other train staff, with their long handžars at the waist and arquebuses on the shoulder, create confusion among passengers. The zaptija, who announces the train’s departure with a bell, with an entire arsenal on his belly, looks more like someone ready to attack the train than to protect it.”

(…) “In Prijedor, an important railway station, the crowd blocks access to the station. The beys are greeted by a group of distinguished Bosniaks, proud in demeanor, with a ‘ulema’ in the center wearing a white turban. The station chief, an Austrian, wears a fez, a wide red sash, and a revolver. He looks and behaves like a Bosnian.”

From this brief description, we can conclude that the railway staff wore a fez, likely adorned with a symbol of a crescent moon with a star without a winged wheel, or just a winged wheel.

Second Period – Military-Bosnian Narrow Gauge Railways, 1878–1895

Bosnia and Herzegovina were jointly governed by Austria and Hungary through a joint Ministry of Finance. Within this ministry, the “Bosnian Bureau” was established, which controlled Bosnia and Herzegovina through the Provincial Government (Zemaljska Vlada) in Sarajevo. Benjamin Kalaj (Benjamin von Kállay, 1839–1903) was appointed as the head of the Bosnian Bureau in 1882. The Provincial Government consisted of the provincial governor, a civil adjutant, and heads of departments. Initially, the government had three departments: administrative, financial, and judicial. Later, a construction (economic) department, a department for education and religious affairs, and a technical department were established. The construction department played an important role in the project of building the railway network in Bosnia and Herzegovina.

Regarding the assurance of living prosperity, Austria-Hungary rapidly worked on the development of the country, primarily for its own benefit. ‘Modern’ European legislation was introduced, ‘impressive’ military and civilian buildings were constructed, ‘modern’ roads, etc., and the occupied country Bosnia and Herzegovina was connected to the rest of Europe by telephone, telegraph, and railway networks. Thus, the construction of narrow-gauge railways began.

Construction of the railway network (1878–1895) – The second period relates to the construction of ‘military’ narrow-gauge railways with a gauge of 760 mm, the so-called ‘Bosnian gauge’ (German: Bosnische Spurweite, also “Bosnaspur”). In September 1878, the Dual Monarchy began intensive construction of the Bosanski Brod – Sarajevo railway (works financed by ‘war’ credit funds), which was opened for traffic in October 1882. Also, from 1884 onwards, a narrow-gauge railway was built from Metković to Sarajevo and opened in August 1891. On September 10, 1879, the first Directorate of Bosnian-Herzegovinian Railways (k.u.k. Bosnabahn – k.k. BB) was established with its headquarters in Derventa. At the head of this directorate was appointed the Austro-Hungarian Major Engineer Johann Tomaschek. He served in this position (and simultaneously as director of the k.u.k. Military Railway Banja Luka-Dobrljin, 1878–1889) from 1878 to 1885.

The constructed “main” railway line „Bosanski Brod – Sarajevo – Metković“ and all built branch narrow-gauge routes until 1895 (Vogošća – Semizovac – Čevljanović – 1885, Doboj – Tuzla – Simin Han – 1886, Doboj – Usora – Pribinić – 1890, Ilidža – Ilidža Banja – 1892, Lašva – Travnik – 1893, Travnik – Bugojno – 1894, Čevljanović – Ivančići – 1894, Donji Vakuf – Jajce – 1895), with a length of about 685 kilometers, were under military administration and ownership designation as c.i.k. Bosnian Railways (k.u.k. Bosnabahn – k.k. BB).

Uniforms, insignia, and symbols from the period 1878–1895.

As mentioned, the first constructed section from Bosanski Brod to Zenica was completed on June 8, 1879. The construction of the bridge between the two Brod towns (completed July 10, 1879) was a condition for the railway to be put into public operation. This happened on July 14, 1879, which is considered the birthday of the Bosnian-Herzegovinian narrow-gauge railways. In the same year, work began on the project to extend the railway from Zenica to Sarajevo, which was opened for public traffic on October 4, 1882.

As mentioned, the first directorate of the Bosnian railways was established in Derventa in 1879. In addition to Director Johann Tomaschek, the directorate consisted of seven Austro-Hungarian officers and military officials, primarily responsible for security and traffic management. Thirty civilian and a large number of various auxiliary officials (working in telegraphy, telephony, administrative and commercial tasks, dispatching warehouse goods, etc.) were employed from across the monarchy. A larger number comprised local inhabitants who were engaged as service personnel or workers for the construction and maintenance of the tracks.

In March 1881, the administration of the k.u.k. Bosnabahn in Derventa issued the first “Service Regulations for Employees of the k.k. Bosna-Bahn” (approved by the k.k. Reichs-Kriegs-Ministerial-Erlass of March 19, 1881, Department 5 No. 901). Article 48 of the same regulation (Die Uniform der Bosnabahn-Mitarbeiter) describes the appearance and manner of wearing the official railway uniform.

Among other things, it is stated that the uniforms (coat, blouse, trousers, cap) of Bosnabahn employees are worn by permanent civil servants in the uniform of Austrian military civil servants of the Military Geographical Institute, but with the difference that on the collar on both sides, with golden braid, behind the rank insignia, there is a unilateral winged wheel in silver embroidery. Lower officers and non-commissioned officers (engine drivers, train conductors, controllers, auditors) do not wear uniform trousers, but only green blouses with black lining and edges, with a unilateral winged wheel made of tin on the collar, with silver braid. Other employees (switchmen, brakemen, etc.) wear a collar without braid, on which there is only the “winged wheel”.

The coats of all employees are made of brown cloth, as in the cavalry, with crimson protectors and red lining. Civil servants wear officer caps (truncated cone shape in uniform color) with bilateral winged wheels and the imperial-royal coat of arms, while other employees wear the same caps with an emblem in the form of a rosette (rosette – round shape) with black-yellow embroidery and a vertical braid ending with a metal rosette on which the royal coat of arms of the monarchy is highlighted. The rosette for officers is sewn with silk thread, and with ‘woolen’ thread for other employees. Senior employees, officers, and non-commissioned officers are required to carry a sword while on duty. This also applied to station chiefs and their assistants, as well as to senior controllers-inspectors and station orderlies, i.e., to attendants of passenger compositions. The wearing of a sword, according to these Regulations, does not apply to other employees and servants.

Employees who, in the course of their duties, come into contact with the public must appear, if not in uniform or official attire (e.g., station guards, luggage porters, etc.), then at least with prescribed official badges or an official cap, and their external appearance must meet the requirements of decency.

Third Period – Narrow-Gauge Railways under Civil Administration from 1895 to 1908

The period from 1895 until the proclamation of annexation in 1908 encompasses the construction of new railway lines, primarily for economic and financial interests (revenues from concessions in the exploitation of forests and mines and their transport), as well as for strategic reasons, namely access to the border with neighboring Serbia and the Adriatic ports of Split, Dubrovnik, and Herceg Novi.

In the territory of Bosnia and Herzegovina, the railway network was divided into two directorates: the military administration of Bosnian lines and the Directorate of BH Railways. On May 1, 1895, these directorates were unified, and on July 27, the Directorate of Bosnian-Herzegovinian State Railways (BHStB) was established, headquartered in Sarajevo, to which all military lines in Bosnia and Herzegovina were transferred to civil administration (except for the Military Railway Banja Luka–Dobrljin, which would be transferred to civil administration only in 1912).

At the head of this directorate was appointed the Austro-Hungarian engineer (Chief Engineer) Karl Schnack. He held this position (and simultaneously served as the director of the completed “Narentabahn” railway from 1884 to 1895) from 1895 to 1912.

Construction of the railway network (1895–1908) – In the third period, the line from Gabela to Hum (with a branch from Hum to Trebinje) to Uskoplje (with a branch from Uskoplje to Zelenika) and the continuation to Dubrovnik (1901) was built. This railway network was 207 km long, with 132 km on Bosnian (Herzegovinian) territory and 75 km on Austrian (Dalmatian) territory.

Additionally, the forest railway ‘Krivaja Valley Railway’ Zavidovići – Olovo – Han Pijesak – Kusače was constructed at state expense and leased to the company “Bosnian Timber Industry Eissler & Ortlieb in Zavidovići”.

And finally, the railway line ‘Sarajevo – Eastern Border’, that is, the route Sarajevo – Međeđa – Višegrad – Dobrun – Vardište, or Međeđa – Uvac (1906). These narrow-gauge railways and the lines on Austrian (Dalmatian) territory were constructed and operated by the Directorate of Bosnian-Herzegovinian State Railways (BHStB), with a total length of approximately 480 km.

Uniforms, insignia, and symbols from the period 1895–1908

After the completion of the Bosanski Brod – Sarajevo section (1882) and the opening of the Metković – Mostar line to public traffic in 1885 (as part of the railway network project “Dalmatien-Herzegowina-Eisenbahnnetz” – “Narentabahn”), the term “Bosnian-Herzegovinian State Railways” was colloquially used. Ten years later (1895), the Bosnabahn Directorate moved from Derventa to Sarajevo, and the official name “Imperial and Royal Bosnian-Herzegovinian State Railways” (k.u.k. BHStB) was adopted.

In the same year, the military administration of the Bosnian railways and the BH Railways Directorate were merged, so that the then and future railway network was placed under the supervision and management of the civil administration, i.e., the Directorate of the k.u.k. BHStB. This act created the conditions for the adoption of a unified ‘Bosnian’ railway uniform, its insignia, and symbols.

In 1896, the “Uniform Regulations for Bosnian-Herzegovinian State Officials” (“Uniformierung-Vorschrift für die bosnisch-herzegowinischen Landesbeamten“, approved by the Highest Resolution of April 25, 1896) were enacted. Among other things, the General Provisions state: (…) “The uniform of Bosnian-Herzegovinian state officials must be worn in accordance with the regulations corresponding to the rank of the respective state official, that is, on ceremonial occasions, at official presentations and in external executive service, and finally in the office at all meetings and announced negotiations with parties, as well as generally in executive service with party contacts. When not on duty, the Bosnian-Herzegovinian state official is permitted to wear the official uniform exclusively on ceremonial and other festive occasions.”

In addition to the official uniform, civil servants wear a ceremonial uniform (“Gala Uniform”), which must be worn at official presentations, during public official visits, and visits by high-ranking dignitaries (court officials and members of the royal family, ed.). The ceremonial uniforms of civil servants differed in color: pink (Pompadour) for political officials, light green for tax officials, violet-blue for judicial officials, and light gray for technical officials. For all other officials, both the official and ceremonial uniforms were made of dark green or dark blue cloth.

The ceremonial uniform consisted of: Short coat-Gala-Rock, Coat/Long coat-Gala, Blouse-Gala, Trousers-Gala, hat, tie, gloves, boots, and sword. Official uniforms are divided into three categories: The first category for grades 3, 4, and 5, the second for grades 6, 7, and 8, and the third category for grades 9, 10, and 11. The zero category of the first and second grades refers to the Director of the Railway Directorate and his assistants. The upper part of the uniform consists of a short coat (German Gala-Uniform-Rock), blouse-jacket (German Uniform-Jacke), and long coat (German Uniform-Mantel).

The short coat or dolamica (Gala-Rock) is made predominantly of fine dark blue cloth with lining of black cloth or black silk. Two rows of seven gilded buttons are sewn on, each embossed with the Bosnian-Herzegovinian state coat of arms, of which only five are used for fastening. On the shoulders, there is a prominent rank insignia made of 7 mm thick gold thread, wrapped with red threads twisted in the shape of a figure eight (Goldbouillon). The figure eight with four wraps is worn by officials of the first category, with three wraps by the second category, and with two wraps by the third category.

At the front end of the sleeve, there is a lapel (10.5 cm wide) with a cuff made of black velvet and a golden edge for immediate recognition of the officer’s rank or grade (from 3rd to 6th class), while the lapel is 9 cm wide with a cuff of the same color as the uniform worn by officers from the 7th to 11th class. Additionally, on the sleeve cuffs, there are two ribbons embroidered in gold (in the form of a braid), and between them are woven one or two dark green striped ribbons with a width of 3.3 to 4 mm (depending on the rank). If there is one gold ribbon and next to it one (or two or three) narrower ribbon of the same color, it indicates a lower rank, and so on.

An integral part of the uniform is the standalone collar with a width of 12 cm, whose ends are moderately rounded on diagonals of 1.3 cm, so that when the upper part of the uniform is fastened, the collar forms a triangular notch at the front with an upper width of 25 mm. The collar is covered with black velvet and edged with wide golden thread, and ‘rosettes’ with prominent metal “one-sided winged wheels” (in gold or silver color) are placed on the left and right sides. The rosettes – rank insignias can be gold or silver (depending on the rank), they are round in shape with a rim in the form of a rose flower.

The left part of the upper uniform has a 5 cm wide horizontal slit, about 10-12 cm below the waist seam, used for threading the sword. The upper part of the ceremonial uniform must always be worn closed.

Since we are mentioning the winged wheel, here is an explanation. The winged or flying wheel, i.e. the winged wheel, is a symbol of the railway and railway transport in general worldwide. It represents the speed that was considered extraordinary in the early years of the steam locomotive. Even in the early days of aviation, speed records were held by railway vehicles. Today, it is still a common motif in modern heraldry, appearing in several forms, i.e. single-sided and double-sided flying wheels.

Jacket-blazer. For the jacket or blazer (German Gala-Jacke), there is no major difference compared to the short coat (Gala uniform skirt) regarding the fabric color, all depending on the category of the official who wears it. The only difference is in the cut lengthwise, i.e., the edges at the waist extend about 5 cm beyond the end of the sleeves. The jacket has a stand-up collar 4.5 cm wide, which is matte-finished with fabric matching the respective department color on the top and bottom sides. On the outside of the front part, there are horizontally cut pockets with flaps.

The jacket has two rows of five gilded buttons each, featuring the state coat of arms of Bosnia and Herzegovina, of which only four are used for fastening. For other officers, the jacket is made from dark green or dark blue fabric and fits comfortably to the body. It is permitted to make a summer jacket from white fabric with the same finishing as described above, while the lining is made from white silk or fabric.

The long coat – Mantil (German: Mantel – Gala) is cut and shaped similarly to the usual uniform coats of the k.u.k. army. It is made from blue-gray cloth and fastens with two rows of six gilded buttons each, embossed with the Bosnian-Herzegovinian state coat of arms. On both sides, there are vertically cut pockets covered with flaps. The coat has a fold-down collar made of blue-gray cord fabric, 8 cm wide, on which rosettes with winged wheels are placed. The lower edge of the sleeves, i.e., the cuff, is made from fabric matching the coat’s color.

Gala trousers (German: Gala-Beinkleider) are made from the same material and color as the upper part of the ceremonial uniform and feature golden braids on the outer seams on both sides, specifically two golden braids between which passes a 3 mm ribbon of the same fabric as the trousers. For other officers, the trousers are made of cotton fabric in blue-gray or dark green with two horizontally cut pockets, while the braids on the trouser seams are made of alizarin red fabric. It is allowed to wear summer trousers made of “light” wool fabric in drap color or white cotton “pique” fabric.

The hat (German: Hut) is made of shiny black plush and consists of a round cap and brim. On the right side, it features a gold braid or ‘golden bullion,’ depending on the rank. The height of the hat in the middle is 13.5 cm, which gently curves towards the edges so that it finally forms a straight line at the corners with a height of 10 cm. The total length of the hat is 46 cm. On the right side, a black moire ribbon 5 cm wide is sewn on. The inside of the hat is lined with black silk lining without sweat leather.

The ranking of the hats applies only to the first and second categories of state officials. On the back rim of the hat, a slanted “moire” ribbon is sewn, used to place the “pleated” ostrich feather. Also worn are golden braids – bouillons shaped like an elongated figure eight (quadruple golden bouillon) – which are attached diagonally to the right with a gilded button printed with the state coat of arms of Bosnia and Herzegovina.

Officials of the Muslim faith are permitted to wear a red “crepe” fez instead of a hat, with a gilded metal button on the front bearing the emblem “Franz Joseph I,” or the initials “FJ1.” Above the initials stands a royal crown, all surrounded by rose branches.

The officer’s cap (German: Kappe) as well as the cap for other officials has the shape of a truncated cone. The front part of the body (forehead) of the cap is 10 cm high. The lower edge (starting from the forehead to the left and right) gently slopes (parabolically) towards the back so that at the end the body of the cap reaches a height of 13 cm. It is made from dark blue or dark green cloth. The entire lower edge of the cap is trimmed with a black-yellow braid (7 mm thick cord). At the front, a “visor” is attached, covered with shiny black leather.

Adjustable leather strap (for stormy weather, editor’s note) is fastened with two gilded buttons (clasps) embossed with the initials “Franz Josepf I” (“FJ1”). Senior officials wear a metal double-sided flying wheel on the front of their cap, topped with the royal coat of arms. Junior officials have a woven (embroidered) gold-and-black rosette at the top of their cap, attached with a black-and-yellow ribbon (a double cord about 7 mm thick) to a button embossed with the initials “Franz Josepf I” (“FJ1”), while others wear only a metal (or embroidered) double-sided flying wheel.

The tie is a mandatory part of the official uniform and is made of silk, satin, or fabric depending on the category of the official.

Gloves are usually made of white (semi-silk) deer leather and are an integral part of the official uniform.

Sword: The sidearm is a sword. The handle (support ring) is made of forged (gilded) metal, while the grip is made of “dark” horn. Underneath the handle is a “shell” or basket featuring the Bosnian-Herzegovinian state coat of arms. The scabbard (sheath) is made of metal covered with black leather. The steel blade is 65 cm long, while the scabbard is 80 cm long. A shiny leather belt with a pouch for carrying the sword is worn around the body under the upper part of the official (ceremonial) uniform. The sword is worn so that it is threaded through a special slit in the coat and placed in the leather pouch, leaving only the handle visible outside.

Fourth period – Narrow-gauge railways under civil administration from the proclamation of annexation in 1908 to 1918

In September 1908, Austria-Hungary proclaimed the annexation of Bosnia and Herzegovina, leading to the so-called annexation crisis. Between 1878 and 1908, Bosnia and Herzegovina was nominally part of the Ottoman Empire, although in reality it was governed by Austria-Hungary. The Ottoman Empire had greatly weakened throughout the 19th and early 20th centuries, partly due to the Balkan Crisis (1912-1913). Small Balkan states sought to take advantage of this opportunity to expand their territories at the expense of the “sick man of the Bosporus,” and they succeeded during the First Balkan War of 1912/13. As a result of this crisis, the Ottoman Empire lost almost all of its European territories west of the Maritsa River. The consequences of this war significantly upset the balance of power in the Balkans.

Construction of the railway network (1908–1918) – In the fourth period of this research, from 1908 until the collapse of the Austro-Hungarian Empire in 1918, narrow-gauge lines Prijedor – Srnetica (1914) and Čardak – Jajce (1916) were built with a total length of about 166 km. During this period, the lines Knin – Oštrelj – Srnetica – Čardak, constructed between 1902 and 1910, already existed and were under the management of the “Forest Industrial Company AD Dobrljin – Drvar,” owned by Otto Steinbeis (Bosnian Forest Industry AG Otto Steinbeis), known as the ‘Steinbeisbahn.’

The new routes Prijedor – Srnetica (60% of this line funded by the state) and Čardak – Jajce were built exclusively for military-strategic reasons (by order of the Ministry of War of the Dual Monarchy) to connect with the state railway at Prijedor station for the Sisak – Zagreb route, and with the state railway at Jajce station for the Lašva – Sarajevo – Višegrad route, respectively Sarajevo – Gabela – Herceg Novi, where the Austro-Hungarian Navy was located in the Bay of Kotor.

In 1910, the Land Constitution for Bosnia and Herzegovina was published. It was enacted by the provincial assembly, which held legislative authority over internal affairs. Railway construction within the territory of BiH could only be carried out with the approval and decisions of the BiH Assembly.

All state railways of narrow and standard gauge from 1908 to 1918 were under the administration of the Directorate of the Bosnian-Herzegovinian State Railways, BHLB (Bosnisch-Herzegowinische Landesbahn). Franjo Mrasek was appointed head of this directorate, serving from 1912 to 1918.

Uniforms, insignia, and symbols from the period 1908–1918

For the purpose of this research, we had to review the “Unified Regulation and Rulebook for Uniforms of Officers of the Bosnian-Herzegovinian State Railways” adopted in 1900, although the subtitle covers the period from 1908 to 1918. The reason is simple – this regulation was applied until the end of 1918.

The uniform regulations apply to higher and lower state officials, as well as candidates and temporary officers. Candidates and temporary officers, whose duties require it, wear uniforms, while others generally wear only the prescribed official cap. Retired officials may use the uniform only with the permission of the directorate.

A new categorization of the official uniform was made: First category for first-class officials; second category for classes II, III, and IV; third category for classes V, VI, and VII. The ceremonial uniform (Gala – short coat, jacket, and mantle), prescribed by the regulation from 1886, remains valid with minor design changes.

Two types of uniforms are prescribed: “Uniform – Gala” and “Uniform – Commode”. The Gala uniform is worn by officials of all categories except those serving in smaller stations or on private railways (Steinbeisbahn, Krivajabahn, etc.). All categories of state officials wear the Commode uniform (work uniform) whether on state or private railways.

The ceremonial uniform, the short Gala coat, is made of dark blue cloth and tailored to fit comfortably around the body. The lining is made of black cloth or silk. On the sides are two inset pockets with three-pointed flaps decorated with three gilded buttons each, and the edges are trimmed with red alizarin fabric. The coat fastens with two rows of eight gilded buttons, tapering from the shoulder to the waist. All buttons bear the coat of arms of Bosnia and Herzegovina.

The blazer (jacket) and long coat (overcoat) are made from dark blue cloth, tailored in the style and cut of the Austro-Hungarian army. Buttons with the Bosnian-Herzegovinian coat of arms are attached in the same manner as on the gala uniform’s short coat. In mid-summer, it is permitted to wear a jacket made from twill (polyester-cotton).

The standing collar (height 4.5 cm) and sleeve cuffs (8 cm) are made from dark blue velvet. On the sleeve cuffs, there are embroidered bands in gold or silver color (5.5 cm), depending on the official’s rank. Rosettes (ranks) are placed on the collar: First category – one silver rosette; Second – three gold; Third – two gold; Fourth category – one gold rosette. Decorations are worn on the chest part of the uniform, and it is also permitted to wear them on the collar in the form of a rosette. Wearing awarded decorations is mandatory on all occasions.

The ceremonial hat with black ostrich feathers is worn by state officials from the first to the fourth category, while other officials wear official caps. It is made from black felt with a silk ribbon on the edges. The hat’s loop on the right side is secured with a winged wheel embroidered in gold. On the hat, there are embroidered gold bullion and gold cords, depending on the official’s rank. In two corners of the hat, there are rosettes whose edges are made from thicker gold thread, while the center is made from black velvet with the name “His Majesty” embroidered in gold. Officials of the Muslim faith are allowed to wear a red fez (only on ceremonial occasions) instead of the ceremonial cap, with a gilded metal button on the front bearing the inscription “Franz Joseph I” or the initials “FJ1”.

The trousers are the same for all categories. They are made from blue-gray fabric with a cord sewn on the outer seams of the trousers made from alizarin red fabric. Summer trousers are made from twill fabric, and it is also permitted to use white piqué or linen. For colder times, it is allowed to wear winter “boot trousers,” where the lower part of the legs is tucked into boots. They are made from blue-gray fabric (cloth) but without the sewn cords.

The cap is the same as that of civil servants, with the difference that a gilded, double-sided flying wheel (made of metal or embroidered fabric, editor’s note) is placed at the front, with the note that only civil servants were allowed to wear the winged wheel with the large imperial crown. The storm strap made of leather is fastened with gilded buttons bearing the royal coat of arms. The train dispatcher must wear a red cap made of red woolen fabric while on duty. During the summer months, it is permitted to wear a white piqué cap in the prescribed style.

The tie, an integral part of the official uniform, can be made of silk, satin, or linen. It is tailored in the style prescribed for the Austro-Hungarian army. The sword is made of cast steel, hardened and polished, with a straight blade measuring between 74 and 79 cm in length. The scabbard, mouthpiece, support ring, and lower end are made of gilded metal, while the handle is crafted from dark horn or black bone. The scabbard (sheath or case for the sword) is covered with black leather.

Staff members (attendants) on duty wear designated service caps made of blue cloth for identification. The cap does not feature a prominent cord or rosette but only a double-sided winged wheel. Porters (hamali) wear the same cap, with an embossed Arabic numeral in yellow metal beneath the winged wheel. During service, they wear a coat with blue stripes and a belt made of natural leather. For the lower part and footwear, wearing civilian attire (folk costume) is permitted, provided it is clean and tidy.

This topic was addressed in the regulation titled “Official Instructions for Porters (hamals), Regulation No. 73. Sarajevo 1897.”
The booklet was printed in German with a translation into the vernacular. Among other things, it states:
“Only tested, reliable, and trustworthy individuals may serve as porters (hamals), and they must wear clean and well-maintained clothing while on duty.”
“Porters (hamals) are required to wear the prescribed railway cap or fez with a winged wheel emblem, as well as a white-blue striped linen coat, and must wear a badge with their number fastened on the front left side of the coat.”

Station and platform guards (doormen, watchmen), as well as railway patrolmen, wear caps like other service staff, and it is permitted to wear a red fez with a metal winged wheel emblem while on duty.
Outdoor workers during winter wear short coats (dolmans), and in extremely cold weather, fur coats and gloves. Other clothing includes traditional civilian attire (folk costumes), and in the case of wear and tear, employees receive financial compensation for new equipment in accordance with the Regulation on Uniform Allowances.

A mourning band is worn during declared national mourning (first-class court mourning) or second-class mourning based on local customs.
All civil servants and high-ranking officials in uniform are required to wear a black armband 8 cm wide during official mourning periods.

Service Regulations and Uniform Code for Employees of the Steinbeisbahn

During the war (1914–1918), the railway lines Prijedor–Drvar–Knin and Srnetica–Jajce were declared of national (more precisely, military) importance. These routes were used to transport major military troops, artillery, and other technical materials toward the southeastern front (Serbia and Montenegro).
The Ministry of War, the Main Directorate of Bosnian Railways, and Otto Steinbeis (owner of the forest railway) issued a supplementary set of Service Regulations and a Uniform Code for employees of the Steinbeisbahn.

These regulations placed the mentioned railway network under the supervision and control of “state officials.” In addition to wartime deployment of state employees from the main railway lines, qualified local railway workers present at the site were declared “state officials.”
The employment of new staff was based on their education level, with regulations requiring additional training for specific railway positions and mandatory examinations before a professional board.

All employees were categorized into uniform job classes, from level one to level eight in terms of complexity — ranging from operations managers, station chiefs, section supervisors, train dispatchers, telephone controllers, and inspectors, to other personnel such as engineers, switchmen, brakemen, guards, etc.

All the officials mentioned above wore a uniform according to the new regulations. The only difference related to the “uniform” rank regarding the color of the metal insignia (gold or silver rosette, or winged wheel) located on the collar of the upper part of the uniform. The coat and blouse (without lining), as well as the trousers and cap, were made of dark blue cloth. The coat and blouse are fastened with a single row of white metal buttons with a clasp on the collar. At chest height, on both sides, there is a pocket with a three-pointed flap. This design of the coat and blouse will remain almost the same for the next generations of railway workers (Kingdom of SHS/YU, JDŽ and JŽ).

The cap has the same shape for all employees, modeled after the cut and shape worn by state officials. The only interesting detail concerns the appearance of the symbol on the front of the cap. At the bottom of the cap, there is a small double-sided flying wheel made of golden-yellow or white metal. On the top of the cap is a rosette embroidered with gold or silver bullion, its center covered with light green fabric. The rosette and the small double-sided flying wheel are connected by a loop made of light green-gold or light green-silver braid. In the center of the rosette, embroidered in gold, are the letters “OS,” which are the initials of the name Otto Steinbeis.

Also, the issued Regulation contains provisions prescribing strict adherence to ranks and the manner of saluting during the performance of duty. Observance of ranks and mutual saluting complies with the norms that apply to the k.u.k. army. In the event of officials meeting in uniform, there is an obligation to salute each other, and the first to do so is the official of lower rank. Employees of the same service class (service category), between whom official priority is not established or clearly visible, must salute each other when they meet.

An official performing a responsible traffic service, i.e. a dispatcher (train controller), even if only an aspirant, receives the military greeting first among all, as soon as and as long as he wears a red cap as a sign of this duty. Also, the accompanying locomotive crew and train crew, regardless of their rank, greet each other. As stated, “With this regulation, you first greet the state and then the state official, regardless of rank or position.”

Conclusion

In conclusion, it can be stated that the official railway uniforms (1879-1918) were counterparts in cut and shape to the uniforms of the k.u.k. army. They predominantly featured blue or a combination with light green. Uniform badges or symbols were shaped as a one-sided (worn on the collar) or double-sided (worn on the cap) flying railway wheel. They were usually made of metal (gold or silver color) or embroidered on fabric with gold-silver thread. Predominantly highlighted were the “golden” rosettes, embroidered in gold with the name of His Majesty “Franz Joseph I” (ceremonial hat) or the initials ‘FJ1’ on official caps, and the royal coat of arms embossed on the metal buttons-fasteners.

Namely, the rosette on the ceremonial and official caps bore in the center golden embroidered letters-initials ‘FJ1’, while the lower metal rosette had an embossed royal coat of arms. Later, instead of the royal coat of arms, a double-sided winged wheel was displayed. The rosettes were embroidered with wool thread in gold-black color (black-yellow color of the Austrian flag) or the lower edges of the cylinder hat, or the braid on the front of the cap (which connects the upper and lower rosette) were braided in the form of a cord (7 mm) in red-white or green-white colors (red-white-green colors of the Hungarian flag), while the red-yellow color of the flag of Bosnia and Herzegovina appeared rarely. When it comes to displaying flags at public institutions, specifically at all railway stations, they were placed in the following order: on the right the Austrian flag, on the left the Hungarian flag, and in the center the flag of Bosnia and Herzegovina.

The symbol referring to Bosnia and Herzegovina was worn in the form of metal buttons on ceremonial and official uniforms (upper part of the uniform) or metal clasps on the cap. The face of the buttons bore a relief-embossed Bosnian-Herzegovinian coat of arms. The same coat of arms was also on the shell or basket of the official sword.

This coat of arms was adopted in 1878. The most reputable heraldists of the monarchy, precise and meticulous, used the rich medieval Bosnian heraldic heritage and decided that the coat of arms of the new Austro-Hungarian province would be a modified coat of arms of the Bosnian noble Hrvoje Vukčić Hrvatinić from the 14th century. A golden shield, from whose left silver border emerges a red armored bent arm holding a silver saber with a golden handle, crowned by the crown of the royal Kotromanić dynasty with lilies. Soon this coat of arms of Bosnia and Herzegovina became an integral part of the great coat of arms of the Austro-Hungarian Monarchy.

By adopting the Bosnian coat of arms, it is evident that the province of Bosnia and Herzegovina nevertheless retained some elements and forms of its statehood. From history, we know that the Austro-Hungarian Monarchy was politically divided into the western part of the empire under Austrian administration – Cisleithania – and the eastern part under Hungarian administration – Transleithania. Within this realm, only Bosnia and Herzegovina was under joint administration (Austro-Hungarian condominium) of both parts of the monarchy. Factually, from the standpoint of the internal legal order, BiH was a ‘third’ state within the Monarchy, so that the inhabitants were legally neither Austrian nor Hungarian citizens, but were treated as subjects of the land of Bosnia and Herzegovina.

Fifth period – Railways of the Kingdom of Serbs, Croats and Slovenes from 1918 until the proclamation of the Kingdom of Yugoslavia in 1929.

In 1918, after the collapse of the Austro-Hungarian Monarchy, the Kingdom of Serbs, Croats and Slovenes – SHS – was established. The newly founded state took over parts of the former Austro-Hungarian Empire (territory of Slovenia, Croatia and BiH) and its entire railway network. After the end of World War I, in December 1918, the Austro-Hungarian state railway network (k.u.k. StB) and all transport means were divided among the successor states Austria, Czechoslovakia, Poland, Romania and the Kingdom of SHS. The inherited railway network in BiH, about 1165 km long, was diverse in terms of organization, purpose, and track gauge.

The provincial government continued to operate as the Provincial Administration for BiH, so Sarajevo remained the capital of the land and retained some elements and forms of its statehood for some time. After the adoption of the Vidovdan Constitution on June 28, 1921, central authorities in Belgrade began to accelerate the liquidation of the Provincial Administration, which was a complex task lasting almost two years. The Provincial Administration was fully liquidated on February 25, 1924, causing Sarajevo to lose the status of the land’s capital and being reduced to the seat of the Sarajevo region.

During 1918/1919, temporary authorities and part of the local population sought to deal with all symbols of the former Austro-Hungarian administration. German inscriptions and monuments were destroyed, many German and Hungarian language schools were closed, and the use of German in public was discouraged. Displaced families had their jobs and apartments taken away, which was especially felt in the 1919 campaign against certain categories of population originating from ‘enemy’ countries.

Most immigrant families remained in BiH despite pressure from parts of the local population and the new authorities. Still, the state established certain rules for emigration, aware that foreign officials could not be replaced by qualified local staff. They balanced between the need to retain necessary experts and the desire to get rid of at least some foreigners. The best position was held by workers-immigrants from the Czech Republic, Slovakia, Poland, and Ukraine.

The reconstruction of the railway network began in 1918 and was completed in 1920. During this period, the “Decree on the Organization of the Ministry of Transport for Railway, Sea and River Traffic” was adopted, with its headquarters in Belgrade as the body managing the country’s overall transport policy. This decree came into force on May 21, 1921. It was not until 1925 that regulations, standards, tariffs, and other rules were unified across the entire territory of the Kingdom of SHS.

This ministry was directly in charge of the General Directorate of State Railways, which in turn supervised regional directorates (including Sarajevo). In 1929, Bosnia and Herzegovina was territorially divided into banovinas: Vrbas with headquarters in Banja Luka, Drina in Sarajevo, Zeta in Cetinje, and Primorska in Split – later, in 1939, the Croatian Banovina in Zagreb. The railways of the banovinas (e.g., Railway Directorate of the Drina Banovina) were subordinated to the Regional – Main Directorate in Sarajevo, and the General Directorate in Belgrade.

It should be noted that most of the industrial-forest railway network built by private companies and railways under lease (concession) were declared “public property”, and by decree were introduced into public (passenger) traffic. One should also mention the turbulent events during and immediately after the end of the general railway workers’ strike in 1920. In the time leading up to the strike, the state railways attempted to bridge problems caused by the shortage of qualified workers. To that end, training courses were organized for selected workers, who, after completing their education, were expected to replace their former masters. However, during the strike, all railway workers were called up for military training, and those who did not respond to the call were subjected to persecution and dismissal.

Construction of the railway network (1918–1929) – During this period, new railway lines were built in the territory of Bosnia and Herzegovina: Bosanski Novi – Bosanska Krupa (under the jurisdiction of the Zagreb Regional Directorate), standard gauge, 37 km (1920), and the extension Bosanska Krupa – Bihać, 33 km (1924); Bosanska Rača – Bijeljina (under the jurisdiction of the Belgrade Regional Directorate), 18 km (1922); Bijeljina – Ugljevik, narrow gauge, about 26 km (1925); Vardište – Užice, narrow gauge, 57.8 km (1925); Uvac – Priboj, 4.6 km (1929); Podgorica – Donja Plavnica, 20 km (1927). The Podgorica – Donja Plavnica railway was originally built during the First World War with a 600 mm gauge and a length of 20 km. Due to deterioration, the Army of the Kingdom constructed a new track of the same width on the existing substructure.

Rolling stock (including steam locomotives) received a unified numbering system in 1933. Until then, the numbering of steam locomotives remained the same as on the inherited railways, except the mark of the former railway was replaced with “SHS”.

The listed railway lines existed under the ownership mark of the Railways of the Kingdom of SHS (ŽK-SHS), in German: Staatseisenbahnen des Königreichs der Serben, Kroaten und Slowenen.

Uniforms, insignia, and symbols from the period 1918–1929

As mentioned, in 1925, regulations, standards, tariffs, and other rulebooks were unified across the territory of the Kingdom of SHS. Railway officials and auxiliary workers wore uniforms based on the principle “Wear what you have” until a new Rulebook on official railway uniforms was introduced. From the old uniforms (inherited from the time of the Austro-Hungarian Monarchy), all insignia were removed except for the double-sided winged wheel. The obligation to display the double-sided winged wheel was mentioned in a “temporary” regulation from 1922. Collar and sleeve decorations (gold braids and rosettes) were removed overnight. Gold piping was ripped from the trousers, and from the caps all kinds of colorful rosettes and metal buttons bearing the initials “FJ1” or the royal coat of arms were removed. The only element retained on the cap front was the metal double-sided flying wheel.

During this period (1918–1929), two official rulebooks were adopted, in 1925 and 1927:

a.) “Rulebook on the official attire of state railway personnel”, dated March 17, 1925 (MSBr. 2392/24, approved by the Ministerial Council), which, among other things, states:
“Official attire must be worn while on duty by: stationmasters and their assistants, traffic clerks and officials on the line, warehouse managers for slow and fast freight, ticket cashiers, telegraphists, telephone operators on the line, train inspectors, conductors, handlers, brakemen, car dispatchers, announcers, supervisors of stations and warehouses, shunting operators, shunters, switchmen, guards, gatekeepers, and office attendants.”

Then, (…) “Employees of the mechanical department: locomotive drivers and stokers, supervisors of stationary machines, the disinfection plant and gas workers, guards of water stations, engine sheds, warehouses, and workshops, wagon inspectors, lighting operators, firefighters in workshops, lamp attendants, office servants, and drivers.” Official uniforms belong to the employees of track maintenance, the economic department, and the employees of the Ministry of Transport, the General Directorate, and the Regional Directorates, i.e. office servants and gatekeepers.

Ceremonial Uniforms

The official uniform consists of: cap (regular and winter), coat, blouse, vest, trousers, greatcoat, shoes, and boots. Additionally, there is a summer uniform, work uniform, fur coat, gloves, leather cap, and women’s uniform. The regulations also prescribe the wearing of a ceremonial uniform, which consists of a coat in the ‘redingote’ style (French redingote – a long, double-breasted men’s coat, fitted at the waist, black in color, very fashionable across Europe in the 19th century), blouse, vest, and trousers.

The ceremonial coat is styled like a modern salon redingote, with the same cut, buttons, and other details. It is made of black cloth or high-quality worsted wool. The collar is stiff and features a black bow tie. Rank insignia are worn on the sleeves, in the same manner as prescribed for the ceremonial blouse.

The blouse is of officer-naval cut, made of blue cloth or first-class worsted wool. On the collar, a single-winged railway wheel is embroidered in gold, beneath which red velvet diamond-shaped patches are sewn. The interior is lined with satin or serge (French serge – a woolen, cotton, or silk fabric woven in a twill weave). It fastens with a single row of six bone buttons on the right side, concealed beneath the blouse. The front has four pockets with rectangular flaps. On the front lower part of the sleeves, galloons (8×5 cm) are sewn in color (depending on the employee’s category) for placement of rank insignia. The rank insignia are embroidered strips, gold or silver in color, measuring 6 cm in length and 4 mm in width. The coat and blouse must always be worn buttoned.

The vest belongs to the ceremonial coat and is of a simple cut with a single row of buttons. It is made from black cloth or top-quality worsted wool.

The trousers that go with the ceremonial uniform are made from black cloth or first-class worsted wool.

The greatcoat is of officer’s cut, made of dark blue cloth of the highest quality. It is fastened with two rows of six gilded metal buttons, each embossed with a winged wheel. The lower sleeves feature a 15 cm wide cuff. The collar is adorned with velvet patches embroidered with a single-winged railway wheel. On both sides there are flap pockets. On the sleeves, above the cuffs, galloons are worn to indicate rank, as prescribed for the blouse.

Instead of the greatcoat, it is permitted to wear a hooded “mackintosh” (a type of British fashion icon which can be a raincoat, trench coat, overcoat, etc.), made from waterproofed black fabric. Any employee who wishes to wear a mackintosh must acquire it at their own expense.

The cap is of officer’s style, shaped like a peaked cap, made of dark red cloth or first-class worsted wool. The upper rim with wire is 7 cm wider in diameter than the lower. The band of the cap is 4 cm wide and made of dark blue velvet (Turkish kadife, from Arabic qatīfä – a fine fabric with a shiny pile on one side and smooth on the other). The visor is made of black lacquered leather, curved downward, with a channeled pressed edge. The chin strap (used in stormy weather) is made of a 12 mm wide golden braid, attached with metal fasteners (7–8 mm in diameter) bearing an embossed double-sided “golden” winged wheel.

On the cap wreath, there was the state tricolor enameled cockade (elliptical shape, vertical) with a white double-headed eagle in the center, which was the same size as the officer’s cockade (French cocarde – a round or elliptical badge worn on a cap or coat as a sign of belonging to an association, army, railway, etc.). Above the cockade, on the upper front edge of the cap wreath, a double-sided winged wheel, 5.5 cm in size, was embroidered with gold embroidery thread. The term ‘srma’ refers to gold or silver embroidery thread.

During the movement of court carriages and domestic and state ceremonies, all designated personnel wearing the official uniform are considered ceremonial, provided the uniform is clean and in proper condition. The ceremonial uniform is mandatory for station chiefs of the Regional Directorates, while for other stations it will be changed as needed by the General Directorate of State Railways. The official uniforms are procured by the officials (chiefs and their deputies) at their own expense.

Official Uniform

The coat, blouse, trousers, greatcoat, and cap have the same shape and cut as the ceremonial uniform, except they are made from second and third quality fabric. Regarding the greatcoat buttons (2 rows of 6 buttons), those for officials are made of silver, and for servants from yellow metal. The only difference in the official cap is that it is made from dark blue cloth. For lower officials, the wreath of the cap is not made from blue velvet but from the same material as the upper part. The chin strap is made of black patent leather (15 mm wide) with two leather straps for lengthening and shortening the chin strap. These are fastened with silver buttons for officials and yellow metal buttons for servants.

Regarding the wearing of insignia or symbols on the caps for lower-ranking personnel, in the tricolored enameled cockade, instead of the double-headed eagle, there is a double-winged wheel in yellow color; for officials, it is in white. For officials, the double-winged wheel is embroidered with silver-colored metallic thread, while for higher officials it is made of white metal.

The summer uniform consists of a blouse, trousers, and cap, designed in the same style and shape as the official uniform. It is made from segeltuch fabric (German Segeltuch – tightly woven cloth made from strong yarn), or drill (English drill – durable linen, cotton, or hemp fabric) in grey. For clerks, the fabric is of first quality, while for officials and attendants it is of second and third quality. On the blouse collar, insignia are worn just like on the regular uniform – indicating position and rank, made of metal. The cap is of the usual design, but the top and the band are made from the same fabric as the blouse. The insignia are worn as on the regular cap.

Winter caps are in the shape and style of the “šubara” cap, made from black lambskin (worn exclusively with the winter coat), or the “šajkača” winter cap made of blue cloth with fold-down ear flaps and no visor. The flaps can be lowered as needed to protect the neck and ears and are fastened under the chin. On winter caps, a cockade or the railway symbol – the double-winged wheel – is worn.

Coat. For those whose duty requires prolonged exposure outdoors or travel in open wagons or on draisines, a winter coat lined with lambskin is provided. There are two types of coats: the opaklija and the šajka cloth coat. The opaklija is a long overcoat made from several sheepskins dyed yellow. It reaches down to the ankles. The collar is made from black fur. It is fastened with two rows of metal buttons. The pockets are slanted on the sides for resting the hands. The šajka cloth coat (from Turkish sayak – a type of dense cloth) is blue, lined with lambskin, and resistant to moisture. Its cut and shape are the same as the opaklija.

The women’s uniform is worn by female employees: ticket clerks, baggage clerks, telegraph operators, and telephone operators. On duty, they wear blouses of the same color and material as male clerks. One pocket is at chest height, and two are on the lower part of the blouse. The inside is lined with satin. On the collar, a single-winged flying wheel in gold color is worn. On the front of the sleeves, rank stripes (galons) are worn like those of other staff members.

Official insignia. To indicate the branch of service, velvet or cloth patches – petal-shaped (diamond-shaped) pieces – are sewn onto the collar (jaka) of the blouse or coat in the following colors: for the traffic service – dark blue (čivit blue, i.e., navy or indigo); for train operation – maroon; for warehouse service – light blue; for mechanical service – black; and for track maintenance service – green.

Epaulettes (8×5 cm) are worn on the sleeves, onto which the ranks are sewn. Gold insignia are worn by all station and warehouse chiefs, as well as all traffic officers. Silver insignia are worn by all station managers, locomotive drivers and train conductors, track and bridge supervisors, cargo handlers, conductors, and wagon inspectors. All other staff (service personnel) wear grey insignia sewn onto a band of dark red color. (See Table 1 below).

b.) “Regulation on the official uniform of personnel of state transportation institutions,” FO No. 6500/27, Belgrade, April 30, 1927. With this enactment, the Regulation on the official uniform from March 17, 1925, ceases to be valid.

A look into the booklet of the new regulation shows that the provisions of the 1925 regulation remain the same, except for minor changes. For example, department heads and their assistants, workshop heads and their engineers, and heads of the traffic department will no longer wear the official uniform. The official uniform now includes “Worker’s Clothing” (a blouse-shirt and trousers made of blue drill-canvas fabric). To distinguish service branches, the colors of the insignia and stripes remain the same for traffic, train operation, mechanical, and track maintenance services, while a dark red color is designated for all others.

Station porters wear an official cap with a brass-made number instead of a cockade and a blue coat (mantle) with a leather belt over their civilian clothes. Officials who do not wear a uniform on duty wear an “official band” (40 cm x 9 cm) in dark blue. In the center of the band is a golden winged wheel (9.5 cm). It is made of silk, velvet, or cloth, depending on the official’s rank. The band also includes official rank insignia in gold or silver, depending on the department or rank. The appearance of insignia for clerks and officials has been updated and is shown in Table 2.

Sixth Period – The Kingdom of Yugoslavia Period from 1929 to the Outbreak of World War II in 1941

As a result of the assassination in the National Assembly in 1928, on January 6, 1929, King Alexander enacted a new law renaming the country to “Kingdom of Yugoslavia” and dividing it into new Banovinas, abolished the National Assembly, and introduced a dictatorship. The entire railway network was managed by the state company called the General Directorate of Yugoslav State Railways, headquartered in Belgrade; for Bosnia and Herzegovina, the Railway Directorate in Sarajevo was responsible.

Railway construction (1929–1941) – During this period, the following railway lines were built: Trebinje – Bileća, 37.2 km long (1931), and the extension Bileća – Nikšić (under the jurisdiction of the Sarajevo regional directorate), 71 km long (1938); Raštelica – Bradina (reconstruction of the rack railway and construction of three tunnels, including the “Ivan” tunnel, L=3.223 km), about 7.8 km long (1931); Ustiprača – Foča, 42 km (1939); Modran – Bos. Mezgraja, narrow-gauge line of about 12 km (1939).

The entire inherited railway network in Bosnia and Herzegovina from 1918 to 1929, covering 1337 km, along with the lines built from 1929 to 1941, totaling 158 km (a total of 1495 km), will operate under the new name “Yugoslav State Railways”, JDŽ (German: “Jugoslawische Staatsbahnen”), based on the constitutional amendment from 1929 to 1941 and the Decision of the Ministry of Transport dated October 29, 1929.

Uniforms, Badges, and Symbols from the Period 1929–1941

After the proclamation of the new name (October 29, 1929) to the Yugoslav State Railways (JDŽ), based on the Law on Railways in Public Traffic, on July 19, 1930, the “Regulation on the Official Uniform of Personnel of State Transport Institutions” was enacted. This regulation had minor amendments in 1938, 1939, and 1940.

According to the enacted regulation (Part I – General Provisions, Article 1), (…) “It is prescribed that all officials who come into contact with the public during their duties must wear the official uniform or prescribed insignia, and this applies to: Traffic-commercial service, Mechanical (fireman and workshop) service, Construction service, and Economic-warehouse service.”

The official uniform consists of: winter, summer, work clothes, and footwear. The winter uniform consists of: blouse, trousers, greatcoat, raincoat, winter cap, and driver’s cap. The summer uniform consists of: blouse, trousers, and cap. Work clothes: blouse (shirt) and trousers made of blue fabric or work coat. Footwear consists of black shoes and boots.

Regarding the appearance, cut, shape, and color of the ceremonial and official uniforms, there were no major changes. Blouses, trousers, greatcoats, winter coats, and summer uniforms remain the same as prescribed by the 1927 Regulation. A novelty concerns winter trousers called “Čakšire,” which can be worn instead of the official ones. Čakšire (Turkish – Pantolon Çakşire, brown velvet trousers, wide at the top, narrowing from the knee and fitting close to the leg, similar to peasant, hunting, or officer trousers) are worn exclusively in winter with felt knee-high boots.

Amendments were made for the official cap, which is tailored in the form of an officer’s cap without wire (previously with wire), black (previously blue), made of the same material and quality as the uniform. Officials of groups VI–IV wear a cap with a sewn golden “Šujtaš” 3 mm wide over the junction of the upper part (Hungarian – Šùjtāš, a long, narrow piece of fabric used for various purposes; ribbon, tape, etc.), which was not present before.

All traffic officials and dispatchers wear a cap made of dull red cloth during service, of the same shape as the ordinary cap (previously prescribed for station chiefs and train dispatchers). The red cap is allowed to be worn ceremonially on certain occasions. When leaving their district (end of duty, going home, etc.), they wear the assigned black cap. For these officials, the cap has a chinstrap made of golden braid, fastened on both sides with golden buttons embossed with a winged wheel.

Regarding the winter cap “Šajkača” made of blue cloth with flaps and no visor, it is allowed to wear the same cut as the summer cap made of black leather with a shiny black visor. This cap is worn by mechanical staff and drivers of railway road vehicles. On the top rim of the cap, the symbol of the winged wheel is mandatory.

The official raincoat with hood is similar in cut to the ordinary greatcoat but larger. It is made of waxed impregnated black fabric. It is used only for heavy rain and is inventoried only in such cases.

Regarding badges and symbols, new amendments were prescribed. Railway station chiefs wear a senior badge, a gold-colored metal badge, on the left side of the upper part of the uniform. On the enameled relief surface (blue) there is a double-sided winged wheel, with a royal crown above it.

Regarding the collar patches (in the shape of a diamond with rounded edges) on which a one-sided winged wheel (metal or embroidered) is placed, the following colors are assigned: for the traffic service dark blue, for the mechanical service black, for the track maintenance service dark green, and for all other personnel dark red. The same color applies to the stripes sewn on the lower part of the uniform sleeve, measuring 8×5 cm, which display the ranks. The material type for the patches and stripes is: for officials of all groups – velvet, for officials of the 1st and 2nd category – cloth, and for all other personnel – wool.

The insignia or ranks for officials are gold-colored, for functionaries silver-colored, and for attendants made from gray woolen braid (embroidered strip). The embroidered strip is 4 mm wide and 6 cm long. The space between multiple strips is 4 mm. (See Table 3 below).

All officials (regardless of religious affiliation) of state traffic institutions and those entering service for the first time take an oath before a superior. The oath text includes, among other things: (…) “I … … swear by Almighty God that I will be loyal to the reigning King Peter II and the homeland…”, with the right hand placed on the Bible. (…) “Officials of the Islamic faith place their right hand on their heart and add at the end of the oath the words: ‘Billah i Taala’ or ‘Vallahi’ or all three – the Quran is not required.”

Conclusion (1919–1941)

Railway uniforms (1919–1922) included inherited Austro-Hungarian attire, from which only the Habsburg dynastic insignia were removed until they were replaced with new ones. The new regulation on the appearance and color of railway uniforms and the wearing of insignia and symbols (1925) was identical to the new regulation concerning the wearing of military uniforms according to Serbian regulations and its tradition.

The symbol of a single or double-sided winged wheel (from the Austro-Hungarian Monarchy period, author’s note) was adopted and remains in use (now worn on the collar, cap, and buttons of the upper part of the uniform, author’s note), while instead of the capital letters ‘FJ1’ or the coat of arms of the Austro-Hungarian Monarchy, a state tricolor enameled cockade with a white double-headed eagle in the center is worn. Regarding ranks, under the new regulation, they are worn only on the sleeves of the uniform in the form of stripes, whereas during the Austro-Hungarian Monarchy, in addition to embroidered stripes on the sleeve, ranks in the form of rosettes were worn on the stand-up collar.

Seventh period – Period during the Second World War from 1941 to 1945

The beginning of the Second World War found Bosnia and Herzegovina in a difficult position. During the April War of 1941, the Independent State of Croatia (NDH) was established, which included Bosnia and Herzegovina. In May of the same year, the Ministry of Transport and Public Works was founded, making the railways an integral part of the Ministry of the Croatian Home Guard headquartered in Zagreb. A fundamental provision of this ministry established the “Department for Railway Traffic,” under which fell the Directorates of State Railways in Zagreb and Sarajevo.

Ante Vokić (1909–1945) was appointed as the director of the Directorate of Croatian State Railways in Sarajevo, serving until October 1943, when he became Minister of Transport. He had worked on the railways in Sarajevo since 1929 during the Kingdom of Yugoslavia. Vokić was arrested in 1945 and executed.

Between 1941 and 1945, the entire railway network in Bosnia and Herzegovina bore the insignia of the “Croatian State Railways – HDŽ”.

During this period, the only railway construction was the extension of the narrow-gauge line from Gabela to Ploče (formerly Port Aleksandrovo), approximately 21.8 km long. Construction began in 1939, and the line officially opened on November 25, 1942, under the new name “Porto Tolero”.

The German Reich and the Kingdom of Italy had significant influence over the Croatian State Railways. The NDH was divided along a German-Italian line: Sombor–Glina–Jajce–Sarajevo–Višegrad, with areas south of Sarajevo under Italian military control.

All previously constructed narrow-gauge lines were under the administration of the Directorate of Croatian State Railways in Sarajevo, except for certain lines under the Zagreb Directorate.en.wikipedia.org

The line from Bradina to Ploče was seldom used due to sabotage by the Yugoslav Partisans until Italy’s capitulation in 1943. Afterward, German forces took over operations but destroyed much of the infrastructure during their withdrawal in 1945.

In 1942, the Supreme Headquarters of the National Liberation Army established a Technical Department to organize transit and local traffic in liberated areas. During 1941–42, the Partisan railways utilized several lines.

Between 1943 and 1944, these Partisan railways were officially named “Railways of the National Liberation Army” (ŽNOV), with this designation marked on locomotives and wagons.

At the second session of AVNOJ (November 30, 1943) in Jajce, a state was established as a union of five nations and six republics, initially named the Democratic Federal Yugoslavia (DFJ). The AVNOJ Presidency appointed the NKOJ (People’s Liberation Committee of Yugoslavia) as a provisional organ of supreme national authority. Within this Committee, there was a commissioner for transportation, who was also responsible for railway affairs. At the same time, the Presidency of ZAVNOBiH appointed a department for railways and a regional commissioner for railway transport for Bosnia and Herzegovina.

The first commissioner for transportation (November 30, 1943), and also a member of the Supreme Headquarters of the People’s Liberation Army and Partisan Detachments of Yugoslavia, was Lieutenant General Sreten Žujović-Crni (1899−1976).en.wikipedia.org

At the beginning of 1945, the transportation commissioner in Belgrade issued a regulation titled “Organization of Regional Railway Directorates.” Based on this organization, regional directorates received instructions from the Main Directorate of State Railways, or from the Transportation Commission of the NKOJ, which directly managed all state railways. Until then, the term “People’s Railways” was colloquially used.

In March 1945, the NKOJ was dissolved and replaced by the Provisional People’s Government of the Democratic Federal Yugoslavia (DFJ). From then on, the Ministry of Transportation began operating, taking over the duties of the previous Transportation Commission. Todor Vujasinović Toša (Tešanj 1904 – Belgrade 1988) was appointed as the Minister of Transportation.

Uniforms, Insignia, and Symbols from the Period 1941–1945

a.) Period under the Administration of the ‘NDH’

At the beginning of the war in 1941, in the ‘new’ state (so-called NDH), the old Yugoslav railway uniforms with the symbol of the winged wheel (without the cockade on the cap) were initially retained as a sign of professional affiliation. Despite significant efforts, no legal provision or order regarding railway organization could be found during this research. Colloquially, all previous railway regulations that were valid in the Kingdom of Yugoslavia remained in force, provided they did not conflict with the organization of the State of Croatia, until they were changed.

This approach is understandable, as sudden changes in the appearance and colors of the uniforms would have been too costly for the HDŽ Directorate. Based on the legal provision regarding the state coat of arms and flag of the NDH, the HDŽ Directorate decided to create a unique insignia to be worn on the wreath of the official cap and on the lapels of the upper part of the uniform.

The insignia features a wheel with widely spread wings at its center, inspired by the German concept of history as a flight into the future. The wings are connected by a triple braid, the oldest symbol expressing the church and national identity of the Croatian people. At the top of the wheel is the Croatian coat of arms with a large letter ‘U’ framed in a star-shaped triple braid. On the wheel with one wing, the large letter ‘U’ also dominates. These insignia were made of gilded or silvered metal, depending on the official’s rank.

In 1941, the command of the Railway Ustaša Militia was formed, with headquarters in Zagreb and Sarajevo.

The Ustaša Militia was a military branch formed as the Ustaša party army (paramilitary units) that was not subjected to regular military discipline. Its purpose was to ensure the continuation of the Ustaša struggle and its achievements, guarantee the security of the people, and participate in the defense of the Independent State of Croatia. On the uniform lapels, they wore a four- or five-sided red petal with a metal ‘U’ sign and a bomb, along with a metal sign of a railway wheel with one wing.

b.) Period under the administration of the ŽNOV in the free territory of Bosnia and Herzegovina

The appearance of the uniform, insignia, and symbols was worn as prescribed during the NDH rule. In the liberated territory under the military authority of the NOV and POJ, the inherited uniform and the symbol of the winged wheel on the upper part of the cap remained. However, instead of the metal insignia on the official cap’s wreath—the winged wheel with the coat of arms and the large letter ‘U’—a red five-pointed star without a hammer and sickle was worn, predominantly made of red felt or cloth, or in metal form. Similarly, the winged wheel with the focus on the letter ‘U’ was removed from the coat’s lapel.

In the given situations of losing territories under the railway network, the red star was removed and the old state emblem was restored, and in cases of greater danger (arrest, shooting, etc.), many railway officials in full uniform joined the partisan units.

Conclusion (1941–1945)

During this period, the inherited official uniform was from the Kingdom of Yugoslavia era, corresponding to the traditional uniform of the Serbian army. How it changed during the rule of the NDH is difficult to answer. Namely, the Archive of BiH holds the JDŽ/HDŽ Fund 1941–1945, which has not yet been cataloged, so this fund is not yet publicly accessible. The only source can be the review of preserved photographs from that period.

What we know is that the generally accepted universal railway symbol is the “Winged Wheel.” Among HDŽ state officials, a double-sided winged wheel had the state coat of arms with a large letter ‘U’ added, or on the lapel above the single-sided winged wheel – the letter ‘U’. Railway workers of ŽNOV wore the ‘original’ without additional appliqués.

Eighth period – Period during the FNRJ from 1945 to 1953

The Constituent Assembly, on November 29, 1945, in Belgrade, adopted the Declaration on the Proclamation of the Federal People’s Republic of Yugoslavia (FNRJ). Based on the Constitution of the FNRJ from 1946 and the Constitution of the People’s Republic of Bosnia and Herzegovina (NR BiH – previously called the Federal State of Bosnia and Herzegovina 1945–1946, and from 1946 to 1953 NR BiH), railway transport assets were declared national property.

In May 1945, the Ministry of Transport adopted a new organization for managing the Yugoslav Railways. The Main Railway Directorate was established with headquarters in Belgrade, and accordingly, the Railway Directorate in Sarajevo was formed. Based on the Law on Nationalization of Private Economic Enterprises from November 5, 1946, all public and private enterprises of nationwide and republican significance were nationalized and transferred to state ownership. The Law specified that nationalization also applied to the railway transport material industry and transport related to devices, warehouses, offices, transport equipment, branches, and confiscated property belonging to private persons and companies. Instead of the name “People’s Railway,” by the Government Decree of the FNRJ from April 22, 1947, the (new-old name) “Yugoslav State Railways” (ЈDŽ – ЈДЖ) was established. According to this decree, the former Sarajevo Railway Directorate was renamed “Main Directorate for Railway Operations Sarajevo.”

After the war ended, Bosnia and Herzegovina began rebuilding and developing the devastated country, building new railway lines, roads, factories, and hydroelectric plants. The Railway Directorate in Sarajevo declared the main line (first group) Bosanski Brod – Sarajevo – Dubrovnik, while the secondary lines were all the ‘other’ lines. In line with the general economic plan (reconstruction – five-year plan), construction of new lines began, namely replacing narrow gauge tracks with standard gauge tracks of 1435 mm width.

Construction of the Railway Network (1945–1952):

A chronological overview of the built tracks (track gauge, route length, and year of commissioning) is:
Bugojno – Gornji Vakuf, narrow gauge, 18.4 km long, 1945; Youth line Brčko – Banovići, standard gauge about 90 km, 1946; Youth line Šamac – Sarajevo, standard gauge about 242 km, 1947; Youth line (forest railway) Bila Nova – Trenica, narrow gauge 7.7 km, 1947; On the route Brko – Banovići, industrial standard gauge 9.5 km, 1947; Bihać – Knin, standard gauge about 112 km, 1948; Brezićani – Ljubija mine, standard gauge about 16 km, 1948; Nova Kreka – Tuzla, standard gauge 4.5 km, 1948; Bijeljina – Bosanska Rača, standard gauge about 19 km, 1950; Doboj – Tuzla, standard gauge about 60 km, 1951; Sarajevo Novo – Sarajevo (old railway station – new railway station), narrow gauge about 1.5 km, 1951; Modriča – Gradačac about 18.5 km, 1951.

Uniforms, insignia, and symbols from the period 1945–1952

During this period, three regulations on official uniforms were issued, in 1946, 1947, and 1948. Due to the extensive material, we will try to outline the basics as briefly as possible.

a.) Regulation – From Article 282 of the “Official Gazette” of the Ministry of Transport, No. 18, dated September 26, 1946, instructions were issued that the inherited official uniform (1935) could still be used until a new regulation was adopted. This is because there were about 250,000 employees in the railway, which would have caused enormous costs for the state. The red five-pointed star (official insignia of the ‘People’s Railway’) worn on the official cap is replaced with a new insignia.

The new insignia was made in the form of a “cockade” (similar in shape to the one from old Yugoslavia), using the Yugoslav tricolor (blue-white-red) as the base, and in the center (instead of the white eagle) is a red five-pointed star without the hammer and sickle. On the cap, above the cockade, there is a winged wheel measuring 5.5 cm. The old insignia – sleeve ranks and colored stripes indicating category or group – could still be worn until a new regulation was issued.

b.) Regulation – The “Official Gazette” of the Ministry of Transport from November 15, 1947, issued a regulation stating that the cut and color of the uniform would remain the same (fabric: wool – blue cloth). The only difference is in the appearance of the summer cap (which remains gray); the chin strap and visor (previously black patent leather) are now made of olive-gray leather. The previous official railway insignia (cockade from 1946) is repealed and a new regulation introduces a new design.

The new design consisted of: A double-winged wheel (with five fins) with a red five-pointed star on top, surrounded by laurel branches. Below the wheel is a small Yugoslav tricolor in color (blue-white-red). The new insignia is worn on the cap wreath (winged wheel, front, attached on the cap’s edge) and made of metal in a ‘golden’ color or embroidered with ‘golden’ thread. For first-class managers and officials, they are marked by epaulettes bordered with golden braid, and longitudinal and transverse bands with a width of 20 mm.

c.) Regulation on the official uniform for JDŽ officials, Ministry of Transport, MS No. 1211/48, Belgrade, March 25, 1948.

A review of the regulation provides the most basic information. The official uniform comes in winter and summer versions and is equipped with insignia indicating the service, position, and rank. The insignia include: colored petals and backings to mark the type of service, as well as stripes, epaulettes, shoulder straps, emblems, and special markings to denote the official’s position and rank. The uniform and insignia are provided free of charge, while shoes, shirts, gloves, and other parts of the uniform must be obtained at one’s own expense.

Regarding the wearing of the official uniform, the same rules apply to female officers, with the difference that instead of a cap, they will wear a beret (beret – a shallow and round French cap), and instead of trousers, a skirt or skirt-trousers (optional). The official uniform consists of a cap, jacket, blouse, vest, trousers, overcoat, and ankle boots, made from kamgarn fabric and issued to officers who wear epaulets-širite, or from čoha fabric for lower-ranking officers, in dark blue color. The summer uniform is made from gray or white cloth, cut and styled the same as the winter one. Officers exposed to weather conditions are issued, against receipt: fur coat, opaklija, raincoat, short cloth coat, gloves, etc., which are inventory items.

The cut, fastening method, and number of buttons for the upper part of the uniform (buttoned up to the neck, finally with a metal clasp) remain the same as the inherited uniform, except that the rectangular pocket flaps are fastened with a single button. The trousers are straight, of regular cut, and not cuffed except for officers wearing an open blouse — in that case, the trouser legs are cuffed. All fastening buttons are metal, embossed with a winged wheel. Yellow buttons are worn by officers marked by position and rank with golden širite and epaulets, while silver buttons are for other ranks. Shirts for officers with open blouses (blouse with four buttons) are gray and must be worn with a blue tie. Gloves are leather or gray cotton.

Insignia — colors and shapes at the Ministry of Transport and Railways. The badges are diamond-shaped with 30 mm sides and are worn on the lapels of the collars of closed blouses and overcoats. Ministry officials of the General and Main Directorates wear badges in cherry color. First-class officers wear gold-colored badges edged with a 2 mm ribbon in the service color. Second-class officers have badges in the service color edged with a golden ribbon. All other officers wear badges in the service color without edge marking.

The colors of badges by service are: Traffic Service — dark red; Traction Service — dark blue; Maintenance and Construction Service — dark green; Workshop Service — black; Communication Service — light blue; and all other services — cherry color.

Širite are gold-colored and worn on the front lower part of the sleeve on a background matching the uniform color. They are intended for officers from the General — Main (Regional) Directorate up to the head of the enterprise or work unit. The cut and shape are similar to those from the 1935 Regulation. The regulation prescribes that the official uniform is worn during service by the General Director, Director of the Institute for Design and Operation, all department heads, chief dispatchers, heads of planning for investments, accounting, bookkeeping, human resources, statistics, education, heads of enterprises, and heads of railway stations.

Epaulets (on the shoulders) for rank insignia are in the service color, 132 mm long and 45 mm wide, edged with a 3 mm golden braid. According to ranks, longitudinal širite of 20 and 16 mm and transverse ones of 20 and 8 mm, as well as the railway double-sided winged wheel, are placed on the epaulets. The winged wheel insignia — for example, three, two, or one — are worn by officers depending on their position (from advisors, engineers, economists to technicians).

Shoulder straps (for traffic and transport officers from class I to V) are used to denote ranks. They are made of the same material as the uniform, 13 cm long, 4 cm wide, edged with a 3 mm silver braid. The lower part is sewn to the upper sleeve part, the upper part is fastened with a small button. On the shoulder straps is worn a winged wheel (25×7 mm), metallic yellow in color. Students of the three-year railway school wear silver straps above which is a silver winged wheel (5.5 cm). The straps are worn on the left sleeve above the elbow and have the shape of an inverted Latin letter ‘V’. On the head, they may also wear a cap called “titovka” in the uniform color with the corresponding emblem.

Ninth period – Period during FNRJ/SFRJ from 1953 to 1992

The end of formal federalism and real centralism in FNRJ. The study begins with the development of Yugoslavia’s political system in the post-war period, namely the period of people’s democracy from 1946 to 1953 and the period of socialist democracy from 1953 to 1966, continuing to 1979 and 1992.

By decree establishing the Ministry of Railways and the Ministry of Transport of the FNRJ Government on November 11, 1948, the former Ministry of Transport was abolished. The Ministry of Railways took over railway traffic responsibilities. It consisted of the General Directorate of Railways and seven main directorates of railway enterprises.

The Ministry of Railways was abolished on April 6, 1951, and incorporated into the Ministry of Transport and Posts. The main directorates operated from 1947 to 1950, replaced by general directorates until 1951, after which main directorates were reinstated.

In the period 1950–1952, a new social system was established aiming at further decentralization of railway management and application of workers’ self-management principles.

With the 1952 railway administration reform, the “Yugoslav Railways” were formed with decentralized ŽTPs (railway transport companies) in Belgrade, Titograd, Zagreb, Sarajevo, Skopje, and Ljubljana.

The constitutional law of 1953 formally introduced the name “Yugoslav Railways.”

The People’s Assembly passed the law on workers’ self-management in 1950, which progressively decentralized railway management.

In the 1960s, further reforms reorganized railway services and ŽTPs, consolidating various maintenance and operational units.

Between 1953 and 1992, about 500 km of new railway lines were constructed, and electrification of the railway network in Bosnia and Herzegovina was carried out.

Uniforms and insignia of the period 1953–1992 were regulated by the General Directorate of Yugoslav Railways in the 1955 rulebook.

The official uniform consists of a cap, blouse, trousers, and overcoat, with winter and summer versions.

The winter trousers are of a simple cut without cuffs and made of the same material as the winter blouse. The winter skirt and skirt-trousers for female staff are made of the same fabric as the blouse. The length of the skirt and skirt-trousers reaches just above the middle of the calves on the leg. On the lower part of the skirt, front and back, there are two pleats each that meet. The summer trousers are made of the same material as the summer blouse and can also be worn in blue camgarn.

The overcoat is tailored from dark blue cochen material. The collar is turned down and worn low. On the chest, on both sides, there is a row of five metal buttons in gold or silver color (24 mm diameter) with an embossed relief of a winged wheel. The sleeves have cuffs made from the same material, 150 mm wide. There are two flap pockets on the side. At the back of the overcoat, there is a strap about 80 mm wide fastened with a metal button.

The tabs are diamond-shaped with sides of 30 mm and are worn on the lapels (collars) of blouses and coats. The color of the tabs is uniform for all departments within the railway transport company, namely dark red. In this way, the unity of all departments in the ŽTP is emphasized, thereby eliminating even symbolic differences between these departments.

The stripes that denote ranks are applied differently as a result of the new salary system on the railway. Namely, the pay grades were abolished (transition to staff payment according to the tariff regulations of ŽTP), and accordingly, the insignia were automatically abolished as well. The use of stripes is now only related to the rank or profession.

b.) The Regulation on official uniforms, insignia, and official identification, “Official Gazette of the JŽ Community” number 4/68, or rather the Workers’ Council of ŽTP Sarajevo, at its VI session held on October 2, 1968, adopted the: “Regulation on the official uniform of ŽTP workers in Sarajevo”, ŽTP number: 4134/68.

General provisions: The official uniform consists of a winter and a summer version. The winter uniform (made of dark blue kamgarn fabric) consists of a cap, blouse, trousers – for women a skirt – a coat, and a winter overcoat. The summer uniform (made of light blue cotton-synthetic fabric) consists of a cap, blouse, and trousers – for women a skirt. During the summer months, the official on duty wears a pigeon-colored shirt instead of a blouse – women wear a blouse of the same color. The winter coat is made of heavy cloth, and the overcoat of gabardine – dark blue color. The train dispatcher wears a red cap during service.

With the official winter uniform, a male official wears a white shirt, a dark blue tie, and black shoes, while a female official wears a white long-sleeved blouse and instead of a tie, wears a ribbon (15 cm wide) tied in a bow at the front below the collar, and black shoes. A dark blue scarf may be worn with the winter uniform.

A new insignia is worn on the official cap (the insignia introduced by the 1948 Regulation is discarded). The new insignia is a red circle, over which there are three red stripes (arranged from largest to smallest downwards – symbolizing wings), all outlined with golden thread. In the center of the circle (on the surface of the wing stripes) are two large Latin letters ‘JŽ’ in black.

The station master and his assistant are required (when dispatching and receiving passenger trains) to wear grey gloves with the official uniform. The same applies to the train dispatcher, ticket inspector, and conductor during service. The official uniform is provided to employees who are direct participants in traffic. Other services wear protective clothing with the mandatory wearing of an official cap with insignia.

However, amendments and supplements to the regulations (ŽTP No.: 9003/68, Sarajevo, January 28, 1969) were adopted, stating that the official tie is not worn with a white shirt, nor the bow tie for women, so that the shirt (for women, blouse) is unbuttoned by one button below the neck. The amendments apply to services that wear the official uniform longer, namely: workers in the traffic-transport service, the traction service, the track maintenance service, and the electrical installations and communications service.

From the above information, we can confidently conclude that with this Regulation (1968), the wearing of petals with a winged wheel on the lapel of the coat and overcoat, or braids on the sleeves with cuffs, ceases to be valid. It is important to emphasize that the information is taken from the Regulation issued by the Workers’ Council of ŽTP Sarajevo on October 2, 1968, which lacks pictures and drawings. Also, no insight was taken into the Regulation issued by the JŽ Community in Belgrade, which would require traveling to the archive in Belgrade.

c.) Based on Article 33 of the Regulation on official uniforms and insignia at JŽ (Official Gazette ZJŽ No.: 4/80) and Article 11 of the Self-Management Agreement on association into the Business Community of Railway Traffic Sarajevo, the Council of the Business Community at its VII session held on December 24, 1981, adopted:

“Regulation on official uniforms and insignia of the workers of the OOUR of railway traffic united in the Business Community for railway traffic Sarajevo.”

This Regulation established unified criteria for determining jobs and workplaces where workers in the railway traffic organization are required to wear official uniforms and insignia during service. This relates to the tasks of direct railway traffic operation, control and supervision of railway traffic operation, inspection and control of travel documents, and direct contact with passengers and other users of railway transport services.

The official uniform consists of the following parts: For male workers – cap, blouse, long-sleeved shirt, short-sleeved shirt, tie, trousers, winter coat, raincoat, and scarf, with the explanation that the train driver and conductor are issued a dolamica instead of a winter coat. For female workers – cap, blouse, skirt, long-sleeved shirt, short-sleeved shirt, tie or bow (ribbon), winter wool coat, and raincoat. White gloves are worn on ceremonial occasions and when handling special trains.

The cap, blouse, trousers, and skirt are made from kamgarn fabric in dark blue (navy) color, then a winter coat from heavy cloth (čeha) or velour in dark blue color, a quilted coat from dark blue gabardine, while the scarf, tie, and shoelaces are made of appropriate dark blue material. The shirt (long and short sleeves) is made of cotton fabric or a blend in light blue color.

During service, the train dispatcher wears a red cap (the upper part is red while the wreath of the cap is black) and the traffic-transport dispatcher wears a blue cap with a red band across the wreath of the cap. Every worker who is required to wear an official uniform must be shaved and neatly trimmed during working hours; workers who do not shave their mustaches must keep them groomed (trimmed) and maintain their beard short.

The official railway badge is worn on the cap, blouse, winter coat, cloth coat, dolama, and summer service shirt. The shape and color of the official badges are prescribed by the Decision of the Assembly of the Community of Yugoslav Railways (Official Gazette ZJŽ number: 4/80).

Željeznička oznaka (željeznički amblem) sastoji se od: Vijenac na crnoj podlozi je okruglog oblika (36 mm) koji u vrhu spaja petokraku zvijezdu crvene boje. U centru oznake nalazi se stilizovano obrađen točak sa gibnjevima (krilcima) čija je širina na krajevima 50 mm, sa visinom od 11 mm. Krilca sa svake strane imaju po pet peraja, koja su stepenasto obrađena u boji zlata. U donjem dijelu oznake nalazi se dva latinična velika slova ‘JŽ’ crvene boje.

Vjerovatno da gore opisana nova oznaka dolazi sa snažnim uticajem na političko mišljenje da nije u redu da zvijezda nedostaje (misli se na staru oznaku iz 1968. godine, op. a.) tako da su se dizajneri vratili u proljeće 1948. godine, koji je grafički ažuriran i dodana kratica ‘JŽ’.

Oblik i kroj službene kape je ostao sličan starom obliku s tim što je podbradnik za sve službe od dvostruko savijenog gajtana, prečnika 5 mm, u pletenici zlatne boje i pričvršćuje se sa dva metalna dugmeta (10 mm) boje zlata sa reljefnom ivicom. Bluza je otvorene forme (radi isticanja košulje i kravate) i kopča se sa tri metalna dugmeta (20 mm) boje zlata sa reljefnom ivicom. Bluza ima jedan džep na lijevoj strani prsa na kojoj se nosi službena oznaka i dva džepa u donjem dijelu sa preklopcima. Na rukavima su utvrđena mjesta za metalne dugmadi (16 mm). Službene pantalone krojene su bez manđete na nogavicama, postavljeni su do ispod koljena sa dva usječena džepa i jednim džepom pozadi.

Zimski mantil je otvorenog kroja sa dva reda po tri metalna dugmeta (22 mm) boje zlata sa reljefnom ivicom. Džepovi su blago koso usječeni sa poklopcima. Dolamica je krojem slična mantilu s tim što je kraća dužinom sa dva vertikalno koso usječena džepa (za odmaranje ruku). Ljetna košulja je otvorenog kroja, kratkih rukava, polustrukirana, sa naramenicama, a rukavi završavaju porubom u vidu manđete. Na lijevoj strani našiven je džep na kome se nosi službena oznaka.

Deseti period – Period u vrijeme od 1992. godine do danas (2024)

Početkom 1990-tih godina Socijalistička Federativna Republika Jugoslavija bila je jedna od najvećih, najrazvijenijih i najraznolikijih država na Balkanu. To je bila nesvrstana federacija koja se sastojala od šest republika: Bosne i Hercegovine, Crne Gore, Hrvatske, Makedonije, Slovenije i Srbije. Paralelno sa slomom komunizma i ponovnim buđenjem nacionalizma, početkom 1990-tih, Jugoslavija prolazi kroz period intenzivne političke i ekonomske krize.

Mišljenja mnogih političkih analitičara da je proces raspada Jugoslavije zapravo započeo mnogo ranije. Uvođenjem Ustava iz 1974. godine koji je stvorio pretpostavke za odcjepljenje republika te od jugoslavenske federacije stvorio de facto konfederaciju. Prva od šest republika koja je formalno napustila Jugoslaviju bila je Slovenija, a za njom Hrvatska koje su proglasile nezavisnost 25. juna 1991. godine. U martu 1992. godine na referendumu (kojeg su bosanski Srbi bojkotovali), više od 60 procenata stanovnika Bosne je glasalo za nezavisnost. Do službenog proglašenja nezavisnosti Bosne i Hercegovine dolazi 7. aprila 1992. Ujedinjene nacije (UN) su priznale nezavisnost Slovenije, Hrvatske i BIH 22. maja 1992. godine.

Makedonija je proglasila nezavisnost u jesen 1991. godine i ocijepila se na miran način. Kasnije je primljena u Ujedinjene nacije pod privremenim imenom Bivša Jugoslovenska Republika Makedonija (BJRM). Srbija i Crna Gora proglasile su novu državu pod nazivom Savezna Republika Jugoslavija. Konačni raspad bivše Jugoslavije deset će se kada Crna Gora proglasi nezavisnost 2006. godine.

Sve bivše republike, sada nezavisne i međunarodno priznate u svojim granicama, osnivaju svoje nacionalne željeznice. Uredbom sa zakonskom snagom o izmjenama i dopunama Zakona o željeznicama R BiH (Službeni list br. 5 od 3. juna 1992. godine) promijenjen je raniji naziv preduzeća tako da nova firma preduzeća glasi: Željeznice Bosne i Hercegovine (ŽBH). Odlukom Predsjedništva Republike Bosne i Hercegovine od 3. juna 1992. godine imenovan je Upravni odbor Željeznica BiH. Ovim činom na teritoriju Bosne i Hercegovine prestaju postojati Jugoslovenske željeznice.

Ubrzanom procedurom, na posljednjoj Skupštini Međunarodne unije željezničara (UIC), dana 10. juna 1992. godine, Željeznice Bosne i Hercegovine su primljene u članstvo  i time postale punopravni član ove uvažene organizacije pod jedinstvenim kodom broj ’86’. Za članstvo u UIC Željeznice BiH morale su ispuniti jedan od osnovnih uslova – da na svojoj teritoriji posjeduje više od 1000 km savremenih pruga, signalizacija i telekomunikacije.

Međutim, glavni problem leži u destrukciji željezničke infrastrukture, pokidanim vezama i otuđenju imovine što je posljedica beskrupuloznog rata koji je zadesio BiH. Naime, dvanaestog maja 1992. godine, pokrenuta je inicijativa za osnivanje željezničkog preduzeća na teritoriji tzv. Srpske Republike BiH da bi njena Vlada, 24. maja 1992. godine, zvanično potvrdila njeno osnivanje tj.  „Željeznice Srpske Republike BiH“ (ŽSR BiH). Na teritoriji tzv. Hrvatske zajednice Herceg Bosna, februara 1993. godine, osnivaju se „Željeznice Hrvatske zajednice Herceg Bosna“ – ŽHZ HB (Narodni list HZ HB broj 2/93 i broj 3/93).

Novembra 1995. godine, donesen je „Opšti i okvirni sporazum za mir u BiH“, poznat kao „Dejtonski mirovni sporazum“. Ovaj pravni akt sporazumnog karaktera parafiran je u vojnoj zračnoj luci Right-Paterson kod Daytona, u američkoj državi Ohio. Sporazum koji je zvanično prekinuo rat u BiH naročito se bavio budućim upravnim i ustavnim uređenjem BiH. Jedan od najosnovniji principa na kojima je Dejtonski sporazum bio zasnovan bila je administrativna podjela BiH na teritorij (entitete) Federacija BiH i Republika Srpska. Sporazum je zvanično potpisan u Parizu 14. decembra 1995. godine.

U poslijeratnom periodu postojeće željeznice u BiH (ŽBH, ŽHZ HB i ŽRS) donose ‘Program obnove i razvoja’ koji će se realizovati uz pomoć države BiH i Međunarodne zajednice. Dana 16. juna 1998. godine Međunarodna željeznička unija (UIC) donosi odluku o prijemu Željeznice RS u UIC. Odluku potvrđuje generalna skupština u Berlinu 27. oktobra iste godine i dodijelila joj međunarodni kod 0044.

Godine 1998. osniva se „Bosanskohercegovačka željeznička javna korporacija“ (BHŽJK – БХЖЈК) koja funkcioniše kao koordinator u poslovima građenja infrastrukture.

Na osnovu Zakona o željeznicama, (Službene novine Federacije BiH, broj 41/01) Vlada Federacije BiH donosi odluku o osnivanju Javnog preduzeća Željeznice Federacije BiH (JP ŽFBH). Danom početka primjene ovog zakona prestaju važiti Odluke o osnivanju Željeznice HZ HB tako da su željeznice-preduzeće JP ŽFBH jedini menadžer željezničke infrastrukture, odnosno operater u Federaciji BiH (Kapital preduzeća čini željeznička imovina Željeznice BiH (ŽBH) i željeznice Herceg Bosne (ŽHZ HB). Međunarodni kod (UIC) za ŽFBH je 0050. Građevinska dužina pruga u ŽF BiH iznosi 608,495 km, a Željeznice RS 442,9 km.

Uniforme, oznake i simboli  iz perioda 1992. – do danas (2024)

Tokom trajanja rata u BiH (1992-1995) na pojedinim pružnim dionicama uspostavljen je željeznički saobraćaj. Sama organizacija zahtijevala je maksimalnu pažnju uzevši u obzir blizinu ratišta i tehničku ispravnost vučnog i voznog parka. Sve tri osnovane željeznice (ŽBH-ŽHB-ŽRS) u vezi organizacije u bezbjednosti saobraćaja, primjenjivale su važeće pravilnike donesenih od strane bivše Zajednice Jugoslovenskih željeznica.

Svi učesnici u željezničkom saobraćaju koristili su službene uniforme, sada naslijeđene, iz perioda JŽ-a. Jedina razlika odnosila se na službenoj oznaci (željeznički simbol) nošen na službenoj kapi i bluzi.

Službenici Željeznice Republike Srpske nosili su ‘staru’ oznaku, donesena Uredbom iz 1981. godine, koja se koristila na teritoriju Savezne Republike Jugoslavije (SRJ – 1992-2003) smatrajući se pod pravno univerzalnim slijednikom SFRJ. Godine 2003, formirana je Državna zajednica Srbija i Crna Gora koja je formalno prestala postojati proglašenjem nezavisnosti Crne Gore 2006. godine.

Godinom prijema (1998) u Međunarodnu željezničku uniju (UIC), željeznice Republike Srpke donose Uredbu o izgledu i načinu nošenja službene oznake-simbola. Osnov je dvoglavi orao sa raširenim krilima (sa pet peraja-linija) gdje stoji na osovini točka (simbolizuje krilato kolo), dok se na glavi orla nalazi kraljeva kruna rađeno u zlatnoj boji. Na prsima orla stoje tri ćirilična slova ‘ ЖPC’ u crnoj boji.The railway insignia (railway emblem) consists of: a wreath on a black background in a round shape (36 mm), connected at the top by a red five-pointed star. In the center of the insignia is a stylized processed wheel with wings, whose width at the ends is 50 mm and height 11 mm. The wings on each side have five feathers, designed stepwise in gold color. At the bottom of the insignia are two large Latin letters ‘JŽ’ in red color.

Probably, the above-described new emblem strongly influenced political opinions, as the absence of the star (referring to the old emblem from 1968) was considered incorrect. Therefore, the designers returned to the design of spring 1948, which was graphically updated and complemented with the abbreviation ‘JŽ’.

The shape and cut of the official cap remained similar to the old model, with the chin strap for all services made of double-folded cord with a diameter of 5 mm in gold color, fixed with two metal buttons (10 mm) in gold color with relief edges. The jacket is open-cut (to highlight shirt and tie) and closed with three metal buttons (20 mm) in gold color with relief edges. The jacket has a left breast pocket where the official emblem is worn, as well as two pockets in the lower area with flaps. Metal button slots (16 mm) are provided on the sleeves. The official trousers are cut without cuffs on the trouser legs, reach below the knee, and have two slanted pockets and one back pocket.

The winter coat is open-cut with two rows of three metal buttons (22 mm) in gold color with relief edges. The pockets are slightly slanted with flaps. The dolamica resembles the coat but is shorter, with two vertically slanted pockets (for resting hands). The summer shirt is open-cut, short-sleeved, semi-ironed, with shoulder straps, and sleeve ends with a cuff trim. On the left side, a pocket is sewn on where the official emblem is worn.

Tenth period – from 1992 to today (2024)

At the beginning of the 1990s, the Socialist Federal Republic of Yugoslavia was one of the largest, most developed, and diverse states in the Balkans. It was a non-aligned federation composed of six republics: Bosnia and Herzegovina, Montenegro, Croatia, Macedonia, Slovenia, and Serbia. Parallel to the collapse of communism and the revival of nationalism, Yugoslavia underwent a phase of intense political and economic crisis in the early 1990s.

Many political analysts believe that the breakup of Yugoslavia began much earlier. With the adoption of the 1974 constitution, conditions for the separation of the republics were created, effectively transforming the Yugoslav federation into a confederation. The first of the six republics to officially leave Yugoslavia was Slovenia, followed by Croatia, which declared independence on June 25, 1991. In March 1992, in a referendum (boycotted by Bosnian Serbs), over 60% of the population of Bosnia voted for independence. The official independence declaration of Bosnia and Herzegovina was on April 7, 1992. The United Nations (UN) recognized the independence of Slovenia, Croatia, and Bosnia and Herzegovina on May 22, 1992.

Macedonia declared its independence peacefully in the fall of 1991. Later it was admitted to the UN under the provisional name Former Yugoslav Republic of Macedonia (FYROM). Serbia and Montenegro formed a new state called the Federal Republic of Yugoslavia. The final breakup of former Yugoslavia occurred when Montenegro declared independence in 2006.

All former republics, now independent and internationally recognized within their borders, established their own national railways. By a decree with the force of law on amendments and additions to the railway law of Bosnia and Herzegovina (Official Gazette No. 5 of June 3, 1992), the former company name was changed, so the new company was named “Railways of Bosnia and Herzegovina” (ŽBH). By the decision of the Presidency of Bosnia and Herzegovina of June 3, 1992, the management board of Railways of BiH was appointed. This ended the existence of Yugoslav Railways in the territory of Bosnia and Herzegovina.

In an accelerated process, Railways of Bosnia and Herzegovina were admitted to the International Union of Railways (UIC) on June 10, 1992, becoming full members of this prestigious organization under the unified code “86”. One of the basic requirements for UIC membership was to have more than 1000 km of modern tracks, signaling, and telecommunications within the territory.

The main problem, however, was the destruction of railway infrastructure, interrupted connections, and confiscated property, consequences of the ruthless war in Bosnia and Herzegovina. On May 12, 1992, an initiative was launched to establish a railway company in the territory of the so-called Serbian Republic of BiH, whose government officially confirmed its founding on May 24, 1992, namely “Railways of the Serbian Republic of BiH” (ŽSR BiH). In the territory of the so-called Croatian Community of Herceg-Bosna, “Railways of the Croatian Community of Herceg-Bosna” (ŽHZ HB) were established in February 1993.

In November 1995, the “General Framework Agreement for Peace in Bosnia and Herzegovina,” known as the “Dayton Agreement,” was signed. This legal document was initialed at Wright-Patterson Air Force Base in Dayton, Ohio, USA. The agreement officially ended the war in Bosnia and Herzegovina and regulated the future administrative and constitutional structure of BiH. A fundamental principle of the Dayton Agreement was the administrative division of BiH into the entities Federation of BiH and Republika Srpska. The agreement was officially signed on December 14, 1995, in Paris.

In the post-war period, the existing railways in BiH (ŽBH, ŽHZ HB, and ŽRS) presented a “Program for Restoration and Development,” implemented with the support of the state of BiH and the international community. On June 16, 1998, the International Union of Railways (UIC) decided on the admission of the Railways of Republika Srpska to the UIC. The decision was confirmed at the general assembly in Berlin on October 27 of the same year and was assigned the international code 0044.

In 1998, the “Bosnia-Herzegovina Railway Public Corporation” (BHŽJK – БХЖЈК) was established, serving as coordinator for infrastructure projects.

Based on the Railway Law (Official Gazette of the Federation BiH No. 41/01), the government of the Federation BiH decided to establish the public company “Railways of the Federation BiH” (JP ŽFBH). With the entry into force of this law, the decisions to establish the Railways of the Croatian Community of Herceg-Bosna ceased to apply, so the railway company JP ŽFBH is the sole infrastructure manager and operator in the Federation BiH. The company’s capital consists of the railway property of Željeznice BiH (ŽBH) and Željeznice Herceg-Bosna (ŽHZ HB). The international code (UIC) for ŽFBH is 0050. The track length of ŽFBH is 608.495 km, and that of Željeznice RS is 442.9 km.

Uniforms, badges, and symbols from the period 1992 to today (2024)

During the war in BiH (1992-1995), railway traffic resumed on some track sections. The organization required the highest attention, considering the proximity to the war zone and the technical condition of the train and locomotive equipment. All three founded railways (ŽBH, ŽHZ HB, and ŽRS) applied the valid regulations of the former Community of Yugoslav Railways regarding traffic safety.

All participants in railway traffic wore official uniforms inherited from the JŽ period. The only difference was the official badge (railway symbol) worn on the official cap and jacket.

Officials of the Railways of Republika Srpska wore the “old” badge, adopted by a decree in 1981, used in the territory of the Federal Republic of Yugoslavia (FRY – 1992–2003), considered the legal universal successor of SFRY. In 2003, the State Union of Serbia and Montenegro was formed, which formally ended with the independence of Montenegro in 2006.

In 1998, upon admission to the International Union of Railways (UIC), the Railways of Republika Srpska issued a regulation on the appearance and manner of wearing the official badge-symbol. The base is a double-headed eagle with outstretched wings (with five feathers), standing on the axle of a wheel (symbol of the winged wheel), while on the eagle’s head is a gold-colored royal crown. On the eagle’s chest are three Cyrillic letters “ЖPC” in black color.

The Railways of Herceg Bosna (ŽHB), on the date of establishment (1993), issued a regulation that the appearance of the official emblem consists of a shield shape with the coat of arms of the Republic of Croatia (officially in use since 1990) with outstretched wings (six feathers arranged in steps). In the crown of the shield is a triple vine ornament, while below the shield are three Latin letters ‘ŽHB‘ in black color. The entire emblem is in gold color except for the chessboard fields in red and silver colors. The emblem was officially used until the merger of ŽHB and ŽBH into the unified railway company ŽFBH (2001), when a regulation on the unified official railway emblem was adopted.

The Railways of Bosnia and Herzegovina (ŽBH), summer of 1992, before submitting the application for admission to the International Union of Railways (UIC), the Board of Directors, based on a published competition, decided on the design of the official emblem. One of the members of the award-winning design group for the railway workers’ newsletter “Express” stated: (…) “The basic elements that make up the emblem are two crossed graphic symbols in the form of laid arrows representing the main directions of movement and their crossing, and at the same time symbolizing the dynamic and efficient operation of the company. The emblem is designed in green-blue colors, which also recall the railway environment – green associates with nature and blue with the sky.”

The emblem (green-blue arrows) was made on white fabric, square-shaped, and worn on the cap and the upper pocket of the official shirt and coat until 2001.

Since 2001, the public company Railways of the Federation of Bosnia and Herzegovina (JP ŽFBiH d.d.o. Sarajevo) has received a new company symbol or logo, which is worn on the official cap and on the chest pocket of the blouse and summer shirt. It consists of simple geometric shapes (a product of vector graphics), i.e., a circular shape with a black background and an orange thread border, while in the center there are geometric shapes in the form of a ‘young moon’ in orange and blue. Their gentle merging symbolizes the fusion of two former railway companies.

Regarding the Cut and Color of the Official Uniform

The cut and color of the official uniform were inherited from the time of the former Yugoslav Railways (JŽ) from 1981. It is made of kamgarn fabric in dark blue. The uniform consists of a cap, blouse, trousers, windbreaker with hood, tie, winter scarf, two winter and two summer shirts in sky blue or grey color, and low shoes for summer and ankle boots for the winter period in black color. According to the new regulation from 2011, the employee is provided, in addition to the winter uniform, with a summer official uniform (blouse and trousers) and a thin long-sleeved jacket. The fastening method of the upper part of the uniform has remained the same, with metal gilded buttons featuring a relief edge and an embossed service emblem with the letters “ŽFBH” on the surface. The official clothing is worn, without distinction, by both male and female employees during the performance of their duties.

Form and Cut of the Official Cap

The shape and cut of the official cap have remained similar to the old design (since 2011 with a wire – officer style), with the chin strap for all services made of double-twisted cord, 5 mm in diameter, braided in gold color and fastened with two metal buttons (10 mm) in gold color with a relief edge. The upper part of the uniform is fastened with metal buttons (20 mm) in gold color with a relief edge, and embossed on the surface is the official service emblem-logo with capital letters “ŽFBH”.

Conclusion

By observing all that has been presented in this research paper, we can conclude that all railway uniforms were made in blue color from kamgarn or cloth fabric. The insignia on the caps were worn depending on the political system of the country (Monarchy, Kingdom, Socialism, Federalism). The symbol of the winged railway wheel existed under the then railway administrations on the territory of Bosnia and Herzegovina from 1878 to 1992, with minor graphical changes.

It is understandable that the railway seeks to move forward with progress and modernization, but when choosing an official insignia (ŽBH-1992, ŽFBH-2001), it could have instructed graphic designers that the future official sign-symbol-logo, even in abstract form, should contain symbolic lines of wings or any other shape that would evoke the historical origin of the winged wheel.

Literature, Sources:

• Dževad Juzbašić, 1974. “The Construction of Railways in Bosnia and Herzegovina in the Light of Austro-Hungarian Policy from the Occupation to the End of the Kállay Era”
• Richard Haemmerle: “Twenty-Five Years of Narrow-Gauge Railway in Bosnia 1879–1904”, Brochure, Sarajevo 1904
• Fevzija Ajdin, 2005. “History of the Railways of Bosnia and Herzegovina”
• “One Hundred Years of Yugoslav Railways”, Collection of Articles on the Centennial of Yugoslav Railways, Belgrade 1951
• Charles Yriarte: “Bosnia and Herzegovina – Insurrection of 1875–1876”
• Siniša Lajnert, Croatian State Archives – Review article: “Organization of the Railway Administration Zagreb (1945–1947)” and “Organization of the Railways in the National Liberation Struggle (1941–1945)”
• University of Sarajevo – Institute of History, “Historical Inquiries”, Sarajevo, Bosnia and Herzegovina, No. 19, 1–508, Sarajevo 2020
• Express – Information bulletin of the Railways of Bosnia and Herzegovina, No. 1, Year 1, Sarajevo, September 1992, articles
• Archives of Bosnia and Herzegovina, 1904. ZVS 280/383-50; 1917. ZVS 308/281-39; 1918. ZVS 426/281-39, Railway uniforms, Regulations, Instructions, Procurement, etc.

This modest research paper, presented through this article, concludes with sincere gratitude to the employees of the Archives of Bosnia and Herzegovina in Sarajevo and the Railway Museum in Belgrade, without whose assistance in recommending the use of available library and archival materials this would not have been possible.

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