In May 2019, it will be 56 years since the narrow-gauge railway line Semizovac – Ivančići was discontinued. Much can be written about Semizovac and the narrow gauge line towards Čevljanovići and Ivančići, based on preserved documents and available literature. Almost all sources on the history of this mining railway line are limited to just a few general sentences. On this occasion, we dedicated much of our time to collecting facts and evidence and selected the most interesting parts that will illustrate the customs and events of the past that date back over a hundred years, as well as events from our recent history.
During the Austro-Hungarian occupation, Semizovac was a railway-industrial settlement on the Sarajevo – Bosanski Brod route (October 1882) and a well-known place thanks to the manganese ore mine in Čevljanovići and the transfer of wooden logs from the Zvijezda and Ozren mountains, from where they were sent worldwide by train. After the war, with the construction of the standard-gauge line Shamak – Sarajevo (1947), Semizovac was an important crossroads of road and rail routes leading to Sarajevo, Zenica, and Tuzla. The new building of the Semizovac railway station served to manage traffic on the standard gauge track, while the old station building organized cargo and passenger transport towards Ivančići until its discontinuation in May 1963. Since then, when Semizovac was the administrative center of this region (Sredanjski district, dissolved in 1947), today it is only a station (intersection) on railway maps, which local residents hardly ever use. As for passenger transport via the railway through Semizovac station today (2018/’19), five pairs of local passenger trains operate from Sarajevo and Zenica. Today, Semizovac is administratively divided into two local communities and belongs to the municipality of Vogošća.
How It All Began
With the occupation of Bosnia and Herzegovina by the Habsburg Monarchy in 1878, the Ministry of War of the joint government in Vienna made a decision to urgently construct a railway line to central Bosnia for the purpose of transporting military troops and accompanying military contingents. The starting point chosen for the construction of the railway was Bosanski Brod, passing through Derventa, Doboje, Zenica, and reaching Sarajevo. This railway, which passes through the town of Semizovac, was completed and put into service along the entire route on October 4, 1882. The operation of this railway led to the emergence of foreign capitalist enterprises aiming to purchase large quantities of land rents and to invest financial resources into the construction of forestry and mining transportation communications. In this regard, significant contributions were also made by the construction of the industrial and first mining railway Semizovac – Čevljanovići, approximately 21 km long (20.252 km).
Construction and Technical Characteristics of the Railway
Construction of the mining-forestry railway (Montanbahn) Semizovac – Čevljanovići began in September 1884 during the harshest winter, laid over the old road with minor modifications (Strabenkörper – military road to Olovo and Kladanj), while engineering structures consisted of dry stone walls and wooden bridges. We note that in the same year, August, the construction of the narrow gauge Metković – Mostar line under the management of the Bosnian Railways (“k.u.k. Bosnabahn”) also commenced. The construction of the railway was mostly financed by the mining venture company “Bosnia” (“Gewerkschaft Bosnia” as well as timber transport), while the remaining part was funded by the Government of Bosnia and Herzegovina. The railway was opened to public traffic on January 26, 1885. By mid-1886, the newly formed Bosnian State Railways (BHStB) purchased the constructed route, maintained it, and conducted all traffic for their benefit. The importance of this historical event is evidenced by reports in the newspapers “Sarajevski list” dating from June 26, 1885, which state: “His Excellency, the Honorable Minister Pl. Kállay (Benjamin von Kállay, Administrator of Bosnia and Herzegovina from 1882 to 1903), traveled this morning by train to Vogošća and then by side line to Čevljanovići to inspect the work at the local manganese mines. His Excellency will return tonight to Sarajevo and on Saturday morning will travel by train to Brčko and Vienna.”
By August of the same year, Johann von Appel (Baron Johann von Appel, governor of Bosnia and Herzegovina from 1882 to 1903) will travel along this route, “…His Excellency, the High Commissioner of the land, Baron Appel, set out on the morning of the 19th of that month, accompanied by a major from the general staff and two additional officers, for a longer journey aimed at supervision. The itinerary for this trip is as follows: on the 19th of the month, His Excellency traveled to Čevljanovići, and from there, he was to ride to Kladanj…”.
Many written sources mention the Vogošća – Čevljanovići railway line. The length of this route was approximately 24.1 km. With the construction of the narrow-gauge line Brod – Sarajevo, the closest station to Semizovac was Vogošća near Ilijaš (Gornja Jošanica) from the north, and from the south, the Dvori (barnyard—an old term for that time) stop, which was renamed (in 1884) Reljevo, and the Ilidža-Crnotina station, which from January 1, 1890, changed its name to Rajlovac. At that time, the Vogošća station was of a “modern” type with three tracks, telegraph, water tank, water supply stations, and auxiliary buildings. It experienced its greatest expansion in receiving and dispatching ore from Čevljanovići and timber assortments from Srednji towards the east and west across Europe. The station’s infrastructure complex included a director’s building of the Mining Enterprise “Bosnia” (“Gewerkschaft Bosnia”). Semizovac, at that time (on Austrian AU maps called Han Semizovac), was a passing point for trains. The decision to build a technical branch line from the main track toward Čevljanovići was marked with a starting point in Semizovac near the confluence of the Ljubina River into the Bosna River, specifically at the 253.3 km mark from Brod. The choice of this starting point would spark economic and cultural transformation of Semizovac, and in military maps and the business agendas of the metal and wood industries, it would be well known for a long time to come.
At the end of 1887? (not verified, as we are still researching, although a part of the rail was found cast in 1887), the Bosnian State Railway (BHStB) decided to build a “relay station” in Semizovac with storage facilities, auxiliary buildings, a main warehouse, water towers, and a building for minor locomotive repairs. The new railway station building was only constructed in 1906, and all traffic was managed from the existing building built before the traffic connection to Čevljanovići was established, near the fork close to today’s stone road bridge over the Ljubina River. This first building had a telegraph (the first established line was Metković – Mostar in 1858, and the second Sarajevo – Istanbul in 1860) and a telephone (1895) for establishing communication with Rajlovac and Vogošća. Alongside the building was a block of houses for the switchman who operated the points and the ramp, as the track crossed the old road (now Old Road) Sarajevo – Ilijaš – Visoko.
All the tracks have been dismantled at the Vogošća station and reassembled in Semizovac. This was done due to overload and safety concerns regarding the operation of the open track from the switch in Semizovac to the Vogošća station, which is approximately 1.8 kilometers long. At the time the newly constructed tracks were put into service, Semizovac station gained the status of a higher-ranking station, while Vogošća station lost this status and was listed as a stop in timetables. The new main building of the “Bosnia” Mining Venture Directorate (“Gewerkschaft Bosnia”) has been relocated to Semizovac, along with the existing facilities for manganese ore separation, ambulatory services, mine residences, and other accompanying facilities. This ended operations on manganese ore (Erziväsche) separation in Čevljanovići, except for rough cleaning, which was directly transported to Semizovac.
Did the first light bulb in the Balkans glow in Semizovac?
According to the writings of the encyclopedist Alija Bejtić, the first light bulb on the Balkans shone in Semizovac in 1890, before it did in Sarajevo (1895), and only nine years after Edison’s first light bulb (New York 1881). Namely, a small hydroelectric plant was built near the separation building, and water powered by the Ljubina River using a wooden trough (channel) was used to operate the installed generator (two generators of 110 W each). This small hydroelectric plant supplied electricity to several business premises and apartments around the mentioned factory. The bulbs were of simple design with a thin tungsten filament that, when heated, produced light of about 1.5 V. The hydroelectric plant was in operation until 1947, when Semizovac connected to the municipal electric grid.
The constructed branch of the railway track from Semizovac to Čevljanovići is: 9 km + 523 m to Ljubina, 16+169 to Srednje, and 20+252 km to Čevljanovići. The smallest radius of curves is 40 meters. Due to the small curve radius, the locomotives used are arranged with axle configurations of 0-2-0 (series 171, 172, 173, and 81/0-4-0). The ascent and descent of the track are: 20‰ to Srednje and 26‰ to Čevljanovići. The train speeds range from 16 to 20 km/h. The journey to Čevljanovići uphill takes approximately 83 minutes, and downhill (descending track) about 61 minutes. The number of tracks at the stations is: Semizovac with 6, Ljubina, Srednje, and Čevljanovići each with two, with a special ramp and track for loading excavated ore into freight cars (“Erzewerks”) built at Čevljanovići station. The maximum allowed axles at station tracks (for crossings, passing, loading, etc.) are: Semizovac with 98 permissible axles, Ljubina with 22, Srednje with 31, and Čevljanovići with 20. At Semizovac station, there was a water reservoir of 13 m³ (gravity flow) and a water supply point with flow of 1.5 minutes per cubic meter. Ljubina has a 4 m³ reservoir and a water supply point of 3.3 minutes per m³. Srednje has no water installations. Čevljanovići has a 13 m³ reservoir (gravity flow) and a flow water point of 1 min./m³. Fire and coal cleaning stations were located at Semizovac and Čevljanovići. None of the stations had turning facilities or a triangle (for turning locomotive tenders). As previously mentioned, the track was opened to public traffic on January 26, 1885.
The extension of the track branch to Ivančići, financed by the Mining Cooperative “Bosnia,” was opened for freight traffic on January 15, 1894, and was put into passenger service from Semizovac during 1899. The track from Čevljanovići to Ivančići was 1.904 km long, making the total route from Semizovac to Ivančići 22 km and 156 meters. The gradient of the Čevljanovići – Ivančići railway is 30 ‰, with two constructed tracks capable of supporting a maximum of 16 axles. The Ivančići reservoirs, water tower, and turntable were not present. The journey from Semizovac to Ivančići (uphill) lasted about 91 minutes (average speed of 16 km/h), and returning downhill (descending) took 67 minutes (average speed of 20 km/h). The completed railway was soon purchased by the Bosnian State Railways, so the entire section was under their management. The train numbers for freight and mixed trains (passenger + freight) ranged from 1300 to 1380. Semizovac station, for passenger transport purposes, had one De-type coach (Troosovinska official coach) and three pairs of BCns-type coaches (two-axle, 2nd and 3rd class with a central corridor).
For maneuvering and tugging trains at the Semizovac station, locomotive supply was requested from the Locomotive Substation in Podlugovi. According to the prescribed schedule, locomotives of the JDŽ/JŽ 81 series (Label/No. SHS 490, JDŽ/JŽ 81) arrived. The locomotive of the series 81-005 operated until the railway was closed. Then locomotives from series 172 (Orenstein & Koppel-SHS number 10000, JDŽ/JŽ 172). The locomotive of series 172-004 operated until the railway was closed. The locomotive of series 173-002 was leased to the Bar – Vir Pazar line (Kraus/Li – Bosnabahn No. 2, BHStb No. 12, SHS 12, JDŽ/JŽ 173), and operated until the line’s closure (1963), later working on industrial tracks (tram vehicles) for UNIS and PRETIS companies until the end of 1966. Additionally, for the VTZ “Tito” in Vogošća, locomotives of series 176-005 (leased for the Dobe – Šimin Han line) and locomotive 185-012 (leased for the Brod – Sarajevo line), which operated until 1955, were used. Lastly, a small number of trains ran with locomotive series 11928 (Jung – 1953, model Dt-n2, JŽ number 11928), known as “Čevljanka,” from 1961 until the line’s closure in 1963.
Traditional Transmission of the “Railway Line” and Employee Names
Since this part of the railway line traditionally transported the “Railway Leash,” we will mention the names of employees in the Podlugovi Locomotive Depot from the 1936/’37 list, which are: P. Dušan Čećez, driver and director; J. Emil Šil, driver; M. Stefan Mesećkov, driver; J. Franjo Marek, driver; A. Aleksa Moskal, driver; N. Spasoje Čurić, driver; J. Josip Novak, driver; A. Alojz Ričl, assistant driver; Branko Cmiljić, assistant driver; Franjo Ričl, assistant driver; Đ. Spasoje Kapetina, clerk; Čamil Alić, waterworks worker; Risto Bosiljčić, gatekeeper; Risto Glišić, waterworks worker; Dušan Jeftić, brakeman; Dušan Kučković, brakeman; Mustafa Lisak, brakeman; Mustafa Mimić, brakeman; Risto Uzunović – Jović, brakeman; Avdo Hajdin, waterworks worker; Čefim Alagić, brakeman; Jovo Bajić, brakeman; Radovan Milinković – Bosiljčić, brakeman; Đoko Perendija, brakeman; Bogdan Radić, brakeman; Trifko Milanović, brakeman; Radojica Radan, brakeman; Josip Haler, brakeman; Nikola Glišić, brakeman; Stevo Zec, office worker; Relja Petrović, diarist and train inspector; Vojin Poljčić, train inspector; Božidar Vukičević, diarist – brakeman; Antun Gutlar – Baljković, diarist brakeman; Lajoš Nađ, diarist pending disinfection of wagons; Vojislav Heleta, acting diarist for wagon disinfection; Jovo Panić, diarist, depot guard; Dušan Šavija, diarist, train guard. The station personnel list from 1936/’37 shows that in the Semizovac station worked: Đ. Edvard Hofbauer, controller and station master; J. Albert Mihanović, train dispatcher; M. Krešimir Kuraja, official; V. Sava Savić and S. Danilo Bijelić, signal operators; Đ. Konstantin Pavlić, switchman; S. Danilo Petrović and R. Slavko Rosuljaš, switchmen; S. Jusuf Gajević, station officer. At the Ljubina junction, Malčević J. Mato, switchman, was working. In the Srednje station, Doutlik J. Karlo was working as train dispatcher and station master; A. Ilija Bukovac served as station officer. At Čevljanovići, Jokšić S. Branko was the switchman, and in Ivančići, Markić P. Frano was the chief and P. Pasha Lisak was the station officer. The Semizovac – Ivančići railway line was discontinued on May 25, 1963. The old narrow gauge railway station building in Semizovac ceased operations and was converted into a residential building with multiple apartments, declared as “official” (staff) apartments.
Description of station personnel from 1936/’37. They worked at the Semizovac station. Hofbauer Đ. Edvard, controller and station master, Mihanović J. Albert, train dispatcher, Kuraja M. Krešimir, clerk, Savić V. Sava and Bijelić S. Danilo, signalmen, Pavlić Đ. Konstantin, transit operator, Petrović S. Danilo and Rosuljaš R. Slavko, switchmen, and Gajević S. Jusuf, station officer. At the Ljubina crossing, Malčević J. Mato worked as a switchman. At the Srednje station, Doutlik J. Karlo served as train dispatcher and station chief, and Bukovac A. Ilija was the station clerk. At the (Ukrsnica) Čevljanovići station, Jokšić S. Branko handled switching duties, while in Ivančići station, Markić P. Frano was the station chief and Lisak J. Pašan was the station clerk.
The Semizovac – Ivančići railway line was discontinued for railway traffic on May 25, 1963. The old narrow-gauge railway station building in Semizovac ceased operations and was adapted into a residential building with multiple housing units, which are declared as “official” (staff) apartments.
Mine in Čevljanovići
The oldest manganese ore deposits in Bosnia and Herzegovina were in Čevljanovići. The mine changed many owners during its operation. Even during the Ottoman rule, smaller pits were built with pillars supported by gravitational water and forges (craft production), and for a long time, trade was conducted with Dubrovnik merchants. Exploitation continued under Austro-Hungarian rule for industrial production, and for military needs of the monarchy, preparatory work and small-scale production began in 1880/81, reaching full capacity in 1883. The owners of the mine and the initial name of the company were the Mining Enterprise “Bosnia” (“Gewerkschaft Bosnia”).
On the plain of Čevljanovići, covered with coniferous forest, a small settlement (Berghof) was built, featuring a main workers’ “barracks,” smaller buildings for work and residence of officials, an ambulance, a school (the First School opened in 1908, “Werkhaus”), and a building for visitors of the mine. Namely, all travelers intending to visit the mining settlement had to obtain a special permit from the mine’s management in Vogošća, and later in Semizovac. From the location of the mine shaft (small wagons from the underground were lifted by a lift) to the building for “cleaning,” crushing, and rinsing the ore, a narrow-gauge railway (“Erzbahn”) was constructed, about 0.50 meters wide and approximately five kilometers long. Between the two World Wars, a 3.444 km track of 0.76 m gauge and an additional 360 meters of 0.50 m gauge track were built. The mine complex extends from the area of Nanić in the south, about 10 kilometers away, to Sić stream near Čevljanovići, covering an area of 2 to 6 kilometers in width. At the end of the 19th century, the mine built a small power plant to generate electricity for the workers’ colony and for machinery operation, which was in use until it was connected to the city grid.
The mine continued operating during the time of the Kingdom of SHS, or the Kingdom of Yugoslavia, which took over the entire state ownership of the Austro-Hungarian monarchy under the name “Mining Cooperative Bosnia in Semizovac.” During World War II, Bosnia and Herzegovina was under German occupation, so the Čevljanovići Mine conducted ore exploitation exclusively for the needs of the German war economy. After the war ended, the mine, under the new name “Čevljanovići – Semizovac Mine,” operated for the needs of the economy of the People’s Republic of Bosnia and Herzegovina (Constitution from 1963 until April 1992, Socialist Republic of Bosnia and Herzegovina), up until the mine was closed in 1965. Today, the place called Čevljanovići (Upper Čevljanovići) is known for the Čevljanska Korida, which has been traditionally held since 1947.
**Middle, sawmill, and facilities**
The location is approximately 16 km away from Semizovac along the Narrow Railway Line. Passing through this narrow gauge railway, this place will be of exceptional importance for the development of the wood industry and will be a main economic activity. The economic policy of foreign capitalists from the Austro-Hungarian Monarchy prioritizes the exploitation of forest wealth. With the opening of forest reserves in the Ozren mountains (near Sarajevo) and Zvijezda, new owners demonstrated their readiness and obligation to invest all available financial resources. The first contract with the Bosnia and Herzegovina provincial government was signed by the Giuseppe Feltrinelli & Co. company from Milan in 1899.
The contract concerns multi-year exploitation of the forests within the gravitational area of the Ljubina River, between Srednji and Čevljanovići. For the needs of forest transportation communications, a 9.2 km long waterway was built in the valley of the Rača stream, as well as a 2.5 km long forest gravitational railway (tramway) near Duboki Potok at Čevljanovići. All the cut timber was loaded into ground railway wagons and transported via the Čevljanovići-Vogošća line to the sawmill facilities in Kasindo and Hadžići, where it was processed. Additionally, during that period, Srednji had a smaller sawmill with one water-powered gate, owned by Franz Steinmetz, who purchased the timber from the Ozren mountain near Sarajevo. The company Giuseppe Feltrinelli & Co. from Milan operated until the outbreak of World War I, due to a decision made by the war ministry of the Austro-Hungarian Monarchy in 1915, which ordered sequestration of all properties of Italian companies in Bosnia and Herzegovina. Toward the end of the monarchy’s rule, an independent Forest Administration was established in Srednji for the “rational exploitation” of forests, financial affairs, and to prevent timber theft.
After World War I, the company “Ozren” a.d. Forest Industry of Srednje operated in these forest districts and built a narrow gauge railway of 0.76 meters towards Mount Ozren, with a length of 8.5 kilometers. Additionally, an electric power plant was put into operation at the sawmill facility to power machines for cutting logs—toothers. After World War II, all property was confiscated for the benefit of the state, and a new enterprise named “Forestry-Industrial Enterprise of Romanija” was registered in Srednje. The old railway station in Srednje was built during the Austro-Hungarian period (the year of construction is still researched) and was renovated from 1945 onward, and it still exists today. With the abolition of the railway line, it was declared a residential building.
**Semizovac, construction of the industrial railway and the great railway accident of 1971**
In addition to the data mentioned about Semizovac and its development, we present many more valuable pieces of information. During 1939, Czech companies “Škoda,” “Konstruktiva,” and “Praga” began construction of a future military factory in Vogošća, which was intended to be an integral part of the Military-Technical Institute from Sarajevo, with its facilities in Ilijaš, Vareš, and other locations. In connection with this, as part of building the military factory, construction also commenced (in October 1939) of an industrial narrow-gauge railway (0.76 m) from Semizovac to the construction site in Vogošća. The railway was put into traffic on May 1, 1940. Similarly, by examining the timetable from the year of opening until the end of World War II, due to the arrival and departure of workforce to Vogošća, the Jošanica railway station was opened, located near the mouth of the Jošanica stream into the Bosna River. All local and mixed trains on the Sarajevo – Zenica – Sarajevo route would stop at this station, engaging in the scheduled time for “passenger reception.”
In May 1947, the renovation of the old military factory began with the construction of new facilities under the name VTZ (Military-Technical Institute) “Tito,” at the predecessor of the company “Tito,” Sarajevo (PRETIS), which was officially opened and put into operation on December 22, 1949. The industrial branch heading towards PRETIS was dismantled during 1951, and the track was normalized (1,435 m), but a narrow gauge network of tracks was retained, which was addressed through the weaving of the track.
During that period, new UNIS factories were soon established: the “UTL” roller bearing factory and the “Volkswagen” TAS automobile factory in Sarajevo. It is little known that Semizovac had tram traffic along the railway track to Vogošća, all for the purpose of transporting UNIS workers. Namely, from the decommissioned tram fleet in Sarajevo, at the end of 1963, (with trams “Washingtonians” DS 1960 model put into operation), the factory purchased two trailers and adapted, in technical terms, the coupling for a locomotive. Trams operated roughly around 1963/64 until the end of 1966 when the narrow gauge line was finally abolished. Today, there exists a track (standard width of 1.435 m) under which regular traffic is carried out, starting from the New Railway Station Semizovac to the roundabout of the former TAS and PRETIS.
Terrible Train Accident
Semizovac will experience one of the greatest tragedies in the history of Yugoslav railroads on Sunday, July 17, 1971. In the morning, around 3:08 a.m., an accident will occur involving an emergency express train from Belgrade and a freight train traveling from Rajlovac towards Doboj. The disaster happened when the express train, coming from Podlugovi, at full speed, passed a closed signal at the Semizovac station and directly collided with a freight train that had just halted on the first track. The emergency express train carried about 400 passengers, including approximately 230 elementary school students from Kragujevac and surrounding villages of Stragar, Beloševci, and Lužnica, who had set out for a summer vacation in Gradac by the sea. In this accident, in the first carriage next to the locomotive (a diesel James – “Kennedy Stock,” Series 661), where children from Stragar were accommodated, 14 of them and one teacher will tragically lose their lives. Likewise, the train engineers of the freight train, who at that moment were in the locomotive’s control cabin of Series 662, known as “Nada,” will also die. The engineers responsible for causing the accident, Alojz Pokrajac and Ivan Jurilj, were immediately detained and became subjects of investigative procedures conducted by committees set up by the police station and experts from the Sarajevo Rail Transport Department. The train dispatcher (Commander Rajko Gračanin), who was managing traffic until the moment of the accident, immediately left the station’s official premises and fled to Krivoglavci, taking all the traffic books with him. The next day, he surrendered to the authorities of the then police. During investigation, it was revealed that the books he took with him saved him from severe imprisonment. Later that afternoon, the remains of the children who died were transported to Kragujevac.
As soon as they learned of the serious accident in Semizovac, the President of the National Assembly Džemal Bijedić and the President of the Federal Executive Council Dragutin Kosovac sent telegrams of condolence to the Assembly of the Kragujevac municipality.
Construction of roads and schools
With the arrival of the Austro-Hungarians to this area, assisted by the leasing of local labor in a short period, they “constructed” military roads toward Olovo and Kladanj, Ilijaš, and Visoko, and across Kobilja Glava to Sarajevo. During their rule, the roads were maintained to some extent, while the road to Čevljanovići, during the construction of the narrow gauge railway, was largely (about 14 km) used for laying sleepers with rails. It was only in 1914/1915 that a new road was built along the railway and the right side of the Ljubina River, with a width of 3 meters over the plateau. After the war ended, no one paid attention to this road any longer, and over time it fell into disrepair, was overgrown with weeds, and “disappeared” from military maps.
Between the two World Wars, the road from Semizovac to Visoko was built in four stages. Construction began in 1925 and was completed in 1931. The road to Čevljanovići, also in stages, has a width of five meters along the mountain terrain. Work started only in 1930, and the first five kilometers were finished the following year. We have no sources for the construction of the remaining stages. The road from Semizovac to Ilijaš was paved in 1958, and from Ilijaš to Visoko in 1964. The wide road towards Vogošća and Sarajevo was built in 1955. The renovation and “modernization” of the road toward Čevljanovići and Ivančići began in 1954. This road was called “Road No. 6 of the Yugoslav People’s Army (JNA).” That year, the Sarajevo Directorate issued an appendix to the travel schedule from 1954, introducing Pejažne trains from Semizovac station for transporting personnel and construction materials. The first asphalt pavement was laid only in 1963.
With the construction of the Semizovac – Ivančići railway, and thanks to the successful development of state forests and the exploitation of mines in Čevljanovići, there was a faster growth and emancipation of the local population. As we mentioned, the first school (Public School – “Werkhaus”) was built in Čevljanovići in 1906, attended by children of miners from the manganese mine. In Semizovac, at the end of 1913, preparations were underway to establish a school (Public School), which was to be housed in a mine building, on a floor that served as accommodation for the teaching staff. It began operating in early 1914 but ceased in 1915 with the outbreak of World War I. Its first teacher was Simeun Knežević. The school continued to operate from 1919 (as a four-grade school), with its old teacher Simeun Knežević remaining until 1923, when a new teacher, Abduselam Jelečković, arrived. From 1924, briefly, teacher Jovo Pudarić worked there, followed by teacher Artimonije Stojanović, who would also be its director until 1945, along with the first teachers (1926) Natalija Janković – Stojanović and Natalija Ceković. After the war, from 1945 to 1955, it functioned as a six-grade school, and from 1956/57, an eight-year school was established. In 1963, a new, larger school was built, equipped with classroom facilities and a gymnasium, which children from this region still attend today. This school was attended by teacher and future long-term school director (until 1984), Rasim Suljagić, who was beloved as “Uča” (Teacher) both by children and the local population.
Between the two World Wars, there was a primary (folk) school in Srednje, and its teacher was Danica Čorović. In the village of Ivančići, an eight-year school began operating in 1955/56, and in Ljubina in 1960/61.
Finally, it should be mentioned that the only remaining structures as part of the heritage of this mining railway are the old station buildings in Semizovac and Srednje, and the steel bridge of the narrow-gauge railway over the Ljubina River in Semizovac. The station building of the narrow-gauge railway in Semizovac, as we noted, has been a residential building since 1963, and railway families still live there today. Unfortunately, all users of these spaces, according to the signed Lease Agreement—usage of residential premises with the building owner (Railways Federation of Bosnia and Herzegovina)—and as stated in one of the clauses—if the plan for reconstructing the main line Šamac – Sarajevo (major overhaul – curve correction) is implemented, terminate the lease agreement, and the building will be demolished to the foundation. Our statement, “as an easing circumstance” for the demolisher of this 113-year-old building, notes that it is not listed in the Heritage Protection Register as a cultural and historical property, a fact well known to the building owner. Bravo. In the event of this building’s demolition, the last architectural monument in these areas will also disappear.
We hope you are satisfied with this modest article and that it has served you for educational or entertainment purposes. On this occasion, we are offering you a gallery of very rare photographs from the distant and recent past of this former Forest – Industry Railway line Semizovac – Ljubina – Srednje – Čevljanovići – Ivančići.
