Status of monument -> National monument

Pursuant to Article V para. 4 Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina and Article 39 para. 1 of the Rules of Procedure of the Commission to Preserve National Monuments, at a session held from 4 to 6 February 2013 the Commission adopted a

D E C I S I O N

I

The historic monument of the Partisans’ – Tito’s – train at Oštrelj. Municipality Bosanski Petrovac, is hereby designated as a National Monument of Bosnia and Herzegovina (hereinafter: the National Monument). 

The National Monument is located on a site designated as cadastral plot no. 1/13-1, title deed no. 6, cadastral municipality Oštrelj, Bosanski Petrovac Municipality, Federation of Bosnia and Herzegovina, Bosnia and Herzegovina.

The provisions relating to protection measures set forth by the Law on the Implementation of the Decisions of the Commission to Preserve National Monuments, established pursuant to Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina (Official Gazette of the Federation of BiH nos. 2/02, 27/02, 6/04 and 51/07) shall apply to the National Monument.

II

The Government of the Federation of Bosnia and Herzegovina (hereinafter: the Government of the Federation) shall be responsible for providing the legal, scientific, technical, administrative and financial measures necessary for the protection, conservation and presentation of the National Monument.

The Commission to Preserve National Monuments (hereinafter: the Commission) shall determine the technical requirements and secure the funds for preparing and setting up signboards with basic details of the monument and the Decision to proclaim the property a National Monument.

III

The Government of the Federation shall be responsible for providing suitable physical and technical conditions for the safe-keeping of the National Monument, and in particular for:

-       ensuring that the conditions are in place for the conservation and restoration of the locomotive to prevent further corrosion damage;

-       providing the conditions required for the suitable presentation of the property.

The display and other forms of presentation of the property in Bosnia and Herzegovina shall be effected on the basis of conditions to be specified by the federal ministry responsible for culture.

IV

Everyone, and in particular the competent authorities of the Federation of Bosnia and Herzegovina and urban and municipal authorities, shall refrain from any action that might damage the National Monument or jeopardize the preservation and rehabilitation thereof.

V

The removal of the National Monument from Bosnia and Herzegovina is prohibited.

By way of exception to the provisions of the previous paragraph, the temporary removal from Bosnia and Herzegovina of the property for the purposes of display or conservation shall be permitted if it is established that conservation works cannot be carried out in Bosnia and Herzegovina or can be carried out to a higher standard and more quickly and cheaply abroad.

Permission for temporary removal under the conditions stipulated in the preceding paragraph shall be issued by the Commission, if it is determined beyond doubt that it will not jeopardize the movable heritage in any way. 

In granting permission for the temporary removal of the National Monument from Bosnia and Herzegovina, the Commission shall stipulate all the conditions under which the removal may take place, the date by which the property shall be returned to the country, and the responsibility of individual authorities and institutions for ensuring that these conditions are met, and shall notify the Government of the Federation, the relevant security service, the customs authority of  Bosnia and Herzegovina, and the general public accordingly.

VI

The Government of the Federation, the ministry responsible for culture and the heritage protection authority of the Federation of Bosnia and Herzegovina shall be notified of this Decision in order to carry out the measures stipulated in Articles II – V of this Decision.

VII

The elucidation and accompanying documentation form an integral part of this Decision, which may be viewed by interested parties on the premises or by accessing the website of the Commission (http://www.kons.gov.ba) 

VIII

Pursuant to Art. V para 4 Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina, decisions of the Commission are final.

IX

This Decision shall enter into force on the day following its publication in the Official Gazette of BiH.

This Decision has been adopted by the following members of the Commission: Zeynep Ahunbay, Martin Cherry, Amra Hadžimuhamedović, Dubravko Lovrenović, and Ljiljana Ševo.

No: 04.1-02.3-53/13-5

5 February 2013

Sarajevo

Chair of the Commission

Ljiljana Ševo

E l u c i d a t i o n

I – INTRODUCTION

Pursuant to Article 2, paragraph 1 of the Law on the Implementation of the Decisions of the Commission to Preserve National Monuments, established pursuant to Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina, a “National Monument” is an item of public property proclaimed by the Commission to Preserve National Monuments to be a National Monument pursuant to Articles V and VI of Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina  and property entered on the Provisional List of National Monuments of Bosnia and Herzegovina (Official Gazette of  BiH no. 33/02) until the Commission reaches a final decision on its status, as to which there is no time limit and regardless of whether a petition for the property in question has been submitted or not.

On 29 September 2007 the Institute for the Protection of the Cultural Heritage of Una Sana Canton in Bihać submitted a petition/proposal to the Commission to designate the Partisans’ – Tito’s – train at Oštrelj, Bosanski Petrovac Municipality, as a national monument of Bosnia and Herzegovina.

Pursuant to the petition, the Commission proceeded to carry out the procedure for reaching a final decision to designate the property as a National Monument, pursuant to Article V para. 4 of Annex 8 and Article 35 of the Rules of Procedure of the Commission to Preserve National Monuments.

Statement of  Significance

The narrow-gauge railway engine of the Partisans’ – Tito’s – train at Oštrelj was made in the early 20th century in the Krauss-Maffei locomotive factory in Germany. It was used by the Steinbeis line and later the Šipad forest railway. In October 1942, during World War II, the locomotive with its tender and three wagons were used to house the High Command of the National Liberation Movement, and Josip Broz Tito occupied one of the wagons. Historic decisions were taken and plans drawn up in the train, such as the decision to form larger operational units, plans to extend the free territory of the Bihać republic, and the decision to establish AVNOJ, the Antifascist Council of National Liberation of Yugoslavia in Bihać on 26 and 27 November 1942. AVNOJ was constituted as the pan-national, pan-political representative body of the Yugoslav National Liberation Movement, making it one of the most significant political events of World War II in Yugoslavia. After World War II, the train remained in use until 1951 as part of Yugoslav Railways, before being restored and protected as a monument of the War of National Liberation.

II – PRELIMINARY PROCEDURE

In the procedure preceding the adoption of a final decision to proclaim the property a national monument, the following documentation was inspected:

-       details of the current condition and use of the property, including a description, architectural survey and photographs

-       an inspection of the current state of the property

-       copy of the cadastral plan

-       proof of title

-       historical, architectural and other documentary material on the property, as set out in the bibliography forming part of this Decision

-       the petition from the Institute for the Protection of the Cultural Heritage of Una Sana Canton in Bihać to designate the Partisans’ – Tito’s – train at Oštrelj as a national monument of Bosnia and Herzegovina, dated 27 September 2007, with enclosures.

Pursuant to Article V para. 2 of Annex 8 of the General Framework Agreement for Peace in Bosnia and Herzegovina and Article 37 of the Rules of Procedure of the Commission, before rendering a final decision designating a property as a national monument, the Commission is required to provide the owner of the proposed monument, the person submitting the petition, the institutions responsible for heritage, professional and academic institutions, experts and scholars, as well as other interested parties, to express their views. Accordingly, the Commission took the following steps:

-       sent a letter ref. 04-1-35.2-2-5/12-192 of 15 October 2012 to the Railways of the Federation of Bosnia and Herzegovina, Bosanski Petrovac Municipality, the Institute for the Protection of Monuments under the Federal Ministry of Culture and Sport, and the Institute for the Protection of the Cultural Heritage of Una Sana Canton, requesting details of the technical specification of the train, experts on narrow-gauge railways and the typology of steam locomotives, details of prior statutory protection of the property, and their views on the designation of the property

-       published an announcement in the Official Gazette of BiH no. 103/12 of 24 January 2013 to inform the public that the procedure to designate this and other properties as national monuments was under way and appealing to the owners and other interested natural and juristic persons, bodies and institutions to submit their views on the designation of the property as a national monument to the Commission within 30 days.

In response, the Commission received the following documentation as of the date this Decision was rendered:

-       letter ref. 07-40-4-5533-1/12 from the Institute for the Protection of Monuments under the Federal Ministry of Culture and Sport, notifying the Commission that Tito’s train at Oštrelj, Bosanski Petrovac, was listed and protected by the Institute for the Protection of the Cultural and Natural Heritage of Bosnia and Herzegovina, and providing details of the restoration of the train conducted under the auspices of the latter Institute in the 1950s and 1980s

-       letter ref. 05-783/12 of 11 December 2012 from the Institute for the Protection of the Cultural Heritage of Una Sana Canton, suggesting possible sources of information: Fevzija Ajdin’s Historija željeznica Bosne i Hercegovine for steam locomotives and narrow-gauge railways, and Wikipedia for information on the Steinbeisbahn. It also recommended contacting archaeologist Milenko Radivojac, an employee of the Museum in Prijedor, as the liaison between the family of Milan Bilbija, who had collected documentation on the narrow-gauge railways and steam locomotives of Bosnia and Herzegovina.

1. Details of the property

Location

The Partisans’ – Tito’s – train at Oštrelj, Bosanski Petrovac Municipality, is near Ostrožac town centre, 25-30 m to the right of the main Bosanski Petrovac to Drvar road. It stands close to the former forest railway line reading to Javorova kosa – Osječnica, the narrow-gauge Steinbeis railway line linking Drvar with Srnetica.

Historical background

The history of the steam locomotive designated as ZNOV n. 12 Maffei 2438/1904 with tender, now located at Oštrelj near the main Bosanski Petrovac to Drvar road, begins with the construction of the Steinbeisbahn in this part of Bosnia and Herzegovina. It was made in the Krauss-Maffei factory in Germany in 1904 for use in Steinbeis’s timber company and railway(1). Steinbeis’s company had its own narrow-gauge railway, consisting of the main Prijedor-Srnetica-Knin railway, a distance of 232 km, and about 400 km of forest tracks with 33 locomotives, about 500 goods wagons and 60 carriages, 18 wooden water tenders, and the machine shops needed for the maintenance of tracks and locomotives in Drvar. It had its own docks in the port of Šibenik, with all the necessary equipment(2).

Otto Steinbeis’s narrow-gauge railway had four main lines:

1. Lička Kaldrma to Srnetica,

2. Srnetica to Prijedor,

3. Srnetica to Jajce,

4. Srnetica to Ribnik Gornji.

There were also a number of forest branch lines, including:

1. Srnetica-Strugarnica-Potoci,

2. Vrletina-Jasikovac-Kružane-Lastva (hospital)-Potoci,

3. Donje Bravsko-Mijačnica-Basanovac-Palež, Basanovac-Bjelajske uvale,

4. Oštrelj-Osječnica, Oštrelj-Gorana, Donja Sanica-Sanička sawmills.(3)  

Locomotives with tenders were purpose-built for these railway line, to cope with the complex and difficult terrain.

In 1920 the Steinbeisbahn passed into the ownership of the Šipad company (Šumska industrija [Forestry Industry] podravska Prijedor). When Germany occupied the Kingdom of Yugoslavia in 1941, the railway became the property of the German authorities. The Partisans took locomotive ZNOV n. 12 Maffei 2438/1904 after liberating Drvar in July 1942(4). In January 1943, following new offensives and attacks on Oštrelj, the Partisans drove the locomotive off the main railway line and camouflaged it, and dispersed the carriages and wagons around the track in the thicker areas of the forest.

In October 1942, the railway engine with one tender (Rer no. 8509) and three wagons (Dn 5202, Gd 1352, Gd 1353) was located on the forest line linking Javorova kosa with Osječnica.

On 8 October 1942, Josip Broz Tito and the High Command came from Mlinište to Oštrelj, which was part of the free territory of the Bihać republic. This republic extended over a length of 250 km and a width of about 80 to 100 km(5). As Bulatović observes, “it was then the only train operating in European territory not occupied by Germany.”(6)

Engineer Volođa Smirnov, at the time head of the technical services division of the High Command, issued an order to use the train to accommodate the High Command. The wagons were taken deep into the woods, making them almost impossible to spot from the air; the railway engine itself was there only when food, water and other supplies were needed for the High Command. It was used to transport food, timber, combatants, the wounded and the general public in the free territory of the Bihać republic.

Vladimir Dedijer wrote in his Dnevnik (diary) about the use of the locomotive and tender by the High Command: “It was dark when we reached Oštrelj, where the High Command is to be housed in railway wagons. The railway line that leads to Sanski Most and all the way to Vakuf – Travnik, and westwards to Knin, runs through it.”(7)  

Čedomir Minderović also wrote about the use of the train while the High Command was based at Oštrelj: “A small train covered with conifer branches – quite invisible – teeming with life.”(8)  

According to later research, Josip Broz Tito occupied postal car no. Dn 5202(9), which was destroyed by fire with all its contents during World War II(10).

After World War II, the railway engine and the wagons and carriages that had been repaired operated as part of Yugoslav Railways until 1951.

In 1951, at the instigation of General Smirnov of the Yugoslav National Army (JNA), the Central Committee of the War of National Liberation (NOR) of Yugoslavia took steps to remove the locomotive ZNOV n. 12 Maffei 2438/1904 and the postal car Dn 5202 from scheduled service.

In 1956 the Central Committee of the Federation of NOR Combatants of Yugoslavia applied to the Federal Institute for the Protection of Cultural Monuments to send experts to Oštrelj to conduct an on-site inspection and draw up a proposal to protect the locomotive and wagons. In 1958 the locomotive and the postal car used by Josip Broz Tito in 1942 was restored, and the Institute for the Protection of Cultural Monuments and Natural Rarities of NR Bosnia and Herzegovina took steps to remove the rest of the train from scheduled service.

However, the restored railway engine and wagons (with the exception of the tender) deteriorated as a result of exposure to the elements, and in 1981 the Institute for the Protection of Cultural Monuments and Natural Rarities of NR Bosnia and Herzegovina, Sarajevo, launched a project to repair and restore it once again. As part of the works, a tender was added, which was not of the same size as the original, but was there to create an overall impression, and a canopy roof was erected to protect the train. The path leading to the train was also set in order, to make it easier to view the exhibit.

The locomotive and wagons were again damaged during the 1992-1995 war in Bosnia and Herzegovina.

At its 25th session, held on 14 July 2003, Bosanski Petrovac Municipal Council adopted a proposal for measures to protect (national) historical monuments with a list of priorities for protection. The programme of measures includes a reference to the signs by the main M5 and M14 roads where Tito’s train is located in Oštrelj. Pursuant to this decision, Tito’s train at Oštrelj, now restored, was formally “opened” on 15 June 2007.

2. Description of the property

Steam locomotive ZNOV n. 12 Maffei 2438/1904 was made in the Krauss-Maffei factory in Germany in 1904. It had a top speed of 25 km/h(11), and was classified by axle arrangement as B´Bt-n4v(12) under the German notation. It was used solely on the Steinbeis/Šipad tracks.

Referring to this locomotive, Dedijer relates that at the time the High Command and Tito were based in Oštrelj, the locomotive was assembled from the parts of eight other locomotives(13). 

The twin-axle metal postal car DN 5202 in which Josip Broz Tito was accommodated is 7.90 m long, and was the last wagon on the train. During Tito’s time in Oštrelj in October 1942, it was divided into two sections, one containing a metal stove, a fixed bench and a shelf, and the other a wider bench (bed), a shelf, a table and four chairs, all made of deal. The postal car was painted green on the outside, and lined on the inside with grey cellulose paper produced in the cellulose factory in Drvar. It and its furniture were burned during World War II.

The locomotive, tender and wagons were restored and conserved in the 1950s under the supervision of the Institute for the Protection of Cultural Monuments and Natural Rarities of NR Bosnia and Herzegovina. The craftsmen who had worked on the interior fittings of the wagon in October 1942, Mile Bojanić and Vlado Trninić, made new furniture based on their recollection of those that were installed in 1942.

Work began on the conservation of the corroded metal parts of the train, the dilapidated roof and the rotten wooden frame in July 1981, when a canopy roof was also erected. The works were carried out in the machine shop in Banja Luka, and were completed in 1983.

The restoration and conservation works carried out in 2006 and 2007 restored the train’s signature green exterior with grey woodwork and markings in red (a Cyrillic inscription of the proleterka and the five-pointed star on the locomotive) and yellow (the numbers of the locomotive and wagon). No works on the interior furnishings were carried out during these latest conservation-restoration works.

3. Legal status to date

The Partisans’ – Tito’s – train at Oštrelj, Bosanski Petrovac Municipality, was “... listed and protected by the Institute for the Protection of the Cultural and Natural Heritage of Bosnia and Herzegovina under the following heading:

-       Tito’s train at Oštrelj, Bosanski Petrovac

Memorial monument of the War of National Liberation, World War II, from 25 November 1942 to 24-28 January 1943. A unique monument of the revolution, in which major historical events took place.”(14)  

4. Research and conservation-restoration works

-       In 1951, at the instigation of General Smirnov of the Yugoslav National Army (JNA), the Central Committee of the War of National Liberation (NOR) of Yugoslavia took steps to remove the locomotive ZNOV n. 12 Maffei 2438/1904 and wagon Dn 5202 from scheduled service, with the intention of protecting it and in memory of its use in 1942

-       In 1956 the Central Committee of the Federation of NOR Combatants of Yugoslavia applied to the National Institute for the Protection of Cultural Monuments to send experts to Oštrelj to conduct an on-site inspection and draw up a proposal to protect the locomotive and wagons

-       While this was being done, the National Institute for the Protection of Cultural Monuments and Natural Rarities of NR BiH sought funding for the conservation of the train and conducted an on-site survey of its condition

-       A committee of the Institute for the Protection of Cultural Monuments and Natural Rarities of NR BiH, along with representatives of the Vaso Miskin-Crni Central Machine Shop in Sarajevo and the Carriage and Locomotive Repair Company in Drvar found that since 1951 the train had been standing on an improvised section of track near the Bosanski Petrovac to Drvar road, that the wagon lacked any protection, that parts of the wagon were corroded and the woodwork (roof, floor, doors) were damaged, and that conservation alone would not suffice – restoration was also needed(15)  

-       Conservation and restoration works on the locomotive and wagon began on 15 October 1956 at the Carriage and Locomotive Repair Company in Drvar. The following works were carried out:

-         Repairs to the engine bed: replacement of the axle, recasting the bearings, replacing the brake shoes, supplementing the brake lever with two brake equalizing bars, two brake regulator bolts, one brake rod, a complete brake spindle with main equalizing bar connectors, levelling the bed frames, thorough cleaning and painting parts

-         Repairs to the lower bodywork: levelling the main bearings, removing the main cross bearings, welding the buffer rods, removing rust from the carcase and applying two coats of red lead and one coat of black paint(16)  

-         Repairs to the upper bodywork: levelling the side and front uprights and rafters, applying two coats of carbolineum to the floor (deal boards), replacing the deal roof and sides and applying two coats of green paint on the outside and two of grey paint on the inside, cladding the roof with 0.60 mm galvanized iron, and painting signs on the wagon

-         Reconstruction of the interior furnishings: a metal stove with pipes, a fixed bench and a shelf were installed in the front half of the wagon, and a wider fixed bench with a drawer, a shelf, a small table and four chairs in the rear half. The works were carried out by Mile Bojanić and Vlado Trninić, who had worked on the interior of the wagon in October 1942

-       The works were completed on 18 December 1958, but the problem of where to house the locomotive and wagon remained unresolved, as was the issue of tender Rer no. 8509 and wagons Gd 1352 and Gd 1353

-       Repairs to Tito’s train were carried out in 1981 at the Railway Repair Shop in Banja Luka.  This involved repairing or replacing dilapidated metal and wooden parts, painting the train and refurbishing the interior, and placing the wagons as they had been while they were occupied by the High Command in 1942. This time a water tender was also procured and added to the train. This was not the original, however, nor was it even similar in size or appearance, but was added more to recreate an overall image. A canopy roof was also erected over the entire train, and the access path was made good. The works were completed in 1983

-       The repairs carried out on Tito’s train as a museum exhibit in 2006/2007 consisted of:

-         Preparatory works: dismantling and disposing of the dilapidated roof cladding, dismantling and disposing of the existing damaged uprights of the roof, dismantling and disposing of the damaged guttering and downpipes

-         Cleaning and clearing: removing weeds from the access path, removing waste and litter from inside the wagons and stripping the old paintwork from all the woodwork, cleaning the old paintwork on the locomotive

-         Earthworks: excavating category 3 and 4 soil for the footings and foundations of the fence around the exhibit, laying a 10 cm layer of aggregate on the access path and around the exhibit

-         Concrete works: reinforced concrete footings and foundations MB 20 in and above ground, including rebars and shuttering

-         Carpentry: installing the uprights carrying the roof, lining the underside of the roof with deal panelling, treating with sadolin and fitting a windshield

-         Painting: treating the wooden frame of the wagon with sadolin, applying a protective coat to the prepared metal structure of the locomotive, following by a coat of green oil paint

-         Metal work: installing a metal fence of square 40/40 tubes around the exhibit h – 0.80 mm, applying a protective coat and oil paint to the entrance door

-         Sheet metal work: installing galvanized iron hanging gutters, installing galvanized iron downpipes, installing galvanized iron windshield

5. Current condition of the property

The historic monument of Tito’s train at Oštrelj is in good condition.

Visual observation revealed that the floor of the locomotive is damaged by corrosion.

The tender that was previously part of the train, and which disappeared during the 1992-1995 war in Bosnia and Herzegovina, was not acquired during the most recent protection works on the monument.

The rest of the train is in good condition

III – CONCLUSION

Applying the Criteria for the adoption of a decision on proclaiming an item of property a national monument (Official Gazette of BiH nos. 33/02 and 15/03), the Commission has enacted the Decision cited above.

The Decision was based on the following criteria:

A.         Time frame

B.         Historical value

D.         Clarity (documentary, scientific and educational value)

D.ii.      evidence of historical change

D.v.      evidence of a typical way of life at a specific period

E.         Symbolic value

E.iii.      traditional value

E.v.      significance for the identity of a group of people

F.         Townscape/ Landscape value

F.ii.       meaning in the townscape

F.iii.      the building or group of buildings is part of a group or site

G.         Authenticity

G.i.       form and design

G.ii.      material and content

G.iv.     traditions and techniques

G.v.      location and setting

G.vi.     spirit and feeling

G.vii.    other internal and external factors

The following documentation forms an integral part of this Decision:

-       Letter ref. 07-40-4-553-1/12 of 22 October 2012 from the Institute for the Protection of Monuments under the Federal Ministry of Culture and Sport

-       Photographs of the property in its present state

Bibliography

During the procedure to designate the historic monument of the Partisans’ – Tito’s –train as a national monument of Bosnia and Herzegovina the following works were consulted: 

1924.    Lakatoš, Joso, Despić, Aco. Industrija drva. Industrija Bosne i Hercegovine (The timber industry.  Industry of BiH). Zagreb: Naklada jugoslovenskog Lloyda, broj 6, 1924., 14-45

1954.    Dedijer, Vladimir. Dnevnik 1941-1945 (Diary 1941-1945). Beograd: 1954.

1959.    Minderović, Čedomir. Za Titom (Following Tito). Beograd: Narodna knjiga, 1959.

1959.    Prolić, Esad. “Restauracija i konzervacija Titovog vagona sa Oštrelja” (Restoration and conservation of Tito’s wagon from Oštrelj), Naše starine, no 6. Sarajevo: Institute for the Protection of Cultural Monuments and Natural Rarities of NR Bosnia and Herzegovina, 1959.

1982.    ŽTP Sarajevo calendar for 1982

1984.    Bulatović, Radomir. “Sanacija voza vrhovnog štaba na Oštrelju” (Repairs to the High Command train at Oštrelj), Naše starine, no. XVI-XVII. Sarajevo: Institute for the Protection of Cultural Monuments and Natural Rarities of NR Bosnia and Herzegovina, 1984.

On the narrow-gauge network in Podgrmeč and beyond: http://www.grmec.com/MojGrmec/uspomene_pruga_mreza.htm 26.06. 2012.

Austrian Steam Base

http://www.dampflok.at/index2.html?/647.htm

http://www.zeljeznice.net

for fn. 12 in the English version:

http://www.railway-technical.com/st-clasif.shtml

(1) One of the largest timber companies in the Austro-Hungarian period was the Dobrljin-Drvar Forestry Industry Co. a.d. Sarajevo, with offices in Dobrljin and its headquarters in Sarajevo. The company, belonged to Otto Steinbeis of Branneburg in Bavaria, had two sawmills, Dobrljin and Drvar. The Dobrljin sawmill had the smaller capacity (eight gang-saws with 223 saws, cutting saws, padsaws and circular saws). There was also a chest-making shop, a wood-wool shop and a wood-drying shed. A crane was erected on the River Una to hoist logs, with five cranes and other essential equipment. The sawmill in Drvar was on a much bigger scale, with sixteen gang-saws, 55 circular saws and 18 other items of machinery, six cranes and other ancillary equipment. Drvar also had a chest-making shop and a barrel-making shop. Otto Steinbeis’s company also held shares in the cellulose factory in Drvar, in the Machtersheim timber company in Višegrad, and the Mitrovica-Laćarak sawmill company. Laćarak. Lakatoš, J., Despić, A., Industrija drva. Industrija Bosne i Hercegovine, Zagreb: Naklada jugoslovenskog Lloyda, broj 6, 1924, 21-27

(2) Lakatoš, J, Despić, A, op.cit., 21-27

(3) http://www.grmec.com/MojGrmec/uspomene_pruga_mreza.htm accessed 26 June 2012.

(4) Bulatović, R., “Sanacija voza vrhovnog štaba na Oštrelju,” Naše starine, no XVI-XVII, Sarajevo: Zavod za zaštitu spomenika kulture i rijetkosti, 1984, 224

(5) Following the second enemy offensive, code-named TRIO, the High Command retreated from eastern Bosnia (the Foča Partisans’ republic) to Durmitor, in the Pivska plateau region. In early June 1942 the decision was taken to move the High Command and the existing Partisan units to the Bosnian krajina (old military frontier) region, the largest and most stable liberated territory (Glamoč, Drvar, Bosanski Petrovac, Grmeč, Bihać, Cazin and other krajina places) then to be found in Yugoslavia. The High Command and Partisan troops reached the area in October 1942. Bulatović, R., op.cit., 221

(6) Bulatović, op.cit., 223

(7) Dedijer, V., Dnevnik 1941-1945., Beograd: 1954, 280

(8) Minderović, Č., Za Titom, Beograd: Narodna knjiga, 1959, 138

(9) Bulatović, R., op.cit., 227

(10) Prolić, E., op.cit., 173

(11) from ZTP Sarajevo calendar for 1982. 

(12) Austrian Steam Base- http://www.dampflok.at/index2.html?/647.htm Translator's note: the notation system is a way of classifying locomotives, based on the number and arrangement of the axles or wheels, beginning from the front: the number of carrying wheels, followed by the number of driving wheels, followed by the number of trailing wheels. The French counted the axles, the Germans also counted the axles but used letters only for the driving axles instead of numbers, and the Americans and British counted the number of wheels. See http://www.railway-technical.com/st-clasif.shtml

(13) Dedijer, V., op.cit., 280

(14) Letter ref 07-40-4-553-1/12 of 22.10.2012 from the Institute for the Protection of Monuments under the Federal Ministry of Culture and Sport.

(15) Pašalić, E., op.cit., 175

(16) Translator’s note: without a specialist dictionary on railway engine parts, which I have been unable to find on the internet, I have had to make a guess at the meaning of most of the terms in this and the previous bullet