GSP Belgrade

In 1940, the tram traffic took place on 10 lines. Belgrade has disposed of 104 trams, 60 trailers and 87 buses. The following year, in the bombing of Belgrade was destroyed 38 trams, 36 trailers and 10 buses. In 1945, company changed its name to the Department of traffic lights and the Executive Committee of the City of Belgrade. In Belgrade Radio 4 tram and bus lines 3 with a total of 58 vehicles. In 1947, the first trolley was introduced to the line Kalemegdan – Slavija.

In 1955, in Belgrade was 8 tram lines with 162 trams, three trolley lines with 42 trolley buses and 14 bus routes with 148 buses. In 1956, he was released into operation first trolleybus domestic production - "Goša FOM". Belgrade and Zemun are associated trolley lines. As of 1960, there was 38 lines (7 tram, 6 trolleybus and 14 bus). Number of vehicles in inventory stood at 467. In 1961, 160 Leyland buses were purchased.

In 1962, cab vehicles were introduced, a total of 63 vehicles. In 1970, 144 new vehicles were purchased for the transport of Belgrade. The total number of vehicles has increased to 806. In 1975, new zonal tariff system was introduced and number of vehicles rose to 995. By 1985, the total number of vehicles was 1380, and the average number of vehicles in traffic in operation was, on weekdays was 779. In 1989, an integrated system of unified tariff system, in addition to Lasta and GSP in the system is turned on and ZTP Beograd and ATP Pancevo.

By the decision of the Assembly of Belgrade, GSP "Belgrade" in 1990 became a public utility company, founded by the city. In 1991, with a total of 1,393 vehicles, with average age of 4.5 years, the streets of Belgrade was at the peak was about 1,130 vehicles a day carrying about 2.5 million passengers. The crisis in the former Yugoslavia, which escalated in the second half of 1991, led to the introduction of economic sanctions by UN Security Council to Federal Republic of Yugoslavia, and the influx of a large number of displaced persons in Belgrade. Investments in the purchase of new vehicles, spare parts and maintenance of the infrastructure was minimal. During 1993, due to the inability of continuous maintenance of the public transport problems in the procurement of oil and tires, price growth, transport declined in the number of vehicles in traffic, so that at the end of the year only 400 vehicles were in operation. Some lines were eliminated or shortened. The function of public transport in Belgrade had been damaged.

During 1994 and 1995, the GSP managed to raise the level of transportation, revitalize the fleet to an average of 909 vehicles on weekdays. At the beginning of 1998, in public transport private transporters were included. Compared to the previous year, it had 127 vehicles less, along with a tendency of further decline. The unified tariff system ceased to exist and passed on ticketing in vehicles by the conductor. After the start of NATO bombing of Yugoslavia on 24 March 1999, GSP "Beograd" transferred to work in the war environment, which meant the abolition or curtailment of a large number of lines. In the aftermath of the NATO bombing, the problem was lack of vehicles. The unfavorable situation continued in 2000. The outdated fleet, low technical condition of vehicles, lack of spare parts, frequent reduction of traffic due to fuel shortages are only part of the problem that led to the introduction of emergency measures by the Republic government. Significant changes have taken place after the events of October 2000, when the city's new government has opted for the revitalization of the GSP, as a holder of public transport system in Belgrade. A goal that was set before GSP "Belgrade" was to reach the level of the enterprise from the beginning of the 1990s. By the end of the year, most of former lines were reestablished.

GSP Belgrade CAF Urbos 3 tram

In 2011, GSP Belgrade began with the acquisition of new CAF Urbos 3 trams. By the end of 2012, it supplied 30 trams of this model. The new trams are commonly referred to as Španac (Spaniard) by Belgrade's residents.

GSP Belgrade introduced BusPlus on 1 February 2012. BusPlus is an electronic payment method where commuters load fares on a thin plastic card.[6] Also, the private carriers were introduced and integrated in tariff system – Integrated Tariff System (ITS).[7] There are 145 lines, out of which 12 are tram, 8 are trolleybus and 125 are bus lines. Service operates daily between 4 am and midnight, with a limited night bus system. GSP also operates school bus lines, and transportation for the disabled. The entire traffic grid is divided in two zones.

As of 2017, GSP Belgrade has 1,582 vehicles in operation.[8] Most of GSP's revenue is still generated through subsidies by the city of Belgrade; in 2017, that amount stood at 65 million euros.[9]

In April 2019, GSP along with the city of Belgrade signed a contract to purchase 244 new buses, of which 70 are manufactured by Turkish BMC and 174 by Chinese Higer.[10]

In October 2021, GSP signed a contract to purchase 100 CNG buses with Turkish BMC.

In April 2023, the City Assembly of Belgrade voted in favour of terminating the contract with KentKart which provided the BusPlus tracking app, as well as fare collection services.

A brand new state-owned enterprise called "Naplata prevozne usluge" was created, dedicated to collecting GSP fares. The Municipal police was tasked with collecting fares which are now bought through SMS.

While the fares became quite a bit cheaper, this was a controversial decision because the termination of the Kentkart contract meant the BusPlus transit tracking app stopped working, as the city didn't have access to GPS data of individual transit vehicles. A brand new app with the same features was promised but is yet to be delivered in July 2023. Besides this, transit also started running late more often and holes in the transit schedule appeared. This is apparently tied to the fact that the main BusPlus validator (located near the driver's seat) instructed the driver on the schedule. Those validators were also removed following the contract termination.

Most of the GSP bus fleet consists of domestic Ikarbus buses. Ikarbus IK-201, production year 2001, pictured here.

IK-218M are the latest model made by Ikarbus.

200 Solaris Urbino 18 were purchased as major modernization of GSP bus fleet.

First electric bus in Belgrade Higer KLQ6129GEV2

• BMC
  • Procity 12 – solo
  • Procity 18 – articulated
• Higer
  • KLQ6129GQ2
  • KLQ6129GEV2 - electric
  • KLQ6129GEV3 - electric
• Ikarbus
  • IK-101 (from 1997) – solo
  • IK-103 (from 1998) – solo
  • IK-106 (from 1997) – solo
  • IK-112.3 (from 2006) – solo
  • IK-112N (from 2008) – solo
  • IK-112LE (from 2015) - solo
  • IK-112M (from 2016) - solo
  • IK-201 (from 1997) – articulated
  • IK-202 (from 1998) – articulated
  • IK-203 (from 1999) – articulated
  • IK-218 (from 2011) – articulated
  • IK-218.3 (from 2007) – articulated
  • IK-218N (from 2009) – articulated
  • IK-218M (from 2012) – articulated
• Mercedes-Benz
  • O305 – donation from Berlin (Germany) (from 1997) – solo
  • O345 Conecto (from 2003) – solo
• MAN
  • SG313 – donation from Japan (from 2003) – articulated
  • SL283 – donation from Japan (from 2003) – solo
• MAZ/BIK
  • BIK-203 CNG (from 2010) – solo
• Solaris
  • Urbino 18 (from 2013) – articulated

The GSP trolleybus fleet is the youngest, most consisting of Belkommunmash models AKSM-321 and AKSM-333 (from 2010).

ČKD Tatra KT4 trams.

• ZiU/TrolZa
  • TrolZa-62052.01 (from 2000) – articulated
• Belkommunmash
  • AKSM-321.00S (from 2005) – solo
  • AKSM-333.04 (from 2004) – articulated

• ČKD Tatra
  • Tatra KT4YUB/YUBM (from 1980) – articulated
• Duewag
  • GT6 (Be 4/6) – donation from Basel (Switzerland) (from 2001) – articulated
• CAF
  • CAF Urbos 3 (from 2011) – low floor articulated
• Unique trams
  • Čičica – originally remaining Đuro Đaković TMK 101 (from 1994) – solo
  • ČKD T4D – donation from Halle (Germany) (from 2002) – solo
  • SWP Be 4/4 – donation from Basel (Switzerland) (from 2001) – solo

• Past buses
  • Mercedes-Benz O317K FAS "11 Oktomvri" Skoplje (1973–1990) – solo – 17 years
  • Mercedes-Benz O305G (2000–2003) – donation from Germany – articulated – 3 years
  • Mercedes-Benz O405 (2000-2019) - donation from Germany - solo - 19 years
  • Mercedes-Benz O405N (2000-2017) - donation from Germany - solo - 17 years
  • Mercedes-Benz O405G (2000–2012) – donation from Germany – articulated – 12 years
  • FAS-Sanos S115 (1987–2012) – solo – 25 years
  • FAS-Sanos S200 (2000–2003) – donation from Ljubljana (Slovenia) – articulated – 3 years
  • MAN Avtomontaža 890 UO (1974–1986) – solo – 12 years
  • MAN Avtomontaža 890 UG (1970–1981) – articulated – 11 years
  • MAN 890 UO Ikarus Zemun IK-6B (1970–1987) – solo – 18 years
  • MAN 890 UG Ikarus Zemun IK-5B (1975–1994) – articulated – 19 years
  • MAN Avtomontaža SU 220 (1981–2008) – solo – 27 years
  • MAN Avtomontaža SG 220 (1987–2003) – articulated – 16 years
  • Ikarus IK-4B (1971–1990) – solo – 19 years
  • Ikarus IK-105B (1982–2000) – solo – 18 years
  • Ikarus IK-102 (1988–2014) – solo – 24 years
  • Ikarus IK-110B (1984–2013) – solo – 29 years
  • Ikarus IK-111B (1989–2017) - solo - 20 years
  • Ikarus IK-111 (1990–2000) – donation from Timișoara (Romania) – solo – 10 years
  • Ikarus IK-160B (1984–2013) – articulated – 28 years
  • Ikarus IK-161 (1986–2014) – articulated – 28 years
  • Ikarus IK-166 (1991–2014) – articulated – 23 years
  • Ikarus IK-166 (1994–2013) – donation from Istanbul (Turkey) – articulated – 19 years
  • Ikarus IK-167 (1990–2003) – articulated – 13 years
  • FAP-Leyland Kokarus (1963–1982) – solo – 19 years
  • FAP G100 (1965–1981) – solo – 16 years
  • FAP G160 (1967–1980) – articulated – 13 years
  • FAP A537 (2002–2020) – solo – 18 years
  • TAM AS 3500 (1968–1981) – solo – 13 years
  • Leyland Worldmaster (1961–1977) – solo – 16 years
  • MAN NL202 (2000–2013) – donation from Germany – solo – 13 years
  • Fiat Iveco (2000–2009) – donation from Trieste (Italy) – solo – 9 years
  • Graf-Stift GU 230 (2000–2004) – donation from Austria – articulated – 4 years
  • Ikarus 260 (2000–2002) – donation from Greece – solo – 2 years
  • Karosa B932E (2000-2020) - donation from Czech Republic - solo - 20 years

• Past trolleybuses
  • Alfa Romeo / Goša (1962–1984) – solo – 22 years
  • Goša Fages (1956–1981) – solo – 25 years
  • Goša Prototype (1987–1995) – solo – 8 years
  • Fiat CGE (1949–1980) – solo – 31 years
  • Tatra T400 (1947–1961) – solo – 14 years
  • ZiU 9 (1979–2012) – solo – 33 years
  • ZiU 682G (1989–2015) - solo - 26 years
  • ZiU 682B-10 (2005–2010) – donation from Athens (Greece) – solo – 5 years
  • Trolza 5275-05 (2003–2010) – solo – 7 years
  • VMZ 5298(375) (2000–2010) – solo – 10 years
  • Belkommunmash AKSM 201.01 (2001–2016) - solo – 15 years
  • Graf-Stift OE112 M11 (2001–2007) – donation from Austria – solo – 6 years
  • Graf-Stift OE112 M16 (2001–2010) – donation from Austria – articulated – 9 years

• Past trams
  • Đuro Đaković TMK 101 (1964–1980) – solo – 16 years
  • Đuro Đaković TMK 201 Prototype (1967–1983) – solo – 16 years
  • Đuro Đaković TMK 201 (1970–1991) – solo – 21 years
  • ČKD Tatra T4D Prototype (1967–1983) – solo – 16 years
  • ČKD Tatra T4YUB (1972–1991) – solo – 19 years
  • Breda I (1940–1970) – solo – 30 years
  • Breda II (1949–1974) – solo – 25 years
  • Breda III 5300 (1960–1985) – solo – 25 years
  • PCC I (700) – from Belgium (1952–1981) – solo – 29 years
  • PCC II (B6) – from Belgium (1960–1985) – solo – 25 years
  • Jasenica – from Goša or Đuro Đaković (1936–1980) – solo – 44 years
  • Duewag T4 – Hagen (1977–1986) – solo (bi-directional) – 9 years
  • Duewag GT6 – Hagen (1978–1987) – articulated (bi-directional) – 9 years
  • Goša (1956–1968) – solo – 12 years
  • MAN-Siemens Shuckert (1923–1960) – solo – 37 years
  • AEG (1923–1971) – solo – 48 years
  • Škoda / Kolben Ringhofer (1927–1967) – solo – 40 years
  • BBC – Brown, Boveri & Cie (1927–1964) – solo – 37 years