SN1 (#37)

The SN1 trams were the first standard-gauge vehicles to enter service on the Kraków tram network. Both externally and internally, they resembled the slightly older narrow-gauge SW1 cars. Their wooden bodies were mounted on two-axle sprung chassis. Each vehicle was equipped with two 33 kW motors and two driving controllers, one at each end. The preserved tram carrying fleet number 37 comes from the first of three production batches. Built in Sanok in 1912, it entered service in 1913 and remained in operation until 1960, giving 47 years of service. In 1995, thanks to the efforts of employees of MPK and MZNT in Kraków, tram no. 37 was restored and returned to a condition as close as possible to its original appearance. Just as when it left the factory, it features two passenger compartments separated by sliding doors, reflecting the former class division. Longitudinal benches are upholstered in leather in First Class and finished in wood in Second Class, providing a total of 24 seats.

SN2 (#87) + PN2 (#530 and #524)

SN2 no. 87 represents the second type of standard-gauge tram developed for Kraków in the second half of the 1930s as part of the city's expansion plans. Built by the Zieleniewski Fitzner & Gamper works in Sanok, these trams featured a steel frame and electrical equipment supplied by Elin, including two 44 kW motors and two driving controllers. Fleet no. 87 was built in 1938 and has been restored to represent the tram's appearance at the beginning of its service life in Kraków. The interior consists of a single passenger compartment with four longitudinal wooden benches and eight individual seats mounted at right angles to the sides of the vehicle. It last operated in passenger service in the mid-1970s and then served as a maintenance vehicle until the late 1980s. In 1992, it was restored by MPK and MZNT employees. SN2 no. 87 became Kraków's first restored historic tram.

PN2 no. 524 and 530 are trailer cars designed to operate with SN2 motor trams. Like their powered counterparts, they were built in Sanok in 1938, with ten vehicles delivered to Kraków that same year. The PN2 trailers remained in service longer than the motor cars. Their lightweight design, lacking electrical equipment, allowed them to be used in three-car formations after the arrival of the more powerful N-type trams. The last disappeared from Kraków's streets by the end of 1976. Two cars survived until today. Trailer no. 530 represents a condition closer to the original design and was reconstructed together with SN2 no. 87 in 1992. Trailer no. 524 was restored 17 years later and reflects the modernised appearance introduced during the 1960s.

SN3 "Zeppelin" #92

The Nazi occupation of Poland and the designation of Kraków as the capital of the General Government by the order of Hans Frank left a lasting mark on the city, including a number of second-hand trams imported from Germany. Among them were the vehicles known as "Zeppelinwagen", built by MAN in 1909 and designated SN3 in Kraków. All ten trams of this type were withdrawn from service in their home city of Nuremberg and transferred to Kraków in 1941. They were valued for their reliability and large passenger capacity, which made them comfortable and practical vehicles. As a result, they remained in service until 1969, undergoing numerous modifications during that time. Tram no. 92 represents an intermediate stage of these alterations. It has enclosed platforms and a box-type pantograph, yet retains the original five-window side arrangement and decorative interior details. The vehicle survived thanks to the involvement of tram enthusiasts from Nuremberg during the 1980s, when it was being used in Kraków as a tower wagon for overhead line maintenance. Cooperation between the two cities on its restoration led to the establishment of the Kraków–Nuremberg partnership, making this tram particularly significant. Since 2024, the "Zeppelin" has been a part of Kraków's historic transport fleet through the "Tw144" restoration project.

PN3 #555

PN3 no. 555 is another tram brought to Kraków from Nuremberg during World War II. These lightweight and compact trailers entered service without major alterations. Owing to severe post-war rolling stock shortages, they continued to operate despite their limited capacity, often as trailers for SN1 trams. During their service livespan, the vehicles underwent numerous modifications. The preserved trailer no. 555 was reconstructed in 2009 using original century-old components and reflects the appearance of the vehicle after some of those modifications. It still retains its open platforms, but features altered window arrangements and a different paint scheme.

SN4 #151

During World War II, this tram arrived in Kraków from the German city of Eberswalde, where the tram network had been closed. Four vehicles of this type were transferred to Kraków. Initially, they were intended to be converted into trailer cars, as their limited capacity would have made them inefficient under Kraków's passenger loads. In the end, after minor modifications, they entered service as motor trams, with seating removed to increase standing room. Tram no. 151 was built in 1910. The exact length of its passenger service is unknown, but by 1953 it was already being used as a maintenance vehicle. A restoration completed in 2015 gave the tram an exterior appearance matching the PN3 trailer with which it now operates, while the interior reflects the original Eberswalde design.

N (#20, #26) and ND (#502, #538, #511)

N no. 26 is a representative of the third production series of standardised Polish trams based on the German KSW design. Built in 1956 by Konstal in Chorzów, it featured wide manually operated doors and large windows. The vehicles originally arrived in Kraków without electrical equipment, but the operator succeeded in obtaining 56 kW motors and controllers made by the British company Crampton, allowing the trams to enter service. The small number of seats provided ample standing space, while the simple design made maintenance and repairs straightforward and economical. During the late 1980s and early 1990s, Nuremberg's transport operator funded the restoration of tram no. 26 for its own heritage collection. The vehicle was restored to its original condition and transferred to Germany before returning to Kraków in 2006.

ND no. 502 and 538 are trailer versions of the N family. No. 502 was built in 1950 at the Sanok Wagon Factory and was one of the earliest examples of its kind in Kraków, originally classified as type PN5. Unlike later vehicles, it had fixed windows with only small ventilation panes, and its route indicator was mounted asymmetrically. These shortcomings were addressed in the younger ND no. 538, built in Chorzów two years later. It was restored together with motor tram no. 26 but appeared only occasionally in heritage service. In 2017, its dark blue section was repainted red, matching the colour scheme it carried when delivered from the factory. Its place in the regular heritage formation was then taken by restored PN5 no. 502.

N no. 20 and ND no. 511 form a set of extensively modernised N-type vehicles. Their modifications were introduced after a tragic tram accident in Szczecin in 1967. A decision by the Ministry of Transport required all trams to be fitted with magnetic track brakes and automatically operated doors. From 1969 onwards, the vehicles were rebuilt, losing their bidirectional capability and receiving features similar to factory-built 4N trams, including double-leaf doors and covered steps and platforms. Since suitable door motors were unavailable, the mechanism was ingeniously adapted from electric drills, which were readily available at the time. The 20+511 set represents the appearance of the last N-type trams when they left Kraków's streets in 1988. Both vehicles came from Warsaw in 1969, when older trams were redistributed to other cities following deliveries of modern 13N cars. After withdrawal, tram no. 20 served as a towing vehicle at MZNT. In 2001 it was restored to its earlier appearance. Trailer no. 511 was rebuilt from another maintenance vehicle, and since 2012 the two vehicles have operated together as a heritage set.

4N (#43) and 4ND (#573)

4N no. 43 is an improved development of the N-type tram. Compared with the original design, most changes were cosmetic. The heavy single-leaf doors were replaced by lighter double-leaf doors, while the lower body line was redesigned with step covers that gave the vehicle a more modern appearance. Important engineering improvements were also introduced, including revised connections between the bogie and chassis and the replacement of block brakes with disc brakes. Tram no. 43 was built in 1957. It is not an original Kraków vehicle; as no surviving example of this type remained, a tram was acquired from Poznań. It was restored to represent the typical appearance of a 4N and assigned the fleet number of a Kraków tram built in the same year.

4ND no. 573 is the trailer version of the 4N. Like its motorised counterpart, it differs from the earlier N-type mainly through cosmetic improvements, including lighter double-leaf doors and redesigned lower body panels with step covers. Structural improvements also included revised bogie mounting arrangements and the adoption of disc brakes. Trailer no. 573 was reconstructed in 2018 using a preserved underframe with original technical features and a body obtained from a motor tram of the same type.

102N (#203)

102N no. 203 represents the first series of high-capacity articulated trams delivered to Kraków. The 102N was developed in response to growing demand for larger vehicles at a time when tram networks still relied heavily on designs originating before the World War II. Drawing on solutions used in the 13N trams built for Warsaw, engineers first developed a design known as the 15N, which later evolved into the 102N prototype built by Konstal in Chorzów in 1967. The tram featured an all-metal articulated body mounted on three bogies – two powered and one unpowered – equipped with both disc and magnetic track brakes. Seven cars of the 102N arrived in Kraków in 1969, with a further three transferred from Gdańsk in 1988 as part of a vehicle exchange programme. Withdrawn during the 1990s, many were sold to Wrocław. Popularly nicknamed "Wiatrówki" ("Windy cars"), these trams suffered from a design flaw: the sharply angled front windscreen reflected interior light at night, making driving difficult. This issue was corrected in the successor design. Tram no. 203 was withdrawn from regular service in 1990 and assigned to driver training duties. Following a restoration in 1994 that returned it to its original appearance, it re-entered service as a heritage vehicle. It operated as such regularly until 1997 and has since appeared on special occasions and on the Kraków's Museum Line.

102Na (#210) and 102NaD (#155)

102Na no. 210 is the oldest surviving tram of this type in Poland. Technically it differs little from its predecessor, the 102N, but the problematic windscreen design was replaced with a more conventional arrangement similar to that used on the 13N. Trams of this type served Kraków for 31 years. Vehicle no. 210 remained in operation longer than any other example of the class, covering more than two million kilometres during its career. Following withdrawal from passenger service, it was immediately preserved as a historic vehicle. Its appearance and equipment reflect the final years of operation.

102NaD no. 155 reflects a unique Kraków's solution to increasing passenger demand. The city's operator frequently coupled large-capacity trams of the 102N family into multi-car sets. Inspired by similar trailer conversions of 13N trams in Warsaw, MZNT was tasked with rebuilding a damaged 102Na as a trailer. The driver's cab and front end were removed and replaced with a new end section modelled on the rear of the vehicle. Four trams were converted this way. The last surviving example, no. 155, was retained for preservation in 1997. The 102NaD remains a distinctly Kraków design, never used in any other city.

T4+B4 (#127+#527) and T4 (#220)

The difficult financial situation and vehicle shortages of the late 1980s and early 1990s forced MPK to purchase second-hand trams from abroad. The choice was the German city of Nuremberg, with which Kraków had developed close ties during the restoration of SN3 tram. Following political changes in Poland, VAG Nürnberg also provided valuable support in management and operational matters. Although built in 1958, these trams were considerably more modern than many younger vehicles produced in Poland. The first ones entered service with only minor modifications and sometimes even retained their original cream-and-green Nuremberg livery. The cream-and-navy set 127+527 represents the appearance of these vehicles when they made their final journeys on Kraków's tram network in 2002. Tram no. 220, purchased in 2006 as a potential source of spare parts, proved to be in remarkably good condition and was therefore preserved as a historic vehicle, retaining many original features from its years in Nuremberg.

GT6 #187

The success of the older Nuremberg trams already operating in Kraków, combined with vehicle shortages and fleet renewal in Nuremberg, led to the purchase of another type from Germany. The MAN-built GT6 was the articulated counterpart to the T4 and, despite being older than the Polish-built Konstal 102Na trams it replaced, proved highly successful. Tram no. 187 was originally intended to be the first vehicle of the class, but after being severely damaged in an accident, usable components were transferred to another newly built tram, which inherited the same fleet number. The GT6 fleet served Kraków's residents for two decades and became extremely popular. The preserved car carries a livery that highlights its German origins, while its interior reflects the appearance it had when it first entered passenger service in Kraków.

105N #271+#266

The success of the 13N trams in Warsaw and the Upper Silesian metropolitan area encouraged further development of tram designs loosely based on American PCC technology dating from the 1930s. During the 1970s, a new type designated 105N was developed, using electrical equipment derived from the distinctive Warsaw vehicles. As with the 13N, the first cars entered service in Warsaw and Upper Silesia. The trams featured a modern, angular appearance, large windows and four pairs of double-leaf passenger doors. Over time, almost all 105N trams were modernised into the improved 105Na standard, both in Kraków and at the Konstal factory in Chorzów, creating a type that remains familiar in many Polish cities today.

The set consisting of cars 271 and 266 was originally allocated to the Nowa Huta depot in 1975 before becoming one of the first cars transferred to the Podgórze depot in 1980. It was also the last Kraków 105N set to undergo major modernisation. Throughout its life it served a variety of roles. After withdrawal from passenger service in 2010, its historical significance led to its preservation rather than scrapping. It was subsequently used for driver training and examinations. Three years later, it received an innovative de-icing system for overhead wires and carried the designations RT001+RT002. In 2020, the tram was restored to its original factory condition, and since 2022 it has once again carried its historic fleet numbers 271 and 266.

LH Standard #1076

The Standard T25 "Linke-Hofmann" no. 1076 is one of few vehicles in the collection that never operated in regular service in Kraków, although it has been appearing on the city's tram network for more than forty years. Built in 1925 and originating from Wrocław, it arrived in Kraków in 1984 during efforts to create a collection of historic trams from different Polish cities. Thanks to their advanced design for the period, including a steel-frame construction, these trams formed the backbone of Wrocław's tram system for many years. The last ones remained in service until the arrival of modern high-speed trams.

As a result, tram no. 1076 required very little work when it reached Kraków. It was painted in a cream-and-blue colour scheme associated with both Kraków and Wrocław and, in 1986, operated special services around the Planty greenbelt while standing in for a historic Kraków tram. In doing so, it became Kraków's first museum tram and helped inspire the preservation and restoration of the city's own historic vehicles. Its rapid return to service was largely due to the needs of Polish Television, which required a period tram for the filming of the movie Our God's Brother. After spending many years out of service, the vehicle underwent further restoration in 2006 and has appeared regularly on the Kraków's Museum Line ever since. Its current appearance reflects its post-war service in Wrocław, combining Kraków-inspired cream-and-blue livery with a historic interior featuring reversible seat backs that can be adjusted according to the direction of travel.

Tw272 "Ring"

This tram is one of five vehicles built by Danziger Waggonfabrik in 1930 for the city of Gdańsk. They became known as "Ring" trams, a nickname derived from Ringstraße, the street served exclusively by this class. Their construction was typical of the period, with a steel frame mounted on a two-axle chassis and finished with wooden body elements. Access was provided through sliding two-part doors, while the overall appearance was inspired by contemporary Berlin tram designs.

Tram no. 272 arrived in Kraków together with its sister vehicle no. 273. Both had been converted into maintenance vehicles and were intended as exhibits for a planned transport museum. Restoration work began in 2013. In 2015, one of that pair, restored to its pre-war appearance, returned to Gdańsk. The other tram entered service in 2017. The Kraków one has been restored to reflect its appearance during the early post-war years.

S2D #506

This trailer car was built in 1930 for the city of Szczecin by Waggonfabrik Wismar. It features a self-supporting body construction without a separate underframe, combined spring suspension, a lowered entrance floor and extensive glazing. During the 1960s it was transferred to Poznań, where it remained in service until 1970. In 2024, MPK in Kraków reconstructed two cars of this type using surviving original components. One was transferred to Poznań, while the other remained in Kraków, restored to represent its appearance in early post-war Szczecin.

K #437

The K-type tram represents the last generation of vehicles ordered before the outbreak of the Second World War. Based on experience gained with the Pullman design, Warsaw placed an order for 60 motor cars and 40 trailers from the factories in Chorzów and Gdańsk. The war interrupted production before the vehicles could be delivered. The completed 11-metre-long trams, equipped with four pairs of double-leaf doors, were taken over by Berlin's transport operator. After receiving more powerful motors than originally specified, they entered service in Germany under the designation TF40.

Following the war, a number of these vehicles were recovered and returned to Poland. Many required extensive rebuilding in workshops in Poznań and Chorzów, while others lacked interiors or electrical equipment altogether, delaying their return to service. Tram no. 437 was built in 1940 and remained in passenger service in Warsaw until the mid-1970s, after which it was converted into a maintenance vehicle. Acquired by MPK Kraków in 2017, it was restored to represent the appearance originally intended by the pre-war order. It is distinguished by its elegant red livery, decorative lining, chrome details and leather seating, features that were far from common in post-war Warsaw.

KSW #126B

KSW is a trailer car from the family of so-called "war trams" (German: Kriegsstraßenbahnwagen, abbreviated KSW), developed on behalf of the Ministry of Transport of the Third Reich. The design was deliberately simple: a steel frame clad in sheet metal, with an unfinished interior, large fixed windows mounted directly into rubber seals, enamelled handrails, exposed light bulbs and wide doors designed for rapid passenger evacuation. These features made the vehicles inexpensive to build and easy to repair. KSW trams operated in many cities throughout Germany as well as Nazi-occupied territories, including Gdańsk, Katowice and Poznań.

After the war, surviving KSW vehicles in Poland served as the direct inspiration for the development of the N-type tram introduced in 1947. A distinctive feature of the trailer version was its self-supporting body construction without the separate underframe used on powered cars. Trailer no. 126B originated in Graz and arrived in Kraków from a private owner in 2017. It was subsequently restored to reflect its appearance in the early post-war years in the Gdańsk–Gdynia–Sopot area, where it now forms a historic set together with the Gdańsk "Ring" tram.

SAN H01B #86

The first San H01B buses arrived in Kraków in October 1958. These vehicles were the first buses in post-war Poland designed specifically for urban transport. Their construction was considered innovative for the time, while their technical specifications and interior layout allowed them to carry large numbers of both seated and standing passengers. Unfortunately, a number of weaknesses became apparent during service. The relatively lightweight body structure, inadequate corrosion protection and frequent overloading significantly reduced the lifespan of the vehicles. Although San buses once formed the largest group of vehicles operated by Kraków's transport company, their high maintenance costs and reliability issues led to their relatively early withdrawal from service. Today, city bus no. 86 is the only surviving San H01B in Poland. In 2005, the preserved vehicle was rediscovered and underwent a comprehensive restoration using surviving original components. It joined MPK Kraków's historic vehicle collection in 2007 during celebrations marking the 80th anniversary of bus transport in Kraków.

Jelcz 272MEX

Difficulties associated with domestically produced buses encouraged Kraków's transport operator to seek alternatives. Cooperation established with a Czechoslovak bus manufacturer resulted in the arrival of Karosa 272MEX buses in Kraków at the turn of the 1950s and 1960s. Their solid construction and durability proved so successful that further examples were ordered, this time produced under licence at the Jelcz factory in Poland.

In Kraków, these vehicles appeared in two versions: the urban 272MEX with pneumatically operated doors and the intercity/touring 043 version with manually operated doors. Owing to their distinctive rounded body shape, they became known as "Ogórki" (lit. "Cucumbers"). Their importance to Kraków's transport network is demonstrated by the fact that between 1969 and 1978, this family of buses in various forms was the only one operated in the city. The sole surviving Kraków's bus, no. 341, was restored between 2000 and 2002 and became part of the growing historic vehicle collection of MPK Kraków.

Jelcz 021

Growing passenger numbers and the limited capacity of existing buses led to proposals in the early 1960s for an articulated bus based on the Jelcz 272MEX. In 1964, a prototype designated AP-02 was unveiled, and the first examples entered service in Warsaw. However, the original design proved impractical, as the rear section tended to swing excessively on curves, contributing to a number of accidents. The problem was addressed by shortening the rear section, reducing the overall length of the vehicle to just under sixteen metres. The revised design entered production in 1967 under the designation Jelcz 021.

A total of 70 AP-02 and 021 buses were delivered to Kraków. Their service ended during the late 1970s and early 1980s. The history of the preserved vehicle now forming part of MPK Kraków's heritage collection is particularly remarkable. After its withdrawal from passenger service, it was converted into an ambulance. When no longer needed, it spent many years abandoned beside the fence of the Płaszów depot. The fate of what is now the world's only surviving example deteriorated when it was set on fire by vandals. Despite numerous setbacks, MPK Kraków undertook its reconstruction, and since 2012 the restored vehicle, no. 549, has once again become a popular attraction for residents and transport enthusiasts alike.

Nysa N59M

The Nysa N59 light commercial vehicle was developed at the Bodywork Construction Works in Nysa. It was produced in two versions: a delivery van and a minibus. The first Nysa N59M minibuses arrived in Kraków in the early 1960s, intended for use by technical assistance teams and internal employee transport services. Their first case of passenger service occured in 1966, when a seasonal recreational route to Las Wolski was introduced during the summer months. The route was withdrawn later that same year, and the minibuses returned to technical duties.

The Nysa N59M shared many mechanical components with the Warszawa M20 passenger car, including parts of its suspension and drivetrain. All Nysa N59M vehicles were withdrawn by the early 1970s and replaced by the newer Nysa 521, which had been purchased specifically for minibus routes. Like the San H01B, Nysa N59M no. 28 was unveiled during celebrations marking the 80th anniversary of bus transport in Kraków, following a restoration that lasted almost a year.

Nysa 522

In 1975, Kraków acquired several minibuses based on the Nysa 521 delivery van. Compared with their commercial counterparts, these vehicles featured only minor modifications. They included a greater number of sliding windows and an additional roof vent designed to improve ventilation and passenger comfort. Inside, nine passenger seats were installed, although the popularity of the services often meant that the permitted passenger capacity was exceeded.

These so-called "oversize taxis" were purchased to operate a network of minibus routes intended to complement the existing bus and tram system. On 24 January 1975, two routes were launched: M-1, linking the Market Square with the B1 housing estate in Nowa Huta, and M-2, connecting the main railway station with Podgórze Market Square. Additional routes followed, but poorly planned route alignments gradually reduced their popularity, eventually leading to the complete closure of the minibus network in the early 1980s.

Ikarus 620

Ten Ikarus 620 buses were delivered to Kraków in 1960 and assigned fleet numbers 109 to 118. They differed significantly from vehicles previously used by the city's operator, both in external appearance and interior layout. Measuring just over nine metres in length, the buses featured a large enclosed cab for the driver and conductor, reducing the space available for passengers. Technical difficulties were often caused by the heavily extended rear section, which proved particularly vulnerable to damage. Distinctive external features included a trapezoidal air intake, twin front headlamps and decorative trim details.

The Ikarus 620 remained in service until 1968. None of the original Kraków vehicles survived into preservation. The reconstruction carried out by MPK Kraków combined two derelict vehicles: one provided the chassis, while the other served as the basis for rebuilding the bodywork. The restored bus, assigned fleet number 118, made its debut as a heritage vehicle on 11 June 2017 during the parade celebrating the 90th anniversary of bus transport in Kraków.

Ikarus 260

The eleven-metre-long Ikarus 260 entered service in Kraków in 1983. Over the following years, the fleet expanded steadily, reaching a total of 219 vehicles by 1986. During their careers, the buses were allocated among almost all Kraków depots, with the exception of the Czyżyny depot. The type also served as the basis for technical assistance vehicles and towing units.

As with the related articulated Ikarus 280, withdrawals began gradually during the 1990s. The final Ikarus 260 buses were concentrated at the Płaszów depot, where the type's history in Kraków came to an end. Of the six vehicles that remained in service the longest, bus no. PH118 was selected for preservation. However, the condition of the original vehicle, owned by the Museum of Municipal Engineering, deteriorated over time. As a result, in 2013 the museum purchased an Ikarus 260 from Warsaw that had served as a training vehicle since 1999. MPK Kraków carried out a comprehensive restoration, adapting the vehicle to resemble a Kraków bus, including the paint scheme introduced during the 1990s. The restored vehicle received fleet number 45151, continuing the numbering sequence after the final original Kraków Ikarus 260.

Ikarus 280 #34260

Today, articulated Ikarus buses are recognised by almost everyone and have become one of the defining symbols of public transport in the Eastern Bloc during the 1980s. Their popularity and longevity stemmed from their simple engineering and robust construction, qualities that allowed many examples to remain in everyday service for decades. Characteristic features included the folding concertina doors, which closed with a distinctive bang and were accompanied by a warning bell.

The first Ikarus 280.26 buses arrived in Kraków in October 1981, shortly before the introduction of martial law in Poland. The initial batch was allocated to the Czyżyny depot. In total, Kraków purchased 299 examples, with the final delivery taking place in 1990. During the 1990s, the fleet began to shrink following the arrival of newer Scania CN113ALB and Jelcz M181MB buses. The final day of service for articulated Ikarus buses in Kraków came on 27 September 2007, when vehicle no. DK280 operated a farewell journey on route 179.

Originally, the intention was to preserve the very first Kraków Ikarus 280, no. 34101. However, its deteriorating condition led to its scrapping in 2006. Instead, vehicle DK260 was selected for preservation and had its earlier fleet number, 34260, restored in 2013. In subsequent years, the interior was refurbished and today closely reflects the appearance of a factory-fresh vehicle from 1988.

Ikarus 280 #24575

This articulated Ikarus 280 was brought to Kraków from Siedlce in 2014, where it had worked since delivery in 1988. Initially, it was intended solely as a source of spare parts for Kraków's preserved Ikarus 34260. Ultimately, however, it was decided to retain the vehicle as a museum exhibit in its own right. In 2015 it was given the number 24575, previously carried by a long-scrapped Kraków Ikarus 280, chosen because of the vehicle's year of manufacture and its similar paint scheme.

Autosan H6-06 #10108

Two prototype Autosan H6 buses were unveiled in 1984: the urban H6-01 and the intercity H6-02. Their compact dimensions and technical characteristics made them particularly suitable for routes and areas with relatively low passenger demand. In September 1996, Kraków purchased its first fifteen H6-06 buses. Each vehicle offered accommodation for 30 passengers, approximately half of whom could travel standing. Access was provided through a single pair of double-leaf doors.

The following year, a further seven buses were purchased in the form of the improved H6-20 variant. These vehicles featured an additional single-leaf rear door and correspondingly fewer seats. Deliveries of Jelcz M081MB minibuses between 2005 and 2008 gradually led to the withdrawal of the H6 fleet, with the final example leaving service in 2009. Vehicle no. BA108 had already been earmarked for preservation when it was withdrawn in 2008. Following restoration, it was presented during celebrations marking the 135th anniversary of public transport in Kraków. Since then it has once again carried its original fleet number, 10108, and remains the youngest operational historic bus in the collection of MPK Kraków.