The streets of Beschka were originally all unpaved, but so wide that one could comfortably evade the potholes.  Around the turn of the century gravel was placed on the streets from the train station to Krtschedin as well as from the city hall to the mill and in the direction of Maradik.  There were no paved streets.  Therefore they had to be repaired each year.  The unpaved streets could not be driven on after a long wet weather because of the resulting mud.

   Around 1935 the Neusatz-India-Belgrade Highway was constructed from concrete.  This ran past Beschka about 2 kilometers away.  Up until 1883, that is until the construction of the railroad lines was the time of the mail carriage in Beschka.  I still remember the “Postweise” (mail route) on the Krtschedin (Markung?)  A letter was delivered to Eimann with the mail carriage from the 12th of February 1832 from the Pfalz to Siwatz on the 26th of March 1832.  With the train the telegraph and the telephone were also introduced to Beschka.  At first only the train station, city hall, and Kniesel’s mill had telephone connections.  Johann Röder had the first radio in Beschka in 1926.  The first “Saba” apparatus? came as well.

   At the Berlin Congress they imposed on Serbia to extend the Belgrade-Constantinople railroad in its region.  This extension took place from 1883 on.  Beschka lay in this main stretch of railroad.  Indeed the express trains did not come to Beschka, only the accelerating passenger train.  At the time Beschka had attained a very favorable traffic connection with it.

   The motorization in Beschka was very small compared to today’s standards.  In the whole village until the people fled, but never at the same time, there were only about a half dozen autos.  Still, of these there were about two or three motorbikes.  One bicycle was still valued as something special in 1936.  I had experienced at the time that one Serb called out at the sight of a bike-riding woman: “Iju vestica!” (Ach, ach, a witch, rather whore!)

   The horse wagon was the most essential means of traffic.  As a wagon there was a basic type which could be rebuilt according to demand.  One only needed the “Lanquitt” that is to extend the connecting piece between the front and rear axles as well as interchange the heads, and already one had a wagon suitable to transport longer objects.  The wood spoke wheels were encased with iron tires which were about 4 centimeters wide which in view of the unpaved roads this was practical.  The decorated “Wagenleitern” (wagon leaders?) were kept by the “Leichse?”  The storage space was balanced by the front “Schragel” and the larger rear “Schragel”.  In front of the wagon most benches were woven with either leather or twigs.  There were also simple hanging seats.  All kinds of seats were removable.  The horses were always seated before the wagon for steering.  To load the wagon with straw, hay, and similar stuff crossbeams (Zwerchholz) were laid over the leaders and these were laid on the supporting beams (Newrstangen).  This created a large surface for loads.  The sheaf wagon was loaded about 3 meters high, and the whole load was tied with two wagon ropes.  It was a point of honor to be able to load a wagon well.  A farmer, whose load slipped, did not care to be laughed at.

   Whoever could and wanted to achieve it, kept for himself a “Sandwagon” or “Landauer” besides the guide wagon named, which these wagons only served as personnel transport.  Some Serbs in Beschka had horse-drawn carriages (called a Fiaker in Austria) with a leather top deck.  There were special ones built for festivities such as weddings.  Only the most beautiful horses were used on these occasions.  None of the Germans in Beschka could afford a horse-drawn carriage although several of them had magnificent horses.