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Введение
Троллейбус (также известный как троллейбус, троллейбусный автобус, троллейбус без рельсов, трамвай без рельсов в 1910-х и 1920-х годах) — это электрический автобус, получающий питание от двух воздушных проводов (обычно подвешенных к придорожным столбам) с помощью пружинных токосъёмников. Для замыкания электрической цепи требуются два провода и два токосъёмника. Это отличается от трамвая, который обычно использует рельсы в качестве обратного проводника, нуждаясь только в одном проводе и одном токосъёмнике (или пантографе). Троллейбусы также отличаются от других видов электрических автобусов, которые обычно работают от аккумуляторов. Питание чаще всего осуществляется постоянным током напряжением 600 вольт, но существуют и исключения. В настоящее время около 300 троллейбусных систем функционируют в городах и посёлках 43 стран. Всего существовало более 800 троллейбусных систем, но одновременно работало не более 400.
Electric bus taking power from overhead wires
A trolleybus (also known as trolley bus, trolley coach, trackless trolley, trackless tramin the 1910s and 1920sor trolley) is an electric bus that draws power from dual overhead wires (generally suspended from roadside posts) using spring loaded trolley poles. Two wires, and two trolley poles, are required to complete the electrical circuit. This differs from a tram or streetcar, which normally uses the track as the return path, needing only one wire and one pole (or pantograph). They are also distinct from other kinds of electric buses, which usually rely on batteries. Power is most commonly supplied as 600 volt direct current, but there are exceptions. Currently, around 300 trolleybus systems are in operation, in cities and towns in 43 countries. Altogether, more than 800 trolleybus systems have existed, but not more than about 400 concurrently.
История
Троллейбус появился 29 апреля 1882 года, когда доктор Эрнст Вернер Сименс продемонстрировал свой "Электромот" в пригороде Берлина. Этот эксперимент продолжался до 13 июня 1882 года, после чего в Европе последовало мало разработок, хотя отдельные эксперименты проводились в Соединенных Штатах. В 1899 году в Берлине был продемонстрирован другой аппарат, способный двигаться как по рельсам, так и вне их. Следующим этапом развития стала экспериментальная линия, открытая Луи Ломбардом Герином на Парижской выставке 1900 года после четырех лет испытаний, с кольцевым маршрутом вокруг озера Домней, перевозившим пассажиров. Маршруты были проложены в шести местах, включая Эберсвальде и Фонтенбло. Макс Шиманн 10 июля 1901 года открыл четвертую в мире пассажирскую троллейбусную систему, которая функционировала в Биелатале (Биельская долина, недалеко от Дрездена), Германия. Шиманн построил и эксплуатировал систему в Биелатале и считается разработчиком системы сбора тока с помощью тяговых башмаков, с двумя горизонтально параллельными контактными проводами и пружинными тяговыми башмаками, удерживающими их на проводах. Хотя эта система проработала лишь до 1904 года, Шиманн разработал современную стандартную систему сбора тока для троллейбусов. В первые годы существовало множество других методов сбора тока. В Великобритании насчитывалось 50 троллейбусных систем, крупнейшая из которых – в Лондоне. К моменту появления троллейбусов в Великобритании в 1911 году система Шиманна была хорошо зарекомендовавшей себя и наиболее распространенной, хотя система Cédès Stoll (Mercédès Électrique Stoll) была испытана в Вест-Хэме (в 1912 году) и в Кигли (в 1913 году). В США в начале XX века были построены небольшие системы троллейбусов без рельсов. Первая неэкспериментальная система представляла собой сезонную муниципальную линию, установленную возле пляжа Нантаскет в 1904 году; первая круглогодичная коммерческая линия была построена для освоения холмистой территории недалеко от Лос-Анджелеса в 1910 году. Троллейбус без рельсов часто рассматривался как промежуточный этап к трамваям. В США некоторые системы придерживались концепции "четырех видов транспорта", используя автобусы, троллейбусы, трамваи и метро (или надземное метро), в зависимости от загруженности маршрута. Автобусы и троллейбусы, в частности, рассматривались как системы начального уровня, которые впоследствии могли быть модернизированы до рельсового транспорта. Аналогичным образом, многие города Великобритании первоначально рассматривали троллейбусные маршруты как продолжение трамвайных маршрутов, где стоимость строительства или восстановления рельсов была неоправданно высокой, хотя это отношение значительно изменилось (в сторону рассмотрения их как полной замены трамвайных маршрутов) в годы после 1918 года. Троллейбусы без рельсов были доминирующей формой нового электрического транспорта после Первой мировой войны, с обширными системами, в частности, в Лос-Анджелесе, Чикаго, Род-Айленде и Атланте; Бостон, Сан-Франциско и Филадельфия до сих пор сохраняют парк всех четырех видов транспорта. Некоторые троллейбусные линии в Соединенных Штатах (и в Великобритании, как отмечалось выше) появились там, где трамвай или троллейбус не имел достаточного пассажиропотока для поддержания путей или их реконструкции. Подобным образом, предложенная трамвайная схема в Лидсе, Великобритания, была изменена на троллейбусную для снижения затрат. Троллейбусы сегодня встречаются редко в Северной Америке, но их использование широко распространено в Европе и России. Они остаются распространенными во многих странах, входивших в состав Советского Союза. Как правило, троллейбусы занимают промежуточное положение между трамваями и автобусами. Во всем мире около 300 городов или столичных районов на 5 континентах обслуживаются троллейбусами (подробности – в разделе "Использование и сохранение" ниже). Этот вид транспорта функционирует в крупных городах, таких как Белград, Лион, Пхеньян, Сан-Паулу, Сиэтл, София, Санкт-Петербург и Цюрих, а также в небольших городах, таких как Дейтон, Гдыня, Лозанна, Лимож, Модена и Зальцбург. По состоянию на 2020 год Киев, благодаря своей истории в бывшем Советском Союзе, имеет самую протяженную троллейбусную систему в мире, а другой бывший советский город, Минск, – самую разветвленную сеть маршрутов (которая также берет свое начало в советскую эпоху). Ландскрона имеет самую короткую систему по протяженности маршрутов, а Марианске-Лазне – самый маленький город, обслуживаемый троллейбусами. Шанхайская троллейбусная система, открытая в 1914 году, является старейшей действующей системой в мире. Маршрут №52 Крымского троллейбуса имеет протяженность 86 км и является самым длинным троллейбусным маршрутом в мире. См. также "Использование троллейбусов по странам". Транспортные управления некоторых городов в последние годы сократили или прекратили использование троллейбусов, в то время как другие, стремясь добавить или расширить использование транспортных средств с нулевым уровнем выбросов в городской среде, открывают новые системы или планируют их. Например, новые системы были открыты в Лечче (Италия) в 2012 году, в Малатье (Турция) в 2015 году и в Марракеше (Марокко) в 2017 году. Пекин и Шанхай расширяют свои системы, Пекин расширяется до системы из 31 линии, обслуживаемой парком из более чем 1250 троллейбусов. Троллейбусы давно поощряются в Северной Корее, и последний город, получивший сеть, – Манпо в декабре 2019 года. С 2022 года город Прага строит новую троллейбусную систему. Между тем, в 2023 году планы по строительству троллейбусной линии в Берлине были отменены в пользу решения с использованием аккумуляторных транспортных средств после взрыва, перекрывшего несколько дорог в центре города. Из-за перекрытия троллейбусам пришлось отклоняться от маршрута на несколько миль, чтобы оставаться на проводах, что привело к тому, что большая часть маршрута оказалась не в работе и не по расписанию.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Эстетика
Переплетение контактных проводов может выглядеть непривлекательно. Перекрестки часто имеют вид "паутины", из-за множества пересекающихся и сходящихся троллейбусных проводов.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Сход с проводов
Тяговые башмаки иногда отсоединяются от проводов. Сход с проводов относительно редок в современных системах с хорошо обслуживаемыми контактными проводами, подвесками, креплениями и тяговыми башмаками. Троллейбусы оснащены специальными изолированными тросами для тяговых башмаков, которые водители используют для повторного подключения тяговых башмаков к контактным проводам. При приближении к стрелочным переключателям троллейбусы обычно должны замедляться, чтобы избежать сходa с проводов, и это замедление потенциально может немного увеличить загруженность дорог. В 1998 году сход с проводов в Шэньяне на плохо обслуживаемой инфраструктуре привел к гибели 5 человек и в конечном итоге к ликвидации троллейбусной сети.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Невозможность обгона других троллейбусов
Троллейбусы не могут обгонять друг друга в регулярном движении, если не предусмотрены два отдельных набора проводов со стрелочным переключателем или если транспортные средства оснащены возможностью движения без проводов, что становится все более распространенной особенностью новых троллейбусов.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Более высокие капитальные затраты на оборудование
Троллейбусы часто имеют длительный срок службы и ограниченный спрос на рынке. Это обычно приводит к более высоким ценам по сравнению с автобусами с двигателем внутреннего сгорания. Длительный срок службы оборудования также может усложнить модернизацию.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Требуется больше обучения
Водители должны научиться предотвращать сход с проводов, замедляясь на поворотах и на стрелочных переключателях в системе контактных проводов, например.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Контактные провода создают препятствия
Троллейбусные системы используют контактные провода над дорогами, часто совместно с другими транспортными средствами. Провода могут ограничивать движение высоких транспортных средств, таких как грузовики и двухэтажные автобусы, на дорогах, оборудованных контактными проводами, поскольку эти транспортные средства могут задеть провода или оказаться опасно близко к ним, что может привести к повреждениям и опасным электрическим неисправностям. Провода также могут мешать размещению дорожных знаков и создавать опасность для таких работ, как ремонт дорог с использованием экскаваторов или сваебойных установок, использование строительных лесов и т. д.
The trolleybus dates back to 29 April 1882, when Dr. Ernst Werner Siemens demonstrated his "Elektromote" in a Berlin suburb. This experiment continued until 13 June 1882, after which there were few developments in Europe, although separate experiments were conducted in the United States. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin. The next development was when Louis Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, with a circular route around Lake Daumesnil that carried passengers. Routes followed in six places including Eberswalde and Fontainebleau. Max Schiemann on 10 July 1901 opened the world's fourth passenger carrying trolleybus system, which operated at Bielatal (Biela Valley, near Dresden), Germany. Schiemann built and operated the Bielatal system, and is credited with developing the under running trolley current collection system, with two horizontally parallel overhead wires and rigid trolleypoles spring loaded to hold them up to the wires. Although this system operated only until 1904, Schiemann had developed what is now the standard trolleybus current collection system. In the early days there were many other methods of current collection. There were 50 trolleybus systems in the UK, London's being the largest. By the time trolleybuses arrived in Britain in 1911, the Schiemann system was well established and was the most common, although the Cédès Stoll (Mercédès Électrique Stoll) system was tried in West Ham (in 1912) and in Keighley (in 1913). Smaller trackless trolley systems were built in the US early as well. The first non experimental system was a seasonal municipal line installed near Nantasket Beach in 1904; the first year round commercial line was built to open a hilly property to development just outside Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the US, some systems subscribed to the all four concept of using buses, trolleybuses, streetcars (trams, trolleys), and rapid transit subway and/or elevated lines (metros), as appropriate, for routes ranging from the lightly used to the heaviest trunk line. Buses and trolleybuses in particular were seen as entry systems that could later be upgraded to rail as appropriate. In a similar fashion, many cities in Britain originally viewed trolleybus routes as extensions to tram (streetcar) routes where the cost of constructing or restoring track could not be justified at the time, though this attitude changed markedly (to viewing them as outright replacements for tram routes) in the years after 1918. Trackless trolleys were the dominant form of new post World War I electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco, and Philadelphia still maintain an "all four" fleet. Some trolleybus lines in the United States (and in Britain, as noted above) came into existence when a trolley or tram route did not have sufficient ridership to warrant track maintenance or reconstruction. In a similar manner, a proposed tram scheme in Leeds, United Kingdom, was changed to a trolleybus scheme to cut costs. Trolleybuses are uncommon today in North America, but their use is widespread in Europe and Russia. They remain common in many countries which were part of the Soviet Union. Generally trolleybuses occupy a position in usage between street railways (trams) and motorbuses. Worldwide, around 300 cities or metropolitan areas on 5 continents are served by trolleybuses (further detail under Use and preservation, below). This mode of transport operates in large cities, such as Belgrade, Lyon, Pyongyang, São Paulo, Seattle, Sofia, St. Petersburg, and Zurich, as well as in smaller ones such as Dayton, Gdynia, Lausanne, Limoges, Modena, and Salzburg. As of 2020, Kyiv has, due to its history in the former Soviet Union, the largest trolleybus system in the world in terms of route length while another formerly Soviet city, Minsk, has the largest system in terms of number of routes (which also date back to the Soviet era). Landskrona has the smallest system in terms of route length, while Mariánské Lázně is the smallest city to be served by trolleybuses. Opened in 1914, Shanghai's trolleybus system is the oldest operating system in the world. With a length of 86 km, route #52 of Crimean Trolleybus is the longest trolleybus line in the world. See also Trolleybus usage by country. Transit authorities in some cities have reduced or discontinued the use of trolleybuses in recent years, while others, wanting to add or expand use of zero emission vehicles in an urban environment, have opened new systems or are planning new systems. For example, new systems opened in Lecce, Italy, in 2012; in Malatya, Turkey, in 2015; and in Marrakesh, Morocco, in 2017. Beijing and Shanghai have been expanding their respective systems, with Beijing expanding to a 31 line system operated with a fleet of over 1,250 trolleybuses. Trolleybuses have been long encouraged in North Korea with the newest city to have a network being Manpo in December 2019. Since the year 2022, the city of Prague is constructing a new trolleybus system. Meanwhile, in 2023, plans for a trolleybus line in Berlin were scrapped in favour of a solution with battery powered vehicles. when an explosion closed several roads in the city's downtown core. Because of the closure, trolleys were forced to detour several miles off their route in order to stay on the wires, leaving major portions of their routes not in service and off schedule. AestheticsThe jumble of overhead wires may be seen as unsightly. Intersections often have a "webbed ceiling" appearance, due to multiple crossing and converging sets of trolley wires. DewirementsTrolley poles sometimes come off the wire. Dewirements are relatively rare in modern systems with well maintained overhead wires, hangers, fittings and contact shoes. Trolleybuses are equipped with special insulated pole ropes which drivers use to reconnect the trolley poles with the overhead wires. When approaching switches, trolleybuses usually must decelerate in order to avoid dewiring, and this deceleration can potentially add slightly to traffic congestion. In 1998, a dewirement in Shenyang on poorly maintained infrastructure killed 5 people and ultimately led to the destruction of the trolleybus network. Unable to overtake other trolleybusesTrolleybuses cannot overtake one another in regular service unless two separate sets of wires with a switch are provided or the vehicles are equipped with off wire capability, with the latter an increasingly common feature of new trolleybuses. Higher capital cost of equipmentTrolleybuses are often long lived equipment, with limited market demand. This generally leads to higher prices relative to internal combustion buses. The long equipment life may also complicate upgrades. More training requiredDrivers must learn how to prevent dewiring, slowing down at turns and through switches in the overhead wire system, for example. Overhead wires create obstructionTrolleybus systems employ overhead wires above the roads, often shared with other vehicles. The wires can restrict tall motor vehicles such as delivery trucks ("lorries") and double decker buses from using or crossing roads fitted with overhead wires, as such vehicles would hit the wires or pass dangerously close to them, risking damage and dangerous electrical faults. The wires also may impede positioning of overhead signage and create a hazard to activities such as road repairs using tall excavators or piling rigs, use of scaffolding, etc.
Развитие энергетики вне проводов
С возобновлением использования гибридных конструкций, троллейбусы больше не привязаны к контактной сети. Компания Public Service Company of New Jersey совместно с Yellow Coach разработала "Универсальные транспортные средства" – троллейбусы без рельсов, способные работать как газоэлектрические автобусы при отключении от сети, и успешно эксплуатировала их с 1935 по 1948 год. С 1980-х годов такие системы, как Muni в Сан-Франциско, TransLink в Ванкувере и Пекине, среди прочих, приобретали троллейбусы, оснащенные аккумуляторами, позволяющими им работать на довольно больших расстояниях от контактной сети. Суперконденсаторы также могут использоваться для перемещения автобусов на короткие расстояния. Троллейбусы могут быть опционально оснащены либо ограниченной возможностью автономного хода – небольшим дизельным двигателем или аккумуляторной батареей – только для вспомогательных или аварийных целей, либо полной возможностью работы в двух режимах. Простой вспомогательный силовой агрегат может позволить троллейбусу объехать перекрытие маршрута или уменьшить количество (или сложность) контактной сети, необходимой на эксплуатационных базах (депо). Эта возможность становится все более распространенной в новых троллейбусах, особенно в Китае, Северной Америке и Европе, где подавляющее большинство новых троллейбусов, поставляемых с 1990-х годов, оснащены, по крайней мере, ограниченной возможностью автономного хода. Они постепенно заменяют более старые троллейбусы, не обладавшие такой возможностью. В Филадельфии в 2008 году компания SEPTA ввела в эксплуатацию новые троллейбусы без рельсов, оснащенные небольшими гибридными дизель-электрическими установками для работы на коротких расстояниях без подключения к сети. Это вместо использования троллейбусами традиционной дизельной силовой установки или только аккумуляторной системы для автономного хода. King County Metro в Сиэтле, штат Вашингтон, и MBTA в Бостоне на линии Silver Line использовали автобусы с двумя режимами движения, работающие на электричестве от контактной сети на выделенной полосе и на дизельном топливе на городских улицах. Metro использовала специальные сочлененные автобусы Breda, введенные в эксплуатацию в 1990 году, большинство из которых были выведены из эксплуатации в 2005 году. Ограниченное количество автобусов Breda с двумя режимами движения были лишены дизельных двигателей и эксплуатировались исключительно как троллейбусы до 2016 года. С 2004 года MBTA использует автобусы с двумя режимами на своей линии Silver Line (Waterfront). Последние из них будут заменены дизельными гибридными и аккумуляторными электробусами в июне 2023 года. С развитием аккумуляторных технологий в последние годы троллейбусы с увеличенной возможностью автономного хода благодаря бортовым аккумуляторам становятся все более популярными. Бортовой аккумулятор заряжается во время движения под контактной сетью, а затем позволяет проезжать значительные расстояния без подключения к сети, часто превышающие 15 км. Острава, Шанхай, Санкт-Петербург и Берген. Новые троллейбусные системы в Марракеше, Баодине и Праге основаны исключительно на троллейбусах с аккумуляторным питанием. В 2020 году город Берлин, Германия, объявил о планах по строительству новой троллейбусной системы с 15 маршрутами и 190 троллейбусами с аккумуляторным питанием. Однако в начале 2023 года было объявлено, что на запланированных линиях вместо этого будут использоваться электробусы с аккумуляторным питанием.
With the re introduction of hybrid designs, trolleybuses are no longer tied to overhead wires. The Public Service Company of New Jersey, with Yellow Coach, developed "All Service Vehicles"; trackless trolleys capable of operating as gas electric buses when off wire, and used them successfully between 1935 and 1948. Since the 1980s, systems such as Muni in San Francisco, TransLink in Vancouver, and Beijing, among others, have bought trolleybuses equipped with batteries to allow them to operate fairly long distances away from the wires. Supercapacitors can be also used to move buses short distances. Trolleybuses can optionally be equipped either with limited off wire capability—a small diesel engine or battery pack—for auxiliary or emergency use only, or full dual mode capability. A simple auxiliary power unit can allow a trolleybus to get around a route blockage or can reduce the amount (or complexity) of overhead wiring needed at operating garages (depots). This capability has become increasingly common in newer trolleybuses, particularly in China, North America and Europe, where the vast majority of new trolleybuses delivered since the 1990s are fitted with at least limited off wire capability. These have gradually replaced older trolleybuses which lacked such capability. In Philadelphia, new trackless trolleys equipped with small hybrid diesel electric power units for operating short distances off wire were placed in service by SEPTA in 2008. This is instead of the trolleys using a conventional diesel drive train or battery only system for their off wire movement. King County Metro in Seattle, Washington and the MBTA in Boston's Silver Line have used dual mode buses that run on electric power from overhead wires on a fixed right of way and on diesel power on city streets. Metro used special order articulated Breda buses, introduced in 1990, and most were retired in 2005. A limited number of the Breda dual mode buses had their diesel engines removed, and operated exclusively as trolleybuses until 2016. Since 2004, the MBTA has used dual mode buses on its Silver Line (Waterfront) route. The last of these were be replaced by diesel hybrid and battery electric buses in June 2023. With the development of battery technology in recent years, trolleybuses with extended off wire capability through on board batteries are becoming popular. The on board battery is charged while the vehicle is in motion under the overhead wires and then allows off wire travel for significant distances, often in excess of 15 km. Ostrava, Shanghai, Saint Petersburg, and Bergen. The new trolleybus systems in Marrakesh, Baoding and Prague are based exclusively on battery trolleybuses. In 2020, the city of Berlin, Germany announced plans to build a new trolleybus system with 15 routes and 190 battery trolleybuses. However, in early 2023 it was announced that the planned lines would use battery powered electric buses instead.
Другие соображения
С ростом стоимости дизельного топлива и проблем, вызванных выбросами твердых частиц и оксидов азота в городах, троллейбусы могут стать привлекательной альтернативой, как в качестве основного вида транспорта, так и в качестве дополнения к сетям скоростного и пригородного железнодорожного транспорта. Троллейбусы тише транспортных средств с двигателем внутреннего сгорания. Это преимущество, однако, также означает, что они издают меньше шума, предупреждающего о приближении. Для повышения уровня шума до желаемого "безопасного" уровня на передней части троллейбуса может быть установлен динамик. Этот шум может быть направлен на пешеходов, находящихся перед транспортным средством, в отличие от шума двигателя, который обычно исходит сзади и более заметен для прохожих, чем для пешеходов. Троллейбусы могут использовать общую контактную сеть и другую электрическую инфраструктуру (например, тяговые подстанции) с трамваями. Это может привести к снижению затрат при добавлении троллейбусов в транспортную систему, уже имеющую трамвайную сеть, хотя это относится только к потенциальной экономии по сравнению с затратами на установку и эксплуатацию троллейбусов как самостоятельной системы.
With increasing diesel fuel costs and problems caused by particulate matter and NOx emissions in cities, trolleybuses can be an attractive alternative, either as the primary transit mode or as a supplement to rapid transit and commuter rail networks. Trolleybuses are quieter than internal combustion engine vehicles. Mainly a benefit, it also provides much less warning of a trolleybus's approach. A speaker attached to the front of the vehicle can raise the noise to a desired "safe" level. This noise can be directed to pedestrians in front of the vehicle, as opposed to motor noise which typically comes from the rear of a bus and is more noticeable to bystanders than to pedestrians. Trolleybuses can share overhead wires and other electrical infrastructure (such as substations) with tramways. This can result in cost savings when trolleybuses are added to a transport system that already has trams, though this refers only to potential savings over the cost of installing and operating trolleybuses alone.
Два параллельных провода
Провода крепятся к столбам вдоль улицы и тщательно натягиваются и устанавливаются так, чтобы расстояние между ними было одинаковым, а высота над проезжей частью – одинаковой (обычно около 18–20 футов (~5,7 м)). Пара проводов изолирована от столбов и обеспечивает питание автобуса снизу напряжением примерно 500–600 вольт.
The wires are attached to poles next to the street and carefully stretched and mounted so that they are the same width apart and same height over the road (usually about 18 to 20 feet (~5.7m)). The pair of wires is insulated from the poles and provides about 500 to 600 volts to the bus below.
Скрыватели
Троллейбусные проволочные переключатели (называемые "frogs" в Великобритании) используются там, где троллейбусная линия разветвляется на две или где две линии соединяются. Переключатель может находиться в положении "прямо" или "отклонение"; обычно он остается в положении "прямо", если только не был активирован, и возвращается в него через несколько секунд или после того, как токосъемник пройдет и нажмет на освобождающий рычаг (в Бостоне положение покоя или "по умолчанию" – "самое левое"). Активация обычно осуществляется парой контактов, по одному на каждом проводе рядом и перед переключателем, которые подают питание на пару электромагнитов, по одному в каждой "лягушке" с расходящимися проводами ("лягушка" обычно относится к одному элементу, который направляет один токосъемник на нужный провод или переключает его с одного провода на другой. Иногда термин "лягушка" используется для обозначения всей сборки переключателя). Несколько ответвлений можно организовать, установив несколько переключателей. Например, для обеспечения прямого, левого или правого поворота на перекрестке, один переключатель устанавливается на некотором расстоянии от перекрестка для выбора проводов над левой полосой поворота, а другой – ближе к перекрестку или на нем для выбора между движением прямо и поворотом направо (такая схема используется в странах с правосторонним движением, таких как Соединенные Штаты; в странах с левосторонним движением, таких как Великобритания и Новая Зеландия, первый переключатель (перед перекрестком) используется для доступа к полосам правого поворота, а второй переключатель (обычно на перекрестке) – для левого поворота). Три распространенных типа переключателей имеют схожую конструкцию, но контакты на проводах расположены под углом, часто 45 градусов, а не выровнены. Этот сдвиг означает, что троллейбус, движущийся прямо, не активирует переключатель, а троллейбус, поворачивающий, своими токосъемниками соприкоснется с контактами, расположенными под тем же углом (при этом один токосъемник будет впереди другого), что и активирует переключатель независимо от потребляемой мощности (ускорение или движение накатом). В переключателе Fahslabend управление указателями поворота троллейбуса (или отдельный переключатель, управляемый водителем) вызывает отправку кодированного радиосигнала от передатчика, часто прикрепленного к троллейбусному столбу. Приемник прикреплен к переключателю и активирует его при получении правильного кода. Это позволяет водителю не ускорять автобус (как в случае переключателя включения/выключения питания) и не пытаться совершить резкий поворот (как в случае переключателя Selectric). Переключатели, где два набора проводов соединяются, не требуют действий со стороны оператора. "Лягушки" прижимаются в нужное положение токосъемником, либо "лягушка" имеет форму, которая направляет токосъемник на выходной провод без каких-либо движущихся частей.
Trolleybus wire switches (called "frogs" in the UK) are used where a trolleybus line branches into two or where two lines join. A switch may be either in a "straight through" or "turnout" position; it normally remains in the "straight through" position unless it has been triggered, and reverts to it after a few seconds or after the pole shoe passes through and strikes a release lever (in Boston, the resting or "default" position is the "leftmost" position). Triggering is typically accomplished by a pair of contacts, one on each wire close to and before the switch assembly, which power a pair of electromagnets, one in each frog with diverging wires ("frog" generally refers to one fitting that guides one trolley wheel/shoe onto a desired wire or across one wire. Occasionally, "frog" has been used to refer to the entire switch assembly). Multiple branches may be handled by installing more than one switch assembly. For example, to provide straight through, left turn or right turn branches at an intersection, one switch is installed some distance from the intersection to choose the wires over the left turn lane, and another switch is mounted closer to or in the intersection to choose between straight through and a right turn (this would be the arrangement in countries such as the United States, where traffic directionality is right handed; in left handed traffic countries such as the United Kingdom and New Zealand, the first switch (before the intersection) would be used to access the right turn lanes, and the second switch (usually in the intersection) would be for the left turn). Three common types of switches switch has a similar design, but the contacts on the wires are skewed, often at a 45 degree angle, rather than being lined up. This skew means that a trolleybus going straight through will not trigger the switch, but a trolleybus making a turn will have its poles match the contacts in a matching skew (with one pole shoe ahead of the other), which will trigger the switch regardless of power draw (accelerating versus coasting). For a Fahslabend switch, the trolleybus' turn indicator control (or a separate driver controlled switch) causes a coded radio signal to be sent from a transmitter, often attached to a trolley pole. The receiver is attached to the switch and causes it to trigger if the correct code is received. This has the advantage that the driver does not need to be accelerating the bus (as with a power on/power off switch) or trying to make a sharp turn (as with a Selectric switch). Trailing switches (where two sets of wires merge) do not require action by the operator. The frog runners are pushed into the desired position by the trolley shoe, or the frog is shaped so the shoe is guided onto the exit wire without any moving parts.
Производство
[[Файл:ZiU 9 Афины.jpg|thumb|Троллейбус ЗиУ-9 в Пирее, Греция, на обширной троллейбусной сети Афинского региона. ЗиУ-9 (также известный как ЗиУ-682), разработанный в СССР и запущенный в производство в 1972 году, является самой массовой моделью троллейбуса в истории, всего было построено более 45 000 экземпляров.
[[File:ZiU 9 Athens. jpg|thumb|A ZiU 9 trolleybus in service in Piraeus, Greece, on the large Athens area trolleybus system. The Russian built ZiU 9 (also known as the ZiU 682), introduced in 1972, is the most numerous trolleybus model in history, with more than 45,000 built.