ZiU-9
| ZiU-9 (ЗиУ-9)
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 ZiU-9 009 in Naryn
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| Number: | over 42,000 |
| Manufacturer: | Uritsky factory , Engels |
| Year of construction (s): | 1972–2013 (prototypes 1966–1970) |
| Length: | 11,888 mm |
| Height: | 3347 mm |
| Width: | 2500 mm |
| Number of axes: | 2 |
| Wheelbase: | 6025 mm |
| Empty mass: | 10.05 t |
| Top speed: | 60 km / h |
| Hourly output : | 95 kW, from 1973 110 kW, from 1988 115 kW |
| Power system: | 600 V DC |
| Tension: | {{{Voltage}}} V |
| Motor type: | DK-207G (ДК-207Г) from 1973: DK-210 (ДК-210) from 1988: DK-213 (ДК-213) |
| Seats: | 32 |
| Standing room: | 59 |
| Floor height: | 805 mm |
The trolley buses (trolley buses) of the type ZiU-9 ( Russian ЗиУ-9 , in German transcription also Siu-9 ) were 1970-2013 in Uritzky plant ( Завод имени Урицкого / Zavod imeni Urizkowo), today trolza (Тролза) in Engels (initially the Soviet Union , now Russia ). The ZiU-9 is the successor to the Soviet standard bus of the type ZiU-5, which has been built since 1959, and is the most frequently built type of trolleybus worldwide. A total of more than 42,000 units have been built so far.
designation
The ZiU-9 is also known as the "ZiU-682" (ЗиУ-9-682). The manufacturer's nomenclature was changed from "ZiU-9" to "ZiU-682" when series production began. Usually, "ZiU-9" is still used as a collective term for all sub-types, while the specification of certain sub-types is usually made by adding only the designation "ZiU-682". The designation “ZiU-682” is often restricted to exports.
construction
Car body
The ZiU-9 is built on a two-axle chassis made of steel . The rear axle has double tires. The car body is a self-supporting body ; in contrast to the aluminum car body of the ZiU-5, it is made of steel. The dimensions remained largely unchanged compared to the ZiU-5, but the structure was designed more angular. The car body design of the ZiU-9 is often assumed to be borrowed from the German VÖV-1 bus , but no direct reference is proven.
The main criticism of the ZiU-5 was the two-door version, which made it difficult to change passengers. The ZiU-9 was therefore designed with three doors. The folding doors of the ZiU-9 are operated by the driver. They were initially electrically driven, from 1990 onwards they were pneumatically driven. The front door is narrower than the two rear doors. In view of the originally customary self-handling with a payment box or tickets in advance sales, this was not a defect, as the drivers usually did not sell tickets. The changed handling procedures of the post-Soviet era (conductors in Russia and in the European successor states, cash payment to the driver when exiting in the Asian successor states) were compatible with this door arrangement, in the latter case the middle door was partially permanently locked.
Electrical equipment
The ZiU-9 is designed for the operation of trolleybus routes with a voltage of 600 volts. The power is drawn from two pantograph poles on the roof. The poles can only be put on by hand; safety ropes are attached for this purpose .
The engine type changed several times during the construction period. The motor is operated with 550 volts, the extra-low voltage system, which supplies the interior and exterior lighting, works with 24 volts. Characteristic for the appearance of the ZiU-9 are the recessed headlights, which were often highlighted by the color-contrasting paintwork of the recesses.
The rheostats of the drive switch are arranged under the vehicle floor; only since 2000 have there been alternatives with electrical equipment on the roof.
Type history
ZiU-9 ( ЗиУ-9 )
The first prototype was built in 1966. The engine DK-207G ( ДК-207Г ) of the type ZiU-5 was adopted for the ZiU-9. It differed from the later series version of the ZiU-9 by a distinctive line number display at the top of the front without a target sign. In 1968 it entered regular service in Moscow with the number 5000. Presumably it originally had two target sign boxes on top of the side, but the identity of this prototype with the later Moscow Car 5000 is not entirely certain.
In 1970 two more prototypes were made for Moscow, which already came very close to the series version, but differed from it by two target sign boxes on the side below the window. They were given the numbers 5002 and 5003.
ZiU-9A ( ЗиУ-9А )
In 1968 a prototype with the unusual width of 2.68 meters was built and also tested in Moscow. It was given the number 5001. For series production, it was decided to use the conventional width of 2.50 meters for the ZiU-9.
ZiU-9B / ZiU-682B (ЗиУ-9Б / ЗиУ-682Б)
Series production began in August 1972 with the type ZiU-9B ( ЗиУ-9Б ), internally referred to as ZiU-682B (ЗиУ-682Б). The first two ZiU-9B were delivered to Moscow and were used there with the numbers 5004 and 5005. The target shield boxes on the side were omitted. In the same year, the production of the predecessor type ZiU-5 was stopped. During the construction period, which lasted until 1975, several changes were made without the type designation being changed. After the first series, the bead that had been running around the sides of the vehicle and the ventilation slots at the top of the front were no longer available. From 1973 engines of the type ДК-210 (DK-210) with increased power were installed, from 1974 the wheel cutouts were rounded off.
The majority of the ZiU-9B were retired as early as the 1980s. In ZiU-9B from 1975 there is still a regular service in Zaporizhia . Another ZiU-9B has been preserved as an operational museum vehicle in Saint Petersburg . The angular wheel cutouts typical for the year of construction 1973 are not original, but were restored as a museum trolleybus during refurbishment. A ZiU-9B of the first series is preserved as a memorial in Cheboksary .
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| ZiU-682V, on the left in the original version built until 1985 ( Osh , 2010), on the right in the version built from 1985 ( Donetsk , 2007) |
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ZiU-9V / ZiU-682V ( ЗиУ-9В / ЗиУ-682В )
In 1975 the experiences from the first years of operation were implemented in a new type, the ZiU-9V / ZiU-682V ( ЗиУ-9В / ЗиУ-682В ). The most important change was the conversion of the suspension from recoil springs to leaf springs .
In 1984 the previous lowering of the rear platform was abandoned in favor of a reinforced substructure and a level floor was introduced. From 1985 the designation ZiU-682V00 ( ЗиУ-682В00 ) was used for the existing design .
Also in 1985 there was a striking external change, but this was not reflected in a changed type designation. The turn signals and parking lights, which were previously arranged under the headlights, have since been housed in an enlarged version next to the headlights.
ZiU-682V-012 / ZiU-682V0A ( ЗиУ-682-012 / ЗиУ-682В0А )
With the transition to the sub-type ZiU-682V-012 / ZiU-682V0A ( ЗиУ-682-012 / ЗиУ-682В0А ) in 1988, engines of the type DK-213 ( ДК-213 ) were installed. They had a slightly increased output of 115 kW.
ZiU-682V-013 / ZiU-682V0V ( ЗиУ-682-013 / ЗиУ-682В0В )
The subtype ZiU-682V-013 / ZiU-682V0V ( ЗиУ-682-013 / ЗиУ-682В0В ) from 1990 brought as the only innovation the conversion of the doors from electric to pneumatic drive.
ZiU-9V1 / ZiU-682V1 ( ЗиУ-9В1 / ЗиУ-682В1 )
Not all Soviet trolleybus companies had switched from the Russian MTB-82 to the successor models ZiU-5 and ZiU-9. In the non-Russian Soviet republics, Škoda 9Tr from Czechoslovak production were in use at numerous companies, including many newly opened ones, since 1962 . In the mid-1970s, heavy corrosion damage increased in vehicles at the end of the normative service life of 15 years, which led to the failure of the trolleybuses. This was taken as an opportunity by the Council of Ministers of the USSR to order the end of the import of trolleybuses from Czechoslovakia, especially since the Uritski plant had declared itself in a position to cover the needs of the Soviet Union for new trolleybuses alone. Kiev , the capital of the Ukrainian SSR, was one of the cities that exclusively used Škoda 9Tr. Tests with two ZiU-9Bs had already been carried out there in 1974, with the result that ZiU-9s could not be used on the numerous routes in Kiev with gradients of more than five percent. Due to the central decision, the suitability of ZiU-9 had to be checked again. For this purpose, a ZiU-9V was equipped with a type ДК-211 (DK-211) engine and improved brakes, which had a significantly increased output of 170 kW. This variant received the type designation ZiU-9V1 ( ЗиУ-9В1 ). Further requirements of the Kiev transport company, including relocating the rheostat on the roof, were not met. The ZiU-9B1 with the road number 101 completed test drives in Kiev with moderate results, in particular the overheating of the rheostats and the motor was criticized. Further attempts were planned on the steep, inclined, overland stretch of the Krymskyj trolejbus . A fire broke out due to overheating and the tests were then terminated. Only a few transport companies actually switched to the procurement of ZiU-9, the imports of Škoda 9Tr were continued. The ZiU-9V1 was nevertheless built in series in small numbers. The more powerful engines were later used as standard in the ZiU-10 .
The ZiU-682V is the longest and most frequently built type of the ZiU-9. In some operational companies it has already completely disappeared, but in many companies it is still found in larger numbers, especially outside of Russia. The original variant with indicators and brake lights under the headlights is only used in small numbers by a few companies.
ZiU-9G / ZiU-682G ( ЗиУ-9Г / ЗиУ-682Г )
In 1988 prototypes of a modernized variant as type ZiU-9G / ZiU-682G ( ЗиУ-9Г / ЗиУ-682Г ) were built, series production began in 1991. The most noticeable change is a ventilation grille on the front. The driver's cab has been redesigned and the driver's seat has been positioned higher.
With the dissolution of the Soviet Union in 1991, the central supply of the transport companies with new trolleybuses ended. While the Russian transport companies (due to the changed economic situation only to a limited extent) continued to procure ZiU-9, the transport companies in the non-Russian successor states only bought ZiU-9 on the basis of individual orders, whereby on the one hand local competing products were available, on the other hand also the procurement of new trolleybuses for economic reasons often had to be reduced even more drastically than in Russia. In Georgia, for example, no new trolleybuses were used at all after the end of the Soviet Union. For this reason, the use of the type ZiU-682G is largely limited to Russia, outside of Russia significant numbers can only be found at Kazakh, Kyrgyz and individual Ukrainian transport companies. The ZiU-682G was built in the original version ZiU-682G00 ( ЗиУ-682Г00 ) until 1996.
ZiU-9G1 / ZiU-682G1 ( ЗиУ-9Г1 / ЗиУ-682Г1 )
The ZiU-682G was also offered in a variant that was more suitable for inclines with the 150 kW DK-211 motor. This version was designated as ZiU-9G1 / ZiU-682G1 ( ЗиУ-9Г1 / ЗиУ-682Г1 ).
ZiU-682G-012 / ZiU-682G0A (ЗиУ-682Г-012 / ЗиУ-682Г0А)
From 1997, the height of the driver's seat was again slightly reduced, this sub-type is called ZiU-682G-012 / ZiU-682G0A ( ЗиУ-682Г-012 / ЗиУ-682Г0А ).
ZiU-682G-014 / ZiU-682G0E ( ЗиУ-682Г-014 / ЗиУ-682Г0Е )
In parallel with the ZiU-682G-012, the subtype ZiU-682G-014 / ZiU-682G0E ( ЗиУ-682Г-014 / ЗиУ-682Г0Е ) was introduced from 1998 , which differs by a static converter and fabric seats.
ZiU-682G-016 / ZiU-682G0M ( ЗиУ-682Г-016 / ЗиУ-682Г0М )
The previous changes led to a new basic type in 1998, the ZiU-682G-016 ( ЗиУ-682Г-016 ). The structure of this type is made of galvanized steel, which improves the corrosion protection. The electrical structure has been revised and adapted to current safety requirements. A typical feature of later ZiU-682G-016 is an indentation in the bumper. The ZiU-682G-016 was, in addition to younger models, still in the Trolsa range in 2010, but construction actually ended in 2009. Under the designation ZiU-682G-016 (012) P ( ЗиУ-682Г-016 (012) П ) a variant with the modified front of the ZiU-682G-016.02 was built in 2005 and 2006. Modernizations of older types using new car bodies were designated as ZiU-682G-016 (012).
ZiU-52642 ( ЗиУ-52642 )
From 1995, the electrical equipment of some of the test specimens was moved from the vehicle floor to the roof. These prototypes were mainly used in Moscow. Series production did not take place due to various difficulties.
ZiU-682G-017 / ZiU-682G0N ( ЗиУ-682Г-017 / ЗиУ-682Г0Н )
With the subtype ZiU-682G-017 / ZiU-682G0N ( ЗиУ-682Г-017 / ЗиУ-682Г0Н ) offered from 2000, the electrical equipment was relocated to the roof for the first time, but conventional components were still used. Other changes affect the interior and its lighting. The ZiU-682G-017 has been called ZiU-682G-016 (017) since 2002, and since then it has also been offered with the modified front of the ZiU-682G-016.02.
ZiU-682G-018 / ZiU-682G0P ( ЗиУ-682Г-018 / ЗиУ-682Г0Р )
The subtype ZiU-682G-018 / ZiU-682G0P ( ЗиУ-682Г-018 / ЗиУ-682Г0Р ; since 2002 called ZiU-682G-016 (018)) takes over all innovations of the type ZiU-682G-017, the electrical However, equipment is still arranged under the vehicle floor. This type was also supplied with the front of the ZiU-682G-016.02 on request.
ZiU-682GP0 ( ЗиУ-682ГП0 )
From 1997 to 1999 some ZiU-682-016 were built for Moscow with the front of the Trolsa 5264.01 Stoliza type, which is no longer part of the ZiU-9 series .
ZiU-682G-016.02 ( ЗиУ-682Г-016.02 )
From 2002 a variant of the ZiU-682G-016 with a more modern appearance was built. The front of type ZiU-682G-016.02 ( ЗиУ-682Г-016.02 ) has been completely redesigned and made of plastic, and inside swing doors are installed instead of the classic folding doors. The electrical equipment was placed on the roof. Further modernizations concern the passenger compartment. A variant with a double-width front door was built for Moscow and Rostov-on-Don . Since 2009 the ZiU-682G-016.04 has been offered instead of the ZiU-682G-016.02.
ZiU-682G-016.03 ( ЗиУ-682Г-016.03 )
Another variant was offered from 2004. The type ZiU-682G-016.03 ( ЗиУ-682Г-016.03 ) differs from the ZiU-682G-016.02 by a reinforced frame. In 2009 the type ZiU-682G-016.03 was replaced by the type ZiU-682G-016.05.
ZiU-682G-016.04 ( ЗиУ-682Г-016.04 )
Since September 2009, a slightly changed variant of the ZiU-682G-016.02 has been offered as ZiU-682G-016.04. The most important difference is the option of an electronic line display in the passenger compartment.
ZiU-682G-016.05 ( ЗиУ-682Г-016.05 )
The ZiU-682G-016.05 is the variant of the ZiU-682G-016.04 with a reinforced frame.
commitment
Use in the RSFSR and in Russia
During the Soviet era, without exception, all Russian trolleybuses, including the one in Katschkanar , which was shut down after a few years of operation , were equipped with ZiU-9. Imports were always limited to individual pieces for test purposes. After the end of the Soviet Union, the vast majority of ZiU-9s were purchased.
The ZiU-9 replaced the previous type ZiU-5 until the mid-1980s. From 1986 they were partially supplemented by the three-axle articulated trolley version ZiU-10.
Use in other union republics and their successor states
In addition to Russia, the ZiU-9 was also produced for the other Union republics . Unlike in Russia, however, there was competition there with trolleybuses from other manufacturers, primarily the Škoda 9Tr and later the Škoda 14Tr . As a result, the ZiU-9 was only used in twelve out of fourteen Union republics, but it was never found in Estonia and Lithuania .
Armenia
Armenia was mainly supplied with Škoda trolleybuses. ZiU-9s were only delivered to the trolleybus operation in the capital Yerevan (today the only trolleybus operation still in existence), but their use has ended.
Azerbaijan
ZiU-9s were used in all Azerbaijani trolleybuses, only in Mingəçevir and Naxçıvan . In Baku , Kirowabad (today Gəncə ) and Sumqayıt , on the other hand, Škoda trolleybuses were also used, in the capital Baku they made up the majority of the vehicle fleet. After the end of the Soviet Union there were no subsequent purchases, today all Azerbaijani trolleybuses are closed.
Georgia
For a long time, Škoda trolleybuses dominated Georgia. Usually the company in Tbilisi received new vehicles and gave older trolleybuses to smaller cities in Georgia. The ZiU-9 procured in parallel, on the other hand, went directly to smaller companies. By taking over a large part of the Athens ZiU-9 inventory in 2003/2004, additional ZiU-9s were transferred to the trolleybus operations that were still in existence at that time (except Sukhumi and Chiatura ). There were no new purchases after the end of the Soviet Union.
The trolleybus in not under Georgian control Sukhumi was 2005, seven ZiU-682G and onwards in 2005 and eight ZiU-682G-016 built between 2001-2002 by the trolleybus in Moscow.
Kazakhstan
The trolleybus companies in Kazakhstan received ZiU-9, Almaty and Astana, but also Škoda 14Tr. The demand after the end of the Soviet Union was partly covered with ZiU-9, but for the most part from domestic and Belarusian production.
Kyrgyzstan
The ZiU-9 was the standard type for the two trolleybus companies in Bishkek and Osh ; after the end of the Soviet Union, both companies still received ZiU-682G. The trolleybus operation in Naryn , which opened in 1994, received used ZiU-9 from Bishkek.
Latvia
The only Latvian trolleybus operation in Riga was essentially equipped with Škoda trolleybuses. Only in 1978 were twelve ZiU-9 delivered to Riga.
Moldova
The three trolleybus operations in Bălți , Chișinău and Tiraspol that existed in Soviet times were equipped with ZiU-9. The company in Solonceni was opened in 1992 with a used ZiU-9 from Chișinău. The factory in Bender , which opened in 1993, was also equipped with ZiU-9. The two interconnected trolleybus companies Tiraspol and Bender in the Transnistrian part of the country not under Moldovan control later received used ZiU-9s from Moscow and Minsk .
Tajikistan
The two Tajik trolleybus companies in Dushanbe and Leninabad (today Khujand ) were equipped with ZiU-9. In Dushanbe the procurement of ZiU-9 continued, in 2005 and 2009 trolleybuses of the type ZiU-682G-016 were delivered, which have since formed the entire vehicle fleet.
Turkmenistan
The only Turkmen trolleybus operation in Ashgabat received ZiU-9, but all of them have since been replaced, mostly by Škoda 14Tr.
Ukraine
A number of Ukrainian trolleybuses were supplied with Škoda 9Tr or 14Tr, others with ZiU-9, although the manufacturer was usually not changed. Exceptions are the trolleybus operations in Kommunarsk (today Altschewsk ) and Lutsk , which switched from Škoda 9Tr to ZiU-9, and Mariupol , where the change was made from Škoda 9Tr via ZiU-9 to Škoda 14Tr. The main focus of the ZiU-9 is the south of Ukraine.
After the end of the Soviet Union, new trolleybus manufacturers established themselves in Ukraine with varying degrees of success. In Dnepropetrovsk , Kiev and Lemberg trolleybuses were built, with which most of the trolleybus companies covered their significantly reduced needs. The type ZiU-682G was therefore only supplied to a few companies (e.g. Vinnytsia ). The demand for trolleybuses from Trolsa production increased significantly with the availability of the type ZiU-682G-016.02 and its related designs, which are used in numerous southern Ukrainian trolleybus operations.
Uzbekistan
The Uzbek trolleybuses were equipped with ZiU-9, only the capital Tashkent also received Škoda 14Tr. The trolleybus operation in Urganch , which only opened in 1997, also procured Škoda 14Tr. Since all other Uzbek trolleybuses were shut down, no ZiU-9s are in use in Uzbekistan today.
Belarus
All Belarusian trolleybuses received ZiU-9 in Soviet times, after which trolleybuses from the country's own production were preferred.
Exports to Comecon countries
Some states of the Council for Mutual Economic Aid (RGW) had their own trolleybus production, including Romania , Czechoslovakia and later Hungary and Poland . Most of the rest were equipped with Škoda buses from Czechoslovakia or Ikarus buses from Hungarian production. ZiU-9, designated for export as ZiU-682, was therefore not used in all Comecon countries. In the GDR , Romania, Czechoslovakia and Vietnam , for example, they were never to be found.
Bulgaria
On October 4, 1985, the trolleybus operation in Plewen received seven ZiU- 682s for the first time. In later years the capital Sofia and the provincial cities Plovdiv , Russe , Burgas , Stara Sagora , Haskovo , Shumen , Wraza , Veliko Tarnovo and Gabrovo received vehicles of this type. A total of 471 of them had been delivered to Bulgaria by 1991. The trolleybus of Pazardzhik received in 2006 with the trolleybus 18 a vehicle from the ZiU-682G-016.02, which served / .03 series earlier than fair exhibit in Plovdiv.
Yugoslavia
The Socialist Federal Republic of Yugoslavia , for its part only associated with Comecon, received ZiU-682. There the trolleybus Belgrade got a total of 154 cars between 1979 and 2000, including two that were imported via Sofia in 1999 to avoid the embargo . In addition, the city received another 30 used vehicles from Athens in 2005.
Mongolia
In Ulaanbaatar the trolleybus service with ZiU-682 was opened on October 29, 1987. The trolleybuses delivered to Ulaanbaatar were designated as ZiU-682S (ЗиУ-682С) and, due to the climatic conditions of the place of use, were equipped with additional driver's seat heating and reinforced insulation of the walls and roof.
Poland
The ZiU-682 was the standard vehicle for the Polish trolleybuses until 1980, the Jelcz PR110E built in Jelcz-Laskowice, a trolleybus from the country's own production. ZiU-692 were delivered to the trolleybus companies in Gdynia , Lublin , Słupsk , Tychy (24 pieces) and Warsaw . The deliveries to Poland were designated as ZiU-682UP ( ЗиУ-682УП ).
ZiU-682s are no longer used in regular traffic in Poland. In Lublin, however, the "T" tourist route is operated with a ZiU-9.
Hungary
In Hungary, the ZiU-682 was the standard vehicle under the country-specific name "ZiU-682UV" ( ЗиУ-682УВ ) until the companies Ganz and Ikarus started producing the Ikarus 280T from 1980 . Since only three-axle articulated trolleybuses were available from Hungarian production, the need for two-axle trolleybuses was still covered with ZiU-682.
ZiU-682 were used by all three Hungarian trolleybuses, 173 went to the Budapest trolleybus , 44 to Szeged and 34 to Debrecen .
Sometimes they were noticed by headlights protruding from the front of the vehicle, while otherwise the headlights are recessed. The ZiU-682's operations in Budapest and Szeged have already ended.
Exports to countries outside the Comecon
Exports to countries outside the Comecon were insignificant in number compared to total production. Primarily the trolleybus service in Athens was equipped with ZiU-682. In addition, ZiU-682 were also delivered to trolleybus operators in Argentina and Colombia . Three ZiU-682s were tested in Finland .
Argentina
In 1980 the trolleybus operation in Rosario received five ZiU-682s. Due to their susceptibility to failure, they were only in use until the mid-1980s.
The Córdoba trolleybus service was opened in 1989 with 32 two-door ZiU-682s and twelve ZiU-683s. The further expansion of the vehicle population took place with trolleybuses from the People's Republic of China .
Another five ZiU-682 went to Mendoza in 1984 , they were sold to Córdoba in 2009.
Ethiopia
Two ZiU-682G-016 (012) P were delivered in August 2007 for a planned trolleybus operation in the capital Addis Ababa . The construction of an assembly plant with the participation of Trolsa with an increasing local share of in-house production was announced, but just as little came about as the trolleybus network in Addis Ababa.
Finland
In May 1973 the trolleybus operation in Helsinki received three ZiU-682s for test purposes. Series production became unnecessary due to the closure of operations in 1974.
Greece
As early as 1977, the Athens trolleybus was equipped with 358 ZiU-682s (plus a ZiU-10 articulated car), this was the largest series outside of Russia. The cars delivered to Greece were designated as ZiU-682UG ( ЗиУ-682УГ ). The Athens ZiU-682 deviated the most in the course of their service life from the normal design, among other things, split bumpers and split windows were installed. The seating arrangement already deviated from the factory due to the increased installation of longitudinal seats. A large part of the Athens ZiU-682 came after the 2003/2004 replacement with new vehicles to Belgrade and various Georgian trolleybus companies. Most of the latter went to Tbilisi, but some of them were later passed on to the provincial companies. A total of three wagons have been preserved in the museum, two of them in Piraeus, and another, wagon 5088, was prepared for the East Anglia Transport Museum in Great Britain . As a special feature, the Athens carriages had translation windows instead of the usual sliding windows in the upper third of the window.
Colombia
In the mid-1970s, the Bogotá trolleybus operation , which had already received 59 ZiU-5s in 1967, acquired 75 ZiU-682s. They were in use until operations were closed in 1991.
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| ZiU-682G double traction in Krasnodar (2008), on the left a complete double traction, on the right a guided ZiU-682G |
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Double traction
The three-axle variant of the ZiU-9 was only available from 1986 under the type designation ZiU-10 ( ЗиУ-10 ) or ZiU-683 ( ЗиУ-983 ). Therefore, in 1972 Moscow took up the practice of using double trolleybuses, which had been successful in Kiev and other cities since 1966 with older types of trolleybuses , and carried out corresponding tests. In Moscow, however, this type of operation was not adopted for regular operations. The first double traction from ZiU-9 in regular operation was in Alma-Ata (today Almaty) since 1981. Leningrad (now Saint Petersburg ) took over this practice in 1982, Gorki (now Nizhny Novgorod ) in 1983. In 1986, ZiU-9 double units were put into operation in Kuibyshev (now Samara ), Chita and Omsk , followed by Novosibirsk , Donetsk and Kharkiv in 1989 . In 1990 Kherson , Mykolaiv and Odessa were added, and in 1991 Tolyatti , Kemerovo and Krasnodar . In 1994, two double units were set up in Chelyabinsk , and in 1998 Alchevsk was the last to be added with a double unit. Since the end of use of the double traction in Donetsk in 2008, only a few have been in use in Krasnodar. The last ZiU-9 double traction ended there at the end of 2013.
With the ZiU-9 in double units, both the leading and the guided vehicle could no longer be used individually. The power was drawn from the rear ZiU-9, and the leading vehicle was supplied by a power cable.
Related types
ZiU-8
In 1973 two prototypes of the ZiU-8 ( ЗиУ-8 ) were built (also called ZiU-5250 ЗиУ-5250 ). These used the car body of the zero series of the ZiU-9, but were omnibuses with diesel engines. Another prototype with a modified front was created in 1975. There was no series production.
ZiU-10
In 1978 the prototype of an articulated version of the ZiU-9 was built. This was only built in series from 1986 on the basis of the ZiU-682GV as ZiU-10 ( ЗиУ-10 ) or ZiU-683 ( ЗиУ-683 ). The vehicle length is 18.13 meters. Around 1000 pieces were built until 1993, when it was replaced by the only slightly modified ZiU-6205 ( ЗиУ-6205 ) based on the ZiU-682G.
ZiU-11
In addition to the predecessor type ZiU-5, a design shortened by one window field as the ZiU-7 was offered on an experimental basis and with practically no success . This principle was also taken up in the planning of the ZiU-9. The ZiU-11 essentially corresponded to the ZiU-9, also had three doors, the window field behind the first door was omitted. Only seven ZiU-11 were built.
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| Modifications of the stern in Miass (left, 2008) and Donetsk (right, 2007) | |
Conversions
Due to a lack of spare parts, some maintenance measures have been simplified on the trolleybuses. In some locations (especially in Donetsk and Lublin ) the large rear window was replaced by a smaller one without a bulge, and the remaining area was laminated.
In addition to local modifications, ZiU-9 were also modernized in a centralized and standardized manner in Iwanowo from 1999 onwards . Here for the designation "ZiU-682 KR Iwanowo" ( ЗиУ-682 КР Иваново ) is used ("KR" stands for "kapitalny remont", German "large repair"). In all cases the electrical equipment was moved to the roof. The car body initially remained unchanged, later the bumper was flattened, and new doors are also installed in the current version.
Individual ZiU-9s in Athens were given a wheelchair lift on the middle door.
From the 1990s, when the transport companies in the former Soviet Union could no longer finance the replenishment of new vehicles as generously as before, more extensive repairs were carried out. This included, in particular, the replacement of complete car bodies. These initially came from the manufacturer, later regional workshops also took over the production of the car bodies. In some cases, modifications were also made here, e.g. For example, parts of the electrical equipment of some Moscow ZiU-682G were relocated to the roof and the car body was adapted accordingly.
These conversions with new car bodies were still carried out after production of the ZiU-9 had ended, Trolsa also had replacement car bodies for the ZiU-9 on offer in 2015. In 2015, another ZiU-682G-016.05 was created for Nalchik .
In Almaty, Kazakhstan, the company Almatyelektrotrans provided ZiU-9 with new superstructures that bore no resemblance to the original vehicles. These trolleybuses are called TP KAZ 398 .
In 2015, in Sevastopol, the ZiU-682V-012 1167, built in 1989, was modernized with a battery with a range of 30 kilometers for use on the partially catenary-free line 22.
Replicas
The replicas by the providers of such replacement car bodies cannot always be clearly distinguished from the conversions with new car bodies. Some of them correspond to the original ZiU-9, some manufacturer-specific changes are made. Many manufacturers developed their own models from the ZiU-9 replicas, these are not mentioned in the table.
| designation | Manufacturer | place | Years of construction | Remarks |
|---|---|---|---|---|
| AKSM-100 ( АКСМ-100 ) | Belkommunmash | Minsk (Belarus) | 1993-1994 | largely corresponds to the ZiU-682G |
| AKSM-101 ( АКСМ-101 ) | Belkommunmash | Minsk (Belarus) | 1994-1997 | with auxiliary generator for low voltage system |
| AKSM-101A ( АКСМ-101А ) | Belkommunmash | Minsk (Belarus) | 1996-1999 | reinforced engine |
| AKSM-101M ( АКСМ-101М ) | Belkommunmash | Minsk (Belarus) | 1996-2002 | Headlights integrated in the bumper |
| AKSM-101PS ( АКСМ-101ПС ) | Belkommunmash | Minsk (Belarus) | 1997-2003 | like AKSM-101M, with static voltage converter |
| WMZ-100 ( ВМЗ-170 ) | Vologodsky Mechanichesky Zavod | Vologda (Russia) | largely corresponds to the ZiU-682V | |
| WMZ-170 ( ВМЗ-170 ) | Vologodsky Mechanichesky Zavod | Vologda (Russia) | from 1997 | like WMZ-100, electrical equipment partly on the roof |
| BTZ-5201 ( БТЗ-5201 ) | Bashkirsky Trolleibusny Zavod | Ufa (Russia) | largely corresponds to the ZiU-682G | |
| BTZ-5276 ( БТЗ-5276 ) | Bashkirsky Trolleibusny Zavod | Ufa (Russia) | 1998-2000 | electrical equipment partly on the roof, new doors |
| WZTM-5284 ( ВЗТМ-5284 ) | Volgogradsky Zavod Transportnowo Maschinostrojenija | Volgograd (Russia) | 2001-2006 | changed front, new doors |
| Dnipro-E187 ( Дніпро-Е187 ) | Dnipropetrovski Remontni Zavod Elektrotransportu | Dnipropetrovsk (Ukraine) | 2007-2009 | corresponds to ZiU-682G-016.02 |
| ST-682G ( СТ-682Г ) | Sibirski Trolleibus | Novosibirsk (Russia) | corresponds to different types of Trolsa |
literature
- Nikolai Semyonov: Russian and Soviet Trolleybus Production . In: Trolleybus Magazine . tape 30 , no. 194 . National Trolleybus Association, 1994, ISSN 0266-7452 , p. 30-44 .
- Aare Olander, Stanislav Glinsky: Trolleybus Production in Russia, Belarus and Ukraine . In: Trolleybus Magazine . tape 41 , no. 260 . National Trolleybus Association, 2005, ISSN 0266-7452 , p. 26-32 .
- Sergei Tarkhov: Empire of the Trolleybus. Volume 1 - Russia . Rapid Transit Publications, London 2000, ISBN 0-948619-02-3 .
Web links
- Page on the history of the ZiU-9, with pictures especially of the prototypes
- Overview page of the manufacturer with a picture of a ZiU-9 in the original version and a ZiU-11 (Russian)
- The ZiU-682G-016 on the manufacturer's website (Russian) ( Memento from May 18, 2007 in the Internet Archive )
- http://www.cheltrol.narod.ru/pages/press/003.htm (link not available)
Individual evidence
- ↑ Technical data of the original version according to Kost Koslow, Stefan Maschkewytsch: Kyjiwski Trolejbus . Kyjiw " KYJ ", Kyjiw, 2009. pp. 497, 521.
- ↑ Zaporizhia ZiU682B on transphoto.ru
- ↑ Saint Petersburg 4409 on transphoto.ru
- ↑ Tscheboksary 117 on transphoto.ru
- ^ Kost Koslow, Stefan Maschkewytsch: Kyjiwski Trolejbus . Kyjiw " KYJ ", Kyjiw, 2009. pp. 248-254
- ↑ List of ZiU-682G-016 on transphoto.ru (Russian).
- ↑ List of ZiU-682G-016 (012) on transphoto.ru (Russian).
- ↑ trolley.ruz.net
- ↑ trolley.ruz.net
- ^ Konstantin Klimow: Tramwaj i Trollejbus Azerbaijanana . Grusowik Press, Moskva 2009, no ISBN
- ↑ Peter Haseldine: Trolley News . In: Trolleybus Magazine 290, National Trolleybus Association, 2010, ISSN 0266-7452
- ↑ Sergei Tarkhov: The Solonceni trolley . In: Trolleybus Magazine 200, National Trolleybus Association, 1995, ISSN 0266-7452
- ↑ trolleymotion.com
- ↑ Vehicle list Belgrade on transphoto.ru
- ↑ ziutek.pl
- ↑ The ZIU-9 type trolleybus in Hungary
- ↑ Cordoba [AR] - ZIU from Mendoza ( Memento from January 15, 2013 in the web archive archive.today )
- ↑ Stock overview Addis Ababa on transphoto.ru (Russian)
- ↑ "Trolleybuses again in England and Africa?" Report on www.trolleymotion.ch dated August 7, 2007
- ↑ News from the trolleybus operation in Athens. ( Memento from June 6, 2014 in the Internet Archive ) (PDF; 6.7 MB) In: stadtverkehr 6/2001
- ↑ kubtransport.info
- ↑ Krasnodar. In: transphoto.ru . Entry from December 31, 2013 (Russian).
- ↑ DA Dementjew, NS Markow: Awtobussy IX pjatiletki 1971–1975 gg. 2-e isd. Moskwa 2014, ISBN 978-5-905241-06-2 , pp. 102-103
- ↑ List of ZiU-682 KR Ivanovo on transphoto.ru
- ↑ Page of the manufacturer with an offer of replacement car bodies (Russian)
- ↑ Nalchik ZiU-682G-016.05 076 on transphoto.ru (Russian)
- ↑ Sevastopol ZiU-682V-012 1167 on transphoto.ru (Russian)
- ↑ Announcement regarding the commissioning of line 22 on October 5, 2015 (Russian)