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English Slupsk (Stolp) Trolleybus

History of trolleybus transport in Slupsk begins at the end of the 70's, when the WPK Slupsk developed appropriate plans providing for the development of this mode of transport in the coming years.

The project has achieved a realization only in 1985. The plan was to build several trolleybus lines in the city and after him (at least to a distance of 18 km Ustki). The construction of the first 4.7 km section of the traction started in April, and was completed as early as 3 months later! The ceremonial opening of the A took place July 20, 1985 year. Service lines provided a 10, recently purchased from the Soviet Union trolley Ziu 9B. The depot buildings were selected based on the old tram on the street Copernicus - where was the base bus. At the same time they were working on the construction of the B (opened 11 July 1986 - the length of 6.6 km) and C (opened June 27, 1987 years - the length of 7.8 km). The last two lines of the first series has already departed Polish Jelcz PR110 trolleybuses produced in Slupsk Kapen. Although the first problems of a technical nature, Polish trolleybuses arrived in time to. The deteriorating economic situation did not allow for the implementation of the construction of the D and E (the Ustki).

Due to the large need for shipping WPK Slupsk in 1988 purchased the prototype Kapena Ikarus 280T trolleybus, rebuilt the bus from Lodz. Not a good technical condition of the vehicle (at the time of reconstruction had been eight years) and a sudden drop in traffic in the early 90s resulted in a fast an appeal of the vehicle in May 1993.

In the early 90's, now MPK Slupsk, decided to slowly get rid of the Soviet trolleybuses. The first five of which have been deleted from the end of May 1993, the last in the mid-95th So quick erasure of these vehicles, it was probably due to problems with spare parts for "Ivanov" and no need to maintain, compared to a decrease of transportation needs, such a vast fleet. In retrospect, an appeal "to rape" as many as 10 vehicles (+ Ikarus) within two years should be considered a mistake, because he caused temporary problems train. In other cities with traction (Tychy, Lublin, Gdynia) Ziu9 exploited over a dozen years. The gap left by the Soviet trolley filled with 3 Jelcz PR110 rebuilding the trolley.

As it turned out, were the last trolleybus acquisitions MPK (on the way transformed in MZK). Bad Company budgetary situation has not affected the functioning of a well-traction (a few years government completely forgot about the need to purchase new rolling stock).

The first attack on the trolley made ??in July 1997, when he turned 7 on 7 efficient trolley buses from Tychy (4 Ikarus 280 and 3 Jelcz m11). MZK in this business does not work out the best, because buses had received an urgent overhaul. The remaining 8 trolleybuses did not provide full service traction that profitability dropped at the moment (they needed to fully support the trolley 15-16). Until 1999, only seven remained trolleybuses, of which only five able-bodied enough to leave the city. Earlier this year, trolleybuses began suddenly extremely disturb the city authorities (especially the president Mazurek and Wandzel). It started with a great waving his arms about groundlessness maintenance trolley. Let me mention a few arguments which used a city government taking a decision to liquidate the electric traction:
- "Not cost-effective to maintain for five able-bodied trolleybuses entire technical infrastructure." The argument may seem to be right only for those who have missed the fact that seven of efficient conversion of vehicles to these, in 1997. If this stupidity did not, there would be no problems with the pertinence of maintaining the network.
- "Need to replace the rectifier substation power cables" - the exchange of MZK not be borne because the cables were already owned by the Department of Energy that the poorest do not.
- "Trolley buses are stopping traffic in the city." These vehicles are exempt only when cornering network in trajectory are much greater acceleration, reduced only the convenience of travelers. The problem intersections can be eliminated by installing a more modern crossover traction (inexpensive investment)
- "You have to paint the poles because they do not mar painted, and it costs." Just as you should periodically wash, because sometimes it's just dirty.
- "Traction poles are a danger to traffic in the city!" (Director Enterprise Roads and Bridges). The authors therefore propose to remove all the lanterns, and road signs. And even buildings.
- "The network is old and dilapidated." Complete nonsense, a 15-year-old network can not be destroyed. Exchanges require only critical sections. The total amount of such an undertaking was calculated by a few hundred dollars.

In addition to these arguments to the writer's ears came wording such as: network support anchor damage and weaken the facades of buildings and the like. It is not worth to spend their attention. The only legitimate argument (paradoxically no one has ever heard it from the city authorities) was the fact that the rectifier substations producing too much power, too much to maintain as even a fully staffed traction (in the 80's planned further expansion of the network). It was not a problem to be solved. In addition, the City Board has decided to liquidate traction, not discussing it on the forum of the City Council, thereby abusing its powers. The city authorities did not want to leave the trolley on the basis of the street Copernicus, because all MZK already moved to podsłupskiej Kobylnica. Moving infrastructure to Kobylnica not an option (due to the high cost), and leave it at Copernicus was not in the authority of the head. Questions were also proposals to create separate from MZK trolleybus company (as was the case in Gdynia and Tychy). Proposed to improve the system and increase profitability by changing the course of the C. However, these and many other alternative ideas, was rejected.

In mid-May began folding double Hubalczyków wires on the street, which was the beginning of the end of the line B and C. The download of the network took place in the late hours of the night. In mid-September pulled all the wiring from his route B and C, leaving only A. Until about October 20 still deluded that sense will prevail officials. Nothing. By the end of his days trolleybuses appeared on line A. Probably 18 October last Slupsk trolley passed through Avenue Sienkiewicz (rumor has it that ran on that day for free) to the depot in the street Copernicus. Downloaded hoops from the network, then disconnect the power at the substation. Thus ends the 14-year history of communication in the city on the trolley pole.

Post trolleybuses scrolls locals Slupsk today.

Even in 1999, was sent to the prosecutor for criminal prosecution (in terms of the liquidation and sale of trolleybus network in Lublin for the price of the new Fiat 126P!), But the fate of the proceedings did not know. Recently a member of the election committee of one of the Slupsk party reproached the local elections liquidation of the old crew networks as an error not an absolute scandal. Meanwhile, former President George Wandzel still talks about the advisability of the decision, stressing it was a mistake to maintain traction up to 1999 (!). Recently, in a poll organized on www.slupsk.net, the question of whether you would like to restore communication trolley, answered positively to the question as much as 75% of respondents, which reveals the city's inhabitants sympathy for this kind of transport. MZK situation, which was supposed to improve following the liquidation of traction, it is still not very good. Perhaps when some get better, you would think the restoration of this type of transport. In many European cities there are trolley buses on the streets as a completely environmentally friendly (drive propane-butane did not work). The world belongs to the brave!

Author of text: Michael Szymajda
Source: www.slupsk.eco.pl
Translation: www.translate.google.pl

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