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A trolleybus (also known as trolley bus, trolley coach, trackless trolley, trackless tram (early years )〔Joyce, J.; King, J. S.; and Newman, A. G. (1986). ''British Trolleybus Systems'', pp. 9, 12. London: Ian Allan Publishing. ISBN 0-7110-1647-X.〕 or trolley〔Dunbar, Charles S. (1967). ''Buses, Trolleys & Trams''. Paul Hamlyn Ltd. (UK). Republished 2004 with ISBN 0-7537-0970-8 or 9780753709702.〕) is an electric bus that draws power from overhead wires (generally suspended from roadside posts) using spring-loaded trolley poles. Two wires and 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 also are distinct from other kinds of electric buses, which usually rely on batteries. Power is most commonly supplied as 600-volt direct current, but there have been, and are, exceptions. Currently, around 300 trolleybus systems are in operation, in cities and towns in 43 countries.〔Webb, Mary (ed.) (2012). ''Jane's Urban Transport Systems 2012–2013'', pp. "()" and "()" (in foreword). Coulsdon, Surrey (UK): Jane's Information Group. ISBN 978-0-7106-2994-4.〕 Altogether, more than 800 trolleybus systems have existed, but not more than about 400 concurrently.〔Murray, Alan (2000). ''World Trolleybus Encyclopaedia''. Yateley, Hampshire, UK: Trolleybooks. ISBN 0-904235-18-1.〕 ==History== 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 U.S. In 1899, another vehicle which could run either on or off rails was demonstrated in Berlin.〔Charles S. Dunbar, ''Buses, Trolleys and Trams'', (Paul Hamlyn Ltd, 1967, no ISBN) p. 81 ''et seq''.〕 The next development was when Lombard Gérin operated an experimental line at the Paris Exhibition of 1900 after four years of trials, connecting the Exhibition with the Porte de Vincennes.〔 Max Schiemann took the biggest step when on 10 July 1901 the world's first passenger-carrying trolleybus operated at Bielatal (Biela Valley, near Dresden), in 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 a few other methods of current collection. The Cédès-Stoll (Mercédès-Électrique-Stoll) system was operated near Dresden between 1902 and 1904, and in Vienna. The Lloyd-Köhler or Bremen system was tried out in Bremen, and the Filovia was demonstrated near Milan. Throughout the period, trackless freight systems and electric canal boats were also built. Leeds and Bradford became the first cities to put trolleybuses into service in Great Britain on 20 June 1911.〔Apparently, though it was opened on 20 June, the public was not admitted to the Bradford route until the 24th. Bradford was also the last to operate trolleybuses in the UK, the system closing on 26 March 1972. The last rear-entrance trolleybus in Britain was also in Bradford and is now owned by the Bradford Trolleybus Association. Birmingham was the first to replace a tram route with trolleybuses, while Wolverhampton, under the direction of Charles Owen Silvers, became world-famous for its trolleybus designs.〔 Dunbar p. 84〕 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).〔Dunbar p. 83〕〔J. S. King, ''Keighley Corporation Transport'', (Advertiser Press Ltd, 1964, no ISBN) p. 39 ''et seq''.〕 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 of Los Angeles in 1910. The trackless trolley was often seen as an interim step, leading to streetcars. In the U.S.A., 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.〔Dunbarp. 90 of〕 Trackless trolleys were the dominant form of new post-war electric traction, with extensive systems in among others, Los Angeles, Chicago, Rhode Island, and Atlanta; Boston, San Francisco (California), and Philadelphia (Pennsylvania) 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 they remain common in many European countries as well as Russia and China, generally occupying a position in usage between street railways (trams) and diesel buses. Worldwide, around 300 cities or metropolitan areas are served by trolleybuses today.〔 (Further detail under Use and preservation, below.) Trolleybuses are used extensively in large European cities, such as Athens, Belgrade, Bratislava, Bucharest, Budapest, Chisinau, Kiev, Lyon, Milan, Minsk, Moscow, Riga, Saint Petersburg, Sofia, Tallinn, Varna, Vilnius and Zurich, as well as smaller ones such as Arnhem, Bergen, Coimbra, Gdynia, Kaunas, Lausanne, Limoges, Luzern, Modena, Piatra Neamţ, Plzeň, Prešov, Salzburg, Solingen, Szeged, Târgu Jiu and Yalta. ''See also Trolleybus usage by country.'' Transit authorities in some cities have reduced or discontinued their 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, Lecce, Italy, opened a new trolleybus system in 2012, and new systems are planned in Leeds and Montréal, among other places. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Trolleybus」の詳細全文を読む スポンサード リンク
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