ZiU-9

The trolleybuses ( trolleybuses ) of the type ZiU -9 (Russian ЗиУ -9, in German transcription also Siu- 9) since 1970 Uritzky plant ( Завод имени Урицкого / Zavod imeni Urizkowo ), today Trolsa ( Тролза ), in Engels ( first the Soviet Union, now Russia built ). The ZiU -9 is the successor to the Soviet -built since 1959 Standardobusses type ZiU -5 and the world's most commonly built Obustyp. In total, more than 42,000 have been built.

• 3.1 ZiU -9 ( ЗиУ -9)
• 3.2 ZiU-9B/ZiU-682B ( ЗиУ-9Б/ЗиУ-682Б )
• 3.3 ZiU-9V/ZiU-682V ( ЗиУ-9В/ЗиУ-682В )
• 3.4 ZiU-9G/ZiU-682G ( ЗиУ-9Г/ЗиУ-682Г )
• 3.5 ZiU-682G-016/ZiU-682G0M ( ЗиУ-682Г-016/ЗиУ-682Г0M )
• 3.6 ZiU - 682G - 016.02 ( ЗиУ - 682Г - 016.02 )
• 3.7 ZiU - 682G - 016.03 ( ЗиУ - 682Г - 016.03 )
• 3.8 ZiU - 682G - 016.04 ( ЗиУ - 682Г - 016.04 )
• 3.9 ZiU - 682G - 016.05 ( ЗиУ - 682Г - 016.05 )

• 4.1 Use in the RSFSR and Russia
• 4.2 Use in other Union republics and their successor states
• 4.3 exports to CMEA countries
• 4.4 Exports to countries outside the CMEA

• 6.1 ZiU -10
• 6.2 ZiU -11

Designation

The ZiU -9 is also referred to as " ZiU -682 " ( ЗиУ - 9-682 ). The maker's nomenclature was changed at the start of series production of " ZiU -9 " to " ZiU -682 ". Usually " ZiU -9" but as a collective term for all types continue to be used during the clarification of certain sub- types usually by extending only the name " ZiU -682 " is made. Often, the term " ZiU -682 " on exports is limited.

Construction

Carbody

The ZiU -9 is built on a two-axle constructed from steel chassis. The rear axle is double frosted. When the car body is a self-supporting body, it is in contrast to the aluminum car body of the ZiU -5 steel. The dimensions were compared to ZiU -5 largely unchanged, the structure was constructed but edgier. The car body design of the ZiU -9 are often subordinated to borrowings from the German VÖV -1 Omnibus, a direct reference, however, is not used.

Main criticism of the ZiU - 5 was the two-door version, which made ​​it difficult for passenger exchange. The ZiU -9 was therefore constructed three doors. The folding doors of the ZiU -9 are operated by the driver. You were first driven electrically, pneumatically from year 1990. The front door is designed narrower than the two rear. Given the original usual self-handling with Zahlbox or public transport tickets in advance this represented no shortage, as the drivers usually did not sell tickets. The altered clearance procedures of the post-Soviet period ( Schaffner operating in Russia and at the European states, cash to the driver when getting off in Asian successor states ) were compatible with this door assembly, in the latter case then partially the middle door was permanently closed.

Electrical equipment

The ZiU 9 is adapted to the operation of Oberleitungsbusstrecken with a voltage of 600 volts. The current is collected via two trolley poles on the roof. The application of the rods is only possible by hand, this safety ropes are attached.

The type of engine changed several times during the construction period. The engine is operated at 550 volts, the low voltage system that supplies the indoor and outdoor lighting, working with 24 volts. Characterized by the appearance of ZiU -9 are the sunk stacked headlamps, which were often highlighted by contrasting paintwork of the wells.

The Rheostat the control switch is located under the vehicle floor, only since 2000, versions with electrical equipment are alternatively offered on the roof.

Type history

ZiU -9 ( ЗиУ -9)

1970, a prototype of the ZiU -9 ( ЗиУ -9) was built and tested in Moscow. The engine DK- 207G ( ДК - 207Г ) of the type ZiU -5 was adopted 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 ZiU - 682B ( ЗиУ - 682Б ) refers. He was not significantly different from the prototype. That same year, the production of the predecessor type ZiU - 5 was set. During the construction period lasting until 1975, several changes have been made without the model designation was changed. Already after the first series of previously circulating of the vehicle sides bulge and the ventilation slots accounted top of the front. From 1973 engines of the type ДК -210 were ( DK -210) installed with increased power, from 1974, the wheel openings were rounded.

The ZiU -9B were predominantly already retired in the 1980s. In Zaporizhia is still a ZiU -9B 1975 and onwards in regular service. In St. Petersburg, a further ZiU -9B is preserved as a museum vehicle.

ZiU-9V/ZiU-682V ( ЗиУ-9В/ЗиУ-682В )

1975, the experiences from the first years of use in a new type, implemented the ZiU-9V/ZiU-682V ( ЗиУ-9В/ЗиУ-682В ). The most significant change was the change of the suspension of recoil springs to leaf springs.

1984, the existing until then lowering the rear deck was in favor of a reinforced substructure abandoned and introduced a flat floor. From 1985, the name ZiU - 682V00 ( ЗиУ - 682В00 ) was used for the existing design.

Also in 1985, there was a striking external modification, although not reflected in a change in type designation. The previously arranged under the headlights turn signals and brake lights have since been housed in an enlarged version next to the headlights.

ZiU-682V-012/ZiU-682V0A ( ЗиУ-682-012/ЗиУ-682В0A )

With the transition to subtype ZiU-682V-012/ZiU-682V0A ( ЗиУ-682-012/ЗиУ-682В0A ) 1988 engines, 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 ) 1990 brought the only new feature for the conversion of electric doors on pneumatic drive.

ZiU-9V1/ZiU-682V1 ( ЗиУ-9В1/ЗиУ-682В1 )

Not all Soviet Obusbetriebe had switched from Russian MTB -82 on the successor models ZiU -5 and ZiU -9. In the non-Russian Soviet republics since 1962 with numerous companies, including many newly opened, Škoda 9TR from Czechoslovakian production in use. The mid-1970s became more frequent in vehicles at the end of the normative life of 15 years, severe corrosion damage that led to the failure of the trolleybuses. This was taken from the Council of Ministers of the USSR as an opportunity to have the termination of the import of trolleybuses from Czechoslovakia, especially since the Uritzky plant had declared able alone to meet the needs of the Soviet Union on new trolleybuses. Kiev, the capital of the Ukrainian SSR was one of the cities that exclusively Škoda 9TR had in use. There, in 1974 attempts had already been carried out with two ZiU -9B, which had the result that ZiU -9 on the numerous routes in Kiev with slopes of more than five percent could not be used. Due to the central decision, the suitability of ZiU -9 now had to be re-examined. For this purpose, a ZiU 9V was equipped with a motor of the type ДК -211 (DC -211 ) and improved braking, which had a significantly higher power output of 170 kW. This variant was the type designation ZiU - 9V1 ( ЗиУ - 9В1 ). Other demands of the Kiev traffic operation, including the laying of the rheostat on the roof, were not met. The ZiU - 9B1 with number 101 completed sea trials in Kiev with moderate results, in particular the overheating of the rheostats and the engine was criticized. Further experiments were provided on the steeply graded overland route of Krymskyj trolejbus. This overheating caused a fire broke out, the experiments were then terminated. Only a few transport companies will actually presented to the procurement of ZiU -9, while imports of Škoda 9TR continued. The ZiU - 9V1 was nevertheless built in small numbers in series. The performance- enhanced engines were later fitted as standard in ZiU - 10 for use.

The ZiU - 682V is built on the longest and most common type of ZiU - ninth Some companies use it is already completely disappeared, at many companies but still found in large numbers, especially outside Russia. However, the original version with turn signals and brake lights under the spotlight is only on a few farms in small numbers in use.

ZiU-9G/ZiU-682G ( ЗиУ-9Г/ЗиУ-682Г )

In 1988, a prototype of a modernized variant as type ZiU-9G/ZiU-682G ( ЗиУ-9Г/ЗиУ-682Г ) built the series production began in 1991. The most noticeable change is a ventilation grille on the front. The cab has been redesigned and the driver's seat positioned higher.

Due to the dissolution of the Soviet Union in 1991 ended the central supply of transport services with new trolleybuses. While the Russian transport companies (due to the changed economic situation only in a reduced extent ) continue procured ZiU -9, bought the transport companies in the non-Russian successor states ZiU -9 only due to individual order, which stood here on the one hand partially native competing products available, on the other hand the procurement of new trolleybuses for economic reasons had to be reduced often more dramatic than in Russia. In Georgia, for example came after the end of the Soviet Union no longer used trolleybuses. For this reason, the use of type ZiU - 682G limited largely to Russia, outside Russia are significant numbers found only in Kazakh, Kyrgyz and individual Ukrainian transport companies. The ZiU - 682G was ( ЗиУ - 682Г00 ) built in the original version ZiU - 682G00 to 1996.

ZiU-9G1/ZiU-682G1 ( ЗиУ-9Г1/ЗиУ-682Г1 )

Also the ZiU - 682G was offered in a steigungstauglicheren variant with the 150 kW engine DK -211. This version was called ZiU-9G1/ZiU-682G1 ( ЗиУ-9Г1/ЗиУ-682Г1 ).

ZiU-682G-012/ZiU-682G0A ( ЗиУ-682Г-012/ЗиУ-682Г0A )

Starting in 1997, the height of the driver's seat was again slightly reduced, this subtype is called ZiU-682G-012/ZiU-682G0A ( ЗиУ-682Г-012/ЗиУ-682Г0A ).

ZiU-682G-014/ZiU-682G0E ( ЗиУ-682Г-014/ЗиУ-682Г0E )

Parallel to ZiU - 682G -012 subtype ZiU-682G-014/ZiU-682G0E ( ЗиУ-682Г-014/ЗиУ-682Г0E ) was introduced in 1998, which differs by a static converters and cloth seats.

ZiU-682G-016/ZiU-682G0M ( ЗиУ-682Г-016/ЗиУ-682Г0M )

The recent changes introduced in 1998 to a new basic type, the ZiU - 682G -016 ( ЗиУ - 682Г -016 ). The body of this type of galvanized steel, whereby the corrosion protection has improved. The electrical structure has been revised and upgraded to contemporary safety requirements. A typical feature of ZiU - 682G -016 later model years is a dent in the bumper. The ZiU - 682G -016 was next to younger types also in 2010 under the name ZiU - 682G -016 has been used since 2002 ( 012 ) as the lowest-priced in the range of trolleybus Trolsa.

ZiU - 52642 ( ЗиУ - 52642 )

As of 1995, the electrical equipment of the vehicle floor was relocated to the roof in some test specimens. These prototypes were predominantly in Moscow for use. Mass production was omitted due to various difficulties.

ZiU-682G-017/ZiU-682G0N ( ЗиУ-682Г-017/ЗиУ-682Г0H )

When in 2000 offered subtype ZiU-682G-017/ZiU-682G0N ( ЗиУ-682Г-017/ЗиУ-682Г0H ) the electrical equipment was first standard shifted to the roof, but it conventional components were still being used. Other changes relate to the interior and the lighting. Since 2002, the ZiU - 682G -017 is referred to as ZiU - 682G -016 (017 ), he has since been offered with the changing face of the ZiU - 682G - 016.02.

ZiU-682G-018/ZiU-682G0P ( ЗиУ-682Г-018/ЗиУ-682Г0P )

The starting in 2001 offered subtype ZiU-682G-018/ZiU-682G0P ( ЗиУ-682Г-018/ЗиУ-682Г0P; designated since 2002 ZiU - 682G -016 ( 018) ) takes over all the new features of the type ZiU - 682G -017, the electrical equipment, however, is further arranged under the vehicle floor. This type also is supplied on request with the front of the ZiU - 682G - 016.02.

ZiU - 682GP0 ( ЗиУ - 682ГП0 )

For Moscow, some ZiU - 682-016 were built with the front of the no longer the ZiU - 9 series attributable type Trolsa 5264.01 Stolitsa from 1997 to 1999.

ZiU - 682G - 016.02 ( ЗиУ - 682Г - 016.02 )

As of 2002, a variant of ZiU - 682G -016 was built with more modern appearance. The front is the type ZiU - 682G - 016.02 ( ЗиУ - 682Г - 016.02 ) completely redesigned and constructed of plastic, also inward swinging doors are installed instead of the classic folding doors. The electrical equipment is disposed on the roof. Other modernizations affect the passenger compartment. A variant with front door double-wide was built for Moscow and Rostov-on- Don. Since 2009, the ZiU - 682G - 016.04 is offered instead of ZiU - 682G - 016.02.

ZiU - 682G - 016.03 ( ЗиУ - 682Г - 016.03 )

From 2004, another variant was offered. The type ZiU - 682G - 016.03 ( ЗиУ - 682Г - 016.03 ) differs from ZiU - 682G - 016.02 by a reinforced frame. 2009, the type was ZiU - 682G - 016.03 replaced by the type ZiU - 682G - 016.05.

ZiU - 682G - 016.04 ( ЗиУ - 682Г - 016.04 )

Since September 2009, a slightly modified version of the ZiU - 682G - 016.02 is offered as ZiU - 682G - 016.04. One key 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.

Use

Use in the RSFSR and Russia

During the Soviet period, were without exception all Russian Obusbetriebe, even the abandoned after a few years of operation, operating in Katschkanar equipped with ZiU -9. Imports always limited to individual pieces for experimental purposes. After the end of the Soviet Union overwhelmingly ZiU -9 were being bought.

The ZiU -9 replaced by the mid- 1980s, the predecessor type, ZiU - fifth From 1986 they were partially complemented by the three-axle articulated trams execution ZiU -10.

Use in other Union republics and their successor states

Except for Russia, the ZiU -9 was also produced for the other Union republics. Unlike in Russia, however, there existed a competition with trolleybuses from other manufacturers, primarily to the types Škoda Škoda 14Tr 9TR and later. This meant that the ZiU -9 came out in twelve of fourteen union republics used in Estonia and Lithuania, however, he was never found.

Armenia

Armenia was predominantly supplied with Škoda trolleybuses. Only at the trolleybus in the capital Yerevan (now the only remaining trolleybus ) were also supplied ZiU -9, but their use is terminated.

Azerbaijan

For all Azerbaijani Obusbetrieben were ZiU -9 used exclusively in Mingəçevir and Nakhchivan City. In Baku, Kirovabad (now Ganja ) and Sumqayıt, however, were also used Škoda trolleybuses, in the capital Baku, they formed the majority of the vehicles stock. Nachbeschaffungen after the end of the Soviet Union were not made, now all Azerbaijani Obusbetriebe are decommissioned.

Georgia

In Georgia dominated for a long time Škoda trolleybuses. Usually, the operation was in Tbilisi and new vehicles were older trolleybuses to smaller cities in Georgia from. The parallel procured ZiU -9, however, came directly to smaller businesses. The takeover of a large part of the Athens ZiU -9 stock 2003/2004 reached more ZiU - 9 to the at that time still existing Obusbetriebe (except Sukhumi and Chiatura ). New acquisitions by the end of the Soviet Union took place.

The trolleybus in not under Georgian control Sukhumi received seven ZiU 2005 - 682G 2005 the year of construction and eight ZiU - 682G -016 model years 2001/2002 the trolleybus in Moscow.

Kazakhstan

The Obusbetriebe in Kazakhstan were consistently ZiU -9, Almaty and Astana, however, Škoda 14Tr. The need for the end of the Soviet Union was partially, but covered with ZiU -9 for the greater part of state-owned and white Russian production.

Kyrgyzstan

For both in Bishkek and Osh Obusbetriebe the ZiU -9 was the standard type, after the end of the Soviet Union, both companies still related ZiU - 682G. The trolleybus was opened in 1994 in Naryn was used ZiU -9 from Bishkek.

Latvia

The only Latvian in Riga trolleybus was mainly equipped with Škoda trolleybuses. Only in 1978 were twelve ZiU -9 delivered to Riga.

Moldova

The three existing Soviet times Obusbetriebe in Balti, Chisinau and Tiraspol were equipped with ZiU -9. The operation in Solonceni was opened in 1992 with a used ZiU -9 from Chisinau. The operation opened in 1993 in Bender was also equipped with ZiU -9. The two Obusbetriebe interconnected Tiraspol and Bender not under Moldovan control Transnistrian part of the country were later used ZiU -9 from Moscow and Minsk.

Tajikistan

The two Tajik Obusbetriebe in Dushanbe and Leninabad (now Khujand ) were equipped with ZiU -9. In Dushanbe the procurement of ZiU -9 ran on, 2005 and 2009, trolleybuses of the type ZiU - 682G -016 have been delivered since constitute the entire vehicle fleet.

Turkmenistan

The only trolleybus Turkmenistan in Ashgabat received ZiU -9, but now all been replaced, mostly by Škoda 14Tr.

Ukraine

Several Ukrainian Obusbetriebe were supplied with Škoda 9TR or 14Tr, others with ZiU -9, which was not changed in most cases the manufacturer. Exceptions are the Obusbetriebe in Kommunarsk (now Alchevsk ) and Lutsk, who switched from Škoda 9TR on ZiU -9, as well as Mariupol, where it was replaced by Škoda 9TR about ZiU -9 on Škoda 14Tr. Main application of ZiU -9 is the south of Ukraine.

After the end of the Soviet Union established itself in Ukraine, with varying degrees of success new Obushersteller. In Dnipropetrovsk, Kiev and Lviv trolleybuses were built, with which most Obusbetriebe covered their significantly reduced demand. The type ZiU - 682G was therefore supplied only to a few companies (eg, Vinnytsia ). The demand for trolleybuses from Trolsa production increased significantly, however, with the availability of the type ZiU - 682G - 016.02 and its related types that come in numerous southern Ukrainian Obusbetrieben used.

Uzbekistan

The Uzbek Obusbetriebe were equipped with ZiU -9, only the capital, Tashkent, also received Škoda 14Tr. The operating since 1997 and trolleybus in Urgench also procured Škoda 14Tr. Since all other Uzbek Obusbetriebe were shut down, no ZiU -9 more are now in Uzbekistan in use.

Belarus

All Belarusian Obusbetriebe received in Soviet times ZiU -9, followed by trolleybuses from state-owned production were preferred.

Exports to CMEA countries

Some states of the Council for Mutual Economic Assistance (CMEA ) had their own Obusproduktion, including Romania, Czechoslovakia, and later Hungary and Poland. The rest were mostly equipped with Škoda trolleybuses from Czechoslovak or Hungarian Ikarus trolleybuses from production. ZiU -9, designated for export as ZiU -682, therefore have not been in all the CMEA countries for use. In the GDR, Romania, Czechoslovakia and in Vietnam they were, for example, never to be found.

Bulgaria

On 4 October 1985, the trolleybus in Pleven would receive first seven ZiU - 682, respectively. In later years, also the capital of Sofia and the provincial cities of Plovdiv, Ruse, Burgas, Stara Zagora, Haskovo, Shumen, Vratsa, Veliko Tarnovo and Gabrovo vehicles of this type received. Overall, were delivered to 1991 471 of them to Bulgaria. The trolleybus of Pazardzhik received in 2006 with the trolley 18 a vehicle from the ZiU-682G-016.02/.03-Reihe, which previously served as a trade fair exhibit in Plovdiv.

Yugoslavia

The Socialist Federal Republic of Yugoslavia, in turn, associated only with the CMEA, received ZiU - 682, respectively. There, the trolley got Belgrade 1979-2000 a total of 154 cars, including two that were imported for the purpose of circumventing embargo on Sofia 1999. In addition, the city received in 2005 a further 30 Used Vehicles from Athens.

Mongolia

In Ulaanbaatar the trolleybus was opened with ZiU -682 on 29 October 1987. The trolleybuses delivered to Ulaanbaatar were called ZiU - 682S ( ЗиУ - 682С ) and equipped due to the climatic conditions of the location of the driver's seat with additional heating as well as reinforced insulation of the walls and roof.

Poland

In the Polish Obusbetrieben was the ZiU -682 standard vehicle until 1980 was with the built - in Jelcz Laskowice jelcz PR110E a trolleybus from the country 's own production. ZiU -692 were delivered to the Obusbetriebe in Gdynia, Lublin, Slupsk, Tychy (24 pieces ) and Warsaw. The deliveries to Poland were called ZiU - 682UP ( ЗиУ - 682УП ).

No ZiU -682 be used on the regular traffic in Poland. In Lublin, however, the tourist line "T" operated with a ZiU -9.

Hungary

In Hungary, the ZiU -682 ( ЗиУ - 682УВ ) was under the landesspezfischen name " ZiU - 682UV " standard vehicle until 1980, the company Ganz and Icarus began production of Ikarus 280T. Because of Hungarian production were only three-axle articulated available, the need for two-axle trolleybuses was still covered with ZiU -682.

ZiU -682 were in all three Hungarian Obusbetrieben in use, 173 went to the trolleybus Budapest, Szeged 44 and 34 to Debrecen.

Some of them fell on by protruding from the vehicle headlights, while otherwise the headlights are sunk. In Budapest and Szeged, the inserts of ZiU -682 have already been completed.

Exports to countries outside the CMEA

Exports to countries outside the CMEA were insignificant in number to compared to the total production. Primarily, the trolleybus in Athens was equipped with ZiU -682. In addition ZiU -682 were also delivered to Obusbetriebe in Argentina and Colombia. In Finland, three ZiU -682 were tested.

Argentina

The trolleybus of Rosario in 1980 he received five ZiU - 682, respectively. They were due to their susceptibility only to the mid-1980s in use.

The trolleybus of Córdoba was opened with 32 ZiU -682 in two doors and twelve ZiU -683 1989. The further expansion of the vehicle fleet was but with trolleybuses from the People's Republic of China.

Another five ZiU -682 went to Mendoza in 1984, they were sold to Cordoba 2009.

Finland

In May 1973, the trolleybus in Helsinki received for testing three ZiU -682. A series of procurement was not necessary due to the cessation of operations in 1974.

Greece

As early as 1977, the trolleybus Athens was 358 ZiU -682 equipped ( plus a ZiU -10 joint car ), this was the largest series outside of Russia. The car delivered to Greece were called ZiU - 682UG ( ЗиУ - 682УГ ). The Athenians ZiU -682 differed in the course of your use of the most time in the outer appearance of the normal version from, among others, shared bumpers and shared windows were installed. The seating arrangement most part from the factory through increased installation of seats in longitudinal arrangement from. A large part of the Athens ZiU -682 came after the 2003/2004 were made replacement by new vehicles to Belgrade as well as to various Georgian Obusbetriebe. The latter were mainly to Tbilisi, but were later partly passed to the province operations. A total of three cars are preserved in museums, two in Piraeus, another, cars 5088, Museum in the UK has been prepared for the East Anglia Transport. As a special feature the Athenians had cars sliding windows instead of the otherwise conventional sliding window in the upper third of the window.

Colombia

The mid-1970s procured the trolleybus of Bogotá, who had in 1967 59 ZiU -5 get 75 ZiU - 682, respectively. They were up to the suspension of operations in 1991 in use.

Tractions

The three-axle variant of the ZiU -9 was only in 1986 under the designation ZiU -10 ( ЗиУ - 10) or ZiU -683 ( ЗиУ -983 ) are available. Therefore, they resorted in 1972 in Moscow since 1966 in Kyiv and other cities with successful older Obustypen practice of using double unit and led by appropriate tests. In Moscow, this form of operation was not included for the control operation. The first tractions from ZiU -9 in regular operation took place since 1981 in Alma- Ata (now Almaty). Leningrad (now Saint Petersburg ) took over the practice in 1982, Gorky (now Nizhny Novgorod ) in 1983. 1986 ZiU -9- tractions in Kuibyshev (now Samara ), Chita and Omsk put into operation in 1989 followed Novosibirsk, Donetsk and Kharkiv. In 1990, Kherson, Mykolaiv and Odessa added in 1991 Tolyatti, Kemerovo and Krasnodar. 1994 in Chelyabinsk two tractions formed, and in 1998 was the last operating Alchevsk with a double header added. Since the feed end of the tractions in Donetsk in 2008 there were only a few in Krasnodar in use. There the use of the last ZiU -9- tractions ended at the end of 2013.

The ZiU -9 in tractions were both the leading and the individually guided vehicle no longer be used. The current collection was carried out through the rear ZiU -9, the leading vehicle was here supplied by a power cable.

Related types

ZiU -10

1978, the prototype of an articulated wagon version of the ZiU -9 was built. This was until 1986 based on the ZiU - 682GV as ZiU -10 ( ЗиУ -10) or ZiU -683 ( ЗиУ -983 ) built in series. The vehicle length is 18.13 meters. About 1,000 units were built until 1993, when he was replaced by the little change ZiU - 6205 ( ЗиУ - 6205 ) based on the ZiU - 682G.

ZiU -11

The previous type ZiU -5 also shortened to a window box design was offered as ZiU -7 experimental and practical success. This principle was taken up again after the establishment of the ZiU -9. The ZiU -11 from 1974 corresponded substantially to the ZiU -9, also three doors, the windows box had accounted behind the first door. Only 5 ZiU -11 were built for Cheboksary and Volgograd, the type was below but ordered by any trolleybus.

Conversions

Due to lack of spare parts partially simplifications to the trolleybuses were made during maintenance. In some locations (particularly in Donetsk and Lublin ), the large rear window was replaced by a smaller disc without arching and verblecht the remaining area.

Individual ZiU -9 in Athens received a wheelchair lift on the center door.

From the 1990s onwards, when the traffic operations in the former Soviet Union were able to finance the supply of new vehicles no longer as generous as before, even more extensive repairs were made. This included, in particular the exchange of complete car bodies. These came initially from the factory, later also took over regional workshops producing the car bodies. This part also modifications have been made, for example, were in some Moscow ZiU - 682G relocated parts of the electrical equipment on the roof of the car body and adapted accordingly.

The Kazakh city of Almaty have been provided by the company Almatyelektrotrans ZiU -9 with new structures that had no resemblance to the original vehicles. These trolleybuses are referred to as TP KAZ 398.

Replicas

Not always clearly distinguishable from the conversions with new car body are the replicas by the providers of such replacement car boxes. Some of them correspond to the original ZiU -9, partially manufacturer-specific changes are made. Many manufacturers have developed from the ZiU -9 replicas unique models, they are not mentioned in the table.