This is about the oldest and at the same time largest Russian enterprise that until recently was engaged in the production of trolleybuses. Today, it is increasingly spoken of in the past tense. The Trolza plant produced the main type of Soviet and Russian electric transport — trolleybuses — for seven decades. However, in 2019 the enterprise began to experience serious difficulties. For some time, management tried to restore production by attracting bank loans, but the attempt at financial recovery appears to have been unsuccessful.
In recent years, many news outlets and internet resources, citing the Ministry of Industry and Energy of the Saratov Region, reported that the enterprise was selling off equipment and other liquid assets. These measures are being taken to repay debt obligations, probably related to bank guarantees.
The history of the plant is inseparably linked with the development of trolleybus transport in the country. In the 1980s, the enterprise was known under a different name — the Uritsky Plant. It was then that ZiU-series trolleybuses were produced, which many passengers remember well. The most famous model was the ZiU-9. These vehicles are often mentioned in publications and memoirs about Soviet urban transport.
In themselves, the trolleybuses of this series cannot be called unsuccessful. The main problem lay in the conditions of their operation: many of them worked almost continuously — up to twenty hours a day, effectively without days off. Despite such a load, a significant number of the vehicles served for two decades or more. Some examples were operated for 20–25 years and were written off only in the late 1990s, although the standard service life was about 15 years.
Later models had their own shortcomings, but overall the quality of the plant's products gradually improved. One of the best-known vehicles was the ZiU-62052 trolleybus. Despite a rather conservative appearance — the design dates back to developments of the 1990s — this model remained on routes for more than a quarter of a century. Only in recent years have such vehicles begun to be withdrawn from service on a large scale.
Over time, they were replaced by more modern developments. Among them were the low-floor ZiU-5265 and the high-floor ZiU-682G-016. Both trolleybuses belong to two-axle high-capacity models and were intended for operation on long routes, including those connecting large cities with suburban areas.
In the early 2000s, the enterprise mastered production of a new three-door model — the Trolza-5275 "Optima," designed for 27 seats. These trolleybuses were actively used in the cities of Russia and the countries of the former USSR up until 2019.
Compared with previous series, the reliability of the electrical equipment was significantly improved in the design of the Optima. Some of the electrical systems were placed on the roof of the vehicle. Certain modifications were equipped with reinforced lithium-ion batteries. Thus, the Trolza-5275-07 version could travel up to 30 kilometers in autonomous mode, whereas the standard reserve range usually amounted to about two kilometers.
The next stage of development was the release in 2007 of a more modern model — the Trolza-6206 "Megapolis." This articulated trolleybus with a fully low floor was designed for about 110 passengers including standing passengers. The vehicle's maximum speed reached 60 km/h.
Inside, the passenger layout was changed. In the central section, next to the middle door, an accumulation area for standing passengers appeared. In addition, the designers provided a ramp and a folding mechanism for the convenience of passengers with strollers.
Later, production of this model was discontinued, as the enterprise focused on developing newer vehicles. Nevertheless, some Megapolis trolleybuses continue to operate on routes — for example, in Moscow and several major regional centers.
In the last years of its existence, the Trolza plant also produced buses. Annual output reached approximately 400 vehicles, although potentially the enterprise could produce almost twice as many. Some of the equipment was exported, including to Argentina.
Today, the enterprise finds itself in a difficult situation. The urban transport market is gradually changing: electric buses are becoming increasingly widespread. They are more expensive and require more complex operation, but they have an important advantage — flexibility in route planning.
An electric bus can be used not only as urban public transport, but also for one-off transportation. For city authorities, this often proves more convenient. Trolleybuses, by contrast, are tied to the overhead contact network and specific routes. Any line malfunction — a break or a voltage drop — immediately limits transport operations.
Understanding these trends, in recent years the enterprise tried to develop a compromise solution — a hybrid of a trolleybus and an electric bus. It was assumed that such a vehicle would operate from the overhead contact network, but if necessary would be able to switch to battery power. The conversion required about ten minutes, and the battery range was supposed to be about 150–200 kilometers.
At the same time, the trolleybus could recharge directly on the line. This was precisely its potential advantage: electric buses are capable of covering about 400 kilometers, but they require up to six hours of downtime at a station for a full charge, and the charging complexes themselves must be built and equipped.
The trolleybuses developed at Trolza still retain a certain degree of potential. However, for the enterprise to be revived, either the appearance of a major investor or serious state support is required.