Trolleybus trials in Hong Kong

Hong Kong is known for streets full of air conditioned double decker buses, spewing diesel exhaust onto the crowded streets. But back in the 2000s bus operator Citybus tested something a lot cleaner – electrically powered trolleybuses.


TVB news report, June 2001

Trolleybuses existed before diesel powered buses, and are quite simple – they draw power from overhead wires (generally suspended from roadside posts) using spring-loaded trolley poles to power their electric motor. Unlike trams, they don’t need tracks and are able to manoeuvre around stopped vehicles.

GAKEI.com has a short summary of the trial:

Citybus first announced in March 1999 that they would invest HK$5 million to conduct a trolleybus trial, to study its feasibility for Hong Kong.

The trial involves two main elements: (1) the construction of a test track with an overhead wire network at the Citybus Wong Chuk Hang depot; (2) the conversion of a regular diesel bus into the world’s first double-deck air-conditioned trolleybus.

The trolleybus is converted from 701 (GD 1492), a 10.6m Dennis Dragon with a Duple Metsec body assembled by Caetano of Portugal. The roof structure had to be strengthened to take the extra load from the boom equipment and the brake resistors. As much as possible of the original bus had been retained.

But a government study found significant challenges to be resolved before their introduction:

Trolleybuses would be technically and operationally feasible in most circumstances in Hong Kong, but the feasibility of their operation in busy urban areas and in tunnels has yet to be established. There are important technical and operational issues to be resolved for trolleybus operation in these areas, in particular –

(i) trolley vehicles: the preferred vehicle type for Hong Kong is an air-conditioned, low-floor double-deck trolleybus. This new vehicle type would need to be designed. For manufacturers to be sufficiently interested to develop a new vehicle type, a minimum order of about 40-50 buses would be necessary;

(ii) vertical clearance: the recommended normal height for trolley wires is 6 metres. This exceeds the vertical clearance of many over-bridges constructed in accordance with Government standard clearance of 5.1 metres. There is a possible need for speed restrictions under this clearance in order to reduce the risk of dewirements. As for temporary structures and overbridges which provide Government standard clearance of 4.7 metres, the operation of double-deck trolleybuses would not be possible. Measures like temporary diversion, use of auxiliary engines, or temporary substitution by diesel buses would be required and these measures could be difficult and costly;

(iii) traffic impact: the constraint that trolleybuses could operate only within the reach of their trolley booms from the trolley wires, their inability to overtake one another without passing loops, and the possibility of dewirement would contribute to potential traffic delays especially in congested urban corridors;

(iv) depot location: trolleybus depots should be as close to the trolleybus network as possible to avoid the stringing of wires with no revenue-earning operation, thereby adding to the cost;

(v) hanging signs: repair or construction work on hanging signs directly above trolleybus wires (which, unlike tram wires, have both positive and negative overhead wires) would be dangerous. Legislation for relocating or removing such signs and compensation of owners would have to be considered;

(vi) fire-fighting: solutions have to be developed to prevent the trolley wires and traction poles from blocking the access of aerial ladders; and

(vii) infrastructure support: the planting of traction poles and underground feeder cables in busy urban areas could cause problems and solutions to them could be costly and time-consuming.

No single issue would stand in the way of trolleybus operation. However taken together they present important risks which would be greatest if trolleybuses were to be introduced in busy urban areas.

After the initial trials in 2001 little happened, an exception being a public display in 2003. The trolleybus itself was later stripped for parts, then scrapped in 2014.

Another video

Trolleybus at the Wong Chuk Hang test track.

Further reading

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