Editing Trolleybus (section)

===Comparison to motorbuses===
[[File:Tateyama tunnel trolley bus 01.jpg|thumb|right|Trolleybus on [[Tateyama Tunnel Trolleybus|tunnel line]] in [[Tateyama, Toyama|Tateyama]]]]
[[File:Kurobe Dam station platform.jpg|thumb|right|[[Kanden Tunnel Electric Bus|Underground trolleybus]] at [[Kurobe Dam Station]]]]
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|Better hill climbing{{snd}}Trolleybuses are better than motorbuses on hilly routes, as [[electric motor]]s provide much higher [[torque|static torque]] at start-up, an advantage for climbing steep hills. Unlike [[internal combustion]] engines, electric motors draw power from a central plant and can be overloaded for short periods without damage. [[San Francisco]] and [[Seattle]], both hilly American cities, use trolleybuses partly for this reason. Given their acceleration and braking performance, trolleybuses can outperform diesel [[bus]]es on flat stretches as well, which makes them better for routes that have frequent stops.
|Environmentally friendly{{snd}}Trolleybuses are usually more environmentally friendly in the city than [[fossil fuel]] or [[hydrocarbon]]-based vehicles ([[Gasoline|petrol/gasoline]], [[Diesel fuel|diesel]], [[ethanol|alcohol]], etc.). Power from a centralized [[power plant|plant]], even taking into account [[Electric power transmission#Losses|transmission losses]], is often produced more efficiently, is not bound to a specific fuel source, and is more amenable to pollution control as a [[point source (pollution)|point source]], unlike individual vehicles with exhaust gases and [[particulate]]s at street level. Trolleybuses are especially favoured where electricity is abundant, cheap, and renewable, such as hydroelectric. Systems in [[Seattle]] and in [[Vancouver]], [[British Columbia|BC]], draw [[hydroelectric]] power from the [[Columbia River]] and other [[Continental Divide of the Northern Americas#Triple points|Pacific river systems]]. [[San Francisco]] operates its system using hydro power from the city-owned [[Hetch Hetchy Reservoir|Hetch Hetchy]] generating plant.
|Trolleybuses can generate electricity from [[kinetic energy]] while braking, a process known as [[regenerative braking]]. For regenerative braking to function, there must be another bus on the same circuit needing power, an electric storage system on the vehicle or the wire system, or a method to send the excess power back to the commercial electric power system. Otherwise the braking energy must be dissipated in resistance grids on the bus; this is called "[[dynamic braking]]". The use of trolley buses also eliminates pollution during idling, thus improving air quality.
|Minimal noise pollution{{snd}}Unlike trams or gasoline and diesel buses, trolleybuses are almost silent, lacking the noise of a combustion engine or wheels on rails. Most noise comes from auxiliary systems such as [[power steering]] pumps and air conditioning. Early trolleybuses without these systems were even quieter and in the [[United Kingdom]] were sometimes referred to as the "Silent Service". This however can also be seen as a disadvantage, with some pedestrians falling victim to what was known as "Silent Death" (in Britain) or "Whispering Death" (in Australia).{{citation needed|date=August 2016}}
|Usable in enclosed space{{snd}}The absence of exhaust gases allows trolleybuses to operate underground. In [[Cambridge, Massachusetts]], trackless trolleys survived because [[Harvard (MBTA station)|Harvard Station]], where several bus lines terminate, is in a tunnel once used by streetcars. Although diesel buses do use the tunnel, there are limitations due to exhaust fumes, which running the trolleybuses through aids in ventilation. Also, the trackless trolleys continue to have popular support. The only trolleybus systems in Japan, the [[Tateyama Tunnel Trolleybus]] and [[Kanden Tunnel Trolleybus]] lines, both run in tunnels serving the [[Kurobe Dam]] and [[Tateyama Kurobe Alpine Route]], and were converted from normal diesel buses specifically for their lack of exhaust.
|Longevity and maintenance{{snd}}Electric motors typically last longer than internal combustion motors, and cause less secondary damage from vibration, so electric buses tend to be very long-lived compared to [[motorbus]]es. As the basic construction of buses has not changed much in the last 50 plus years, they can be upgraded such as when air conditioning was retrofitted to many trolleybuses. Such upgrades are often disproportionately expensive. [[Wheelchair lifts]] are relatively simple to add; [[kneeling front suspension]] is a common feature of air suspension on the front axle in lieu of springs. In comparison to battery-powered buses, the lack of a specially designed battery or fuel cell (typically with expensive patents) decreases the price and weight, and in locations with a sufficient power delivery network, the trolleybus is cheaper and easier to maintain in comparison to those requiring charging stations.{{dubious|This is dependent entirely on usage profile.|date=August 2016}}
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[[File:Bucharest DAC 217E articulated trolleybus 7409 in Apr 2007.jpg|thumb|A [[Rocar DAC]] 217E [[Articulated bus|articulated]] trolleybus in Bucharest, Romania, in April 2007]]
[[File:TrollyHeadworks5875.JPG|thumb|Pole bases with springs and pneumatic pole lowering cylinders]]
[[File:TrollyRopes5874.JPG|thumb|Insulated poles, contact shoes, and pull&ndash;ropes]]