THE CITY

[as of 10.2006]

Arkhangelsk is a city situated at the northern edge of Russia, 1133 km. north of Moscow, on the banks of the delta of the Severnaya Dvina River, near the shores of the White Sea. The city was established in 1584 by Peter the Great. It is located just 250 km south of the Polar Circle, thus boasting longer than usual days in the summer, including a few days when it practically never gets dark, as well as longer than usual nights during the winter, including a few days when the city practically doesn't get adequate daylight. All of that is mixed with longer than usual and harsher than usual October to April winters.

The city of Arkhangelsk appears to be in a very poor shape, as it apparently has limited sources of revenue. The city used to depend mainly on its economically and militarily strategically located seaport. But since the collapse of the Soviet Union, many economic activities in the Russian Far North have ceased, and the military has considerably downscaled its operations. Hence nowadays Arkhangelsk's only profitable industry that seems to be able to maintain operations is a lumber industry. The industry makes its presence notable in the form of multiple lumber mills, as well as cellulose factories that produce suspiciously odorous irritating clouds descending on city neighborhoods. Having imposed those environmental hazards on the city, the lumber industry, however, doesn't seem to be able to reimburse its citizenry with adequate tax revenue. All city services are starving for money, which is reflected in the general appearance of the city itself. Roads are poorly paved, the roadside is practically nothing but bare muddy dirt, and a majority of the buildings appear to be totally neglected. Hot water is often unavailable, and the city is subjected to rolling power blackouts.

The population is 349 800, but this number is slowly subsiding. The population reached its peak in 1989, at 415 900 people.

PUBLIC ELECTRIC TRANSPORT

[10.2006]

Arkhangelsk used to possess a very attractive tram and trolleybus system, which were actually the northernmost tram network in the world, and the second northernmost trolleybus network in the world (next only to Murmansk, Russia).

Needless to say, one of the first services to suffer from the economic decline was the former municipal Tramway and Trolleybus Undertaking (or the "TTU" - incidentally Russian and English abbreviations coincide in this case). During last years of operation public electric transportation was neglected, suffered from uncontrolled competition from corrupt private carriers, and was generally unpopular with the city authorities.

The tramway network underwent a number of cut backs between 2002 and 2004, and was abruptly closed on 21st of July, 2004.

The trolleybus network downsized from 7 lines to 2 lines after the collapse of the Soviet Union, and was privatized in October of 2005. After a period of sporadic operation it was 'temporarily' suspended in August of 2006. Many fear the suspension will turnout to be a permanent closure.

TRAMWAY

HISTORY OF NETWORK'S DEVELOPMENT

[as of 10.2006]

26.06.1916 - the first line opens from Arkhierejskaya Ul. (nowadays Uritskogo Ul.) to Krasniy Krest (nowadays Suvorova Ul.), via Troitskiy Pr., Lines 1 and 2 are introduced; the first Depot opens.
11.1916 - from Krasniy Krest (nowadays Suvorova Ul.) to the Solombala river crossing (nowadays Komsomolskaya Ul.)
1916/17-1923/24 - service provided over the ice of the Kuznechikha River between the mainland and the island district of Solombala.
1920s-(?) - service provided over the ice of the Severnaya Dvina River between Uritskogo Ul. and the Main Arkhangelsk Railroad Station.
1917-1920 - from the Solombala side of the river crossing (nowadays Krasnaya Kuznitsa) to Lesozavod 14 via Troitskiy Pr., Line 3 is introduced.
1920-1922 - from the Depot to 6-ya Versta (nowadays Lesozavod 3) via modern Leningradskiy Pr.
19.02.1924 - a track connection opens between the mainland and the Solombala network over the new wooden bridge over the Kuznechikha River; this was not, however, used for regular service.
1924 - the Northern loop built via modern Suvorova Ul., Lomonosova Pr., Komsomolskaya Ul., Troitskiy Pr.; the Southern loop built via modern Uritskogo Ul., Lomonosova Pr., Vyucheyskogo Ul.
1929 - from Lesozavod 14 via Maymaksanskoe Shosse, to Severnaya Maymaksa, the northernmost point in the world trams ever went to; the first carbarn of the Solombala Depot opens, later known as Depot 2.
193X (?) - from Lesozavod 3 to Krivoy Bor via Leningradskiy Pr.
1942 - the northern section of the Severnaya Maymaksa line is refurbished for railroad operation to carry war freight from the Ekomomia Port.
1947 (appx.) - tram operation via the Severnaya Maymaksa line is reinstated to Srednyaya Maymaksa only, which becomes the new northernmost tramway point in the world.
1947 - the second line of the Solombala network opens from Nikolskiy Pr. via Krasnykh Partizan Ul. and Kirova Ul. to Poselok Pervykh Pyatiletok, Line 4 is introduced.
195X (?) - line shortened from Krivoy Bor to Zharovikha only, Lesozavod 2.
20.10.1956 - two separate networks on the mainland and in Solombala are connected via a permanent Kuznechevskiy Bridge; the northern loop is extended via Lomonosova Pr., Gagarina Ul. and Troitskiy Pr.
1966 - the new Depot 1 opens; the old Depot continues to serve as a long-term maintenance shop.
1970 - the northernmost line to Severnaya Maymaksa is shortened by 4 km. to Yuzhnaya Maymaksa, which becomes the new northernmost tramway point in the world.
1982-83 - the Solombala Depot 2 stops storing passenger cars.
1990 - the Solombala Depot 2 closes.
1992-93 - the line to Pervykh Pyatiletok is extended from STsBK via Khimikov Ul. to Malinovskogo Ul.
Mid-1990s - Line 5 is extended from Uritskogo to the Oktybaryat Ul. Terminal, near the Depot 1.
2000 - Line 2 is extended from Uritskogo to Gagrina; rush hour-only service 2K is introduced, imitating the former Line 2; Line 5 is suspended.
15.05.2002 - regular service over the Kuznechevskiy Bridge is suspended due to structural weakness of the latter; the Solombala network is isolated, but the service is maintained as depot runs are allowed over the bridge.
01.11.2002 - the entire Solombala network closes as the Kuznechevskiy Bridge closes for repairs, trams operate to the Gagarina Ul. Terminal only, which becomes the new northernmost tramway point in the world.
Fall 2002 - the long-term maintenance shop at the old Depot 1 closes, the facility is sold.
12.05.2003 - the line via city's main Troitskiy Prospect closes due to the reconstruction project of the prospect that does not include preserving trams; the last remaining Line 2 is operated to the Vyuchiyskogo Ul. Terminal only, which becomes the new northernmost tramway point in the world.
19.01.2004 - the dispatch is moved from the Uritskogo Ul. Terminal to the Zharovikha Terminal; Line 2 operates via Oktyabryat Ul., Velskoy Ul., Pervomayskoy Ul. northbound, and via Leningradskiy Pr. southbound in the vicinity of the Depot 1, for the purpose of convenient crew changes.
21.07.2004, 1:30 - car 387, formerly 358, the oldest car on the network, is most probably the last to pull into the Depot 1 at the end of the workday; it incidentally becomes the last car to operate in Arkhangelsk.
21.07.2004, 4:30 in the morning - the power is turned off abruptly, tramway operation closes; the St.Olavs Gate Terminal in Trondheim, Norway becomes the new northernmost tramway point in the world.

NETWORK DESCRIPTION

[11.2006]

The first tram in Arkhangelsk ran on 26 June, 1916. From 1929 to 1956 the network consisted of two separate parts, one serving the central district and the southern parts of the city, the other originating from a district of Solombala on the northern side of the Kuznechikha River and serving the remote northern suburbs of the city. During winter months between 1916/17 and 1923/24, tracks were laid on the ice of the river to provide connection between the mainland and the Solombala district.

The tramway network can still be distinctly separated into two parts, and the northern part is still referred to as the Solombala network.

The Arkhangelsk tramway system boasts the northernmost tramway line in the world, with the Lesozavod Nomer 21 Terminal (The Lumber Mill Number 21), also known as Baumana Ul. or Yuzhnaya Maymaksa, being the northernmost point in the world reached by trams. This was not, however, always the northernmost point trams ever went to, as the line used to continue some 8 km. further north to Severnaya Maymaksa. The line was shortened twice, to Srednyaya Maymaksa during the World War II when tramway right-of-way was adapted to railroad service, and to Yuzhnaya Maymaksa sometime in the early 1970s. The northernmost tramway point in the world also migrated as the network gradually subsided between 2002 and 2004. In fact, this point has moved 5 times during the lifespan of the system.

xxx

xxx

xxx

ROUTES

[10.2006]

1 Uritskogo Ul. - Krasnya Kuznitsa [from 15.05.2002 to Gagrina Ul. only] (closed 12.05.2003)
2 Zharovikha (or Lesozavod Nomer 2, or EPZ 'Krasniy Oktyabr') - Gagarina Ul. [before 2000, and after 12.05.2003 to Vyuchiyskogo Ul. only] (closed 21.07.2004)
2K Zharovikha - Vyuchiyskogo Ul., rush hours only [operated between 2000 and 12.05.2003] (closed 12.05.2003)
3* Krasnaya Kuznitsa - Yuzhnaya Maymaksa* (or Lesozavod Nomer 21, or Baumana Ul.) (closed 01.11.2002)
4 Krasnaya Kuznitsa - Rayon Pervykh Pyatiletok (or Khimikov Ul., or Malinovskogo Ul.) (closed 01.11.2002)
5 Gagarina Ul. - Uritskogo Ul. [from the mid-1990s to Oktyabryat Ul.] (closed in 2000)

* - The northernmost tramway line in the world to the latest most commonly known northernmost tramway point in the world [before the cutbacks].

The Arkhangelsk tramway undertaking had a culture of maintaining homogeneous routing under specific line numbers, allowing to provide the relatively time-insensitive route list above.

SERVICE

[09.2004]

All cars are rolling out of one remaining Depot 1. The other Depot 2 is located in Solombala district and is meant to serve the northern Solombala part of the network, but it was closed in 1990 in order to cut expenses. Depot 2's property now remains unused.

Solombala Lines 3 and 4 are served with four RVZ-6M2 tramcars that work the Solombala network all day long. The less durable LM-93 cars are not used within the distant single-track network of Solombala due to reliability concerns. The northernmost Line 3 has only one car assigned to it, which operates between 6:22 and 19:10 (times denote trips originating from the southern terminal of Krasnaya Kuznitsa) on a 48-minute headway. The other Solombala Line 4 is served with three cars and operates between 6:23 and 21:35 on a strangely arranged schedule with 12-24-24 headways leaving on 23, 35 and 59 minute past each hour, except for 6:35 and 21:23. The timetable for Lines 3 and 4 is the same for weekdays and weekends alike.

Tram Line 1 is working within the city center and follows the entire length of Troitskiy Prospect. It operates during the day on weekdays only (no evening service) with approximately 5 cars, mainly LM-93 with occasional RVZ-6M2 cars.

The most popular and heavily used Line 2 is served by a mixture of LM-93 and RVZ-6M2 tramcars, and also gets all the remaining two-car trains and the only articulated LVS-86T car. All two-car trainsets are sent back to the depot as early as 16:30, when the business day in Arkhangelsk is apparently over, and passenger flow subsides. There is also a shorter version of Line 2 operated during rush hours only, and designated as 2K, the "K" standing for the Russian word "korotkiy" or "short". Both single LM-93 and RVZ-6M2 cars are noted serving it.

It should also be noted that whatever does remain running in Arkhangelsk, is run remarkably well, reliably, on time, with devoted eagerness on the part of the staff. Such an enthusiasm could be attributed to certain anxiousness and staff's attempt to prove a point in the light of possible system downsizing that will also mean a loss of jobs. It should also be noted that despite authorities' opposition, and despite the totally neglected condition of the network, trams remain increasingly popular with the populace, many citizens being openly upset over the news of possible closures.

ROLLING STOCK

[01.2001]

There are 76 trams on the property.

xxxx
xxx
xxxx

[01.2003]

xxx

xxx

RIGHT-OF-WAY

[09.2004]

Arkhangelsk tramway network consists of 56 km. of track.

The two northern Solombala lines are single-track, except for a short portion right before the Depot 2 entrance. The tracks are mostly laid outside of the city street grid, and lead toward some remote neighborhoods. In some cases the tramway right-of-way happens to be the only civilized access to some areas, with many people walking through wilderness alongside the tracks. The right-of-way itself is as rural as it gets, single track with wooden poles at various angles due to age and poor maintenance. Trams make their way through swamps and wild bushes, in some places supplanted by vast northern open fields. All the housing alongside is mostly poor wooden northern-style village-like structures. The tracks are in relatively acceptable condition, but, it seems, mainly due to low usage. There are no visible signs of any perceptible maintenance done on this part of the network for ages.

In the city center, trams operate on shared right-of-way along the main Troitskiy Prospekt, the subject of many local tram-related controversies. This artery is considered a very busy thoroughfare by local standards, and many of the main passenger flow generators are actually located here. Contrarily to the rest of the world, it is also a common local belief that trams, while carrying a lot of people, get in the way of traffic due to low mobility within the somewhat narrow street, as well as due to poor track and pavement condition. Despite authority's outcrys, the traffic flow via Troitskiy Prospect is actually reasonably moderate, the street does not appear to be crippled by traffic by any reasonable world standards. Moreover, this street actually tends to carry local traffic only, as there are multiple alternative travel options for transit vehicles available.

One third of the line via Troitskiy Prospect has been rebuilt, with new tracks perfectly embedded into the pavement, allowing trams to accelerate considerably. The remaining portion of the street is in poor, but manageable condition. The latter is often downgraded to 'awful' condition by local authorities in an apparent tendency to view trams from a negative perspective and implying higher rate of street surface deterioration with trams in use. However, one could see a lot worse in other places in Russia.

The southern line to Zhatoviha via Leningradskiy Prospect is exclusively on segregated right-of-way. It does swing from one side of the same road to the other on two occasions. The tracks here were meant for high speed running, but high speeds are no longer possible in all places. Yet the tracks are in relatively good condition, allowing for considerable acceleration on some occasions.

NETWORK'S FUTURE

[09.2004]

xxxx

TROLLEYBUS

HISTORY OF NETWORK'S DEVELOPMENT

[as of 10.2006]

14.10.1974 - from the Main Railroad Station via Engelsa Ul., Timme Ul., Gagrina Ul. to Predmostovaya Pl, the Gagarina Ul. Terminal, Line 1 implemented.
1979(?) - from Timme Ul. via Engelsa Ul. and Severnoy Dviny Nab. to Morskoy and Rechnoy Vokzal, Lines 2, 3 implemented.
1983 - from Moroskoy and Rechnoy Vokzal via Severnoy Dviny Nab. to Smolniy Buyan Ul., Line 2 extended.
Mid-1980s - from Gagarina Ul. over the Kuznechevskiy Bridge, via Taymyrskaya Ul., Sovetskaya Ul., Terekhina Ul., Admirala Kuznetsova Ul. to Ust-Dvinskaya Ul., Line 1 extended.
Mid-1980s - from Ust-Dvinskaya Ul. via Maymaksanskoe Shosse to Srednyaya Maymaksa (Gidrolizniy Zavod) using infrastructure of the former northernmost tramway line to Severnaya Maymaksa, Line 1 extended.
Mid-1980s - Line 4 implemented.
1987 - via Obvodniy Canal Pr. to Pavla Usova Ul., Lines 5, 6 implemented.
Late-1980s - Line 5A implemented.
1990 - from Srednyaya Maymaksa via Pobedy Ul., Kapitana Khromtsova Ul. to Port Ekonomiya, Line 1 extended.
1994 - closure of the line from Petrovskiy Park to Smolniy Buyan Ul., Line 2 suspended.
Early-1990s - Lines 4, 5A suspended.
1996 - from Pavla Usova Ul. via Moscowskiy Pr. to Prokopiya Galushina Ul. (Mayskaya Gorka), Lines 5, 6 extended.
1999 - closure of the line from Ust-Dvinskaya Ul. to Port Ekonomiya due to economic unfeasibility, Line 1 suspended.
07.2002 - Line 3 suspended.
08.2000 - Line 3 reinstated and extended to Ust-Dvinskaya.
Fall 2002 - Line 6 suspended.
11.2002 - The only remaining Line 5 shortened to Gagrina Ul. due to the Kuznechevskiy Bridge reconstruction project, and re-routed via Timme Ul.
2003 - Line 5 reinstated to Ust-Dvinskaya Ul.; Line 3 reinstated to Gagarina Ul. only.
10.2005 - The municipally owned trolleybus enterprise is sold to a private firm OOO 'Optorg-M'.
01.11.2005 - Line 6 reinstated illegally without municipal approval.
01.12.2005 - Plans to reinstate Line 4, the fact of actual operation is debatable.
Early 2006 - Line 6 suspended.
06.2006 - The only remaining Lines 3 and 5 operate to the Main Railroad Station only due to rebuilding of Obvodniy Canal Prospect.
08.2006 - Trolleybus service is 'temporarily' suspended.

NETWORK DESCRIPTION

[06.2002]

The trolleybus network was built as an addition to the existing tramway network, the latter traditionally served the centralmost areas of the city. After the suspension of tramways on 21.07.2004, the trolleybus network itself remains ineffective, serving mostly the peripheral areas, rather than passenger generating central destinations. The most popular trolleybus Line 5 does not penetrate the city center. Other lines suffer from inadequate patronage.

The long 13,5 km. line to Port Ekonomiya of suburban character was a special trolleybus attraction in itself. It was completed in 1990 to substitute for the northernmost tramway service to Severnaya Maymaksa, but was subsequently closed in 1999 due to economic inadequacy.

The latest routing is clearly insufficient. Only Line 6 serves the Main Railroad Station, when there were as many as five services in the early 1990s. There is no direct connection between the Main Railroad Station and the City Center anymore, while there were two direct services before. All routes are heavily duplicated by private carriers, mostly midi-buses. A practice of skimming off passengers by private carriers by way of scheduling midi-bus runs right ahead of trolleybuses is common.

The bulk of trolleybuses' patronage is represented by social beneficiaries who do not pay a fare, but have to be curried by law.

[01.2005]

The state social sponsorship of fares is suspended. Trolleybuses carry on average 15-20 passengers per run during rush hours.

[10.2005]

The municipally owned trolleybus enterprise is sold to a private firm OOO 'Optorg-M' from Moscow (later re-registered to the city of Bryansk), the validity of the sale is under dispute.

[05.2006]

The fare increases for buses and private carriers from 6 to 8 rubles, while trolleybus fare remains at 6 rubles. This gives trolleybus ridership a relative boost, as reports cite up to 30-40 passengers per average run.

[08.2006]

Trolleybus service is 'temporarily' suspended, OOO 'Opotorg-M' files for bankruptcy.

[10.2006]

There are reports that vehicles are stripped of basic equipment. Workers are not allowed on the property. Some workers declared a hunger strike.

ROUTES

[10.2006]

1 Vokzal - Port Ekonomiya (suspended in 1999)
2 Vokzal - Smolniy Buyan Ul. (suspended in 1994)
3 Petrovskiy Park - Gagarina Ul. (Predmostovaya Pl.) (temporarily suspended 08.2006)
4 Vokzal - Petrovskiy Park (suspended in the early 1990s)
5 Prokopiya Galushkina Ul. (Mayskaya Gorka) - Ust-Dvinskaya Ul. (temporarily suspended 08.2006)
5A Vokzal - Ust-Dvinskaya Ul. (suspended in the early 1990s)
6 Prokopiya Galushkina Ul. (Mayskaya Gorka) - Vokzal (suspended early 2006)

The Arkhangelsk trolleybus undertaking had a culture of maintaining homogeneous routing under specific line numbers, allowing to provide the time-insensitive route list above.

SERVICE

[06.2002]

The network consists of three Lines 3, 5 and 6. Line 5 is considered the most popular and is run at 3-5-minute headways during weekdays. Lines 3 and 6 are less popular, operated on 15-20 minute headways with 3 vehicles on each route.

The surviving service is run surprisingly well. Headways are even and predictable, with trolleybuses reliably showing up on time.

[05.2006]

The only remaining Lines 3 and 5 are operated on the equal 5-6 min. headway, insensitive to time of the day or day of the week. This is maintained despite a meager ridership on Line 3.

[08.2006]

Trolleybus service is 'temporarily' suspended.

ROLLING STOCK

[06.2002]

There are 42 vehicles on the property, 32 serviceable:

ZIU-682V: 58 (1989), 59, 73, 75, 78, 79, 80, 81, 82, 85, 86, 87, 88, 89, 90, 91, 92, 93, 94, 96, 99 (fleet number swapped with ZIU-682G)
ZIU-682G: 97, 98, 100, 101 (Last delivered in 1993)
ZIU-VMZ-170: 69, 71, 76, 95 (All: 1999/2000 rehab of ZIU-682V by the VMZ)
VMZ-170: 108-112 (All: 2000/2001)
Jelcz / Nordtroll TEA-120M, Polish-built prototype: 102 (1996)
Jelcz / Nordtroll TEA-120M, locally-built: 103-107 (All: 1996)

* - 2 vehicles are unaccounted for in this list.

The external cosmetic condition of many vehicles is plain terrible. Some are not painted in ages and show unprecedented body damage by extensive rusting. The picture is spoiled even further as many trolleybuses are not washed and look increasingly filthy. Despite the outside appearance, trolleybuses seem to be relatively sound mechanically.

[06.2006]

There are 40 vehicles on the property, 36 are on the books, 33 serviceable
(non-serviceable vehicles are marked with *; junked vehicles are marked with **):

ZIU-682V: 79, 80*, 81, 82**, 85, 88, 90, 91**, 92, 93, 96, 99 (fleet number swapped with ZIU-682G)
ZIU-682G: 97, 98, 100, 101 (Last delivered in 1993)
ZIU-VMZ-170: 69, 71, 76, 95 (All: 1999/2000 rehab of ZIU-682V by the VMZ)
VMZ-170: 108-112 (All: 2000/2001)
ZIU-VMZ-170: 01, 02, 03* (All: 2004 rehab of ZIU-682 by the VMZ)
Jelcz / Nordtroll TEA-120M, Polish-built prototype: 102 (1996)
Jelcz / Nordtroll TEA-120M, locally-built: 103, 104, 106**, 107** (All: 1996)

Skoda 14Tr (All: delivered 25.05.2005):
04* (ex-Pardubice 336, 1987)
05 (ex-Pardubice 333, 1987)
06 (ex-Pardubice 338 or 339, 1989)
07 (ex-Pardubice 316, 1986)
08 (ex-Plzen 406, 1987)
09 (ex-Plzen 415, 1988)
10 (ex-Plzen 416, 1988)

Arlkhangelsk enterprise has always maintained a successive fleet numbering system, which tradition was broken in 2004 at number 112, as the new count up was started with the delivery of the rebuilt ZIU-VMZ-170s 01-03. This allows to conclude that as many as 122 vehicles traversed the system ever since the opening in 1974.

There are persistent reports on mediocre cosmetic condition of most vehicles, and poor mechanical condition of some vehicles. Maintenance is based exclusively on parts salvaged from discarded vehicles. Polish and Czech trolleybuses are subjected to a practice of purposely salvaging vehicles of the same batch for parts in favor of others. Recent victims are Jelcz / Nordtroll TEA-120M 106, 107 and Skoda 14Tr 04. The VMZ-rebuilt ZIU-682 vehicles 01-03 acquired in 2004 under a pretense of been new are in worst shape, 03 is actually out of commission.

OVERHEAD

[06.2002]

During the height of operation the maximum length of the network overhead one-way was 72.2 km. This included 27 km. that accounted for a long line to Port Economia of suburban character, which was closed in 1999. The wire along the line is still 90% intact but inoperable, as it is taken down completely in some places. The line along the Severnaya Dvina Embankment was closed in 1994 and dismantled. A nice ensemble of overhead support poles still remains around the Smolniy Buyan Ul. Loop. These cuts reduced the length of the network roughly to 41 km. one-way.

Most overhead still remains durable.

[10.2006]

Most overhead is in desperate need of repair after years of neglected maintenance.

TROLLEYBUS' FUTURE

[10.2006]

Despite many recent populist talks on behalf of city authorities regarding a vast trolleybus system expansion to substitute for a loss of trams, including the replacement line via the main Troitskiy Prospect, nothing was done ever since the closure of the Troitskiy Prospect tramway line in 06.2003, or since the closure of the entire tramway network on 21.07.2004. Thus, such promises, as it has happened in many other Russian cities, proved to be nothing but a tool to axe tram lines, but meant nothing for actual trolleybus development.

The Vologda Holding Company, that among many other businesses maintains a successful operation of trolleybuses and a troublesome but steady production of trolleybuses in the neighboring city of Vologda, has expressed interest in revitalizing the 'temporarily' suspended Arkhangelsk operation. The company was not allowed to participate in the bidding process that resulted in the initial sale of the municipal trolleybus enterprise to a private OOO 'Opotorg-M' in 10.2005, which move is deemed illegal. As the latter owner went bankrupt, the Vologda Holding Company is considered the only hope of Arkhangelsk trolleybus survival.

Otherwise, the fate of the network remains unknown.