In 1951, series production was transferred to the civilian company Sawod imeni Urizkogo (abbreviated to SiU), which was located in the Saratov Oblast, RSFSR.

Approximately ten years after the conclusion of series production of the MTB-82, the number of operational trolleybuses of this type began to decline rapidly.

Even before the outbreak of the Great Patriotic War in June 1941, trolleybuses were introduced in Leningrad, Rostov-on-Don, Kiev, Tbilisi, Kharkiv, and Stalino.

During the war years, new trolleybus operations were established in the cities of Baku, Kuybyshev, Chelyabinsk, Sverdlovsk, Kirov, Alma-Ata, and Odessa.

When the war ended, the rebuilt plant did not return to trolleybus production, but the transport companies that had opened in large cities had a great need for vehicles.

This decision helped the industry in two ways: On the one hand, it made it possible to build new trolleybuses, while at the same time keeping the factory workers employed.

[A 1] The development of civilian vehicles resumed as early as 1944, with models from the United States exerting a strong influence on the thinking of Soviet designers.

The first experiences with an extended trolleybus body on a tram chassis were not very successful - the flat and wide nose led to difficulties when two vehicles met in the numerous curves of the old narrow streets of Moscow.

In view of the further expansion of both types of public transport during the post-war reconstruction, the Soviet economy's demand for such vehicles remained steady and increased.

1761 of February 28, 1950 obliged the Wagonostroitelny Sawod imeni Urizkogo (Wagon Building Plant "Moissei Urizki") in the city of Engels to organize the large-scale production of trolleybuses.

There were no further improvements to the design of the vehicle, all efforts were concentrated on the project of a successor type to be worked out by the SiU engineering collective.

In 1960 the order was given to switch completely to the production of the SiU-5,[2] but the operational process was "sluggish" in terms of consumption of previously manufactured and stored spare parts.

The Soviet leadership had also decided to import Czechoslovakian Škoda 8Tr vehicles for some trolleybus operations in the Baltic States, Western Ukraine and Crimea.

A similar situation occurred in Gorki, where the final series of SiU-5D trolleybuses commenced operation alongside the initial SiU-9s in the isolated network segment in the upper part of the city in 1972, following the construction of a new depot.

[9] The assembly of additional double-traction units was conducted at the Kiev "Dzerzhinsky" plant for electric public transport (abbreviated KZET Russian: Киевский завод электротранспорта им.

The robust frame fulfilled two primary functions: firstly, it absorbed both static and dynamic mechanical loads and counteracted deformations.

Secondly, the majority of other significant components and assemblies were attached to various points on the floor frame, including the car body, sprung wheel axles, main engine, starting and braking resistors, compressor with electric drive, air tanks and other pneumatic devices, as well as the accumulator housing.

The removable body of the MTB-82D was constructed using a completely welded frame made of bent light section steel of various thicknesses and cross-sections.

Additionally, a rubber runner was fitted to the roof covering to reduce the risk of slipping and electric shock for mechanics during maintenance work.

The contactors of the indirect control system of the main engine were installed in a housing on the left side of the driver's cab.

Some interior metal components, such as grab rails and handles, were coated with chrome for aesthetic purposes and to protect against corrosion.

The vehicle received its electrical power from a two-pole overhead contact line via two conventional rotating pantographs without a retriever.

Prior to disconnection without galvanic isolation from the overhead line, the strong current could potentially damage or even destroy the low-voltage equipment.

The position of the brake and accelerator pedals determined the switching on and off of the contactors, i.e. the current in the various circuits of the main motor and thus its operating mode.

The armature was connected to the rear axle by a primary reduction gear and cardan shaft, effectively creating a kind of recuperative brake in which the excess kinetic energy of the vehicle was converted into electrical current and fed back into the overhead line.

This allowed the vehicle to be slowed down to a speed of five to ten kilometers per hour in an emergency, even when there was no voltage in the power grid; a complete stop was achieved using the hand or air brake.

Other valves, fixed steel piping, flexible rubber connecting hoses, and the above-mentioned compressed air consumers were also used.

In addition, the Moscow repair plant SWARS also upgraded used JaTB trolleybuses using MTB-82 spare parts; these vehicles were designated MTB-10.

The combination of a solid floor frame with a removable lightweight body and non-automatic contactor control, typical for trolleybuses of the 1930s, became obsolete in the next decade.

[2] In conclusion, these factors, in conjunction with the extensive utilization of the MTB-82 and its prolonged operational lifespan, substantiate the financial viability of the design.