SL95

Last updated
SL95
ST 168, Nationaltheatret, 2019 (03).jpg
SL95 no. 168 at Nationaltheateret, 2019
In service1999–present
Manufacturer Ansaldo/Firema
Constructed1998–2004
Number built32
Successor SL18
Fleet numbers141–172
Capacity212
Operators Sporveien Trikken
Depots Grefsen, Holtet
Lines served13, 19
Specifications
Car body constructionAluminium
Car length33.12 m (108 ft 8 in)
Width2.6 m (8 ft 6 in)
Height3,625 mm (11 ft 10.7 in)
Floor height350 mm (1 ft 2 in)
Low-floor 50%
Doors4 per side (8 total)
Wheel diameter680 mm (27 in)
Wheelbase 1.8 m (5 ft 11 in)
Maximum speed80 km/h (50 mph)
Weight64 t (63 long tons; 71 short tons)
Traction system IGBT–VVVF [1] [2]
Traction motors 8 × MTA-F6-105V 105 kW (141 hp) [2]
Power output840 kW (1,130 hp) [1] [2]
Acceleration 1.5 m/s2 (4.9 ft/s2)
Electric system(s) 750 V DC overhead catenary
Current collector(s) Pantograph
UIC classification Bo′+Bo′Bo′+Bo′
Safety system(s) ATP [lower-alpha 1]
Track gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge

SL95 is a series of 32 low-floor, articulated trams operated on the Oslo Tramway. The series was built by Italian rail manufacturer Ansaldo/Firema, later known as AnsaldoBreda (now Hitachi Rail Italy), and delivered between 1999 and 2004. Capacity for the eight-axle, three-section vehicles is 212 passengers, of which 88 can be seated. The name derives from being ordered in 1995. Original plans called for the delivery to be between 1997 and 1998. Delivery took many years due to a magnitude of technical flaws, including high noise levels, freezing during the winter and corrosion. The trams are 33.12 metres (108 ft 8 in) long, 2.6 metres (8 ft 6 in) wide and 3.62 metres (11 ft 11 in) tall. The aluminum vehicles weigh 64.98 tonnes (63.95 long tons; 71.63 short tons) and have a power output of 840 kilowatts (1,130 hp).

Contents

The trams operate all services on lines 13, 17 and 18. Due to their heavy weight and large turning radius they are unsuitable for the other lines. However, they are the only bi-directional trams in the fleet, and are needed on lines 17 and 18 along the Ullevål Hageby Line. The trams cost about 20 million kr each, but discounts were awarded after the delays and technical faults.

The SL95 trams, along with older SL79 trams will be replaced by new SL18 trams between 2020 and 2024. [3] [4]

Background

In the early 1990s, Oslo Sporveier was in need of new trams to operate on their network. Except for 40 articulated SL79-trams that had been delivered between 1982 and 1990, the company had several series of non-articulated trams with trailers that were built before 1960. The largest series were 13 SM53s, 11 rebuilt SM83s and 28 trailers, in addition to 34 SM91s that had been bought used from the Gothenburg Tramway in 1991. [5] Oslo Sporveier considered several possibilities for new trams, including ordering additional SL79s, purchasing motorized trailers for SL79, purchasing new low-floor trams, purchasing trams from ČKD Tatra, purchasing the 11 used TT Class 8 trams from Trondheim, rebuild the SL79s with an additional section or purchasing used articulated trams from abroad. Purchasing used material and rebuilding the SL79s was quickly rejected. A non-articulated Tatra tram was tested in Oslo during January 1991. [6]

In 1995, Oslo Sporveier tried out a Variotram built by ABB, that was borrowed from Chemnitz, Germany (pictured) 1-Variobahn Chemnitz.jpg
In 1995, Oslo Sporveier tried out a Variotram built by ABB, that was borrowed from Chemnitz, Germany (pictured)

Oslo Sporveier had previously bought all their new trams custom-made. For the 1995 order, the company instead wanted to purchase a pre-designed tram. The company for a long time considered purchasing trams along with Storstockholms Lokaltrafik, who were needing new rolling stock for two light rail systems in Stockholm, Sweden. Three existing trams were tested in Oslo during 1995, and several trams were also tested in Stockholm. [7]

The first was a six-axle articulated tram from Kassel, Germany, with 80% low floor. The company disliked the lack of air suspension and a door construction where the doors went outwards. A Variotram built by ABB from the Chemnitz Stadtbahn was also tested. It has 100% low-floor, is 2.65 metres (8 ft 8 in) wide and also has outward-opening doors. The width made it unsuitable for stopping at some of the new stops. Oslo Sporveier stated that although the tram had many nice features, it was too experimental for their liking. [7] The final tested vehicle was a Class T tram from the Wien Tramway. The six-axle vehicle was not well-adapted for the Oslo system, since it was built after German light rail standards with high platforms and 25 metres (82 ft 0 in) curve radius, and could not be operated on the Briskeby Line and the loop at Jar on the Lilleaker Line. [8]

The SL95 were first put into service on the Ulleval Hageby Line, here at John Colletts plass Trikk John Colletts plass.JPG
The SL95 were first put into service on the Ullevål Hageby Line, here at John Colletts plass

Following the tests in Oslo, a delegation was sent to look at compatible systems outside Oslo. After it had returned, the company went into negotiations with three manufacturers: Duewag, Bautzen and Ansaldo/Firema. Oslo Sporveier signed a contract with Ansaldo/Firema for delivery of 17 units in 1997–98, with options for additional 15 units. The first 17 units cost 335 million kr, or NOK 20 million per vehicle. [8] The option rights were later exercised, and the total order was increased to 32. [9] This allowed Oslo Sporveier to replace all trams that were not articulated, and would give a maximum age in the tram fleet to 18 years. [10] While Oslo Sporveier at first had planned to debt-finance the purchase, by 1999 it was decided that the trams would be leased from Skandinaviska Enskilda Banken. [11] Due to a labor dispute about privatizing the operation of the tramway and the Oslo Metro, the ownership of all trams and metro trains, including the SL95, were transferred to the municipally owned limited company Oslo Vognselskap in 2007. [12]

Construction and delivery

In January 1997, two bogies were installed and tested on a ST55-tram trailer. [13] On 10 February 1997, a mock-up of the driver's cab was made in Italy and sent to Oslo to try to optimize the layout. On 8 April 1997, Oslo Sporveier decided to order an additional 13 trams. The full options were not realized due to lack of funding. At the same time it was decided that all SM91-trams would be retired, while some SM83-trams would remain in service after the full delivery of the SL95s. [14] By 1998, delivery date for the first vehicle, no. 141, was set to 23 May, with plans to put it into scheduled service on 23 June. The mock-up was scrapped on 12 February. [15] However, the tram was not completed until October, when representatives for the tram company could operate it for the first time at Firema's plant. [16] This delay was caused by the roof having blown off the plant. A NOK 1 million discount per tram was granted due to the incident. [17]

A tram running along the Kolsas Line in 2007, while Oslo Metro services along the line had been terminated. SL95 Kolsasbanen 1.jpg
A tram running along the Kolsås Line in 2007, while Oslo Metro services along the line had been terminated.

Tram no. 141 arrived at Oslo on 5 January 1999 in three parts. They were connected together and tried within the end of the month on the entire network, prior to the delivery of tram 142. Delivery frequency was set to every two weeks. [18] During periods from April through June, the voltage along sections of the Lilleaker Line was raised from 600 to 750 V; this included trials with the SL95 to ensure that it could operate under this current as well. [9]

Tram 141 was first used in scheduled traffic on 30 May, when it was put into service on the newly extended Ullevål Hageby Line. This line had been extended 1.6 kilometres (0.99 mi) to Rikshospitalet, where it would serve the new national hospital. Unlike all the other lines of the tramway, this terminus does not have a turning loop, so only bidirectional trams can operate. SL95 was the only bidirectional tram in Oslo Sporveier's fleet. Delays in the delivery caused the line to terminate at John Colletts plass, where there is a turning loop. [18]

SL95 no. 171 at Bekkestua in 2007 SL95 Bekkestua.jpg
SL95 no. 171 at Bekkestua in 2007

Tram 142 was first used in schedule service on 1 June 1999, and 143 was delivered to Oslo on 3 June. To be able to use the trams on the desired lines, Oslo Sporveier had to upgrade its infrastructure several places. The SL95 need a vertical curve radius of 500 metres (1,600 ft), requiring upgrades at Wessels plass and Gamlebyen. The curves would also need to be fixed at Geita Bridge, but this was not done since the trams exceed the bridge's permitted load. The minimum permitted horizontal curve radius is 17 metres (55 ft 9 in), making it impossible for the trams to operate through the intersection between Riddervolds gate and Inkognitogata, where the radius is 16.5 metres (54 ft 2 in). This means the trams cannot operate on the Briskeby Line, and all trams to Majorstuen are therefore operated with SL79. Restrictions on two trams passing was issued on several shorter sections, including the S-curve from Kirkeristen to Stortorvet, but these sections were quickly rebuilt. [11]

By 2000, deliveries were delayed, and in June all trams were taken out of service for three weeks to modify the gearboxes. [19] In October, ten of thirteen trams were taken out of service due to radial run-out. The problem was large enough that some trams got a new radial run-out the day after they were fixed. [20] From 6 January 2001, SL95 could be used on the Grünerløkka–Torshov Line, and from 6 February, on the Ekeberg Line. However, the latter still had too short platforms. [21]

No. 141 and 151 awaiting departure on each their line at Rikshospitalet Two SL95 at Rikshospitalet.jpg
No. 141 and 151 awaiting departure on each their line at Rikshospitalet

Operation proved to give several major difficulties, and by March 2001, Oslo Sporveier was threatening to terminate the purchase agreement unless the manufacturer—who by then had merged to become AnsaldoBreda—fixed the problems. These included the noise being 15 dB too loud, and trams being out of service during the January–February cold spell, when batteries and rectifiers would not operate. [22] It was agreed that AnsaldoBreda would have to replace all 256 motors to satisfy the criteria in the contract. By 1 June, AnsaldoBreda had delivered one tram that met all the contract's criteria. Tram 155 was by then still undelivered, and was being used for testing by the manufacturer. At the same time, 149 was being used for tests in Oslo. [23] The trams were taken out of service, and gradually put back as they were upgraded. [24] In February 2002, tram 155 was equipped with new motors, and a new agreement was made where all motors would be replaced by December 2003, if Oslo Sporveier was satisfied with six months of trials with 155. [25]

SL79 and SL95 trams in Storgata SL79 and SL95 in Storgata.jpg
SL79 and SL95 trams in Storgata

The last day with SM91 in service was on 1 November 2002. By then, 27 of the SL95-trams had been delivered, and Oslo Sporveier was able to operate its entire network with only articulated trams. [26] Until 2003, trams 142 and 149 were not in service for long-term repairs. [27] On 8 July 2004, a computer error caused tram 161 neither to be able to run nor open the doors, even with the emergency system. This was caused by the computer indicating that the tram was running at 12.5 kilometres per hour (7.8 mph) while it stood still. All trams were later altered so the motorman could override such incidents. The final trams were delivered in 2004, and no. 142 was put into service in January 2005. At the same time, corrosion was discovered inside the articulation of tram 141. [28] In 2006, Oslo Sporveier introduced a program to upgrade all the SL95-trams, including removing corrosion from the bodywork and the inside, as well as simplifying the lubrication of the joints, which prior to the upgrades required the entire trams to be de-hooked. These upgrades are planned to be completed by 2009. [29] The trams have also had problems with the air supply freezing during cold spells, making it impossible to retract the side mirrors when changing direction, and terminating the secondary suspension. This requires the trams to be operated at walking speed without passengers[ clarification needed ]. [30]

Specifications

The interior (1999-late 2017). SL95 interior.jpg
The interior (1999-late 2017).

SL95 is a bidirectional, eight-axle articulated tram built exclusively for the Oslo Tramway by Ansaldo of Italy. The tram has three sections, with one bogie on the first and last section and two bogies on the center section. The body is in aluminum, with sections that are welded along the floor and roof, and bolted on the side, to ease replacement of dented sections. The trams are 33.12 meters (108 ft 8 in) long, 2.6 meters (8 ft 6 in) wide and 3.62 meters (11 ft 11 in) tall. The axle distance in the bogies is 1.80 meters (5 ft 11 in), and the distance between the bogie centers is 9.85 meters (32 ft 4 in) from the center to the end, and 5.17 meters (17 ft 0 in) between the two in the center. The tram weighs 64.2 tonnes (63.2 long tons; 70.8 short tons) empty, and 78.3 tonnes (77.1 long tons; 86.3 short tons) with payload. [31]

Each of the four bogies have two three-phase asynchronous motors on a steel bogie with two axles. The wheels have a 680-millimeter (27 in) diameter when new and 610-millimeter (24 in) when fully worn. The axles are rubber-suspended against the bogies, while the bogies are air-suspended against the chassis. The motors are type MTA-F6-105V built by Ansaldo, and each motor outputs 105 kilowatts (141 hp) at 750 V DC. This allows a maximum speed of 80 kilometres per hour (50 mph) and an acceleration of 1.5 m/s/s (3.4 mph/s). The vehicle can be reversed, but the speed is then automatically limited to 15 kilometres per hour (9.3 mph). [31] [1] [2] While the tram operated with 600 V, it had power output of 672 kilowatts (901 hp). [32]

A tram at Abbediengen I12 025 Hp Abbediengen, ET 145.jpg
A tram at Abbediengen

The vehicles have three braking systems: a primary regenerative dynamic brake, a secondary disc brake and an emergency rail brake. When braking with the regenerative brake, the energy can be fed back to the overhead wires. The trams are dimensioned to operate an entire day with the dynamic brakes disconnected from one bogie, and for one hour if disconnected from two bogies, in which case only disc brakes will be used. [32] The trams are bidirectional, with a driver's cab at each end. These cabs are built so the motorman can also sell tickets. The cab's have a door to close them off, so the riders cannot access rear cab. There are four doors on both sides; the front door is single while the three back doors are double. In addition to the front door, there is one door in each section. To operate the doors on the left side, the motorman must engage a security switch. It is also possible to open each individual door on the right side from the driver's cab. Half the length is low-floor, with an entry height at 350 millimetres (14 in), including three of the four doors. There are 88 seats, of which 64 are on the high-floor section, giving a total capacity of 212 riders. [32] All of the rollsigns was replaced with LED signs, similar to SL79 in 2019.

Operation

The SL95s make up 32 of the 72 trams in the system, supplementing the older SL79. The SL95s are the only bidirectional trams, and therefore the only ones that can operate on the Ullevål Hageby Line, that is served by lines 17 and 18. Since line 13 is a continuation of line 17 at Sinsen, the SL95s also operate on that line. Due to a too-small curve radius on the Briskeby Line, rarely SL95 trains run to Majorstuen, [32] and when do they run, they just run at the Frogner Line and/or the Homansbyen Line; At the turn close to the Inkognitogata stop at the Briskeby Line, there is a sign saying to be careful with SL95 trams. They run on the Ullevål Hageby-, Ekeberg-, Sinsen-, Grünerløkka–Torshov-, Lilleaker- Skøyen, and rarely in the Homansbyen- Frogner lines. Each service has a ten-minute headway, giving a five-minute interval on section that are served by two lines. [33]

SL95 tram at Kirkeristen, showing the amount of roof-mounted equipment SL95 roof Kirkeristen.jpg
SL95 tram at Kirkeristen, showing the amount of roof-mounted equipment

In 2007, [34] [35] two trams were involved in an accident and sent to Firema for repair. However, the company filed for bankruptcy, and as of October 2010 the trams were still not repaired or returned to Oslo. [36] In 2010, Commissioner for Environmental Affairs and Transport Jøran Kallmyr (Progress Party) stated that the SL95 trams were being considered for replacement, at the same time as the much older SL79. Problems with the units included excessive noise, excessive amount of time out of order, rust, cracks in the axles, and increased wear to the infrastructure because they weighed too much. [37] All except two of the SL95 trams were temporarily grounded on 29 April 2013 when it was discovered that rust had damaged the joints between the articulated sections on several trams. [38]

From 2012, the trams were equipped with an automatic train protection system, which will allow them to run concurrently with the metro trains on the Kolsås Line. [39] Oslo Vognselskap announced in September 2012 that they were preparing a tender to receive bids for new trams, which would replace all SL79 and SL95 units. In addition to procuring about seventy new units, Ruter initiated plans to upgrade the tramways for a combined NOK 4 billion. Oslo Vognselskap stated that the replacement trams would be about the same size as SL95, but weigh only 40 tonnes (39 long tons; 44 short tons), giving less wear on the tracks, and have a floor height of 30 centimeters (12 in). Replacements will start in 2020 when the new SL18 trams are first delivered and will be completed by 2024 when all 87 new trams are delivered. Older SL79 trams will also be replaced by these new trams. [40] [3] [4]

Notes

  1. ↑ Only used between Lilleaker and Bekkestua on Lilleaker/Kolsås Line

Related Research Articles

The Oslo tram network is the tram system in Oslo, Norway. It consists of six lines with 99 stops and has a daily ridership of 132,000. It is operated by Sporveien Trikken AS, a subsidiary of the municipally-owned Sporveien who maintain the track and 72 tram vehicles on contracts with the public transport authority Ruter. The system operates on standard gauge and uses 750 V DC overhead. Depot, workshops and headquarters are at Grefsen. There is also a depot at Holtet that is home to the technical company InfraPartner, which maintains the track for the tram and metro systems in Oslo, and a small office building for Oslo Sporveier.

<span class="mw-page-title-main">Kolsås Line</span>

The Kolsås Line is a 12.1-kilometer (7.5 mi) line of the Oslo Metro. It branches off from the Røa Line at Smestad Station and runs through western Oslo and Bærum to Kolsås Station. It serves the neighborhoods of Ullernåsen, Øraker, Jar, Bekkestua, Haslum, Gjettum and Kolsås. It is served by Line 3 of the metro at a 15-minute headway. The section from Jar to Bekkestua is built as a dual system with overhead wires, allowing Line 13 of the Oslo Tramway to continue from the Lilleaker Line to Bekkestua every ten minutes.

<span class="mw-page-title-main">OS T1000</span> Oslo Metro rolling stock type

T1000 and T1300 were two rapid transit train classes used on Oslo Metro in Oslo, Norway. The 197 cars were built by Strømmens Verksted, Norsk Elektrisk & Brown Boveri and AEG between 1960 and 1981. They were the first metro trains used in Oslo, and had remained in active use until being replaced by OS MX3000 trains in 2007. Each car was equipped with a driver's cab at one or both ends and four motors, each with 98 kilowatts. The cars were 17 metres long, 3.2 metres wide and 3.65 metres tall. The trains used 750 V current, and were capable of 70 kilometres per hour. Signaling was provided through automatic train protection.

<span class="mw-page-title-main">Oslo Sporveier</span>

AS Oslo Sporveier is a defunct municipal owned company responsible for public transport in Oslo, Norway. It was created in 1924 to take over the city's two private tram companies. In 1927 its started with bus transport, including from 1940 to 1968 trolleybuses. Since 1966 rapid transit and from 1985 water buses have also been operated by the company. It was split into two separate companies in 2006; Kollektivtransportproduksjon took over the operation while Oslo Public Transport Administration was responsible for buying the services, fare regulation and marketing. The latter merged into Ruter in 2008, when the Oslo Sporveier brand was discontinued.

<span class="mw-page-title-main">Lilleaker Line</span> Tram line in Oslo, Norway

The Lilleaker Line is a suburban tramway from Skøyen in Oslo westwards to Jar, Bærum in Norway. It is operated by Line 13 from Ljabru to Bekkestua of the Oslo Tramway, operated by Oslo Sporvognsdrift. The line continues on the Oslo Metro west of Jar as part of the Kolsås Line, and as a street tramway on the Oslo tramway system at Skøyen as the Skøyen Line.

<span class="mw-page-title-main">Sagene Line</span> Former tram line in Oslo, Norway

The Sagene Line is a former line of the Oslo Tramway in Norway. It ran from Stortorvet in the city center along Akersgata and Ullevålsveien through the neighborhood of St. Hanshaugen. It then continued along Colletts gate, Geitmyrsveien and Kierschouws gate to Sagene. At Sagene Church it had a regulation stop and access to Sagene Depot. The line continued along Bentsebrugata to Torshov, where it intersected with the Grünerløkka–Torshov Line.

<span class="mw-page-title-main">Nationaltheatret metro station</span> Oslo metro station

Nationaltheatret is an underground metro station and tram stop serving Vika and the city center of Oslo, Norway. It is located on the Common Tunnel of the Oslo Metro and on the Briskeby Line of the Oslo Tramway. Also located at the same place is Nationaltheatret Station of the Drammen Line. The station is served by all five lines of the metro, and lines 11 and 13 of the tramway. In addition, several bus services call at the station. It is named for the National Theatre located nearby.

<span class="mw-page-title-main">SL79</span> Articulated tramcar class in Oslo, Norway

SL79 is a class of 40 articulated trams operated by the Oslo Tramway of Norway. The trams were a variation of the Duewag trams that had been developed by the German manufacturer since the 1950s. The six-axle vehicles are unidirectional with four doors on the right side. The trams can seat 77 passengers three and four abreast, with an additional 91 people able to stand. Power output is 434 kilowatts (582 hp), provided by two motors on the two end bogies, that supplement a central unpowered Jacobs bogie located under the articulation. The trams are 23.0 metres (75.5 ft) long and 2.5 metres wide. They are capable of 80 kilometres per hour (50 mph) and have standard gauge.

<span class="mw-page-title-main">Ekeberg Line</span> Light rail line, part of Oslo Tramway

The Ekeberg Line is a 6.6-kilometre (4.1 mi) long light rail line of the Oslo Tramway which runs from Oslo Hospital to Ljabru in Oslo, Norway. Operated by lines 13 and 19, it serves the area of Nordstrand and the neighborhoods of Ekeberg, Jomfrubråten, Bekkelaget and Ljan. The line is operated by Oslo Sporvognsdrift using SL79 and SL95 trams on contract with Ruter. The line itself is owned by Sporveien. At Oslo Hospital, the line connects to the Bjørvika Line, which runs to the city center.

A/S Kristiania Elektriske Sporvei or KES, nicknamed the Blue Tramway, was a company which operated part of the Oslo Tramway between 1894 and 1924. It built a network of four lines in Western Oslo, the Briskeby Line and the Frogner Line which ran to Majorstuen, and two other consecutive lines, the Skøyen Line and the Lilleaker Line. These all connected to a common line through the city center which terminated at Jernbanetorget.

<span class="mw-page-title-main">Lilleaker tram stop</span>

Lilleaker is a light rail station on the Oslo Tramway.

<span class="mw-page-title-main">Briskeby Line</span> Line of the Oslo Tramway in Norway

The Briskeby Line is a line of the Oslo Tramway in Norway. It runs westwards from Jernbanetorget in the city center, passing through the neighborhoods of Briskeby and Uranienborg before reaching its terminus at Majorstuen. The section from Jernbanetorget to Inkognitogata is shared with the Skøyen Line; on this section it connects with the important transport hub Nationatheatret. This part is variously served by route 11, 12 and 13. From the Inkognitogata stop, the line moves through the residential areas around the Royal Palace, in the streets named Riddervolds gate, Briskebyveien, Holtegata and Bogstadveien. The part of the line in Bogstadveien from Majorstuen to Rosenborg is also served by route 19, which operates the Homansbyen Line.

<span class="mw-page-title-main">Gullfisk</span> Norwegian tram class, in service 1937–1985

Class B and Class E, normally referred to as Gullfisk, were a class of 46 trams built by Strømmens Værksted and Skabo Jernbanevognfabrikk for Oslo Sporveier and Bærumsbanen of Oslo, Norway, in 1937 and 1939. They were the first aluminium trams to operate on the Oslo Tramway and the first bogie trams to operate on street lines. They had contemporary modern electronic equipment, a streamlined shape, and comfortable accommodation. Until 1964, they were also faster than any other Norwegian tramcar or suburban railcar.

<span class="mw-page-title-main">History of the Oslo Tramway and Metro</span> Aspect of history surrounding Oslo Tramway and Metro

The history of the Oslo Tramway and Oslo Metro in Oslo, Norway, starts in 1875, when Kristiania Sporveisselskab (KSS) opened two horsecar lines through the city centre. In 1894, Kristiania Elektriske Sporvei (KES) built the first electric street tramways, which ran west from the city centre. Within six years, all tramways were electric. The city council established Kristiania Kommunale Sporveie (KKS) in 1899, which built three lines before it was sold to KSS six years later. Both KSS and KES were taken over by the municipality in 1924, becoming Oslo Sporveier. The company gradually expanded the city tram network, which reached its peak length in 1939.

<span class="mw-page-title-main">St Halvards plass tram stop</span>

St Halvards plass was a tram stop on the Gamleby Line of the Oslo Tramway. It was located at the square St Halvards plass, on the intersection of Oslo gate and Bispegata in Gamlebyen, Oslo, Norway.

<span class="mw-page-title-main">Munkegata tram stop</span>

Munkegata was a tram stop on the Gamleby Line of the Oslo Tramway. It is located at the intersection of Oslo gate and Schweigaards gate in Gamlebyen, Oslo, Norway.

<span class="mw-page-title-main">SM53</span>

SM53, originally designed MBO and colloquially known as Høka, were a class of 58 trams and 50 trailers built by Høka and Hägglund for Oslo Sporveier. The units were used on the Norway's Oslo Tramway from 1952 until 2000. The 14.7-meter long and 2.5-meter wide trams weighed 16.9 tonnes. They had four motors providing a combined power output of 180 kilowatts (240 hp), allowing for a top speed of 60 kilometers per hour (37 mph).

<span class="mw-page-title-main">Oslo Metro rolling stock</span> Rolling stock used in Oslo Metro

The rolling stock of Oslo Metro, Norway, has consisted of three classes: T1000/T1300, T2000 and MX3000. The T1000 was built as 162 single cars from 1964 to 1978. From 1979 to 1985, 33 new T1300 trains were built, followed by the conversion of 16 T1000s. Six two-car T2000 units were delivered in 1994. Since 2005, the first 83 three-car MX3000 units have been replacing the older stock, and the last T1000 was retired in 2007. From 2010, only MX3000-trains are in use. The T1000/T1300 and T2000 were built by Strømmens Værksted, with motors from Norsk Elektrisk & Brown Boveri (NEBB) and AEG, respectively, and the MX3000 were built by Siemens.

<span class="mw-page-title-main">KKS Class S</span>

Class S was a class of 20 twin-axle trams and 12 trailers built by Schuckert & Co. and Busch for Kristiania Kommunale Sporveie (KSS) in 1899. The trams were originally 7.8 meters long and 2.0 meters wide. They featured wooden benches in the longitudinal direction seating twenty. The motor cars had two motors providing a combined power output of 51 kilowatts (68 hp). The motor cars weighed 9.3 tonnes, while the trailers weighed 6.4 tonnes.

<span class="mw-page-title-main">SL18</span> Articulated tramcar class in Oslo, Norway

The SL18(short for Sporvogn Ledd, commissioned in 2018) is a series of 87 low-floor, articulated trams currently being phased-in on the Oslo Tramway network. They will continue to be phased-in until 2024, when the last SL79s and SL95s are replaced. They were purchased from the Spanish tram manufacturer, CAF. The first one was shipped and unveiled at Grefsen depot in 2020, and regular operation begun in 2022. The entire purchase has a price of 4.2 billion krones. There is also a possibility of acquiring another 60 more trams from CAF.

References

  1. 1 2 3 AnsaldoBreda. "Oslo LRV" (PDF). Archived from the original (PDF) on 18 October 2010. Retrieved 18 October 2010.
  2. 1 2 3 4 Ruter. "Leddtrikk SL 95" (in Norwegian). Archived from the original on 15 June 2008. Retrieved 18 October 2010.
  3. 1 2 "Oslos nye trikker: Si hei til SL18! (Oslo's new trams: say hello to SL18!)". Fremtidens Byreise (in Norwegian). Retrieved 11 June 2018.
  4. 1 2 Eggesvik, Olav; Mellingsæter, Hanne. "Oslo skal kjøpe 87 Spania-trikker til mer enn fire milliarder (Oslo will purchase 87 Spanish trams for more than 4 billion NOK)". Aftenposten (in Norwegian). Retrieved 11 June 2018.
  5. ↑ Andersen, Bjørn (1996). "Oslo Sporveiers vognpark pr. 1 January 1997". Lokaltrafikk (in Norwegian). 27: 29.
  6. ↑ Belsaas, Baard (1990). "Sporvognsdivisjonen fornyer". Lokaltrafikk (in Norwegian). 9: 12–14.
  7. 1 2 Andersen, Bjørn (1995). "Lavgulvtrikkene kommer". Lokaltrafikk (in Norwegian). 24: 4–9.
  8. 1 2 "SL95, siste nytt". Lokaltrafikk (in Norwegian). 25: 31. 1995.
  9. 1 2 Myhre, Knut (1998). "Første SL 95". Lokaltrafikk (in Norwegian). 40: 26–27.
  10. ↑ Andersen, Bjørn (1998). "Kun leddvogner i drift". Lokaltrafikk (in Norwegian). 40: 29.
  11. 1 2 Andersen, Bjørn (1999). "SL95". Lokaltrafikk (in Norwegian). 40: 27.
  12. ↑ Ensby, Anne Linn (22 November 2006). "T-baneprivatisering utsatt". Norwegian Broadcasting Corporation (in Norwegian). Archived from the original on 21 March 2012. Retrieved 21 March 2012.
  13. ↑ Andersen, Bjørn (1996). "SL95". Lokaltrafikk (in Norwegian). 30: 33.
  14. ↑ Andersen, Bjørn (1997). "SL95". Lokaltrafikk (in Norwegian). 32: 24.
  15. ↑ Andersen, Bjørn (1998). "SL95". Lokaltrafikk (in Norwegian). 35: 24.
  16. ↑ Andersen, Bjørn (1998). "Første SL 95". Lokaltrafikk (in Norwegian). 38: 24.
  17. ↑ Andersen, Bjørn (1998). "Første SL 95". Lokaltrafikk (in Norwegian). 37: 31.
  18. 1 2 Andersen, Bjørn (1999). "Gaustadlinjen åpnet". Lokaltrafikk (in Norwegian). 40: 24.
  19. ↑ Gaarder, Håken Kinck (2001). "SL95". Lokaltrafikk (in Norwegian). 43: 30.
  20. ↑ Gaarder, Håken Kinck (2001). "Høsten 2000". Lokaltrafikk (in Norwegian). 43: 30.
  21. ↑ Andersen, Bjørn (2001). "Kjøreforbud". Lokaltrafikk (in Norwegian). 44: 39.
  22. ↑ Gaarder, Håkon Kinck (2001). "SL95". Lokaltrafikk (in Norwegian). 44: 38.
  23. ↑ Gaarder, Håkon Kinck (2001). "SL95". Lokaltrafikk (in Norwegian). 45: 34–35.
  24. ↑ Blix, Håvard (2001). "SL95". Lokaltrafikk (in Norwegian). 46: 38.
  25. ↑ Blix, Håvard (2001). "SL95". Lokaltrafikk (in Norwegian). 47: 41–42.
  26. ↑ Blix, Håvard (2002). "1. November". Lokaltrafikk (in Norwegian). 50: 41–42.
  27. ↑ Blix, Håvard (2003). "SL95". Lokaltrafikk (in Norwegian). 52: 41–42.
  28. ↑ "SL95". Lokaltrafikk (in Norwegian). 57: 42. 2004.
  29. ↑ "SL95". Lokaltrafikk (in Norwegian). 63: 30. 2007.
  30. ↑ Udbjørg, Peder (2009). "SL95". Lokaltrafikk (in Norwegian). 71: 31.
  31. 1 2 Andersen, Bjørn (2000). "SL95, en presentasjon". Lokaltrafikk (in Norwegian). 43: 4–10.
  32. 1 2 3 4 Backer, Henrik B. and Arild Wold (1997). "SL95, en presentasjon". Lokaltrafikk . 31: 22–23.
  33. ↑ Ruter (2009). "Rutehefte Trikk" (PDF). Archived from the original (PDF) on 8 April 2010. Retrieved 25 August 2009.
  34. ↑ "Rapport om sammenstøt mellom to trikker ved Sæter holdeplass 21. november 2007". Accident Investigation Board Norway (in Norwegian and English). 27 November 2008. Archived from the original on 29 September 2011. Retrieved 8 July 2011.
  35. ↑ Trellevik, Amund (21 November 2007). "To trikker kolliderte". Aftenposten (in Norwegian). Archived from the original on 28 June 2011. Retrieved 21 March 2012.
  36. ↑ Hansen, Asle (25 September 2010). "Oslo har mistet to av sine nyeste trikkevogner". Dagbladet (in Norwegian). Archived from the original on 11 October 2012. Retrieved 21 March 2012.
  37. ↑ Baraldsnes, Ronnie (23 September 2010). "Ny milliardsmell for Oslo-trafikken". TV 2 (in Norwegian). Archived from the original on 28 September 2010. Retrieved 18 October 2010.
  38. ↑ "Oslo-trikker skal tilbake på skinnene" (in Norwegian). 30 April 2013: Dagens Næringsliv/NTB. Retrieved 1 May 2013.{{cite news}}: CS1 maint: location (link)
  39. ↑ Seehusen, Joachim (20 March 2012). "Slik kan trikken kjøre på T-banelinjene". Teknisk Ukeblad (in Norwegian). Archived from the original on 23 March 2012. Retrieved 21 March 2012.
  40. ↑ Valmot, Odd Richard (24 September 2012). "Oslotrikken skal fornyes". Teknisk Ukeblad (in Norwegian). Archived from the original on 30 September 2012. Retrieved 29 September 2012.

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.