Post by jimmy on Oct 1, 2005 19:50:24 GMT
The Oslo Transportation Authority, AS Oslo Sporveier ("Oslo tramways") has on order a total of 189 underground cars of type "MX" from Siemens. The cars will be permanently coupled to form 63 three-car articulated sets, with drivers cabs at the outer ends only, like on the Stockholm C20. Oslo actually wanted a C20 derivative, but Bombardier did not wish to deliver such a thing and destroyed the moulds for the C20-car bodies shortly thereafter.
Subseqently Oslo signed with Siemens for these cars, of the same type as currently being delivered to Nürnberg. Each car has a standard Bo-Bo wheel arrangement, also each bogie will carry current collectors in accordance with Oslo standards. A complete unit will be approx. 54 meters long, with nine doors along the side. Two units can be run in multiple for an Oslo "full-train", the largest that can fit on the platforms which are maximally 110 meters long. However, due to the Oslo loading profile allowing 3.1 meter wide cars the capacity is greater than one would expect*. Seating is partly longitudinal, partly transversal with three abreast (2 + 3). Older Oslo stock has only transversal seating, with couches for three slimmies or two fat people on either side of a car. The total number of passengers in a six-car train is greater for a new train due to fewer drivers cabs, but also due to fewer seats.
The drivers cab is of a C20-ish design, with split consoles and a joystick-like control on the armrest of the drivers chair. The center front window can be opened for emergency use. On the right wall there are two monitors that relay images from platform CCTV, this is the Oslo variant of OPO.
Two test-trains are to be delivered in the next few months, from the Siemens plant in Vienna, Austria. Norwegian railfans are looking forward to their arrival...
Picture pages, with automatic slideshow:
From test-driving at Siemens Wildenrath
www.sporveien.no/templates/PageRoller____879.aspx
From testing in extreme cold conditions at the Vienna climate chamber
www.sporveien.no/templates/PageRoller____922.aspx
From demonstration for Oslo top-brass, media, etc.
www.sporveien.no/templates/PageRoller____896.aspx
Factory pictures, also with interior drawings
www.sporveien.no/templates/PageRoller____561.aspx
Video from testing at Wildenrath:
*It's said that an old six-car Oslo train of type T1-T8 has similar capacity to a Stockholm 8-car consisting of C1-C8 cars, due to the 35cm extra width in Oslo. The Oslo system is based on the national railways loading gauge, but with height and length limitations due to low tunnels (the network uses third rail power supply to save tunnelling costs) and sharp curves. There is a rail connection between the metro and national rail at Grefsen, which is sometimes used by engineering vehicles like the National Railway Authoritys track recording train.
Also, rather uniquely, the Oslo metro shares tracks with the tramway at Jar and also has a rail connection to it. On this section the platforms are divided into a high (1 metre) and low (kerb height) part. This metro line is powered by overhead wire, for historic reasons that warrant a post of its own...
Best regards,
JiSC
Subseqently Oslo signed with Siemens for these cars, of the same type as currently being delivered to Nürnberg. Each car has a standard Bo-Bo wheel arrangement, also each bogie will carry current collectors in accordance with Oslo standards. A complete unit will be approx. 54 meters long, with nine doors along the side. Two units can be run in multiple for an Oslo "full-train", the largest that can fit on the platforms which are maximally 110 meters long. However, due to the Oslo loading profile allowing 3.1 meter wide cars the capacity is greater than one would expect*. Seating is partly longitudinal, partly transversal with three abreast (2 + 3). Older Oslo stock has only transversal seating, with couches for three slimmies or two fat people on either side of a car. The total number of passengers in a six-car train is greater for a new train due to fewer drivers cabs, but also due to fewer seats.
The drivers cab is of a C20-ish design, with split consoles and a joystick-like control on the armrest of the drivers chair. The center front window can be opened for emergency use. On the right wall there are two monitors that relay images from platform CCTV, this is the Oslo variant of OPO.
Two test-trains are to be delivered in the next few months, from the Siemens plant in Vienna, Austria. Norwegian railfans are looking forward to their arrival...
Picture pages, with automatic slideshow:
From test-driving at Siemens Wildenrath
www.sporveien.no/templates/PageRoller____879.aspx
From testing in extreme cold conditions at the Vienna climate chamber
www.sporveien.no/templates/PageRoller____922.aspx
From demonstration for Oslo top-brass, media, etc.
www.sporveien.no/templates/PageRoller____896.aspx
Factory pictures, also with interior drawings
www.sporveien.no/templates/PageRoller____561.aspx
Video from testing at Wildenrath:
*It's said that an old six-car Oslo train of type T1-T8 has similar capacity to a Stockholm 8-car consisting of C1-C8 cars, due to the 35cm extra width in Oslo. The Oslo system is based on the national railways loading gauge, but with height and length limitations due to low tunnels (the network uses third rail power supply to save tunnelling costs) and sharp curves. There is a rail connection between the metro and national rail at Grefsen, which is sometimes used by engineering vehicles like the National Railway Authoritys track recording train.
Also, rather uniquely, the Oslo metro shares tracks with the tramway at Jar and also has a rail connection to it. On this section the platforms are divided into a high (1 metre) and low (kerb height) part. This metro line is powered by overhead wire, for historic reasons that warrant a post of its own...
Best regards,
JiSC
