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OS T1000
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 (131 horsepower). The cars were 17 metres (55 feet 9 inches) long, 3.2 metres (10 feet 6 inches) wide and 3.65 metres (12 feet 0 inches) tall. The trains used 750 V current, and were capable of 70 kilometres per hour (43 miles per hour). Signaling was provided through automatic train protection.
In 1960, two less powerful T single-car units were built, designed to be prototypes used on the Oslo Tramway. After a one-year trial, they were put into scheduled traffic to the Kolsås Line, where they remained in regular service until 1983. The production series was somewhat different in design and performance. T1000 was both used to refer to the class as a whole, or the first 162 cars, that are only equipped with third-rail shoes. They[which?] have four slight variations, which have been given the designations T1–T4. The T1300 was a series of 33 new and sixteen rebuilt T4 trains equipped with pantographs which previously allowed them operate on the western part of the network, prior to it being upgraded to third-rail metro standards. The newer units were designated T5 and T6, while the rebuilt units were designated T7 and T8.
In 1954, the Oslo City Council decided to build a four-line metro to the new suburbs to the east of the city center. The plans would lead to the system opening in 1966, after the conversion of the Østensjø and the Lambertseter Line of the Oslo Tramway to metro standard, and supplemented with the new Furuset and Grorud Line. The system would feature higher and longer platforms, allowing step-free access to six-car trains, automatic train protection and third rail power supply. This would make the metro incompatible with the existing tramways.
The first two single-car trains were delivered in 1959 and given the designation T. They were delivered by Strømmens Værksted and NEBB as prototypes, without compensation from the planning office. They were tested on the Østensjø and Lambertseter Lines until 1 December 1960, when they were transferred to Bærumsbanen, who used them on the Kolsås Line. During their service they were prone to technical problems, and were more in the depot than in service. However, they gave valuable knowledge for the serial production. The trains were originally painted silver with a dark-blue cheatline and numbered 1 and 2. About 1970, they were repainted dark blue with a silver cheatline, and in 1971 given the numbers 451 and 452. The latter remained in service until 1977, when it was put aside, and scrapped in 1987. The former remained in service until it was put aside as defect, although it had rarely been used since 1982. It was fixed up and made operational again 1993, but was withdrawn the same year and scrapped the following year.
Serial production started in 1964, with the bodies built at Strømmens Værksted, the motors built by NEBB and the electrical equipment by AEG. By 1978, 162 cars had been delivered to Oslo Sporveier. These were manufactured in four series, named T1 through T4, with varying specifications. T1 was manufactured in 90 units from 1964 to 1966 for the opening of the Grorud Line and the conversion of the Lambertseter Line. The first 30 have driver's cabs in both directions (designated T1-2), while the latter 60 have it in only one end (designated T1-1). In 1967, 15 T2s were built for the conversion of the Østensjø Line. Although given a new designation, they are in all ways identical to the T1-1s. From 1969 to 1972, 30 T3s were built for the Furuset Line. Further expansions of the lines resulted in 37 T4s being built from 1976 to 1978. The T1000s are numbered 1001–1162.
The need for new rolling stock on the western suburban tramways prompted Oslo Sporveier to order a modified version to the T1000. This was because they had plans to connect the eastern and western networks, and gradually convert the western lines to metro standard. The T1300 units were built with the same specifications as the T1000, but were also equipped with pantographs so they could operate on the light rail lines. They also had a slightly different front. The initial order was for 33 units, which were designated T5 and T6. The former 18 units had a cab in one end, while the latter 15 had a cab in both ends, allowing Oslo Sporveier to operate single-car trains. The new units were put into service on the Røa and Sognsvann Lines, and were also used on the Kolsås Line outside rush-hour.
To replace the aging Class C trains, from 1985 to 1987, ten T4s were converted to T1300. They were equipped with a pantograph, received a new front and the doors were moved. Six additional T4s were converted in 1989, and given the designation T8. These only had the pantographs equipped and kept the same front and door arrangement. With the introduction of the T1300, the western lines could remove the conductor and have single-manned trains with the motorman selling tickets. The T1300-units have had better regularity than the older models they replaced. However, because they are designed for a closed system with automatic train protection, the braking systems are not sufficiently dimensioned for when the drivers use line of sight to regulate the speed and distances between trains. The 1300 units were numbered 1301–1349. After the conversions, Oslo Sporveier operated 49 T1300-cars and 146 T1000-cars. The trains were originally painted red with a beige cheatline.
The Sognsvann Line was finished upgraded to metro standard on 7 January 1993, allowing the first T1000 trains to operate through the Common Tunnel into the western network, converting parts of the Oslo Tramway to metro. The Røa Line was finished on 19 November 1995, allowing all trains from the east to operate through the city center. To have sufficient metro-compatible trains, six two-car T2000 units were bought, and during the mid-1990s were considered to be a possible replacement for the T1000s. Starting in 1995, Oslo Sporveier made an interior and livery upgrade to the T1000 trains. The main red color to the exterior was kept, but the doors and around the windows were painted blue. The lights and seats were changed, and the latter colored gray. The interior walls were painted red at the end, white on the sides, blue on the doors and received yellow hand bars.
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OS T1000
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 (131 horsepower). The cars were 17 metres (55 feet 9 inches) long, 3.2 metres (10 feet 6 inches) wide and 3.65 metres (12 feet 0 inches) tall. The trains used 750 V current, and were capable of 70 kilometres per hour (43 miles per hour). Signaling was provided through automatic train protection.
In 1960, two less powerful T single-car units were built, designed to be prototypes used on the Oslo Tramway. After a one-year trial, they were put into scheduled traffic to the Kolsås Line, where they remained in regular service until 1983. The production series was somewhat different in design and performance. T1000 was both used to refer to the class as a whole, or the first 162 cars, that are only equipped with third-rail shoes. They[which?] have four slight variations, which have been given the designations T1–T4. The T1300 was a series of 33 new and sixteen rebuilt T4 trains equipped with pantographs which previously allowed them operate on the western part of the network, prior to it being upgraded to third-rail metro standards. The newer units were designated T5 and T6, while the rebuilt units were designated T7 and T8.
In 1954, the Oslo City Council decided to build a four-line metro to the new suburbs to the east of the city center. The plans would lead to the system opening in 1966, after the conversion of the Østensjø and the Lambertseter Line of the Oslo Tramway to metro standard, and supplemented with the new Furuset and Grorud Line. The system would feature higher and longer platforms, allowing step-free access to six-car trains, automatic train protection and third rail power supply. This would make the metro incompatible with the existing tramways.
The first two single-car trains were delivered in 1959 and given the designation T. They were delivered by Strømmens Værksted and NEBB as prototypes, without compensation from the planning office. They were tested on the Østensjø and Lambertseter Lines until 1 December 1960, when they were transferred to Bærumsbanen, who used them on the Kolsås Line. During their service they were prone to technical problems, and were more in the depot than in service. However, they gave valuable knowledge for the serial production. The trains were originally painted silver with a dark-blue cheatline and numbered 1 and 2. About 1970, they were repainted dark blue with a silver cheatline, and in 1971 given the numbers 451 and 452. The latter remained in service until 1977, when it was put aside, and scrapped in 1987. The former remained in service until it was put aside as defect, although it had rarely been used since 1982. It was fixed up and made operational again 1993, but was withdrawn the same year and scrapped the following year.
Serial production started in 1964, with the bodies built at Strømmens Værksted, the motors built by NEBB and the electrical equipment by AEG. By 1978, 162 cars had been delivered to Oslo Sporveier. These were manufactured in four series, named T1 through T4, with varying specifications. T1 was manufactured in 90 units from 1964 to 1966 for the opening of the Grorud Line and the conversion of the Lambertseter Line. The first 30 have driver's cabs in both directions (designated T1-2), while the latter 60 have it in only one end (designated T1-1). In 1967, 15 T2s were built for the conversion of the Østensjø Line. Although given a new designation, they are in all ways identical to the T1-1s. From 1969 to 1972, 30 T3s were built for the Furuset Line. Further expansions of the lines resulted in 37 T4s being built from 1976 to 1978. The T1000s are numbered 1001–1162.
The need for new rolling stock on the western suburban tramways prompted Oslo Sporveier to order a modified version to the T1000. This was because they had plans to connect the eastern and western networks, and gradually convert the western lines to metro standard. The T1300 units were built with the same specifications as the T1000, but were also equipped with pantographs so they could operate on the light rail lines. They also had a slightly different front. The initial order was for 33 units, which were designated T5 and T6. The former 18 units had a cab in one end, while the latter 15 had a cab in both ends, allowing Oslo Sporveier to operate single-car trains. The new units were put into service on the Røa and Sognsvann Lines, and were also used on the Kolsås Line outside rush-hour.
To replace the aging Class C trains, from 1985 to 1987, ten T4s were converted to T1300. They were equipped with a pantograph, received a new front and the doors were moved. Six additional T4s were converted in 1989, and given the designation T8. These only had the pantographs equipped and kept the same front and door arrangement. With the introduction of the T1300, the western lines could remove the conductor and have single-manned trains with the motorman selling tickets. The T1300-units have had better regularity than the older models they replaced. However, because they are designed for a closed system with automatic train protection, the braking systems are not sufficiently dimensioned for when the drivers use line of sight to regulate the speed and distances between trains. The 1300 units were numbered 1301–1349. After the conversions, Oslo Sporveier operated 49 T1300-cars and 146 T1000-cars. The trains were originally painted red with a beige cheatline.
The Sognsvann Line was finished upgraded to metro standard on 7 January 1993, allowing the first T1000 trains to operate through the Common Tunnel into the western network, converting parts of the Oslo Tramway to metro. The Røa Line was finished on 19 November 1995, allowing all trains from the east to operate through the city center. To have sufficient metro-compatible trains, six two-car T2000 units were bought, and during the mid-1990s were considered to be a possible replacement for the T1000s. Starting in 1995, Oslo Sporveier made an interior and livery upgrade to the T1000 trains. The main red color to the exterior was kept, but the doors and around the windows were painted blue. The lights and seats were changed, and the latter colored gray. The interior walls were painted red at the end, white on the sides, blue on the doors and received yellow hand bars.