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85-617: 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 have four slight variations, which have been given

170-425: A motorman and a conductor. The conductor is located in the cab of the second-last car of the train. When a train arrives at a station, the conductor opens the doors using cab controls. Two sets of controls are provided on each side of the cab for this purpose. There are two door zones: One set of controls operates the doors in the conductor's car and the doors forward of that car, and the other set of controls operates

255-512: A "train host", with a focus on customer service rather than railroad operations. Some other services, such as Amtrak's Downeaster , also use train hosts to assist the assistant conductor with non-revenue-related customer service duties. In subway trains, the conductor's basic duties are: All heavy rail trains in the Massachusetts Bay Transportation Authority operate with two-person crews consisting of

340-440: A disabled or derailed train. If a driver becomes incapacitated, the guard is the only person who can protect the train. Other day-to-day duties include operating the public address system and train doors. Under British Rail , there were several grades of guard, depending on whether the guard worked on freight or passenger trains—and a purely operational guard grade worked freight and passenger trains without customer contact. When

425-654: A driver and a train manager (guard) as a minimum. In Wellington , where ticketing is still paper-based, each train has between one and three passenger operators (ticket collectors). The exact number of passenger operators depends on how many multiple units or carriages make up the train. In Auckland , off-board ticketing and smartcard systems have reduced the staff level to driver and train manager only. Auckland train managers are now not responsible for revenue on trains, as Revenue Protection officers carry out these roles. A conductor ( Zugführer or Zugchef in German) supervises

510-445: A driver and guard. Guards were removed from freight trains in the 1980s, but they still operate with a two-man locomotive crew. Sydney Trains , which operates metropolitan trains, and intercity trains, have a train guard. Guards are ultimately responsible for the safety of all passengers on the train. They control the operation of doors and the train public address system , perform platform duties, provide basic customer service, ensure

595-529: 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

680-473: A lighter green than line 13, and by making the yellow of line 19 more orange. The route diagram changed in February 2023. Up until the 2005 restructuring of the tram system, there was also a line 10 (Jar-Skøyen-Aker Brygge-Jernbanetorget-Ullevål-Rikshospitalet), color-coded blue and a line 15 (Grefsen stasjon-Trondheimsveien-Nationaltheateret-Majorstuen), color-coded red. The standard service for each line

765-462: A long time, there were two tram companies operating in Oslo, "Grønntrikken" ("The Green Trams" with a green and yellow livery ) and "Blåtrikken" ("The Blue Trams" with a blue livery). These companies were merged in 1924. During the 1910s, 1920s and 1930s, the network continued to expand, with the most notable addition being the construction of Ekebergbanen , a line up along the hill along the east side of

850-601: A maximum speed of 70 km/h (43 mph). They each weigh 27.740 tonnes (27.302 long tons; 30.578 short tons). The electrical equipment was delivered by AEG . The train's speed is controlled by an ATP system. The speed codes are transferred from the ATP points in the infrastructure, using 75  hertz pulses in the tracks. The trains pick up the signals via antennas. The speed codes are 15 km/h (9 mph), 30 km/h (19 mph), 50 km/h (31 mph) and 70 km/h (43 mph). The permitted speeds are presented to

935-418: A motorman and conductor. The conductor is located in the middle of the train and is responsible for opening the doors and closing them. When a train arrives at a station, the conductor verifies the train alignment on the platform by observing a black-and-white "zebra board" mounted to the platform wall or ceiling. When a train is aligned properly, the 6-feet long zebra board should be located directly opposite of

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1020-600: A pantograph and were built for conductors. The seating varies between the models: T1000 has a total capacity of 180 passengers, of which 63 can be seated. T5 has the same total capacity, but 70 people can be seated. T6 has a capacity for 154 people, of which 64 can be seated. T7 and T8 have a capacity for 177 passengers, of which 60 can be seated. All models are capable of operating six cars in multiple , although they are commonly used in shorter configurations. Oslo Tramway The Oslo tram network ( Norwegian : Trikken i Oslo , short from elektrikk , 'electric')

1105-551: A proposal existed to reinstate guards on some peak train services, but that option was rejected in favour of hiring additional platform staff. Regional trains operated by V/Line have a driver and conductor. The conductor performs platform duties and, on locomotive-hauled services, operates the train doors and handles passenger luggage. Conductors are responsible for internal mail, passenger safety and assistance, including on board announcements, and perform ticket sales and inspection duties. Adelaide Metro 's metropolitan rail network

1190-464: A replica of an old trailer, built from parts from tram no. 71. Conductor (transportation) A conductor ( North American English ) or guard ( Commonwealth English ) is a train crew member responsible for operational and safety duties that do not involve actual operation of the train/locomotive. The conductor title is most common in North American railway operations, but the role

1275-451: A sideline to Grønland, east of the city centre. The first "trams" were in fact horse-drawn vehicles on flanged steel wheels. The first expansion of the line came in 1878 with a line to Grünerløkka just north-east to the city center. Electric tram service was initiated in 1894 with a line over Briskeby to Majorstuen , a route south of the original Homansbyen line. Horsedrawn service was entirely replaced with electric service in 1900. For

1360-404: A train enters a station, the conductor opens the doors from a control panel on the appropriate side of the car. There are two separate controls, one set operates just the doors in the conductor's car, and another set operates the rest of the doors. As the doors open, the conductor opens the cab window to observe passenger boarding and exiting. After a preliminary observation that the doors are clear,

1445-925: A train has traditionally been called the guard , a term that derives from stagecoach days. Until the latter part of the 20th century, guards on passenger trains in those countries did not have routine responsibilities for ticket inspection or sale. Their job focused on the safe operation of their train, timekeeping, and handling parcels and other consignments. A dedicated "travelling ticket inspector" handled revenue protection duties. In recent years, guards have been dispensed with and passenger train conductors have been assigned more responsibility for on-train revenue collection and ticket inspection. As well as ticketing and customer care, guards must be trained in "emergency protection" duties, should an emergency arise, along with other operational roles. That involves using emergency equipment such as detonators, track circuit clips and flags, to prevent other trains colliding with, for example,

1530-421: A whistle to attract the driver's attention and to warn passengers that the train is about to move, even though the electronic communication systems are now very sophisticated. On long-distance expresses, the conductor's title is sometimes enhanced to senior conductor, in line with the implied prestige of operating those trains. Historically, under British Rail, long-distance intercity trains were normally worked by

1615-710: A yard that utilizes RCO switching). As there is no explicit federal requirement for a two-person train crew in the United States, the Utah Transit Authority originally planned their FrontRunner service to be operated by an operator only, with revenue collected by a proof-of-payment system. Before operation began, the FRA required FrontRunner to employ a second crewmember on each train to assist with emergency evacuation, disabled access, and other safety-sensitive situations. FrontRunner classified this job as

1700-464: Is a hindrance for further expansion of the tram service, and although orders for more vehicles are being planned, Ruter have said it will take years before the tram service can be expanded. As of 2021 there are six lines, all of which operate daily, usually on a schedule with a 10-minute headway, or 20-minute schedule during late evenings and weekends. Many stretches are operated by two or more lines. In central areas, served by more than one line, there

1785-536: Is a maximum of 5-minute headway between trams, a concept named "Rullende fortau" (rolling sidewalk) by the tram company. Two of the sections are light rail that run on separate tracks rather than in the road: The lines are color-coded , and the colors appear on the line map. Until a few years ago, destination signs had colours on destination signs (now they have digital destination displays.) Until early 2023, Line 11 and 13 shared colors, as well as lines 18 and 19. The tram maps distinguished between them by giving line 11

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1870-615: Is an example of that. Currently, several titles describe a guard: train manager , train host or conductor . South Western Railway and Merseyrail still use the term guard . The role of the guard is set out by a mixture of the Railway Rule Book and train operating companies. In Australia, there is a combination of driver-only operated trains and trains with a guard, depending largely on state-based railway practice. All passenger trains in New South Wales operate with

1955-420: Is common worldwide under various job titles. In Commonwealth English, a conductor is also known as guard or train manager. The responsibilities of a conductor or guard typically include the following: Some rapid transit systems employ conductors to make announcements and open and close doors, duties otherwise performed by engineers . The conductor often stays in the center of the train where they can best view

2040-478: Is configured for driver-only operation, but also operate with passenger service assistants (PSAs). That is safety role, but has a focus on customer service and revenue protection. Normally, the train driver operates the doors, but PSAs are also able to. The Ghan , Great Southern , Indian Pacific and The Overland all have so-called train managers. Transperth trains are all driver-only operated. In New Zealand, inner-city commuter rail networks are staffed by

2125-559: Is displayed in the museum, the other six cars are meant to be kept as an operative train. Of the T1000 units, no. 1076 was the one to run the furthest, reaching 2,974,076 kilometres (1,848,005 mi) before retirement. On 22 April 2010, the last T1300 was taken out of service, leaving only MX3000 units in service. Oslo Tramway Museum has preserved three T1300 cars: numbers 1306 (T5), 1320 (T6) and 1335 (T7, originally T4 no. 1155). The three cars are meant to be kept as an operative train. No T8 car

2210-461: Is known as a Passenger Service Supervisor (PSS). While still responsible for the safety of passengers, the PSS is also in charge of delivering customer service and a number of value-add functions on the train including ticket inspections and manning the cafe alongside Passenger Attendants. On Xplorer trains, the driver operates the doors when the PSS gives clearance to depart. On XPT trains, the PSS performs

2295-2792: Is no loop. Majorstuen • Bogstadveien • Rosenborg • Briskeby • Riddervolds plass • Inkognitogata • Nationaltheatret • Øvre Slottsgate • Dronningens gate • Jernbanetorget • Storgata • Nybrua • Schous plass • Olaf Ryes plass • Birkelunden • Biermanns gate • Torshov • Sandaker senter • Grefsenveien • Storo • Disen • Doktor Smiths vei • Glads vei • Grefsenplatået • Grefsen stadion • Kjelsåsalleen • Kjelsås Majorstuen • Frogner stadion • Vigelandsparken • Frogner plass • Elisenberg • Lille Frogner allé • Niels Juels gate • Solli • Ruseløkka • Akerbrygge • Kontraskjæret • Øvre Slottsgate • Dronningens gate • Jernbanetorget • Storgata • Nybrua • Schous plass • Olaf Ryes plass • Birkelunden • Biermanns gate • Torshov • Sandaker senter • Grefsenveien • Storo • Disen • Doktor Smiths vei • Glads vei • Grefsenplatået • Grefsen stadion • Kjelsåsalleen • Kjelsås Lilleaker • Sollerud • Furuland • Ullern • Abbediengen • Hoff • Skøyen • Thune • Nobels gate • Skarpsno • Skillebekk • Solli • Nationaltheatret • Øvre Slottsgate • Dronningens gate • Bjørvika • Middelalderparken • Oslo Hospital • Ekebergparken • Jomfrubråten • Sportsplassen • Holtet • Sørli • Kastellet • Bråten • Sæter • Ljabru Rikshospitalet • Gaustadalleen • Forskningsparken • Universitetet Blindern • John Collets plass • Ullevål sykehus • Adamstuen • Stensgata • Bislett • Dalsbergstien • Welhavens gate • Frydenlund • Holbergs plass • Tullinøkka • Tinghuset • Stortorvet • Jernbanetorget • Storgata • Nybrua • Heimdalsgata • Lakkegata skole • Sofienberg • Carl Berners plass • Rosenhoff • Sinsenterrassen • Sinsenkrysset • Grefsen stasjon Rikshospitalet • Gaustadalleen • Forskningsparken • Universitetet Blindern • John Collets plass • Ullevål sykehus • Adamstuen • Stensgata • Bislett • Dalsbergstien • Welhavens gate • Frydenlund • Holbergs plass • Tullinøkka • Tinghuset • Stortorvet • Jernbanetorget • Storgata • Nybrua • Schous plass • Olaf Ryes plass • Birkelunden • Biermanns gate • Torshov • Sandaker senter • Grefsenveien • Storo • Grefsen stasjon Majorstuen • Bogstadveien • Homansbyen • Welhavens gate • Frydenlund • Holbergs plass • Tullinøkka • Tinghuset • Stortorvet • Jernbanetorget • Bjørvika • Middelalderparken • Oslo Hospital • Ekebergparken • Jomfrubråten • Sportsplassen • Holtet • Sørli • Kastellet • Bråten • Sæter • Ljabru On 29 October 2024, an SL18 tram derailed and crashed into an Eplehuset  [ no ] store on Storgata. Four people, including

2380-525: Is one tram every 10 minutes, except for the Lilleaker–Bekkestua section of line 13 which is served every 20 minutes, but most of this section is also served every 15 minutes by Line 3 of the Oslo Metro . Lines 11, 12 and 19 are run jointly. A line 11 tram arriving at Majorstuen continues as a line 19, and a line 12 tram continues as line 11 and a line 19 tram continues as line 12. The same applies to

2465-405: Is responsible for door control and observation and is located in the rear cab of the last car in a train. A trainline buzzer system is used to notify the motorman that it is safe to proceed. After arrival at a station and before opening the doors, the conductor will verify the train alignment by observing a green triangle placed on the station wall. The green triangle marks the stopping location of

2550-423: Is responsible for the movement of the train. The engineer (driver) takes direction from the conductor. The portman (station master), and additional engine crew members ( fireman , pilot engineer) share responsibility for safe and efficient train operation and adherence to railway rules and procedures. On some railroads, union contracts specify that a conductor must progress to engineer. Other duties carried out by

2635-454: Is somewhat different because its heavy rail lines use a combination of single-person and two-person crews. On the TTC's Line 1 and Line 2 , trains operate with a crew of two train operators, consisting of a motorman and a conductor. The employees who perform these roles are cross-trained, and switch roles each time when a train reaches the end of a line and needs to reverse direction. The conductor

OS T1000 - Misplaced Pages Continue

2720-511: 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 (at

2805-400: Is trapped between the doors and is dragged along the platform. The conductor is required to observe the forward and rear cars at least twice during these observations. Each PATH train operates with a two-person crew consisting of a motorman and conductor. The conductor is responsible for door operation and making announcements. The conductor is located in the rear end of the first car. When

2890-500: The Brotherhood of Locomotive Engineers does not support this movement, claiming that requiring its members to operate trains alone would be unsafe. By the late 1990s, remote control locomotives were increasingly popular on North American railroads for switching duties in rail yards. This system allows the conductor to directly control the locomotive(s) via a wireless remote unit, as opposed to radioing commands to an engineer in

2975-463: The Oslo Fjord , south of the city. It was operated by a separate company. It was originally built to Sæter in 1917, the line was completed to Ljabru in 1941. The tram network reached its greatest extent in 1939 with the opening of the northeastern line to Sinsen. After World War II , the tram network started being gradually being replaced with diesel buses , closures started in 1947, and in 1960,

3060-481: 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

3145-515: The SL79 was delivered in 1982. The tram network was expanded slightly in the 1990s. A line over Aker Brygge was added in 1995, and in 1999 an extension of the northwestern Ullevål line was extended past the University of Oslo campus, to the new Rikshospitalet national hospital. A further renewal of the tram fleet by the addition of Italian double-articulated SL95 cars was also started. In 2002

3230-495: 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

3315-638: The MX3000, increasing the order by another 30 units. Following a labor dispute in 2006, it was decided that all rolling stock belonging to Oslo Sporveier would be transferred to a new holding company, Oslo Vognselskap. The first deliveries of the MX3000 were made in April 2007. The first T1000 was scrapped on 14 March 2007, and the last T1000 train was run on 19 July 2009. Oslo Tramway Museum has preserved seven T1000 cars: numbers 1002 (T1-2), 1018 (T1-2), 1076 (T1-1), 1089 (T1-1), 1092 (T2), 1129 (T3) and 1141 (T4). 1089

3400-639: The Northern Line; following their withdrawal on 27 January 2000, all trains on the London Underground have been DOO. In 2003, a controversial amendment to the UK operational rule book moved part of the guard's safety and operational role to the driver. With rail service privatisation, train operating companies attempted to bring in DOO to other network areas, c2c operating from London Fenchurch Street

3485-538: 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

OS T1000 - Misplaced Pages Continue

3570-404: The brakes, calculating braking power for the engineer, and other technical subjects related to the cars. They are further trained in customer services and selling and checking tickets. On local trains, and depending on the level of automations, the duties of a conductor can be taken over by other personnel or left to automatic systems. In Hungary a conductor may assist the train driver in testing

3655-467: The cab. Some Class I rail yards utilize RCO packs for their conductors, while others do not, depending on the size and type of yard. Class I railroads train conductors on the use of RCO packs with classroom and hands-on instruction, culminating with on-the-job training and certification as a RCO operator. Currently, Class I railroads such as Norfolk Southern require RCO qualified conductors to work from job boards that perform RCO operations exclusively (when in

3740-474: The city council decided to aim for a complete dismantlement of the entire tram system. A number of lines had been replaced with the T-bane subway system, and the versatility of buses was attractive to the local politicians. However, in 1977, the city council rescinded its decision to close the tram system. An order was made for a set of new articulated trams to supplement the aging fleet. The first of these trams,

3825-416: The conductor and should be directly in front of the conductor's cab. The conductor is required to confirm the stop position to the motorman by pointing out the cab window at the green triangle with their index finger. One set of door controls is provided in the cab to close all the doors at once. A door opening chime is played when the doors open. The conductor sticks their head out the cab window to observe

3910-414: The conductor and those for the doors to the rear of the conductor. After the doors are opened, the conductor sticks their head out the window to observe passenger boarding and exiting. The doors stay open for at least ten seconds, and when the conductor decides to close the doors, the conductor announces a door-closing warning using a PA system on the train. When the platform is clear, the conductor closes

3995-484: The conductor from the rear of the train to the locomotive (or locomotives) at the head of the train. In most cases, these same conditions gradually eliminated members of the train crew, such as the head brakemen, flagmen, and others. Most freight trains on most railroads today have a crew of two: one engineer and one conductor. Railroad companies continue to press for reduced operating and labor costs and this threatens to eliminate second men. Railroads rationalize that since

4080-545: The conductor include: Passenger trains may employ one or more brakemen/assistant conductors who assist the conductor and engineer in the safe and prompt movement of the train, to share the workload, and accept delegated responsibility. If a train crew's route, or tour of duty, exceeds a single shift, or conflicts with a legal or contractual limit on the number of work hours, more than one crew may be assigned, each with its own brakeman/assistant conductor. Onboard service crew members on passenger trains normally remain on duty for

4165-402: The conductor uses the train's PA system to warn passengers that the train doors are closing. When the doors are observed to be clear, the conductor closes the doors in their car. When the locked-door signal is received, the rear car doors are closed. When all the doors are closed, the conductor removes the door key, which tells the motorman to proceed. The conductor then observes the platform until

4250-417: The conductor's cab. Before opening the doors, the train conductor is to open the cab window and point to the zebra board with their index finger to confirm the stop position to the motorman. The doors, operated from a control panel located on the appropriate side of the car, are opened once the alignment verification is made. Like MBTA, there are two separate controls for the doors, those for doors forward of

4335-474: The conventional guard was on Southern rail, after a two-year dispute between the train operating company and the workforce, which ultimately led to the guards losing their safety-critical roles. British Rail first introduced that on some commuter services in London and Glasgow , as well as on almost all non-passenger trains. The last London Underground trains to operate with guards were the 1959 stock used on

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4420-422: 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

4505-470: 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

4590-497: The doors in the rear cars. When a locked-door signal is received, the conductor closes the doors in the forward section of the train. Door chimes warn passengers that the doors are closing. When all the doors are closed, the conductor removes the door key, which alerts the motorman that it is safe to proceed. As the train departs the station, the conductor observes the platform for a distance of three car lengths. Station departure observations are made to ensure that no passenger or item

4675-448: The doors to the rear of the conductor's car. When passengers have completed boarding or exiting, the conductor looks forward and closes the doors forward of their cab. This process is repeated for the doors to the rear of the conductor's cab. A door chime is used to notify the passengers that the doors are closing. The Metropolitan Transportation Authority (New York City) transit system operates trains using two-person crews consisting of

4760-400: The driver via displays in the driver's cab; in addition, the system will automatically reduce the speed, should the limit be exceeded. The driver can put the trains in an automatic mode, where the train adjusts its own speed to match the speed limit. The driver is always responsible for starting and stopping the train at stations. The prototype T series consisted of two single-car units. It had

4845-506: The engineer is already qualified as a conductor, he can easily assume the duties of a conductor. In fact, on most railroads, engineers begin as brakemen, then become conductors, and finally engineers. Some railroads already implement such a strategy, notably the Montana Rail Link , and operate with an engineer, and a conductor. However, most railroads are contractually obligated to employ a brakeman/assistant conductor in addition to

4930-690: The engineer, via crew consist agreements negotiated with the major rail unions, primarily the United Transportation Union (UTU). Therefore, eliminating the conductor's position would require that the railroads and unions negotiate a new agreement. If the railroads were successful, conductors already trained and certified as engineers would theoretically be able to work as engineers. Those that have not yet progressed to engineer would have to be trained as engineers as positions became available. Others would have to accept other positions or possibly lose their jobs. The primary union for engineers,

5015-470: The entire run, including assigned meal and sleep breaks. Since nearly the beginning of railroading in North America, the conductor on freight trains rode aboard a caboose , along with the rear flagman and the rear brakeman, and performed duties from there. Advances in technology and pressure to reduce operating costs made cabooses redundant, and in most cases they have been eliminated. This relocated

5100-459: 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. Oslo City Council decided in 2003 to order 33 new three-car units from Siemens , that would be designated MX3000. In 2005, the city council voted to replace all existing T1000 and T1300 stock with

5185-479: The guard has significant customer contact, the position is usually classified as conductor-guard or conductor. Since British Rail, there have been a number of titles for a guard's grade but, with a few exceptions, all now perform some sort of customer-facing role. There have been other disputes over guards on Merseyrail , CrossCountry , Govia Thameslink Railway , South Western Railway , Northern Rail , First Great Western , ScotRail , most of which have been won by

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5270-468: 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

5355-406: The lines 17 and 18 at their terminus Grefsen. Since lines 11, 12 and 19 run over Majorstuen, where several turns are too sharp for the newer SL-95 trams, they are operated with the lighter SL-79 trams. Lines 17 and 18 run to Rikshospitalet, which need to be operated by the bidirectional SL-95 trams. Both tram types are operating on line 13 but SL79 turns at Lilleaker instead of Bekkestua, where there

5440-486: 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

5525-449: The most senior guards at the depot, hence the name senior conductor. Several more recent private UK passenger train operators have renamed the senior conductor's passenger-facing title to "train manager". The RSSB rulebook still refers collectively to those individuals as guards. On UK railways, modernisation and economic pressure has led to some trains losing their guards and becoming driver-only-operated (DOO). The most recent axing of

5610-492: The operational safety of a train and is responsible for its proper operation. He or she is authorized to issue instructions to all employees, for example train attendants, on the train. The conductor also provides passenger service and checks tickets together with the train attendants. The conductor determines if a train is ready to depart from a platform and orders the engineer to depart via visual or aural signals. Conductors are trained in coupling and uncoupling cars, operating of

5695-426: The platform and doors, and when the doors are clear, they will press a button that closes the doors. At exactly the same time, door closing chimes are played, followed by an automated announcement of "please stand clear of the doors". The conductor will use the buzzer to notify the motorman that the train can proceed. When the train begins to leave the station, the conductor will observe the platform with their head out

5780-423: The platform duties of a guard in conjunction with the driver. Passenger trains are operated by Queensland Rail , and all have both a driver and guard for suburban passenger services, or a passenger services supervisor for long-distance services. Trains in metropolitan Melbourne have been driver-only since the early 1990s. When the city's rail franchise was offered to the current operator, Metro Trains Melbourne ,

5865-559: The platform. While advances in automation allow most transit systems to use one person train operation (OPTO), a few, such as the New York City Subway , Toronto Transit Commission and Sydney Trains continue to employ Guards. In North America, the conductor manages a freight, passenger, or other type of train , and directly supervises the train crew, which can include a brakeman , flagman , ticket collector , assistant conductor , and on board service personnel , and

5950-802: The same dimensions as the T1000 and T1300, but had four 75-kilowatt (101 hp) motors and weighed only 26.5 tonnes (26.1 long tons; 29.2 short tons). They were equipped with a pantograph and were bi-directional, but lacked ATP and third rail shoes. For the T1000-series, the T1-2 are the only to have a cab on both ends, although this is also featured on the T6. Since the T3, the trains have been delivered with electromagnetic brakes in addition to dynamic brakes , hand brakes and air brakes with. Models from T4 and onwards have larger cabs. The T1300 differ in that they had

6035-414: 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

6120-482: 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

6205-455: The summer, tram no. 70 together with trailer no. 647 operates scheduled trips on Sundays. It was built by Falkenried in Hamburg, Germany in 1913 for Grønntrikken. It remained in regular passenger service until 1968 and continued to serve as a maintenance vehicle. For the tram's 100 year jubilee, the no. 70 tram was restored in 1994. Trailer no. 647, complete with the classical open platforms, is

6290-409: The terminus of lines 17 and 18). There is also a depot at Holtet (along lines 13 and 19) 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 . The first tram in Oslo was opened in 1875 with a short line between Homansbyen west of the city centre, Oslo West Railway Station and

6375-782: The train has left the station. Traditionally, an 'L' motorman would operate the train, and a conductor would open/close the doors and make station announcements. However, with the opening of the Yellow Line in 1964, the Chicago Transit Authority began phasing out conductors. All lines were converted to one-person operation by 1998, making the CTA the first transit agency in the nation to do so system-wide. The elimination of conductors saved an estimated $ 13.8 million, and most were re-trained as customer service reps at stations or supervisors. The Toronto Transit Commission

6460-411: The train runs to schedule, and accept and deliver internal mail. On Sydney Trains, the guard is located in the middle of older trains, but on the newer Waratah trains, and on certain intercity services, they work from the rear. The guard is not responsible for inspecting tickets, a role performed by Transport Officers and NSW Police. On NSW TrainLink regional Xplorer and XPT services the train guard

6545-493: The train's air brakes, and sometimes they have to lead the shunting, mostly when the trains are switching lines. Hungarian train conductors are responsible for the departure of the trains. In each station they give the permission to move on by giving a ready signal to the train driver. During the day they use a disc (which is white and has a green border) to give the ready signal to the train driver. After sunset they give signals with flashlights. Train drivers are not allowed to move

6630-498: The tram appeared to fall on hard times again. Oslo Sporveier was strapped for cash, and the board passed a decision to close down much of the tram system and replace it with buses. However, such a drastic change of operations forced a general assembly to meet, and most of the closures were cancelled. Finally, only the northernmost line to Kjelsås was closed in November 2002. In 2003, the tram system which had been part of Oslo Sporveier,

6715-487: The tram driver, were reported to have been injured. Amid an ongoing investigation, the driver was charged with breaching Section 3 of the Road Traffic Act ( Norwegian : Vegtrafikkloven ) in connection with the accident. The Oslo tram system has 72 trams. The SL18 trams will replace both the SL79 and SL95 trams by 2024. There are also some old trams which are brought out on special occasions. During

6800-404: The window. An orange triangle, placed on the platform wall, marks the location where the conductor may cease platform departure observations and pull their head back into the cab. It is a safety precaution to watch the platform to make sure that no passenger is being dragged by the train into the tunnel. In the UK, Australia and New Zealand, the person with ultimate responsibility for operation of

6885-492: The workforce and their union, the RMT. In the UK, guard duties include: It was a well-known British tradition for a guard to have two signal flags : a red one to signal the driver to stop, and a green one to signal the driver to depart. Nowadays, these flags are seldom used except on heritage railways. At night, the guard gave the signals using a lamp with red and green lights instead of using flags. Guards still occasionally use

6970-434: Was fissioned out to a separate company, Oslotrikken. However, Oslotrikken was instructed to drop the "Oslo" prefix in their name shortly after, making Trikken their official name. The line to Kjelsås was reopened in 2004, exactly two years after it was first closed. The tram network has had a considerable expansion in passenger figures since 2003, but the number of tram departures has only increased by 22.7%. Lack of vehicles

7055-627: 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

7140-504: Was preserved. All versions have identical bodies, that are 17 meters (55 ft 9 in) long, 3.2 meters (10 ft 6 in) wide and 3.65 meters (12 ft 0 in) high. Each car is equipped with two bogies , each with two axles. The axle distance is 2.17 meters (7 ft 1 in), the bogie distance is 11 meters (36 ft 1 in) and the wheel diameter is 82 centimeters (2 ft 8 in). They are each equipped with four 98-kilowatt (131 hp) motors from NEBB, giving

7225-476: 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

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