Misplaced Pages

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95-452: The first series of thirty trams in 1950, with delivery in 1952 and 1953. These were designated MBO50 . The next order was for new bodies for used Class SS units. The eight motor units were designated MO and nicknamed Chickens , while the twelve trailers were designated TO . These twin-axle units proved unsuccessful and Oslo Sporveier therefore took deliver of more MBO units. The next batch of twelve MBO55 units were delivered in 1957 and

190-725: A bogie (" truck " in North America ) – a pivoted frame assembly holding at least two wheelsets – at each end of the vehicle. Most modern freight cars and passenger cars have bogies each with two wheelsets, but three wheelsets (or more) are used in bogies of freight cars that carry heavy loads, and three-wheelset bogies are under some passenger cars. Four-wheeled goods wagons that were once near-universal in Europe and Great Britain and their colonies have only two wheelsets; in recent decades such vehicles have become less common as trainloads have become heavier. Most train wheels have

285-400: A conical taper of about 1 in 20 to enable the wheelset to follow curves with less chance of the wheel flanges coming in contact with the rail sides, and to reduce curve resistance . The rails generally slant inwards at 1 in 40, a lesser angle than the wheel cone . Without the conical shape, a wheel would tend to continue in a straight path due to the inertia of the rail vehicle, causing

380-616: A proof-of-payment system. This unmanning of the station allowed for a significant cut in operating costs. On 4 April 1993 the Sognsvann Line was converted to a metro line and it was linked with the Lambertseter Line and Line 4. With the delivery of T2000 trains, the Holmenkollen Line and Line 1 was also routed to the Lambertseter Line, although outside of rush hour Line 1 did not run past Helsfyr. This

475-478: A 24-volt lighting system with cabin lighting from fluorescent lamps . Lambertseter Line The Lambertseter Line ( Norwegian : Lambertseterbanen ) is a 5.9-kilometer (3.7 mi) line on the Oslo Metro which runs from Brynseng to Bergkrystallen . It further shares track with the Østensjø Line along the 2.5-kilometer (1.6 mi) section from Tøyen to Brynseng. The line runs through

570-452: A collision zone. The units have four-abreast seating, with seats originally upholstered in dark blue leather. The interior was largely covered in aluminum and brown-painted plates. The window frames were covered in aluminum. The air ducts were at first painted brown, but passengers had a tendency to rest their feet on them. They were therefore kept unpainted. The motorman's cab was sealed off with an aluminum and plexiglas wall, later changed to

665-503: A common segment through Enerhaugen with a terminus at Grønlands torg , to avoid having to cross Akerselva . The plans were made such that in the future the line could be extended to connect to Holmenkolbanen 's western underground line at Nationaltheatret . Four branches would be built, including the Grorud Line; the existing Østensjø Line would be converted to metro. The Lambertseter Line was politically approved on 3 April 1952 and

760-641: A distance of 8.4 kilometers (5.2 mi). The segment from Tøyen to Brynseng can arguably be regarded as part of the Common Line or as part of the Lambertseter Line. From Tøyen, where the Grorud Line branches off from the Common Tunnel, the line makes a 180-degree loop under the Tøyen Park . At this point there is also a direct, single-track tunnel which allows non-revenue trains access from

855-429: A layer of Insulitt, a layer of air and a new plate of Insulitt. The inside was clad in brown hardboard , with aluminum plats under the windows. The floor was a welded section of steel U-profiles, with a wooden floor covered with felt paper and linoleum . There were soon replaced with rubber flooring. The front of the vehicle had a steel plate which the controller to which the controller was fastened. This area doubled as

950-643: A maintenance of way depot and splits, with the Lambertseter Line receiving separate tracks at Brynseng. Both Helsfyr and Brynseng are the site of several large offices complexes. At Brynseng lines continue concurrently across a bridge over the Trunk Line and then the Østensjø Line and trains heading towards the Furuset Line branch off towards Hellerud Station . The Lambertseter Line continues to Høyenhall Station . The line continues along Ring 3 and passes Manglerud Station and Ryen Station . After

1045-526: A major upgrade in 2010. The oldest tracks on the line were from 1943 and were in poor condition. Their poor quality had among other issues caused the speed between Høyenhall and Manglerud to be reduced to 30 kilometers per hour (19 mph). Three stations, Høyenhall, Manglerud and Ryen, received upgrades, including new sheds, new lighting and better accessibility . The work involved the line being closed for almost two months. A second round of upgrades were carried out from 8 April to 9 September 2013, this time on

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1140-444: A maximum speed of 60 kilometers per hour (37 mph). A fully loaded tram and trailer could reach a speed of 40 kilometers per hour (25 mph) up the steepest hills. The MO (Chicken) units inherited Siemens D58wf motors with a power output of 42 kilowatts (56 hp). The controller was a joint design by Allmänna Svenska Elektriska Aktiebolaget and Hägglund, designated CMBK4. It was equipped with four cylinders. Those controlling

1235-570: A new interior between 1990 and 1993. By the 1980s the SM53 units were out of date and were dire need of renewal. Oslo Sporveier therefore carried out a trial with no. 261, which was upgraded at Sagene and completed on 23 June 1985. Conversion took four months and eleven units were rebuilt until 1991. The work involved rebuilding the front, installation of new doors and interior, and a new chopper -based controller and new electronics. They were designated S83. Only one trailer were similarly rebuilt, and given

1330-407: A non-translucent aluminum to avoid reflections. The trams were originally constructed with an entrance through the back door and exit through the middle and front doors. The conductor was seated at the back and the passengers would enter a platform before passing by the conductor. This was opposite on the trailers, which had the entrance at the front. This allowed for a common boarding area, which had

1425-416: A primary dynamic braking controlled through 12 stages. There are also pneumatic drum brakes , although they are only used for parking, braking form the back end and for a passenger-induced emergency brake. The MO units were instead equipped with clasp brakes controlled by pneumatics. Trailers were equipped with solenoid brakes , but lacked a parking brake as it was found that the motor unit's holding brake

1520-410: A primary residential area of Nordstrand , serving neighborhoods such as Manglerud , Ryen and Lambertseter . The line is served by Line 4 of the metro, which runs every fifteen minutes. This is supplemented by Line 1 that is extended to Bergkrystallen between 6:30 and 19 on weekdays, giving a combined frequency of eight trains per hour. Originally the Lambertseter Line was proposed as an extension of

1615-684: A satisfactory way. With the second series delivered the SM53 units entered service on most of street tram lines. Two exceptions were the Kampen Line and the Vestbanen Line , both which were built for the older narrow profile and could not be used by the wider trams. As the trams were unidirectional they required a balloon loop at the ends of each line, which was also lacking on the Kampen Line, and new track arrangement had to be built at Vålerenga Depot and Majorstuen Depot . The issue

1710-464: A tramway in 1923. Oslo Sporveier was therefore given the task of operating the lines as tramways until the metro could open. The company considered building additional MO and TO units and move the new bogie trams to the suburban lines, but the poor performance of the rebuilt units soon made the company change its mind. Although Oslo Sporveier was determined to buy bogie trams, it considered options other than additional MBOs. A derivative of Stockholm's A24

1805-523: A uniform red color with dark blue detailing on all modes of transport: buses, metro trains and trams. This went without protests on the other two modes, but when the trams were painted red it was met with a storm of protests and a unison public demanded that they retain their light blue color. This resulted in a new uniform light blue color scheme which was introduced on the SM83 units. Most of the SM53 retained their original colors. The second batch of SL79 trams

1900-522: A wheel was to allow the driver to man it with either hand and give it a more ergonomic location, as the motormen's job was to a greater degree to manoeuver the tram in traffic rather than a more technical control of the vehicle. The trams were unidirectional, but to allow them to back there were controls at the back of the vehicles, hidden within a hatch. It had three buttions, controlling speed, braking and emergency braking. The trams were equipped with two Hägglund-built H- bogies . They had an outer frame with

1995-474: A year later with fourteen additional units. This was thought to be sufficient to replace all the SM53 units. However, Oslo Sporveier soon realized that they needed more trams for an increase in services. In addition the SM91 units were troubled with technical faults. Still, the bulk of SM53 trams could be retired. No. 249 was sold to Stockholm for 1 krone, where it was designated Class A33 and numbered 700, and used on

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2090-533: Is served by Line 4 of the Oslo Metro. Most of the week it runs four services per hour, although there are reduced services during late evenings and parts of the weekend. Line 4 runs through the Common Tunnel and continues along the Ring Line , Løren Line and Grorud Line towards Vestli . Supplemental service is provided by Line 1 which connects to the Holmenkollen Line towards Frognerseteren (station) in

2185-434: The Grorud Line and an extension of the Østensjø Line from Oppsal to Bøler . In February 1956, it was also decided that the Lambertseter Line would be expanded to Bergkrystallen . Because of the long construction time for the Common Tunnel, the plans involved that the Lambertseter Line would first be built as a tramway and later connected to the metro. Similarly, the Østensjø Line would also be converted to metro. To ease

2280-579: The Rodeløkka Line . The TO trailers were usually run with the Chickens, although they were also hauled by the larger Høka units. The tramway experienced that the Chickens did not have sufficient pneumatic capacity to keep a tram and trailer stationary while stopped on slopes, as separate compressors in the trailers were not installed. This made operating trailers with the Chickens a safety hazard and soon they were only seen in solitude. The Oslo Metro

2375-467: The Grorud Line. The line passes under the Gjøvik Line and leaves the tunnel just before Ensjø Station , which is located on a short section of ground-level track. After Ensjø the line enters a new tunnel at Malerhaugen, which includes the underground Helsfyr Station . Immediately afterwards it ascends to ground level and continues to Brynseng Station . In this intermediate section the line passes

2470-538: The Lambertseter Line. The abrupt reduction in service caused there to be standing-room only from Munkelia. Further deliveries of MX3000 allowed several of the trains to be extended to six cars. An express bus line, Line 4E, was also established to relieve pressure on the metro. When Line 1 resumed, it was instead linked with the Furuset Line until being reconnected to the Lambertseter line on 3 April 2016. The Lambertseter Line between Brynseng and Ryen received

2565-576: The Lilleaker and Ekeberg Lines were combined as Line 9, and all available Gullfisk were moved there. Thus all street tram services were being served with SM53. However, there were soon a lack of Gullfisk, resulting in some of the Høka trams reentering service on the suburban lines. The city council voted in February 1978 to not close the tramway and instead invest in new rolling stock. The first investment

2660-512: The SM53 units to allow them again to run on the suburban lines. This time vertical suspension was installed between the bogies and axle box, finally solving the issue with the swaying. Other improvements included a car horn, a new pantograph and dead man's control . This gave Oslo Sporveier 50 trams and 33 trailers—and too few of the latter. This resulted in seven used S27 trams being bought from Gothenburg and designated TBG and entering service between 27 November 1985 and 16 January 1986. They received

2755-466: The SM53 units were operational it would not pay to order 300 new buses needed to replace them. Oslo Sporveier carried out a large-scale retirement of older twin-axle trams during the late 1960s, particularly between 1966 and 1968. By then the only remaining trams were SM53 and the Gullfisk. To cut costs, Oslo Sporveier considered during the late 1960s if it could introduce one-man operation and abolish

2850-673: The SM83 could not be sure of duplicating. With the completion of the delivery of SL95 in 1999 and 2000 the SM83 units could be retired. No. 207 and 586 were preserved at the Oslo Tramway Museum and tram 210 was passed on to the Djurgården Line. Tram 201 and trailer 589 were sent to a heritage museum in Gothenburg and in the last minute tram 203 was issued to the Danish Tramway Museum . By March 2000

2945-505: The SM83 or the SM91 units. However, the options for another fifteen SL95s was redeemed, allowing all non-articulated trams to be retired. As the SL95 units were delivered, retirement of SM83 commenced in mid 1999. The choice to retire SM83 before SM91 was both that the former were in worse technical condition and that the need to raise the voltage on the tramway to 750 volts. SM91 had proven that it could adapt to such in Gothenburg, an outcome that

SM53 - Misplaced Pages Continue

3040-507: The Sagene Line. The last SM53 ran on the Lambertseter Line on 17 May 1966 and on the Østensjø Line 29 October 1967, as these were converted to metro lines. From then all SM53s were stalled at Grefsen. Oslo Sporveier's management attempted to close the tram operations during the late 1960s. However, the "Høka lines" 1, 2, 7 and 11 and the suburban Lilleaker Line and Ekeberg Line exceeded the combined traffic of all city buses. As long as

3135-484: The bogies and their electrical system was prone to faults. They were design with entrance through the middle door, which had during the high usage during the war proven to be inefficient and often led to two conductors being needed for each car. By then flow-through units with a stationary conductor had become common. There were also significant developments within controllers and 300-volt motors. As such additional orders for Gullfisk were discarded. An invitation for tenders

3230-458: The cables would remain intact. This was the start of the process of retiring the SM53 units. As part of construction work at Storo and Sinsen the tramway decided to lease used M25 trams from Gothenburg, designated SM91 . These could be connected and run as bidirectional trams, avoiding temporary balloon loops. They proved to be in better condition than the SM53 units. The twenty original trams delivered from October 1991 to 1992 were supplemented

3325-541: The change of magnitude was the change of was a shift in the zoning planning. There was a large housing shortage in Oslo and the region was experiencing rapid population growth. The solution was to build a series of commuter towns in Aker, which would be the basis for the traffic on the metro. Plans for both a metro and new housing were substantiated in a 1950 municipal plan. The basics for the metro were established in 1951, with

3420-412: The city center service was extended to Sentrum . However, this station was closed from 20 March 1983 to 7 March 1987, and reopened as Stortinget. At first the line had a headway of 15 minutes. From 21 August 1978 this was halved to 7.5 minutes during rush hour, some from Bergkrystallen and some from Karlsrud. During the last years of the 1980s the barres and payment stalls were removed and replaced with

3515-561: The company, and were bought specifically in mind to be able to operate the suburban line, in addition to street lines. In addition, school trams were operated with Gullfisk. At first, the Lambertseter Line was made part of Line 4, that connected onwards along the Kolsås Line . This was later changed so it only operated to Vognmannsgata from 19 June 1960. From 24 June 1963, the trams terminated at Jernbanetorget. Starting in September 1960,

3610-511: The conductor during off-peak hours. This would require a redesign of the interior. Inspiration was gathered from the Hamburg Tramway and unit 206 was rebuilt in 1970. However, the labor unions were opposed to the change, fearing for their jobs, and succeeded at vetoing the change. From 1971 one-man operations were introduced by Bærumsbanen on their Gullfisk units, creating a certain precedence for future conversion. From 29 September 1974

3705-476: The conversion, the Lambertseter Line was built for 3.2-meter (10 ft 6 in) wide trains, lean curves and no level crossings . At the time it was presumed that the metro would be built with overhead wires , the same as the Oslo Tramway . Between Munkelia and Bergkrystallen, the 245-meter (804 ft) Rabben Tunnel was built, and a branch line to the brick factory at Høyenhall. The station at Høyenhall

3800-423: The designation S86T. This proved to be expensive and gave little advantages and was not carried out on other units. However, smaller upgrades and new interiors were installed on 21 trailers in the same period. During the 1980s Oslo Sporveier experimented with their livery. Some received a darker blue, either entirely or with a cream-colored upper section. Consultants had concluded that Oslo Sporveier should introduce

3895-520: The electrical and mechanical components. Final assembly was carried out by Hägglund and Oslo Sporveier at Sagene Depot in Oslo. The first tram arrived in Oslo on 1 September 1952 and, after final assembly and tests, entered revenue service on 11 November 1952. The trams were first used on Line 13, which ran from the Sagene Line via Stortorvet to the Kjelsås Line . Half the original series

SM53 - Misplaced Pages Continue

3990-420: The emergency brake should the motorman fall unconscious. The railway authorities sided with the employees, requiring the company to rebuild the unit. A similar concern was raised concerning the trailers. As air brakes are fail safe , the trailers would automatically brake should the trailer become disconnected. With the need for pressurized air system in place, the advantages of pneumatic door were reaped. However,

4085-522: The end of the 1980 and were chopped in October 1981. With the delivery of the twenty-five first SL79 trams in 1982, the remaining Chickens could be retired on 1 September. No. 38 was preserved by Oslo Tramway Museum , while the rest of the units were scrapped in the course of the month. This was the last twin-axled trams to run in revenue service in Oslo. Services on Line 9 were taken over by SL79 and all SM53 units returned to street service. The future of

4180-742: The existing rolling stock, although all investments were halted. In the following eight years the least trafficked tram lines were closed. SM53 was most commonly used on lines 1, 2, 7 and 11 in this period, specifically serving the Briskeby Line , the Frogner Line , the Ullevål Hageby Line , the Sinsen Line, the Grünerløkka–Torshov Line and the Kjelsås Line , as well as the suburban lines. The Chickens were used on

4275-487: The final batch of eight were designated MBO56 and delivered in 1958. These were built for use on the Lambertseter Line , but were found unsuitable for use on light rail service and later moved back to the streets . From 1985 to 1991 eleven units were rebuilt with new cabs, interior and fronts, and designated SM83 . Retirement of the class started in 1980 with Chickens. The series were gradually replaced, with

4370-402: The first unit came into revenue service on 23 November. A major issue with the trailers were doors which would not shut properly, often resulting with the trams running with open doors. Oslo Sporveier was considering the need for new trams, but were concerned because of the new trams having costs about twice the price of a Gullfisk. This led them into the idea of converting older trams by keeping

4465-417: The full four-line network was approved on 9 December 1954. The latter included moving the terminus to Jernbanetorget . Investments were estimated at 221 million Norwegian krone , including rolling stock. The Lambertseter Line was given a new route west of Ryen, and would connect to the Østensjø Line at Bryn. These plans were passed by the city council on 9 December 1954, and also included the construction of

4560-430: The gaps in the body and through the cable duct under the floor. They had openings in the floor and under the windows. The ventilation system doubled as cooling for the braking resistances. During cold weather the carriage air could be routed via the resistance to heat it, and warm and cold air could be mixed at various levels. As there was no resistance in the trailers, these were equipped with electric heaters. The trams had

4655-428: The heritage Djurgården Line . In 1993 and 1994 a further seventeen units were retired, including no. 215 and 234 which were deposited at the Oslo Tramway Museum. This brought the number of revenue Høka units to 28. The type classifications were altered in 1992, and the trams renumbered in 1994. MBO50, -55 and -56 were all classified at SM53, S83 became SM83, TBO55 became ST55, S86T became ST86 and TBG became ST89. During

4750-588: The last SM53 units being taken out of service in 1997. The last SM83 were taken out of use in 2000. At the end of the Second World War Oslo Sporveier had a fleet of 331 trams, of which only the 46 Gullfisk trams were modern bogie -constructions. The remaining were twin-axle and limited in capacity. Oslo Sporveier needed more and newer matériel and considered several options. More Gullfisk were considered, but their aluminum bodies were found to be unsuitable, they had issues with cracks in

4845-457: The last manned trailer, and thus last conductor on the tramway, ran on 8 June 1984. The MBG series became superfluous and four pairs were retired on 1 January 1984. The TO trailers were likewise retired between March 1984 and July 1985. The last three Gothenburg trailers were kept and rebuilt to run with SM53 trams and remained in service until 1989. In a move to retire the last Gullfisk before their next main revision, Oslo Sporveier rebuilt some of

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4940-493: The last years SM53s were only to be regularly used on Line 17, serving the Ullevål Hageby and Grünerløkka–Torshov Line. However, they were used throughout the network, in part because almost all motormen had its type certification, in part because SM91 could not enter service on the suburban lines. By 1997 a further set of trams were scrapped, with nine SM53 and ten ST55 units remaining. The 1995 ordering of new SL95 trams

5035-569: The least trafficked of the eastern metro lines. The first plans to build a tramway along part of the route of the Lambertseter Line were launched by Ekebergbanen . They had opened the Ekeberg Line in 1917, which was supplemented with a branch, the 1.3-kilometer (0.81 mi) Simensbråten Line , in 1931. Ekebergbanen proposed extending the branch along the route of the Lamberseter Line between Ryen and Brattlikollen. The terminus

5130-561: The line opened on 28 April 1957. Until 17 May 1966 it was operated by Oslo Sporveier 's SM53 trams and connected to the city center via the Vålerenga Line . From 22 May it became the first part of the Oslo Metro. The metro's main depot, Ryen Depot , is situated along the line. The Lambertseter Line received a major overhaul between 2010 and 2013. The Lambertseter Line runs from Tøyen on the Common Tunnel to Bergkrystallen,

5225-656: The line would need to handle a traffic of 20,000 passengers per hour. Following the 1948 merger of the municipalities of Oslo and Aker , it was decided that the Nordstrand area in the former Aker would be opened to large-scale residential construction. Preliminary work on the line planning concluded in 1949 and instead a permanent municipal agency was established, the Planning Office For the Suburban and Underground Lines, on 15 September 1949. Instrumental in

5320-526: The loop at Ryan was taken out of service, and a depot for the metro was started built at the site. Conversion to metro started in September 1962. Building the new stations commenced in October 1963 and were completed by the end of 1965. The upgrades cost 11 million kroner, excluding third rail. Originally the Groroud Line was to be the first line of the metro to open. However, lack of rolling stock and other technical problems caused Oslo Sporveier to alter

5415-466: The most costly parts, such as motors and wheelsets . However, the trams would receive new and larger bodies and interior. The company approved that twenty units be built, stipulating that fifty would be converted should it prove successful. Of the initial order, twelve were to be built as trailers and eight as motorized trams. They received new controllers and new braking system, and were largely rebuilt from Class U and Class SS units. The motorized version

5510-442: The motor axles parallel with the wheel axles. Each axle had four rubber suspensions as its primary suspension. The carriage rested on the bogie on rubber plates. Later the bogies were supplemented with a shock absorber . The motors were connected to the wheel axles via a universal joint and a gear. The wheels were rubber suspended, but were later replaced with steel-suspended axle boxes which required less maintenance. The trams had

5605-430: The now closed Simensbråten Line . Planning of a metro started in 1946 and instead of running via Ekeberg the Lambertseter Line was to run via Etterstad . Construction was tied with large-scale construction of housing along the route. As the Lambertseter Line could be completed much earlier than the metro's Common Tunnel , the Lambertseter Line was first built as part of the Oslo Tramway . Plans were approved in 1954 and

5700-519: The plan was to have retired all the trams, but delays of the SL95 units caused the retirement date to be postponed to 3 June 2000. The following day the voltage was increased. The trams each had four Hägglund MBL10 300-volt serial direct current electric motors. They were connected two and two in series to match the system's 600 volt power supply via the overhead wire . The motors were robust and caused very few technical faults. Each motor produced an output of 45.6 kilowatts (61.2 hp), which allowed for

5795-434: The plans on 16 March 1966, and instead opted to open the Lambertseter Line first. The last trams operated during the night between 17 and 18 May 1966, in preparation for the conversion to metro. The line was disconnected with the tramway at Høyenhall and instead to the new metro line that leads to the Common Tunnel. At Bergkrystallen the loop was removed and the tracks rebuilt. All the platforms had in due time been rebuilt to

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5890-417: The platform height used by the metro. The Lambertseter Line opened as the first part of the Oslo Metro on 22 May 1966, along with the Common Tunnel. In October the Grorud Line was connected, and in 1967 the Østensjø Line. With the upgrade, T1000 rolling stock was taken into use, along with automatic train control , step-free access with high platforms and a third-rail power supply. On 9 January 1977,

5985-613: The pneumatics systems largely ate up the costs savings of rebuilding material. Most of the work was carried out at Sagene Depot, and was carried out between mid-1954 to 1958. The Chickens were used on a limited number of routes, from 4 July 1954 on lines 0, 8 and 13, variously serving the Vippetangen Line , the Grünerløkka–Torshov Line , the Sagene Line and the Sinsen Line . From 1955 they also started running on

6080-599: The price was for royalties. The second offer came from Strømmens Værksted and Norsk Elektrisk & Brown Boveri , for an enlarged model of the Class 1947 being built for the Bergen Tramway . It was a variant of a standardized tram built by Brown, Boveri & Cie. for the Swiss tram market. The final offer was from Hägglund and Høka for a variant of Hägglund's Mustang. These were in various versions being delivered to

6175-402: The psychological effect of encouraging passengers to a greater extent board the trailer. The vehicles were equipped with blinker doors. MBO consisted of double doors at the front and back, and a single door in the middle. The first two TO units had the same design, while the remaining trailers had only single exit doors. The vehicles were not built with compartments. Ventilation ducts ran through

6270-519: The rail. However, if the degree of conicality is inappropriate for the suspension and track, an unpleasant oscillation can occur at high speeds. Recent research is also showing that marginal changes to wheel and rail profiles can improve performance further. Not all railroads have employed conical-tread wheels. The Bay Area Rapid Transit (BART) system in San Francisco , built with cylindrical wheels and flat-topped rails, started to re-profile

6365-666: The section from Ryen to Bergkrystallen. All stations except Bergkrystallen were upgrades, receiving new sheds, lighting, platform decks and improved accessibility. The ballast had become clogged up, hindering proper drainage. Tracks and ballast were replaced, allowing the temporary speed limit of 40 kilometers per hour (25 mph) to be abolished. In addition, two bridges and two culverts were renovated. The project cost 160 million Norwegian krone . Wheelset (rail transport) A  wheelset  is a pair of railroad vehicle wheels mounted rigidly on an axle allowing both wheels to rotate together. Wheelsets are often mounted in

6460-416: The speed and braking were connected to each other and the controlled by the motorman by a wheel. The cylinders controlling the direction and disconnection of the motors were controlled by a lever. They were connected such that the main cylinder and the speed/braking cylinders had to be set to zero to disconnect the motors or change direction. The speed/braking controller had 24 levels. The reason for introducing

6555-404: The station there is a turn-off to Ryen Depot , while the main line itself continues to climb Ekebergåsen , reaching Brattlikollen Station . The line continues past the stations of Karlsrud , Lambertseter and Munkelia . After the latter the line turns ninety degrees, passes through a 245-meter (804 ft) tunnel before reaching the terminus, Bergkrystallen . The Lambertseter Line proper

6650-413: The suburban Vignoles rails . The riders complained to no avail until several derailments made the management aware of the severity. A Gullfisk was test-run and found to have a much smoother ride. A horizontal suspension was added, which helped somewhat to reduce the swaying. This could only be installed on the newer MBO55 and -56 series, as MBO50 had a different bogie design. The issue was never corrected in

6745-571: The trams never ran in revenue service again. One trailer received the new bogies for the SL95 and was hauled around Oslo by a SL79 for testing. The last of the non-preserved SM53s were scrapped in July 1998. Tram 259 was preserved as it was the only unit to have received a new cable. The only preserved trailer is no. 563, built by Strømmen. The SM83, ST86 and ST89 were not subject to the cable and braking issue and were therefore kept in service. Originally Oslo ordered seventeen SL95s and planned to keep either

6840-478: The tramway was still largely based on it being able to reduce costs. The easiest way to rationalize was to introduce one-man operations. The first rebuilt SM53, no. 245, entered one-man service in 1982, and by 19 February 1983 all conductors had been removed. The labor unions agreed to the plan under condition that the motorman's cabins were rebuilt to a more ergonometric layout. Next the trailers were rebuilt to become unmanned. The first entered service on 22 April 1983,

6935-599: The tramways in Stockholm , Gothenburg and Malmö . Oslo Sporveier opted for Høka and Hägglund's bid and in 1950 signed an agreement to buy thirty motorized units with delivery in 1952, at 250,000 Norwegian krone per unit. Høka held the Norwegian rights to a Czechoslovakian patent for wooden-filled steel profiles that Hägglund used in its design. The bodies were therefore built by Høka in Hønefoss , while Hägglund built

7030-471: The west. Operations of the lines are done by Sporveien T-banen on contract with Ruter , the public transport authority in Oslo and Akershus . The infrastructure itself is owned by Sporveien , a municipal company. Service is provided using MX3000 three- and six-car trains. Travel time from Bergkrystallen to Brynseng is 12 minutes and from Bergkrystallen to Stortinget is 22 minutes. The line had 8,000 weekday average boarding passengers in 2002, making it

7125-454: The wheels in 2016 with conical treads after years of complaints about the squeal by its passengers. Australia's Queensland Railways used cylindrical wheels and vertical rails until the mid-1980s, when considerably higher train loads made the practice untenable. Some rubber-tyred metros feature special wheelsets with rubber tyres outside of deep-flanged steel wheels, which guide the bogie through standard railroad switches and keep

7220-581: The wheelset to move towards the outer rail on the curve. The cone increases the effective diameter of the wheel as it moves towards the outer rail, and since the wheels are mounted rigidly on the axle, the outer wheels travel slightly farther, causing the wheelsets to more efficiently follow the curve. Abnormal wear at the wheel–rail interface is thus avoided, along with the loud, piercing, very high-pitched squeal which usually results from it – especially evident on curves in tunnels, stations and elevated track, due to flat surfaces slipping and flanges grinding along

7315-418: Was approved of by the city council in 1951. It would consist of a common, underground section in the city center and above-ground lines in the suburbs. It was soon evident that one of the suburban lines, the Lambertseter Line , would be completed in the order of magnitude of a decade before it could be hooked to the Common Tunnel . A similar situation was true for the Østensjø Line , which had been completed as

7410-416: Was availed by the 1957 opening of Grefsen Depot , which was built for unidirectional trams. The MBO50 units were rebuilt in 1959, whereby the back door was closed and the received the same interior as the new trams, with single seats all the way along the door side. The city council voted in 1960 to gradually close down the tramway and replace it with the metro and diesel buses. Operations could continue with

7505-422: Was bought used from Stockholm in 1957, when the trams there were closed. The trailer had left-hand drive , but by simply running it "backwards" the doors were placed on the right side. It was numbered 581 and classified as STBO50. MBO55 and -56 also had issues with the controllers and the lubrication of the gear boxes, and the issues were soon corrected. The most troubling issue was a swaying motion when running on

7600-486: Was built with the high platforms that would be used on the metro; therefore the tram platforms were built as a low-entry expansion of metro platform. Ryan and Brattlikollen received turning loops with radius 18 meters (59 ft 1 in). Construction cost 20.1 million Norwegian krone . From Helsfyr the line continued to the city center via the Vålerenga Line and the Gamlebyen Line . The Lambertseter Line

7695-644: Was changed from 12 April 2003, when Line 4 was linked with the Kolsås Line , and Line 1 no longer ran along the Lambertseter Line. Services on Line 1 resumed on 8 August 2005. From 20 August 2006 this was changed and Line 4 connected instead with the Ring Line. From March to 6 December 2010 the Holmenkollen Line was closed for upgrades and Line 1 was terminated. Oslo T-banedrift was in the process of taking delivery of new MX3000 trains, but they did not yet have sufficient matériel to use six-car trains on

7790-572: Was considered, as was a modernized Gullfisk with Vickers motors and two variations of Hägglund trams. The company considered multiple-unit trams, which would allow for faster speeds, but opted against this due to an increased fault rate and higher maintenance. A trial with the Gullfisk proved that it had low acceleration and speed and was shaking violently at high speeds, and the option was discarded. The company had two final options, additional MBO units or Vickers-based multiple units with bodies built by Hägglund and Høka, and motors from NEBB. The tender

7885-463: Was delivered by April 1953, allowing other lines to also use the new trams. The final tram of the original delivery series entered service on 14 December 1953. Upon delivery the trams had some issues with the controller. Upon occasion they would move to full speed or full brake without being activated by the motorman, causing a few minor accidents. It turned out that this was caused by a combination of mechanical weakness and user errors. The original plan

7980-439: Was delivered in 1989 and 1990, allowing the first SM53 units to be retired. Three, nos. 237, 244 and 253, were rebuilt to maintenance of way matériel and painted yellow. No. 245 was converted to a school tram. The main concern with the trams was that the insulation on the high-voltage wires was wearing off. They were placed in ducts which were also used for ventilation and heating, giving extra wear. As long as they were not touched

8075-407: Was designated MO52. They quickly received the nickname Chickens ( Kylling ), as a pun of being smaller than units built at Hønefoss (literally "Hen Falls"). The trailers were nicknamed Stiffsleds ( Stivkjelke ). The first Chicken, no. 33, was met with dissatisfaction by the employees. They were built without air brakes , which meant that the conductor would have to traverse a full tram to reach

8170-506: Was issued in 1947. Ateliers de Constructions Electriques de Charleroi offered to build a European adoption of the PCC streetcar , although the necessary licenses for Scandinavia were held by Svenska Järnvägsverkstäderna . The trams met all of Oslo Sporveier's demands, except their high power usage. However, the downside was the high price and that foreign production would require currency exchange licenses, which could be complicated because part of

8265-410: Was issued in 1953 for twelve trams and thirty trailers. Høka and Hägglund won the bid. All motorized units would be manufactured by Høka, along with twelve trailers. The remaining eighteen trailers would be built by Strømmens Verksted , due to lack of capacity at Høka. Each trailer cost 190,000 kroner, while the motor units cost 317,500. The contract included an option for eight more motorized units—which

8360-418: Was planned as the coup de grâce for SM53. In 1997 the high-voltage cable issue was regarded as so severe that the company decided that they either would have to be replaced for the trams scrapped. On 12 September a tram lost its brakes and the following day all SM53 trams were taken out of service. Investigations showed that the braking systems would have to be rebuilt similar to SM83. This was too expensive and

8455-472: Was planned at about Munkelia. The Ekeberg and Simensbråten lines were both light rails in their own exclusive right of way . However, the final section into the city center used street lines in mixed traffic along the Gamlebyen Line . Since 1919, there had been plans to connect the Ekeberg Line with the Holmenkollen Line on the west side of town via a tunnel. Along part of the stretch, this connection

8550-478: Was planned elevated. Due to the German occupation of Norway from 1940 to 1945, all plans and construction of tramways were halted. Planning of the metro commenced in 1946. A committee was appointed, who quickly that a tramway would be insufficient to handle the necessary traffic. An overground system was ruled out because of the increased estimates in traffic and an underground route was instead pursued. This part of

8645-443: Was quickly redeemed. Deliveries started in 1956 and the first trailer was put into revenue service on 28 May and the trailer class designated TBO55. The motor units, designated MBO55, first entered service on 15 July 1957, for the opening of the Lambertseter Line. A second batch was delivered from May through December 1958 and was designated MBO56. The total value of the SM53 series trams was 30 million krone. A single Mustang B25 trailer

8740-535: Was sufficient., In addition all units had an emergency rail brake . The trams were connected with Albert couplers . The cars were built with welded, closed studding filled with wood. The roof had 1.5-millimeter (0.059 in) thick steel plates which were welded to the roof arches. The roof and studdings were all part of the carcass. The outside of the vehicles were clad with 1.25-millimeter (0.049 in) thick aluminum plates. Between there were placed 24 millimeters (0.94 in) of fire retardant insulation and then

8835-652: Was the first suburban line operated by Oslo Sporveier , and therefore the company copied the security procedures of Bærumsbanen , that operated the Kolsås Line and the Østensjø Line . The first operation on the Lambertseter Line with the SM53 trams was on 10 April 1957, after technical trials had been conducted with the Gullfisk trams. Travel time from Jernbanetorget to Bergkrystallen was 28 minutes. The official opening took place on 28 April. The lines were trafficked with SM53-trams that had been in service up to five years with

8930-403: Was three used M23 units from Gothenburg, which were technically nearly identical to SM53. Except for being underpowered, making them unsuitable for service on the Ekeberg Line, they worked well and Oslo Sporveier therefore decided to retire the Chickens and replace them with additional MBG and TBG trams and trailers. Four more such pairs were delivered in 1980. The first two Chickens were retired at

9025-600: Was to copy a concept from Stockholm, where the trams were run fast and frequently without trailers. However, Oslo Sporveier soon decided to prioritize operating costs and instead run trams and trailers. At first the company operated Class SS trailers, but these proved unsuitable in combination with the MBOs. Oslo Sporveier was not willing to pay the price for new trailers and therefore chose a combination whereby new bodies were built atop existing undercarriages. Two such contractions were built at Sagene Depot in 1953, designated TO52 and

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