2020. 2. 21. 08:55ㆍ카테고리 없음
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. The ATP system on SL95 is used only between and on /. SL95 is a series of 32, operated on the.
The series was built by / of Italy and delivered between 1999 and 2004. Capacity for the eight-axle, three-section vehicles is 212 passengers, of which 88 can be seated. The name derives from being ordered in 1995. Original plans called for the delivery to be between 1997 and 1998. Delivery took many years due to a magnitude of technical flaws, including high noise levels, freezing during the winter and corrosion. The trams are 33.12 metres (108.7 ft) long, 2.6 metres (8 ft 6 in) wide and 3.62 metres (11.9 ft) tall. The aluminum vehicles weigh 64.98 tonnes (63.95 long tons; 71.63 short tons) and have a power output of 840 kilowatts (1,130 hp).
The trams operate all services on lines 13, 17 and 18. Due to their heavy weight and large turning radius they are unsuitable for the other lines. However, they are the only bi-directional trams in the fleet, and are needed on lines 17 and 18 along the. The trams cost about 20 million kr each, but discounts were awarded after the delays and technical faults. The SL95 trams, along with older trams will be replaced by new trams between 2020 and 2024. Contents.
Background In the early 1990s, Oslo Sporveier was in need of new trams to operate on their network. Except for 40 articulated -trams that had been delivered between 1982 and 1990, the company had several series of non-articulated trams with trailers that were built before 1960. The largest series were 13, 11 rebuilt and 28 trailers, in addition to 34 that had been bought used from the in 1991. Oslo Sporveier considered several possibilities for new trams, including ordering additional SL79s, purchasing motorized trailers for SL79, purchasing new low-floor trams, purchasing trams from, purchasing the 11 used trams from, rebuild the SL79s with an additional section or purchasing used articulated trams from abroad. Purchasing used material and rebuilding the SL79s was quickly rejected.
Swp15 16 Sl Lakbors Smartschool
A non-articulated Tatra tram was tested in Oslo during January 1991. In 1995, Oslo Sporveier tried out a built by, that was borrowed from Chemnitz, Germany (pictured) Oslo Sporveier had previously bought all their new trams custom-made.
For the 1995 order, the company instead wanted to purchase a pre-designed tram. The company for a long time considered purchasing trams along with, who were needing new rolling stock for two light rail systems in, Sweden. Three existing trams were tested in Oslo during 1995, and several trams were also tested in Stockholm. The first was a six-axle articulated tram from, Germany, with 80% low floor. The company disliked the lack of air suspension and a door construction where the doors went outwards. A built by from the was also tested. It has 100% low-floor, is 2.65 metres (8 ft 8 in) wide and also has outward-opening doors.
The width made it unsuitable for stopping at some of the new stops. Oslo Sporveier stated that although the tram had many nice features, it was too experimental for their liking. The final tested vehicle was a Class T tram from the. The six-axle vehicle was not well-adapted for the Oslo system, since it was built after German light rail standards with high platforms and 25 metres (82 ft) curve radius, and could not be operated on the and the loop at on the. A tram running along the in 2007, while services along the line had been terminated. 141 arrived at Oslo on 5 January 1999 in three parts.
They were connected together and tried within the end of the month on the entire network, prior to the delivery of tram 142. Delivery frequency was set to every two weeks. During periods from April through June, the voltage along sections of the was raised from 600 to 750 V; this included trials with the SL95 to ensure that it could operate under this current as well. Tram 141 was first used in scheduled traffic on 30 May, when it was put into service on the newly extended. This line had been extended 1.6 kilometres (0.99 mi) to, where it would serve the new national hospital.
Unlike all the other lines of the tramway, this does not have a, so only bidirectional trams can operate. SL95 was the only bidirectional tram in Oslo Sporveier's fleet. Delays in the delivery caused the line to terminate at, where there is a turning loop.
171 at in 2007 Tram 142 was first used in schedule service on 1 June 1999, and 143 was delivered to Oslo on 3 June. To be able to use the trams on the desired lines, Oslo Sporveier had to upgrade its infrastructure several places. The SL95 need a vertical curve radius of 500 metres (1,600 ft), requiring upgrades at.
The curves would also need to be fixed at Geita Bridge, but this was not done since the trams exceed the bridge's permitted load. The minimum permitted horizontal curve radius is 17 metres (56 ft), making it impossible for the trams to operate through the intersection between Riddervolds gate and Inkognitogata, where the radius is 16.5 metres (54 ft). This means the trams cannot operate on the, and all trams to are therefore operated with SL79. Restrictions on two trams passing was issued on several shorter sections, including the S-curve from to, but these sections were quickly rebuilt. By 2000, deliveries were delayed, and in June all trams were taken out of service for three weeks to modify the gearboxes. In October, ten of thirteen trams were taken out of service due to.
The problem was large enough that some trams got a new radial run-out the day after they were fixed. From 6 January 2001, SL95 could be used on the, and from 6 February, on the. However, the latter still had too short platforms.
141 and 151 awaiting departure on each their line at Operation proved to give several major difficulties, and by March 2001, Oslo Sporveier was threatening to terminate the purchase agreement unless the manufacturer—who by then had merged to become —fixed the problems. These included the noise being 15 dB too loud, and trams being out of service during the January–February cold spell, when batteries and would not operate. It was agreed that AnsaldoBreda would have to replace all 256 motors to satisfy the criteria in the contract. By 1 June, AnsaldoBreda had delivered one tram that met all the contract's criteria. Tram 155 was by then still undelivered, and was being used for testing by the manufacturer. At the same time, 149 was being used for tests in Oslo.
The trams were taken out of service, and gradually put back as they were upgraded. In February 2002, tram 155 was equipped with new motors, and a new agreement was made where all motors would be replaced by December 2003, if Oslo Sporveier was satisfied with six months of trials with 155. And SL95 trams in The last day with SM91 in service was on 1 November 2002. By then, 27 of the SL95-trams had been delivered, and Oslo Sporveier was able to operate its entire network with only articulated trams.
Until 2003, trams 142 and 149 were not in service for long-term repairs. On 8 July 2004, a computer error caused tram 161 neither to be able to run nor open the doors, even with the emergency system. This was caused by the computer indicating that the tram was running at 12.5 kilometres per hour (7.8 mph) while it stood still. All trams were later altered so the motorman could override such incidents. The final trams were delivered in 2004, and no.
142 was put into service in January 2005. At the same time, was discovered inside the articulation of tram 141.
In 2006, Oslo Sporveier introduced a program to upgrade all the SL95-trams, including removing corrosion from the bodywork and the inside, as well as simplifying the lubrication of the joints, which prior to the upgrades required the entire trams to be de-hooked. These upgrades are planned to be completed by 2009. The trams have also had problems with the air supply freezing during cold spells, making it impossible to retract the side mirrors when changing direction, and terminating the secondary suspension. This requires the trams to be operated at walking speed without passengers. Specifications. The interior SL95 is a bidirectional, eight-axle articulated tram built exclusively for the Oslo Tramway by Ansaldo of Italy. The tram has three sections, with one bogie on the first and last section and two bogies on the center section.
The body is in aluminum, with sections that are welded along the floor and roof, and bolted on the side, to ease replacement of dented sections. The trams are 33.12 meters (108.7 ft) long, 2.6 meters (8 ft 6 in) wide and 3.62 meters (11.9 ft) tall. The axle distance in the bogies is 1.80 meters (5 ft 11 in), and the distance between the bogie centers is 9.85 meters (32.3 ft) from the center to the end, and 5.17 meters (17.0 ft) between the two in the center. The tram weighs 64.2 tonnes (63.2 long tons; 70.8 short tons) empty, and 78.3 tonnes (77.1 long tons; 86.3 short tons) with payload. Each of the four bogies have two motors on a steel bogie with two axles. The wheels have a 680-millimeter (27 in) diameter when new and 610-millimeter (24 in) when fully worn.
The axles are against the bogies, while the bogies are against the chassis. The motors are type MTA-F6-105V built by Ansaldo, and the eight motors have a total power output of 840 kilowatts (1,130 hp) at 750 V. This allows a maximum speed of 80 kilometres per hour (50 mph) and an acceleration of 1.5 (4.9 ft/s 2). The vehicle can be reversed, but the speed is then automatically limited to 15 kilometres per hour (9.3 mph). While the tram operated with 600 V, it had power output of 672 kilowatts (901 hp). SL95 tram at, showing the amount of roof-mounted equipment In 2007, two trams were involved in an accident and sent to Firema for repair.
However, the company filed for bankruptcy, and as of October 2010 the trams were still not repaired or returned to Oslo. In 2010, Commissioner for Environmental Affairs and Transport stated that the SL95 trams were being considered for replacement, at the same time as the much older SL79. Problems with the units included excessive noise, excessive amount of time out of order, rust, cracks in the axles, and increased wear to the infrastructure because they weighed too much. All except two of the SL95 trams were temporarily grounded on 29 April 2013 when it was discovered that rust had damaged the joints between the articulated sections on several trams. From 2012, the trams were equipped with an system, which will allow them to run concurrently with the on the.
Oslo Vognselskap announced in September 2012 that they were preparing a tender to receive bids for new trams, which would replace all SL79 and SL95 units. In addition to procuring about seventy new units, Ruter initiated plans to upgrade the tramways for a combined NOK 4 billion. Oslo Vognselskap stated that the replacement trams would be about the same size as SL95, but weigh only 40 tonnes (39 long tons; 44 short tons), giving less wear on the tracks, and have a floor height of 30 centimeters (12 in). Replacements will start in 2020 when the new trams are first delivered and will be completed by 2024 when all 87 new trams are delivered. Older SL79 trams will also be replaced by these new trams.