View source for OS T2000

{{Short description|Former Oslo Metro rolling stock}}
{{Infobox train
| background = #AD0516
| name = T2000
| image = T2007 and T2008 at Majorstuen, Oslo.jpg
| caption = T2000 at [[Majorstuen (station)|Majorstuen]]
| interiorimage = 
| interiorcaption = 
| service = 1994–2009
| manufacturer = [[Strømmens Verksted]] and [[AEG (German company)|AEG]]
| factory = 
| family = 
| replaced = 
| yearconstruction = 
| yearservice = 
| refurbishment = 
| yearscrapped = 
| numberbuilt = 12 units (6 sets)
| numberservice = 
| numberpreserved = 
| numberscrapped =
| formation = 2 cars per trainset
| fleetnumbers = 
| capacity = 185 (60 seats)
| operator = [[Oslo T-banedrift]]
| depots = 
| lines = [[Holmenkollen Line]]
| carbody = 
| trainlength = {{convert|36|m|ftin|0|abbr=on}}
| carlength = {{convert|18|m|ftin|0|abbr=on}}
| width = {{convert|3.3|m|ftin|0|abbr=on}}
| height = {{convert|3.65|m|ftin|0|abbr=on}}
| floorheight = 
| platformheight = 
| entrylevelorstep = 
| maxspeed = {{convert|100|km/h|abbr=on}}
| weight = {{convert|31|t|abbr=on}}
| acceleration = 
| deceleration = 
| traction = 
| traction motors = 8 × {{convert|143|kW|abbr=on}}
| poweroutput = {{convert|1144|kW|abbr=on}}
| transmission = 
| aux = 
| powersupply = 
| hvac = 
| electricsystem = 750 V DC
| collectionmethod = [[Current collector#Contact shoe|Contact shoe]] / [[Pantograph (transport)|Pantograph]]
| uicclass = Bo′Bo′+Bo′Bo′
| bogies = 
| brakes = 
| safety = [[Automatic Train Protection|ATP]]
| coupling = [[Scharfenberg coupler|Scharfenberg]]
| multipleworking = 
| gauge = {{track gauge|sg|allk=on}}
}}
'''T2000''' was an [[electric multiple unit|electric train]] formerly used on the [[Oslo Metro]] of [[Oslo]], [[Norway]]. Six double-car [[multiple unit]]s were built by [[Strømmens Verksted]] and [[AEG (German company)|AEG]] in 1994. Each was {{convert|18|m|ft}} long, and could carry 185&nbsp;passengers, of which 60 could be seated in two compartments per car. The maximum speed was {{convert|100|km/h|abbr=on}}. Bought by [[Oslo Sporveier]], they were owned by [[Kollektivtransportproduksjon]], and operated by [[Oslo T-banedrift]].

The T2000 operated on Line 1 of the T-bane, and replaced the aging [[HkB 600]] teak wagons used on the [[Holmenkoll Line]]. The units were equipped with both [[third rail]] and [[overhead wire]] collectors, so they could operate on the [[Common Tunnel|Common Line]] and on the Holmenkoll Line. The trains were a prototype for a new design intended to replace the aging [[OS T1000|T1000]] stock, but the [[MX3000]] was chosen instead, as the T2000 did not perform satisfactorily. The T2000 were taken out of service in 2009.

==Background==
When [[Holmenkolbanen]], the operator of the Holmenkoll Line, was merged into Oslo Sporveier in 1975, plans were put in place to replace the old teak cars with faster units that could operate from [[Nationaltheatret (station)|Nationaltheatret]] to [[Frognerseteren (station)|Frognerseteren]] in 25 minutes—allowing a turn-around time of one hour. At the time there had been two separate pools of trains for the eastern and western networks. On the eastern metro, the T1000 units were in use, while the western network was using older material. During the 1980s, some T1000 stock had been rebuilt with pantograph, and taken into use on the western network.<ref name=johansson>{{cite journal |last=Johansson |first=Erik W. |title=T2000 - AS Oslo Sporveiers nye T-banevogner |year=1995 |volume=81 |journal=[[På Sporet]] |pages=44–6 |language=no}}</ref>

[[File:New T2004 and 2003 at Ryen.jpg|thumb|left|Brand-new T2000 at Ryen in 1994]]
Oslo Sporveier was highly satisfied with the [[SL79]] [[articulated tram]]s that had been delivered during the 1980s. In 1985, work started on the development of a modified version for the western suburban lines. The stock on the Holmenkoll and [[Kolsås Line]] was the first that needed to be replaced. The new stock was considered to be a limited trial. If it met performance expectations, future orders could be made to replace the T1000 stock when the latter reached the end of its economical life in around 2000. The required specification for the new train was published in October 1988.<ref name=johansson />

On 22 October 1987, a fatal accident occurred when one of the old HkB 600&nbsp;units suffered a catastrophic failure of its braking system, and rolled down the Holmenkoll Line, finally tipping over at [[Midtstuen (station)|Midtstuen]]. One person was killed and four were seriously injured, leading to a safety inspection of the old teak cars used on the line; the HkB 600&nbsp;units were withdrawn from service, but were reintroduced after some refits.<ref>{{cite web |url=http://www.sak.oslo.kommune.no/dok/Bys%5C1988%5CSFK%5C0095057301-1-WSG-1-34-0.htm |title=Report from meeting in the Oslo City Council regarding the disaster |author=Municipality of Oslo |year=1987 |access-date=1 May 2010 |language=no |archive-url=https://archive.today/20120909080615/http://www.sak.oslo.kommune.no/dok/Bys%5C1988%5CSFK%5C0095057301-1-WSG-1-34-0.htm |archive-date=9 September 2012 |url-status=dead }}</ref>

The initial proposal had called for 22&nbsp;units, to replace all of the Kolsås and Holmenkoll Line stock. However, the [[Sognsvann Line|Sognsvann]] and [[Røa Line]] was upgraded to metro standard between 1992 and 1995, and could start using T1000 stock with only [[third-rail]] support. At the time, the eastern network used third-rail, while the western network used [[overhead wire]]. The upgrade used non-utilised stock, so the order for T2000 was reduced to 12&nbsp;units.<ref name=johansson />

==Construction==
[[File:T2000 split.jpg|thumb|A split unit at Ryen in 1994]]
The order was placed with [[ABB Group|ABB]] [[Strømmens Værksted|Strømmen]] and [[AEG (German company)|AEG]] in August 1991. The high development cost was subsidised by the Norwegian government, who saw the project as potentially establishing a new industrial export product. Electrical components were built by AEG in Berlin, while the [[bogie]]s were built by [[MAN SE|MAN]] in Nuremberg. The bodywork was built at Strømmen, with profiles from [[Alusuisse]], and the trains were assembled in Strømmen.<ref name=johansson />

The six two-car sets were delivered between 2&nbsp;November and 22&nbsp;December 1994. The first official public presentation was made on 8&nbsp;December, but the units did not enter regular service until April 1995. The cars were numbered 2001–2012.<ref name=johansson />
In 1995, a unit was test-run in [[Paris]] during an [[International Association of Public Transport]] convention.<ref>{{cite news|title=T-banevogn fra Oslo skal prøves i Paris|newspaper=[[Aftenposten Aften]]|date=15 May 1995|page=20|language=no}}</ref>

==Specifications==
Each car's aluminum body was {{convert|18|m|ftin|abbr=on}} long, {{convert|3.65|m|ftin|abbr=on}} high and {{convert|3.3|m|ftin|abbr=on}} wide. The latter was {{convert|100|mm|in|abbr=on}} wider than the HkB 600, since the new trains would no longer have ski boxes on the outside. The empty weight of a car was {{convert|31|t|ton|abbr=on}}. Capacity was for 60 seated and 125 standing passengers.<ref name=doc>{{cite web |url=http://www.tbane.no/userfiles/T-2000.doc |author=Oslo T-banedrift |author-link=Oslo T-banedrift |title=T-2000 – vogner |access-date=1 May 2010 |language=no |format=doc |archive-url=https://web.archive.org/web/20110526091015/http://www.tbane.no/userfiles/T-2000.doc |archive-date=26 May 2011 |url-status=dead }}</ref> There was a driver's cabin at one end of each car. Passengers sat in two compartments; the forward had conventional 2+2 seating, while the back section had 1+2+1 seating with two aisles. Wagon 2012 was delivered with 2+3 seating in the forward section. Each car had three doors on each side.<ref name=johansson />

[[File:T2010 on Holmenkollbanen.jpg|thumb|left|A unit on the [[Holmenkollen Line]]]]
Both cars had two bogies, with power on all [[axle]]s, giving a [[Bo-Bo|Bo′Bo′]] wheel arrangement. Four [[traction motor]]s, each of {{convert|143|kW|abbr=on}}, powered the car, giving a top speed of {{convert|100|km/h|mph|abbr=on}} and an acceleration of 1.3&nbsp;m/s<sup>2</sup> (4.3&nbsp;ft/s<sup>2</sup>).<ref name=doc /> The trains were equipped with both [[pantograph (transport)|pantograph]] and [[Current collector#Contact shoe|contact shoe]], the current for both of which is supplied at 750&nbsp;[[volt]] [[direct current]]. The trains could not be connected for [[multiple-unit train control|multiple running]] with the T1000 trains.<ref name=johansson />

==Legacy==
The T2000 class was prone to technical problems, and was not as reliable as the older T1000 stock. It soon became evident that no more would be ordered.<ref>{{cite news |title=Sporveiens nye vognsett stopper stadig |work=[[Aftenposten|Aftenposten Aften]] |date=26 April 1995 |page=4 |language=no}}</ref><ref>{{cite news |title=65 av 192 vogner er ute av drift i dag Må ha 30 mill. til vedlikehold av slitte vogner |work=[[Aftenposten|Aftenposten Aften]] |date=29 October 1997 |page=6 |last=Solli |first=Berit |language=no}}</ref> The [[Norwegian State Railways]] had been considering a modified version for use on the [[Flåm Line|Flåm]] and [[Voss Line]]s, but those plans were also soon abandoned. Another possibility considered was to build modified T2000 cars for use on the Oslo Metro [[Ring Line (Oslo)|Ring Line]]; at the time it was planned that the Ring Line would share track with the mainline [[Gjøvik Line]] at [[Grefsen Station|Grefsen]], so the [[Oslo Metro rolling stock]] using this section would need to be able to support {{15 kV AC}}. However, a parallel section of dedicated metro track was built instead, at Grefsen.<ref name=johansson />

Oslo Sporveier opted for the all-new [[MX3000]] from [[Siemens AG|Siemens]] as a replacement for the T1000 stock instead of the T2000. Although its design was found to be unsuitable, the T2000 was initially not planned to be replaced by the MX3000, as the line was to remain with overhead wires and none of the new MX3000 trains are equipped with pantographs.<ref name=mx3000>{{cite web |url=http://www.tbane.no/userfiles/T-bane-folder_med_sprreunderskelse_vol.1.pdf |author=Oslo T-banedrift |author-link=Oslo T-banedrift |title=Nye T-banevogner i prøvedrift |access-date=1 May 2010 |language=no |archive-url=https://web.archive.org/web/20110526091118/http://www.tbane.no/userfiles/T-bane-folder_med_sprreunderskelse_vol.1.pdf |archive-date=26 May 2011 |url-status=dead }}</ref> However, following Oslo's decision to host the [[FIS Nordic World Ski Championships 2011]], it was decided to upgrade the Holmenkollen Line to full metro standard, allowing longer than two-car trains.<ref>{{cite web |url=http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.6035055 |title=Holmenkollbanen oppgraderes |last=Ensby |first=Anne Linn |work=[[Norwegian Broadcasting Corporation]] |date=17 June 2008 |access-date=1 May 2010 |language=no |archive-url=https://web.archive.org/web/20121021080630/http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.6035055 |url-status=live |archive-date=21 October 2012}}</ref> A proposal to downgrade the line to [[light rail]] standard and make it part of the [[Oslo Tramway]] was rejected.<ref>{{cite news |url=http://www.akersposten.no/apps/pbcs.dll/article?AID=/20080515/NYHETER/32926054 |title=Vil ha trikk til Holmenkollen |last=Synstad |first=Alexander |work=[[Akersposten]] |date=15 May 2008 |access-date=1 May 2010 |language=no }}{{dead link|date=May 2024|bot=medic}}{{cbignore|bot=medic}}</ref>

[[File:T2011 at Majorstuen.jpg|thumb|T2011 at [[Majorstuen (station)|Majorstuen]]]]
In 2009, all twelve T2000 units were taken out of service, before the last of the much older T1300.<ref>{{cite news |url=http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.7104987 |title=T-banen har for få vogner |last=Pedersen |first=Pia Beathe |work=[[Norwegian Broadcasting Corporation]] |date=30 April 2010 |access-date=1 May 2010 |language=no |archive-url=https://web.archive.org/web/20100503041541/http://www.nrk.no/nyheter/distrikt/ostlandssendingen/1.7104987 |url-status=live |archive-date=3 May 2010}}</ref> [[Kollektivtransportproduksjon]], the successor of Oslo Sporveier, stated that procuring spare parts was becoming nearly impossible and that the small size of the series forced high maintenance costs. The initial orders for MX3000 trains did not call for sufficient numbers to replace the T2000. Kollektivtransportproduksjon has estimated the cost of renovating the units so they can run for 15 more years at NOK&nbsp;50 million. Alternatively, the city council has been recommended by Kollektivtransportproduksjon to purchase 15 new MX3000 three-car trains for NOK&nbsp;250 million.<ref>{{cite news |url=http://www.frifagbevegelse.no/fagbladet/article4571269.ece |title=Vil reparere falleferdige t-banevogner |last=Velle |first=Vegard |work=[[Fri Fagbevegelse]] |date=2 September 2009 |access-date=1 May 2010 |language=no |archive-url=https://web.archive.org/web/20090911091529/http://www.frifagbevegelse.no/fagbladet/article4571269.ece |archive-date=11 September 2009 |url-status=dead }}</ref>

In 2010, [[Ruter]] decided to scrap all of the T2000 wagons, after only 16 years in operation,<ref>{{cite news|last=Slettholm|first=Andreas|title=Skroter T-banevogner til en kvart milliard|newspaper=[[Aftenposten#Editions|Aftenposten Aften]]|date=28 September 2010|pages=6–7|language=no}}</ref> and ten of the wagons were sold for NOK&nbsp;100,000 a piece to the recycling company Hellik Teigen at Hokksund. The two remaining wagons will be preserved and displayed at the [[Oslo Tramway Museum]].<ref>{{cite news|url=http://www.aftenposten.no/okonomi/innland/article4259402.ece|title=1994: Kjøpt for 240 millioner 2011: Solgt for én million kroner|last=Ekroll|first=Henning Carr|date=10 October 2011|publisher=Aftenposten|language=no|access-date=19 October 2011}}</ref> Ruter stated that it would cost about NOK&nbsp;50 million to keep them in operation.<ref>{{cite news|last=Slettholm|first=Andreas|title=Frykter ny skandale|newspaper=[[Aftenposten#Editions|Aftenposten Aften]]|date=30 August 2010|page=22|language=no}}</ref> Nevertheless, Ruter was in 2011 forced by the owner [[Oslo Vognselskap]] to keep renting the wagons for 22 million NOK each year, even though they were not in operation. Oslo Vognselskap stated the reason behind this was the contract which lasted for 30 years.<ref>{{cite web|last=Slettholm|first=Andreas|title=Må leie vrak for 22 millioner|url=http://oslopuls.aftenposten.no/byliv/article636642.ece|work=Oslopuls|publisher=[[Aftenposten]]|access-date=22 November 2011|language=no|date=22 November 2011|archive-date=25 November 2011|archive-url=https://web.archive.org/web/20111125001733/http://oslopuls.aftenposten.no/byliv/article636642.ece|url-status=dead}}</ref>

==References==
{{commons category|T2000}}
{{Reflist}}

{{Oslo T-bane}}

{{good article}}

[[Category:Oslo Metro stock]]
[[Category:1994 establishments in Norway]]
[[Category:750 V DC multiple units]]
[[Category:Multiple units of Norway]]
[[Category:Train-related introductions in 1994]]