View source for SL95

{{Short description|Articulated tramcar class in Oslo, Norway}}
{{Infobox train
| name = SL95
| image = SL95-143 v Ovre Slottsgate.jpg
| interiorimage = 
| interiorcaption = 
| stocktype = 
| service = 1999–present
| manufacturer = [[Gio. Ansaldo & C.|Ansaldo]]/[[Titagarh Wagons|Firema]]
| factory = 
| family = 
| refurbishment = 
| replaced = 
| successor = [[SL18]]
| formation = 
| fleetnumbers = 141–172
| operator = [[Sporveien Trikken]]
| depots = [[Grefsen Depot|Grefsen]], [[Holtet (station)|Holtet]]
| lines = 13, 19
| yearconstruction = 1998–2004
| yearservice = 
| yearscrapped = 
| numberbuilt = 32
| numberservice = 
| numberscrapped = 
| carbody = Aluminium
| carlength = {{convert|33.12|m|ftin|abbr=on}}
| width = {{convert|2.6|m|ftin|abbr=on}}
| height = {{convert|3625|mm|ftin|abbr=on}}
| lowfloor = 50%
| floorheight = {{convert|350|mm|ftin|abbr=on}}
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 4 per side (8 total)
| wheeldiameter = {{convert|680|mm|abbr=on}}
| wheelbase = {{convert|1.8|m|ftin|abbr=on}}
| maxspeed = {{convert|80|km/h|abbr=on}}
| weight = {{convert|64|t|abbr=on}}
| capacity = 212
| acceleration = {{convert|1.5|m/s2|ft/s2|abbr=on}}
| deceleration = 
| traction = [[Insulated-gate bipolar transistor|IGBT]]–[[Variable-frequency drive|VVVF]]<ref name="ansaldo" /><ref name="ruter" />
| traction motors = 8 × MTA-F6-105V {{convert|105|kW|abbr=on}}<ref name="ruter" />
| poweroutput = {{convert|840|kW|abbr=on}}<ref name="ansaldo" /><ref name="ruter" />
| transmission = 
| aux = 
| powersupply = 
| gauge = {{Track gauge|sg|allk=on}}
| electricsystem = {{750 V DC}} [[Overhead line|overhead catenary]]
| collectionmethod = [[Pantograph (transport)|Pantograph]]
| uicclass = Bo′+Bo′Bo′+Bo′
| brakes = 
| safety = [[Automatic train protection|ATP]]{{efn|Only used between [[Lilleaker (station)|Lilleaker]] and [[Bekkestua (station)|Bekkestua]] on [[Lilleaker Line|Lilleaker]]/[[Kolsås Line]]}}
}}

'''SL95''' is a series of 32 [[low-floor tram|low-floor]], [[articulated tram|articulated]] [[tram]]s operated on the [[Oslo Tramway]]. The series was built by Italian rail manufacturer [[Gio. Ansaldo & C.|Ansaldo]]/[[Firema]], later known as AnsaldoBreda (now [[Hitachi Rail 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 {{convert|33.12|m|ftin}} long, {{convert|2.6|m}} wide and {{convert|3.62|m|ftin}} tall. The aluminum vehicles weigh {{convert|64.98|t}} and have a power output of {{convert|840|kW}}.

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 [[Ullevål Hageby Line]]. The trams cost about {{NOK|20 million}} each, but discounts were awarded after the delays and technical faults.

The SL95 trams, along with older [[SL79]] trams will be replaced by new [[SL18]] trams between 2020 and 2024.<ref name="New trams">{{cite web |title=Oslos nye trikker: Si hei til SL18! (Oslo's new trams: say hello to SL18!) |url=https://www.fremtidensbyreise.no/trikkeprogrammet/aktuelt/nyhet/3357245/oslos-nye-trikker:-si-hei-til-urbos-100! |website=Fremtidens Byreise |access-date=11 June 2018 |language=Norwegian |archive-date=12 June 2018 |archive-url=https://web.archive.org/web/20180612141444/https://www.fremtidensbyreise.no/trikkeprogrammet/aktuelt/nyhet/3357245/oslos-nye-trikker:-si-hei-til-urbos-100! |url-status=dead }}</ref><ref name="New trams 2">{{cite news |last1=Eggesvik |first1=Olav |last2=Mellingsæter |first2=Hanne |title=Oslo skal kjøpe 87 Spania-trikker til mer enn fire milliarder (Oslo will purchase 87 Spanish trams for more than 4 billion NOK) |url=https://www.aftenposten.no/osloby/i/L0G2XV/Oslo-skal-kjope-87-Spania-trikker-til-mer-enn-fire-milliarder |access-date=11 June 2018 |newspaper=[[Aftenposten]] |language=Norwegian}}</ref>

== Background ==
In the early 1990s, Oslo Sporveier was in need of new trams to operate on their network. Except for 40 articulated [[SL79]]-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 [[SM53]]s, 11 rebuilt [[SM83]]s and 28 trailers, in addition to 34 [[SM91]]s that had been bought used from the [[Gothenburg tram|Gothenburg Tramway]] in 1991.<ref>{{cite journal |title=Oslo Sporveiers vognpark pr. 1 January 1997 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1996 |volume=27 |pages=29 |language=Norwegian}}</ref> 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 [[ČKD Tatra]], purchasing the 11 used [[TT Class 8]] trams from [[Trondheim]], rebuild the SL79s with an additional section or purchasing used articulated trams from abroad. Purchasing used material and rebuilding the SL79s was quickly rejected. A non-articulated Tatra tram was tested in Oslo during January 1991.<ref>{{cite journal |title=Sporvognsdivisjonen fornyer |author=Belsaas, Baard |journal=[[Lokaltrafikk]] |year=1990 |volume=9 |pages=12–14 |language=Norwegian}}</ref>

[[File:1-Variobahn Chemnitz.jpg|thumb|left|In 1995, Oslo Sporveier tried out a [[Variotram]] built by [[ABB Group|ABB]], 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 [[Storstockholms Lokaltrafik]], who were needing new rolling stock for two light rail systems in [[Stockholm]], Sweden. Three existing trams were tested in Oslo during 1995, and several trams were also tested in Stockholm.<ref name="lt24">{{cite journal |title=Lavgulvtrikkene kommer |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1995 |volume=24 |pages=4–9 |language=Norwegian}}</ref>

The first was a six-axle articulated tram from [[Kassel]], Germany, with 80% low floor. The company disliked the lack of air suspension and a door construction where the doors went outwards. A [[Variotram]] built by [[ABB Group|ABB]] from the [[Chemnitz Stadtbahn]] was also tested. It has 100% low-floor, is {{convert|2.65|m}} 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.<ref name="lt24" /> The final tested vehicle was a [[Vienna U-Bahn#T-Class|Class T]] LRV from the [[Trams in Vienna|Vienna tramway]]. 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 {{convert|25|m|ftin}} curve radius, and could not be operated on the [[Briskeby Line]] and the loop at [[Jar (station)|Jar]] on the [[Lilleaker Line]].<ref name="lt25">{{cite journal |title=SL95, siste nytt  |journal=[[Lokaltrafikk]] |year=1995 |volume=25 |pages=31 |language=Norwegian}}</ref>

[[Image:Trikk John Colletts plass.JPG|thumb|The SL95 were first put into service on the Ullevål Hageby Line, here at [[John Colletts plass (station)|John Colletts plass]]]]
Following the tests in Oslo, a delegation was sent to look at compatible systems outside Oslo. After it had returned, the company went into negotiations with three manufacturers: [[Duewag]], [[Bautzen]] and Ansaldo/Firema. Oslo Sporveier signed a contract with Ansaldo/Firema for delivery of 17 units in 1997–98, with options for additional 15 units. The first 17 units cost {{NOK|335&nbsp;million}}, or NOK&nbsp;20&nbsp;million per vehicle.<ref name="lt25" /> The option rights were later exercised, and the total order was increased to 32.<ref name="lt40b">{{cite journal |title=Første SL 95 |author=Myhre, Knut |journal=[[Lokaltrafikk]] |year=1998 |volume=40 |pages=26–27 |language=Norwegian}}</ref> This allowed Oslo Sporveier to replace all trams that were not articulated, and would give a maximum age in the tram fleet to 18 years.<ref>{{cite journal |title=Kun leddvogner i drift |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1998 |volume=40 |pages=29 |language=Norwegian}}</ref> While Oslo Sporveier at first had planned to debt-finance the purchase, by 1999 it was decided that the trams would be leased from [[Skandinaviska Enskilda Banken]].<ref name="lt40c">{{cite journal |title=SL95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1999 |volume=40 |pages=27 |language=Norwegian}}</ref> Due to a labor dispute about privatizing the operation of the tramway and the [[Oslo Metro]], the ownership of all trams and metro trains, including the SL95, were transferred to the municipally owned limited company Oslo Vognselskap in 2007.<ref>{{cite web |url=http://fil.nrk.no/nyheter/distrikt/ostlandssendingen/1.1366943 |last=Ensby |first=Anne Linn |work=[[Norwegian Broadcasting Corporation]] |date=22 November 2006 |title=T-baneprivatisering utsatt  |language=Norwegian |access-date=21 March 2012 |archive-date=9 July 2012 |archive-url=https://archive.today/20120709042256/http://fil.nrk.no/nyheter/distrikt/ostlandssendingen/1.1366943 |url-status=live}}</ref>

== Construction and delivery ==
In January 1997, two bogies were installed and tested on a [[SM53|ST55]]-tram trailer.<ref>{{cite journal |title=SL95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1996 |volume=30 |pages=33 |language=Norwegian}}</ref> On 10 February 1997, a mock-up of the driver's cab was made in Italy and sent to Oslo to try to optimize the layout. On 8 April 1997, Oslo Sporveier decided to order an additional 13 trams. The full options were not realized due to lack of funding. At the same time it was decided that all [[SM91]]-trams would be retired, while some [[SM83]]-trams would remain in service after the full delivery of the SL95s.<ref>{{cite journal |title=SL95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1997 |volume=32 |pages=24 |language=Norwegian}}</ref> By 1998, delivery date for the first vehicle, no. 141,  was set to 23 May, with plans to put it into scheduled service on 23 June. The mock-up was scrapped on 12 February.<ref>{{cite journal |title=SL95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1998 |volume=35 |pages=24 |language=Norwegian}}</ref> However, the tram was not completed until October, when representatives for the tram company could operate it for the first time at Firema's plant.<ref>{{cite journal |title=Første SL 95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1998 |volume=38 |pages=24 |language=Norwegian}}</ref> This delay was caused by the roof having blown off the plant. A NOK&nbsp;1&nbsp;million discount per tram was granted due to the incident.<ref>{{cite journal |title=Første SL 95 |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1998 |volume=37 |pages=31 |language=Norwegian}}</ref>

[[File:SL95 Kolsåsbanen 1.jpg|thumb|left|A tram running along the [[Kolsås Line]] in 2007, while [[Oslo Metro]] services along the line had been terminated.]]
Tram no. 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.<ref name="lt40a">{{cite journal |title=Gaustadlinjen åpnet |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=1999 |volume=40 |pages=24 |language=Norwegian}}</ref> During periods from April through June, the voltage along sections of the [[Lilleaker Line]] was raised from 600 to 750&nbsp;V; this included trials with the SL95 to ensure that it could operate under this current as well.<ref name="lt40b" />

Tram 141 was first used in scheduled traffic on 30 May, when it was put into service on the newly extended [[Ullevål Hageby Line]]. This line had been extended {{convert|1.6|km}} to [[Rikshospitalet (station)|Rikshospitalet]], where it would serve the new national hospital. Unlike all the other lines of the tramway, this [[terminal station|terminus]] does not have a [[turning loop]], 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 [[John Colletts plass (station)|John Colletts plass]], where there is a turning loop.<ref name="lt40a" />

[[File:SL95 Bekkestua.jpg|thumb|SL95 no. 171 at [[Bekkestua (station)|Bekkestua]] 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 {{convert|500|m}}, requiring upgrades at [[Wessels plass (station)|Wessels plass]] and [[Gamlebyen]]. 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 {{convert|17|m|ftin}}, making it impossible for the trams to operate through the intersection between Riddervolds gate and Inkognitogata, where the radius is {{convert|16.5|m|ftin}}. This means the trams cannot operate on the [[Briskeby Line]], and all trams to [[Majorstuen (station)|Majorstuen]] are therefore operated with SL79. Restrictions on two trams passing was issued on several shorter sections, including the S-curve from [[Kirkeristen (station)|Kirkeristen]] to [[Stortorvet (station)|Stortorvet]], but these sections were quickly rebuilt.<ref name="lt40c" />

By 2000, deliveries were delayed, and in June all trams were taken out of service for three weeks to modify the gearboxes.<ref>{{cite journal |title=SL95 |author=Gaarder, Håken Kinck |journal=[[Lokaltrafikk]] |year=2001 |volume=43 |pages=30 |language=Norwegian}}</ref> In October, ten of thirteen trams were taken out of service due to [[Tire uniformity#Radial runout|radial run-out]]<!--hjulslag-->. The problem was large enough that some trams got a new radial run-out the day after they were fixed.<ref>{{cite journal |title=Høsten 2000 |author=Gaarder, Håken Kinck |journal=[[Lokaltrafikk]] |year=2001 |volume=43 |pages=30 |language=Norwegian}}</ref> From 6 January 2001, SL95 could be used on the [[Grünerløkka–Torshov Line]], and from 6 February, on the [[Ekeberg Line]]. However, the latter still had too short platforms.<ref>{{cite journal |title=Kjøreforbud |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=2001 |volume=44 |pages=39 |language=Norwegian}}</ref>

[[File:Two SL95 at Rikshospitalet.jpg|thumb|left|No. 141 and 151 awaiting departure on each their line at [[Rikshospitalet (station)|Rikshospitalet]]]]
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 [[AnsaldoBreda]]—fixed the problems. These included the noise being 15&nbsp;dB too loud, and trams being out of service during the January–February cold spell, when batteries and [[rectifier]]s would not operate.<ref>{{cite journal |title=SL95 |author=Gaarder, Håkon Kinck |journal=[[Lokaltrafikk]] |year=2001 |volume=44 |pages=38 |language=Norwegian}}</ref> 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.<ref>{{cite journal |title=SL95 |author=Gaarder, Håkon Kinck |journal=[[Lokaltrafikk]] |year=2001 |volume=45 |pages=34–35 |language=Norwegian}}</ref> The trams were taken out of service, and gradually put back as they were upgraded.<ref>{{cite journal |title=SL95 |author=Blix, Håvard |journal=[[Lokaltrafikk]] |year=2001 |volume=46 |pages=38 |language=Norwegian}}</ref> 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.<ref>{{cite journal |title=SL95 |author=Blix, Håvard |journal=[[Lokaltrafikk]] |year=2001 |volume=47 |pages=41–42 |language=Norwegian}}</ref>

[[File:SL79 and SL95 in Storgata.jpg|thumb|[[SL79]] and SL95 trams in [[Storgata]]]]
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.<ref>{{cite journal |title=1. November |author=Blix, Håvard |journal=[[Lokaltrafikk]] |year=2002 |volume=50 |pages=41–42 |language=Norwegian}}</ref> Until 2003, trams 142 and 149 were not in service for long-term repairs.<ref>{{cite journal |title=SL95 |author=Blix, Håvard |journal=[[Lokaltrafikk]] |year=2003 |volume=52 |pages=41–42 |language=Norwegian}}</ref> 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 {{convert|12.5|km/h}} 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, [[corrosion]] was discovered inside the articulation of tram 141.<ref>{{cite journal |title=SL95  |journal=[[Lokaltrafikk]] |year=2004 |volume=57 |pages=42 |language=Norwegian}}</ref> 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.<ref>{{cite journal |title=SL95  |journal=[[Lokaltrafikk]] |year=2007 |volume=63 |pages=30 |language=Norwegian}}</ref> 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{{clarify|reason=Why does this fault require this solution?|date=May 2013}}.<ref>{{cite journal |title=SL95  |author=Udbjørg, Peder |journal=[[Lokaltrafikk]] |year=2009 |volume=71 |pages=31 |language=Norwegian}}</ref>

== Specifications ==
[[File:SL95 interior.jpg|thumb|The interior (1999-late 2017).]]
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 {{convert|33.12|m|ftin|sp=us}} long, {{convert|2.6|m|sp=us}} wide and {{convert|3.62|m|ftin|sp=us}} tall. The axle distance in the bogies is {{convert|1.80|m|sp=us}}, and the distance between the bogie centers is {{convert|9.85|m|ftin|sp=us}} from the center to the end, and {{convert|5.17|m|ftin|sp=us}} between the two in the center. The tram weighs {{convert|64.2|t}} empty, and {{convert|78.3|t}} with payload.<ref name="lt43">{{cite journal |title=SL95, en presentasjon |author=Andersen, Bjørn |journal=[[Lokaltrafikk]] |year=2000 |volume=43 |pages=4–10 |language=Norwegian}}</ref>

Each of the four bogies have two [[three-phase]] [[induction motor|asynchronous]] motors on a steel bogie with two axles. The wheels have a {{convert|680|mm|adj=on|sp=us}} diameter when new and {{convert|610|mm|adj=on|sp=us}} when fully worn. The axles are [[rubber suspension|rubber-suspended]] against the bogies, while the bogies are [[air suspension|air-suspended]] against the chassis. The motors are type MTA-F6-105V built by Ansaldo, and each motor outputs {{convert|105|kW}} at {{750 V DC}}. This allows a maximum speed of {{convert|80|km/h}} and an acceleration of {{Cvt|1.5|m/s/s|mph/s}}. The vehicle can be reversed, but the speed is then automatically limited to {{convert|15|km/h}}.<ref name="lt43" /><ref name="ansaldo">{{cite web |url=http://www.ansaldobreda.com/upload/allegati_prodotti/64_ITA_oslo.pdf |title=Oslo LRV |author=AnsaldoBreda |author-link=AnsaldoBreda |format=PDF |access-date=18 October 2010 |archive-url=https://webcitation.org/5ta4THwTg?url=http://www.ansaldobreda.com/upload/allegati_prodotti/64_ITA_oslo.pdf |archive-date=18 October 2010 |url-status=dead}}</ref><ref name="ruter">{{cite web |url=http://ruter.no/Reiseinformasjon/Din-sikkerhet/Sikkerhet-pa-trikken/Leddtrikk-SL-95/ |title=Leddtrikk SL 95 |author=Ruter |author-link=Ruter |access-date=18 October 2010 |language=Norwegian |archive-url=https://web.archive.org/web/20080615211836/http://www.ruter.no/Reiseinformasjon/Din-sikkerhet/Sikkerhet-pa-trikken/Leddtrikk-SL-95/ |archive-date=15 June 2008 |url-status=dead }}</ref> While the tram operated with 600&nbsp;V, it had power output of {{convert|672|kW}}.<ref name="lt43-22">{{cite journal |title=SL95, en presentasjon |author=Backer, Henrik B. and Arild Wold |journal=[[Lokaltrafikk]] |year=1997 |volume=31 |pages=22–23}}</ref>

[[File:I12 025 Hp Abbediengen, ET 145.jpg|thumb|left|A tram at [[Abbediengen (station)|Abbediengen]]]]
The vehicles have three braking systems: a primary [[regenerative brake|regenerative]] [[dynamic braking|dynamic brake]], a secondary [[disc brake]] and an emergency [[rail brake]]. When braking with the regenerative brake, the energy can be fed back to the overhead wires. The trams are dimensioned to operate an entire day with the dynamic brakes disconnected from one bogie, and for one hour if disconnected from two bogies, in which case only disc brakes will be used.<ref name="lt43-22" />
The trams are bidirectional, with a driver's cab at each end. These cabs are built so the [[Motorman (locomotive)|motorman]] can also sell tickets. The cab's have a door to close them off, so the riders cannot access rear cab. There are four doors on both sides; the front door is single while the three back doors are double. In addition to the front door, there is one door in each section. To operate the doors on the left side, the motorman must engage a security switch. It is also possible to open each individual door on the right side from the driver's cab. Half the length is low-floor, with an entry height at {{convert|350|mm}}, including three of the four doors. There are 88 seats, of which 64 are on the high-floor section, giving a total capacity of 212 riders.<ref name="lt43-22" /> All of the rollsigns was replaced with LED signs, similar to SL79 in 2019.

== Operation ==
The SL95s make up 32 of the 72 trams in the system, supplementing the older SL79. The SL95s are the only bidirectional trams, and therefore the only ones that can operate on the Ullevål Hageby Line, that is served by lines 17 and 18. Since line 13 is a continuation of line 17 at [[Sinsen (station)|Sinsen]], the SL95s also operate on that line. Due to a too-small curve radius on the Briskeby Line, rarely SL95 trains run to Majorstuen,<ref name="lt43-22" /> and when do they run, they just run at the [[Frogner Line]] and/or the [[Homansbyen tram stop|Homansbyen Line]]; At the turn close to the [[Inkognitogata tram stop|Inkognitogata stop]] at the [[Briskeby Line]], there is a sign saying to be careful with SL95 trams. They run on the Ullevål Hageby-, Ekeberg-, [[Sinsen Line|Sinsen]]-, Grünerløkka–Torshov-, Lilleaker- [[Skøyen Line|Skøyen]], and rarely in the [[Homansbyen tram stop|Homansbyen]]- [[Frogner Line|Frogner]] lines. Each service has a ten-minute headway, giving a five-minute interval on section that are served by two lines.<ref>{{cite web |url=http://www.trafikanten.no/trafikkinfo/tabeller/os/oslo-trikk.pdf |title=Rutehefte Trikk |author=Ruter |author-link=Ruter |format=PDF |year=2009 |access-date=25 August 2009 |url-status=dead |archive-url=https://www.webcitation.org/5opb4gEps?url=http://www.trafikanten.no/trafikkinfo/tabeller/os/oslo-trikk.pdf |archive-date=8 April 2010 }}</ref>

[[File:SL95 roof Kirkeristen.jpg|thumb|left|SL95 tram at [[Kirkeristen (station)|Kirkeristen]], showing the amount of roof-mounted equipment]]
In 2007,<ref>{{cite news |url=http://www.aibn.no/Railway/Reports/2008-07 |title=Rapport om sammenstøt mellom to trikker ved Sæter holdeplass 21. november 2007 |date=27 November 2008 |access-date=8 July 2011 |language=Norwegian, English |work=[[Accident Investigation Board Norway]] |archive-date=29 September 2011 |archive-url=https://web.archive.org/web/20110929174332/http://www.aibn.no/Railway/Reports/2008-07 |url-status=dead }}</ref><ref>{{cite news |url=http://www.aftenposten.no/nyheter/oslo/article2113110.ece |title=To trikker kolliderte |last=Trellevik |first=Amund |date=21 November 2007 |access-date=21 March 2012 |archive-date=28 June 2011 |archive-url=https://web.archive.org/web/20110628213622/http://www.aftenposten.no/nyheter/oslo/article2113110.ece |url-status=live |language=Norwegian |work=[[Aftenposten]]}}</ref> 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.<ref>{{cite news |url=http://www.dagbladet.no/2010/09/25/nyheter/innenriks/kollektivtrafikk/oslo/13557855/ |title=Oslo har mistet to av sine nyeste trikkevogner |last=Hansen |first=Asle |date=25 September 2010 |access-date=21 March 2012 |language=Norwegian |work=[[Dagbladet]] |archive-url=https://web.archive.org/web/20121011140728/http://www.dagbladet.no/2010/09/25/nyheter/innenriks/kollektivtrafikk/oslo/13557855/ |archive-date=11 October 2012 |url-status=live}}</ref> In 2010, Commissioner for Environmental Affairs and Transport [[Jøran Kallmyr]] ([[Progress Party (Norway)|Progress Party]]) 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.<ref>{{cite news |url=http://www.tv2nyhetene.no/innenriks/ny-milliardsmell-for-oslotrafikken-3297406.html |title=Ny milliardsmell for Oslo-trafikken  |last=Baraldsnes |first=Ronnie |date=23 September 2010 |access-date=18 October 2010 |language=Norwegian |work=[[TV 2 (Norway)|TV 2]] |archive-url=https://web.archive.org/web/20100928040028/http://www.tv2nyhetene.no/innenriks/ny-milliardsmell-for-oslotrafikken-3297406.html |archive-date=28 September 2010 |url-status=live}}</ref> 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.<ref>{{cite news|url=http://www.dn.no/forsiden/politikkSamfunn/article2605998.ece|title=Oslo-trikker skal tilbake på skinnene|publisher=Dagens Næringsliv/NTB|language=Norwegian|access-date=1 May 2013|location=30 April 2013}}</ref>

From 2012, the trams were equipped with an [[automatic train protection]] system, which will allow them to run concurrently with the [[OS MX3000|metro trains]] on the [[Kolsås Line]].<ref>{{cite news |url=http://www.tu.no/bygg/2012/03/20/slik-kan-trikken-kjore-pa-t-banelinjene |title=Slik kan trikken kjøre på T-banelinjene |last=Seehusen |first=Joachim |date=20 March 2012 |access-date=21 March 2012 |archive-date=23 March 2012 |archive-url=https://web.archive.org/web/20120323002335/http://www.tu.no/bygg/2012/03/20/slik-kan-trikken-kjore-pa-t-banelinjene |url-status=live |language=Norwegian |work=[[Teknisk Ukeblad]]}}</ref> 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&nbsp;4 billion. Oslo Vognselskap stated that the replacement trams would be about the same size as SL95, but weigh only {{convert|40|t}}, giving less wear on the tracks, and have a floor height of {{convert|30|cm|sp=us}}. Replacements will start in 2020 when the new [[SL18]] 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.<ref>{{cite news |url=http://www.tu.no/bygg/2012/09/24/denne-blir-snart-historie |title=Oslotrikken skal fornyes |last=Valmot |first=Odd Richard |date=24 September 2012 |access-date=29 September 2012 |archive-date=30 September 2012 |archive-url=https://web.archive.org/web/20120930020411/http://www.tu.no/bygg/2012/09/24/denne-blir-snart-historie |url-status=live |language=Norwegian |work=[[Teknisk Ukeblad]]}}</ref><ref name="New trams" /><ref name="New trams 2" />
{{clear}}

== Notes ==
{{Notelist}}

== References ==
{{Reflist}}
{{commons category|SL-95|SL95}}

{{Oslo Tramway}}

{{good article}}

[[Category:Oslo Tramway stock]]
[[Category:AnsaldoBreda multiple units]]
[[Category:1999 establishments in Norway]]
[[Category:AnsaldoBreda trams]]
[[Category:750 V DC multiple units]]