SL95 - Background

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 SM53s, 11 rebuilt SM83s and 28 trailers, in addition to 34 SM91s that had been bought used from the Gothenburg Tramway 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 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. An non-articulated Tatra tram was tested in Oslo during January 1991.

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.

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 from the Chemnitz Stadtbahn 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 Wien 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 25 metres (82 ft) curve radius, and could not be operated on the Briskeby Line and the loop at Jar on the Lilleaker Line.

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 million, or NOK 20 million per vehicle. The option rights were later exercised, and the total order was increased to 32. 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. 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. 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.