Specifications
The MX3000 is a three-car electric multiple unit built exclusively for the Oslo Metro by Siemens in Vienna, Austria. It is a modification of trains used on the Vienna U-Bahn. The units are designed by Porsche Design Studio. Unlike the red predecessors, the trains are painted white with black and grey detailing. The chassis is in aluminum. A three-car train is 54.14 meters (177.6 ft) long; the end cars are 18.11 meters (59.4 ft) long each, while the center car is 17.92 meters (58.8 ft) long. The cars are 3.16 meters (10.4 ft) wide and 3.68 meters (12.1 ft) tall. An empty three-car unit weighs 98 tonnes (96 long tons; 108 short tons), while it with full payload weighs 147 tonnes (145 long tons; 162 short tons). This gives a maximum axle load of 12.5 tonnes (12.3 long tons; 13.8 short tons).
Each three-car unit has 138 seats, and a total capacity of 493 passengers. The height of the floor is 1.12 meters (3 ft 8 in) above the track, allowing step-free access to the platforms. There are three doors on each side of each car, measuring 1,300 millimeters (51 in) wide and 1,900 millimeters (75 in) high. Unlike the older T1000 trains, the triple-car configuration allows passengers to walk between the cars. Combined with a better spacial design, it reduces the feeling of crowding. The MX3000 also introduced air conditioning on the metro. In service, the units run either in single configuration (with three cars) or in multiple (with six cars).
Each car is equipped with four three-phase asynchronous 140-kilowatt (190 hp) motors, giving each three-car unit a power output of 1,680 kilowatts (2,250 hp). In each car, the four motors are fed by the car's own insulated-gate bipolar transistor. They transform the 750 volt direct current collected from the third rail shoe to the three-phase alternating current used in the motors. The frequency and amplitude of the current fed to the engines varies depending on the train's speed. The MX3000 introduced regenerative brakes, that allow the electromagnetic brakes to feed power back to the power supply when braking. In addition, there is a back-up disc brake on each axle. Acceleration in the range 0 to 40 kilometers per hour (0 to 25 mph) is limited to 1.3 meters per second squared (4.3 ft/s2). In this phase, the fully loaded train uses 5.0 kiloampere. For use in areas without a third rail, such as at depots, the trains are equipped with a 110 V battery. This removes the need for shunting at the depots, and makes maintenance more cost efficient. Energy usage is reduced by 30%, estimated to save the operating company NOK 13 million per year, compared to using the old stocks.
There are two bogies per car, each with two axles. The wheel diameter is 850 millimeters (33 in) for new wheels, and 770 millimeters (30 in) when fully worn-down. The center distance between the bogies is 11.00 meters (36.09 ft). The primary suspension is steel coil spring between the axles and the bogies, with a secondary air suspension between the frame and the bogies. The latter, which the MX3000 was the first to use on the metro, gives reduced noise, better comfort and makes it possible to adjust the height with changed passenger weight.
The units are controlled by a distributed system connected by a double multifunction vehicle bus. It has two vehicle control units, that monitor and control all main functions of the train; in addition, there are systems for controlling the brakes, traction, doors, ventilation, passenger information system and compressor. Like the older stock, the train's speed is controlled by an automatic train protection (ATP) system. The speed codes are transferred from the ATP points in the infrastructure, using 75 hertz pulses in the tracks. The trains pick up the signals via antennas. The speed codes are 15 km/h (9.3 mph), 30 km/h (19 mph), 50 km/h (31 mph) and 70 km/h (43 mph). They are informed to the engineer via signals in the driver's cab; in addition, the system will automatically reduce the speed, should the limit be exceeded. The driver can put the trains in an automatic mode, where the train itself adjusts the trains speed to the speed limit. The driver is always responsible for starting and halting the train at stations. The driver's cabs are more ergonomic than in the T1000, and the mirrors to monitor the platforms have been replaced with cameras and screens.
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