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93-564: The company was established as the Norwegian State Railways (1883–1996) . In 1996 the company was split into the new NSB, the infrastructure company, Jernbaneverket and the Norwegian Railway Inspectorate . In 2002, the freight operations were split to the subsidiary CargoNet , and the maintenance department became Mantena . It was controversially renamed Vygruppen in 2019; the then-opposition parties vowed to reverse

186-484: A 19-minute travel time. Concurrently, political stipulations dictated that the airport's development should not burden taxpayers financially; thus, the entire project was slated for financing through loans. The result was that the airport was to be financed, built and operated by the Civil Aviation Administration subsidiary Oslo Lufthavn AS while the rail connection was to be financed, built and operated by

279-476: A combination known as 'controlled passive tilt' (制御付き自然振子式), where tilt is initiated passively but controlled (and slowed) by computers through mechanical active suspension - culminated post-privatisation with the 2000 series DMU, built for JR Shikoku and introduced on the Shiokaze and Nanpū limited express services in 1990. With problems of ride nausea and track wear alleviated, the benefits of tilting trains on

372-587: A domestic invention, the Talgo , and developed it into a reliable high-speed train for a low-traffic-density railway. British Rail invested heavily in tilting-train technology to overcome the limitations of a rail network located in space-constrained built-up areas. Italy's Trenitalia and the Japan National Railways have used tilting technology to speed express trains on conventional tracks through mountainous terrain. Tilting trains are meant to help reduce

465-456: A fleet of 36 Class 72 and 82 Class 69 electric multiple units (EMU) and 14 Class 92 diesel multiple units (DMU) for commuter services. The company has a further 22 Class 73 and 16 Class 70 EMUs and Class 93 DMUs for regional and intercity trains, which are also provided by 22 El 18 and 5 Di 4 locomotives which haul Class 5 and Class 7 passenger cars. Vy receives subsidies to operate unprofitable route from its owner, while services on

558-541: A growing desire in the 1960s and 1970s to build high-speed rail networks, a problem arose: the amount of tilt appropriate for high-speed trains would be over-tilted for lower-speed local passenger and freight trains sharing the lines. Japan's early bullet train efforts of the 1960s avoided this problem by laying all-new lines as part of a re-gauging effort, and France's TGV followed the same pattern. Other operators did not have this luxury and were generally limited to much lower speeds. Spain's national railway Renfe took

651-432: A number of wheel sets, and again wheels and axles had to be replaced. Today Class 612 is back to tilting operation and forms the backbone of DB's fast regional service on non-electrified lines. Additional units were sold to Croatia , where they are used for InterCity services. In 1999 DB was able to use tilting technology for its InterCityExpress services, when with class 411 and 415 an electric high-speed tilting train

744-417: A passive tilt mechanism based on a four-bar arrangement, and they inspired the second generation of TALGO trains. In Italy, the studies for a tilting train started in the mid 1960s and the concept was patented in 1967 by two engineers of Fiat railway materials, Franco di Maio and Luigi Santanera. A number of prototypes were built and tested, including an automotrice (self-propelled) derived from ALn 668 ,

837-465: A routine check. The tilting mechanism has been switched off since 23 October 2008, and the maintenance intervals were drastically reduced which led to major service disruptions. Much of the technical layout is derived from the ICE 3 . Austria's ÖBB has purchased three units in 2007, operating them jointly with DB for services from Germany to Austria. Even though DB assigned the name ICE-T to class 411/415,

930-667: A similar effect by using on-board computers to limit tilt, initiated using inertia (as in traditional passive tilt). Automatic train stop beacons are used to inform computers of the precise location of these trains and limit natural tilt to angles specified by track data. A high-speed tilting train is a tilting train that operates at high speed, typically defined as by the European Union to include 200 km/h (124 mph) for upgraded track and 250 km/h (155 mph) or faster for new track. Tilting trains operating at 200 km/h (124 mph) or more on upgraded track include

1023-489: A ten-year public service obligation contract with the Norwegian Ministry of Transportation and Communication. The Norwegian Minister of Transportation and Communications , Liv Signe Navarsete ( Centre Party ), has announced that the present government (as of 2006) will discontinue the previous government's announcements to put more rail line operations on public tender. The Norwegian passenger train division has

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1116-530: A year after its scheduled opening. The service is operated using 16 custom built Class 71 electric multiple units, with a capacity for 168 passengers and maximum speed of 210 km/h (130 mph). NSB tried to modernize itself in the late 1990s through the acquisition of new rolling stock and a new brand image. The first stock to be delivered were 22 El 18 electric locomotives. These were meant to take over passenger train traffic in Southern Norway while

1209-402: Is initiated by computers, which 'force' train bodies to tilt at specific angles based on track information. This information could be stored on board or detected using a sensor at the front of the train or using Automatic train stop beacons. The slight delay in reacting to this information leads to a short period of sideways force while the cars react. It was found that when the cars tilt just at

1302-677: Is provided hourly along the Trunk Line , the Vestfold Line and the Østfold Line . The trains running between Lillehammer and Skien serve Oslo Airport, Gardermoen , providing an alternative to the Airport Express Train . Around the cities of Bergen , Oslo and Skien Vy operates commuter train services using Class 69 , Class 72 , Class 74 and Class 75 electric multiple units and Class 92 diesel multiple units. The services usually have hourly or semi-hourly frequency. NSB tried using

1395-522: Is scheduled for 2012 but delayed because of accident during testing, by that time much of the rail network is expected to be upgraded to double track , enabling an increase in frequency. The contract which is worth approximately 840 mill. Swiss francs gives NSB an option to buy an additional 100 sets. These trains have been specifically modified to operate in Norwegian climate and have a maximum speed of 200 km/h (125 mph). Vy's subsidiary Vy Tog AS

1488-844: The Acela in the US, the X 2000 in Sweden, the Pendolinos and Super Voyagers in the United Kingdom, and the ICE TD in Germany (the latter two being diesel powered). Some older high-speed lines were built for lower line speeds (≤ 230 km/h (143 mph)); newer tilting trainsets can maintain higher speeds on them. For example, the Japanese N700 Series Shinkansen may tilt up to one degree on

1581-525: The Atchison, Topeka and Santa Fe Railway that year. The company built another three pre-production models in 1939, using more conventional fore-and-aft bogies, and these saw some use with the San Diegan , among others. Mounted on high springs, the car tilted inwards on curves to counterbalance the cant deficiency with the induced centrifugal force. The opening of World War II prevented any immediate orders, and

1674-595: The Bergen Line . The four day trains are operated with traditional locomotive hauled trains (electric locomotives El18 and coaches Class 7 ). A night train service with WLAB2 sleeping coaches is also offered on these lines. Vy has two regional rail services. All regional trains are to receive the new livery of red and grey. NSB has previously used the brand name Agenda on its regional services. Regional services use Class 74 (R10 Skien – Lillehammer ) and Class 73b (R20 Oslo S – Halden – ( Gothenburg )). The service

1767-772: The Chesapeake & Ohio Railway , who began development of what would become the UAC TurboTrain using the same system. The TurboTrain entered service in the US and Canada in 1968. The first successful European tilting train design was the Talgo in Spain, developed in the 1970s as a lightweight, fast train using passive tilt. Renfe, adopted the system widely, but was restricted to the Iberian peninsula initially. The first full commercial application of passive tilting trains appeared in early 1980s with

1860-801: The DB Class 403 (1973) built decades earlier - created a generation of trains with more limited tilt (around 2°) but are more economical to build and easier to maintain. The experimental 300X built in 1995 developed into the N700 series , the first revenue-earning tilting Shinkansen unit in 2007. Applications to Shinkansen lines - which would not have benefitted greatly with mechanical tilting mechanisms due to their already shallow curves that allow high speeds - allowed for greater ride comfort, less track wear and slightly higher speeds leading to increased frequency. The simplicity of this technology made it possible for smaller private operators to introduce tilting trains, such as

1953-562: The Dovre Line was electrified. In 2002 the freight operations were split to the subsidiary CargoNet , and the maintenance department became Mantena . "The transportation of Jews that were to be deported and the use of POWs on the Nordland Line is a dark chapter of NSB's history", according to kommunikasjonssjef Åge-Christoffer Lundeby in NSB in 2015. Later, Bjørn Westlie said this about

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2046-480: The Dresden – Munich line, but these class 605 (ICE-TD) units experienced trouble from the start. After breaking an axle in 2002, all remaining 19 units (one fell off a working platform) were taken out of service. Even though one year later the trains were admitted to service again, DB judged their operation to be overly expensive. In 2006, those trains were used for amplifier trains and from 2008 to 2017, they ran on

2139-654: The El 16s and El 14s were moved to the freight division and the El 17s were scrapped, relegated to shunting or sold to the Flåm Line . The new locomotives were capable of speeds up to 200 kilometres per hour (125 mph). For the diesel lines, NSB attempted to buy 12 Di 6 from Siemens , but had to return them after they failed to operate sufficiently in the northern Norwegian cold. NSB also decided to re-brand itself with three district brands: NSB Signatur (express trains), NSB Agenda (regional trains) and NSB Puls (local trains). At

2232-479: The Gjøvik Line have been made subject to public service obligations , which is operated by Vy's subsidiary Vy Gjøvikbanen . During the 1990s, NSB modernized their rolling stock, expanding their fleet of multiple units and retiring many of the traditional locomotive-hauled trains. Most of the locomotives were sold to the freight company CargoNet AS, but the models El18 and Di4 remain to haul passenger trains. Some of

2325-584: The Hamburg – Copenhagen route. Since 2018 and 2021, two units are in operation as the advanced TrainLab  [ de ] test train. In 1966, a consortium of Canadian industrial firms began considering a conventionally-powered competitor to the TurboTrain, eventually emerging as the LRC (Light, Rapid, Comfortable) in the early 1970s. This design also used an active-tilt system, but one of very different form than

2418-590: The Nordland Line , the Rauma Line and the Røros Line were upgrades with 15 new Class 93 units in 2001, though criticized for lack of comfort, have increased the speed on the railways. NSB also discontinued night train services on the Rauma Line and Røros Line. Starting in 2002, NSB also received 36 new electrical local trains, Class 72 . These were painted grey/green (for the use of the brand name Puls ) and were put in

2511-429: The Norwegian Railway Inspectorate . The name was taken by the train operator, although the infrastructure operator remained a government agency and is the legal successor. Norway's first railway, the Trunk Line , was opened in 1854. It was built and run as a private company, although with some government ownership. This was followed by two wholly state-owned railways , the narrow-gauge Hamar–Grundset Line in 1861 and

2604-610: The Odakyu 50000 series VSE , a luxurious sightseeing express train with active suspension introduced not to increase speeds but to enhance ride comfort; and even cheap enough to be applied to commuter stock, such as JR Hokkaido 's KiHa 201 series , which improved speeds and frequencies on Sapporo 's partly non-electrified suburban railway system. This is also one of the only applications of tilting technology on 'metro-style' commuter trains to date. . More modern and more numerous examples of active suspension and pneumatic tilting trains, include

2697-562: The Oslo Commuter Rail and Jæren Commuter Rail . NSB has now discontinued the use of brand names on its rail products. By 2002, the Bondevik's Second Cabinet wanted to further deregulate the Norwegian railway sector, and made NSB a limited company NSB AS on 1 July. NSB had been through a process of making the company more of a corporation, with the IT section made the subsidiary Arrive and

2790-468: The T originally did not stand for tilting but for Triebwagen (self-propelled car), as DB's marketing department at first deemed the top speed too low for assignment of the InterCityExpress brand and therefore planned to refer to this class as IC-T (InterCity-Triebwagen). Rather luckless was Class 411/415's adaptation for diesel services. In 2001, a total of 20 units were commissioned for use on

2883-657: The Talgo Pendular . Talgo is currently in its 21st generation of production. Talgo trains are in service in various parts of Europe, and built under licence in Latin America and Asia. In North America, Amtrak uses Talgo trains in its Cascades service in the Northwest. The first Talgo tilting series were the "pendular" ones from 400 series onwards. The first tilting train to enter into regular service in North America

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2976-504: The Tōkaidō Shinkansen , allowing the trains to maintain 270 km/h (168 mph) even on 2,500 m (8,200 ft) radius curves that previously had a maximum speed of 255 km/h (158 mph). Many high-speed trainsets are designed to operate on purpose-built high-speed lines and then continue their journeys on legacy lines, upgraded or not. Where the legacy lines justify it, a tilting train may operate at higher speeds on

3069-477: The West Coast Main Line ( London Euston to Glasgow Central , Liverpool Lime Street and Manchester Piccadilly ). Class 390s commenced operation in 2001 with only one being in a major derailment. Due to signalling constraints, Class 390s are limited to 201 km/h (125 mph) in regular service. Japan was an early adopter of tilting trains and continues to use them on many express services. Due to

3162-461: The scapegoat for cooperation with the Germans," writes Westlie, even though "many of the darkest chapters are from the period before Vik" became chief, according to Halvor Hegtun. There was no investigation of the agencies [or NSB] after the war. However, the former chief Vik was not to be prosecuted if he "did not work for NSB again". In 1952 a plan of electrifying operations was adopted. In 1970

3255-706: The standard-gauge Kongsvinger Line in 1862, with the latter branching from the Trunk Line at Lillestrøm . Several more were built over the next two decades. In 1871 the national railway was connected to the Swedish rail infrastructure. By the 1880s, the pace of railway construction ground to a halt due to economic and political problems. In 1883, the Norwegian State Railways was established and railway construction started up again. The Norwegian State Railways also bought up many private railways to integrate them into

3348-409: The 'limited express' EMUs E353 series for JR East. Deutsche Bundesbahn started tests with tilting trains in Germany with its Class 634 in 1967 when some Class 624 DMUs were equipped with passive tilting systems. As the passengers experienced motion sickness, the tilting technology was disabled and later removed. The tests continued with the prototypes of the following Class 614 units, but due to

3441-632: The 2015 book, Fangene som forsvant ("The Prisoners Who Disappeared"), shows that NSB was fully informed about the prisoners' situation", according to a 2015 Klassekampen article. Of the 100,000 Soviet POWs that came to Norway, 13,000 were put to work on the Nordland Line. Over 1,000 died as a result of [the] cold, starvation and exhaustion (out of a total of 13,700 dead "foreign POWs, political prisoners and forced laborers " in Norway between 1941 and 1945). According to Westlie, "NSB transported Jews to

3534-677: The 8000 series serves as the basis of the Electric Tilt Train built for Queensland Rail 's Cape Gauge network. The 885 series, built as part of the Hitachi A-train family, serves as the basis of the Taiwanese TEMU1000 series tilting EMU for Taroko Express services, and some non-tilting variants including the British Rail Class 395 and British Rail Class 801 . Later developments in pneumatic active suspension - based on

3627-530: The ALn 668 1999 diesel car, provided with tilting seats to test the effects of active tilting technologies. The first working prototype using a tilting carbody was ETR Y 0160, an electrically powered car launched by FIAT in 1969. This was the first to be christened Pendolino . This design led to the construction of an entire EMU in 1975, the ETR 401 , built in two units by FIAT. One was put into public service on 2 July 1976 on

3720-537: The APT. The carriages rode on two C-shaped channels mounted across the top of the bogies. Tilt was accomplished by rams that pushed the bottom of the carriage side to side along these channels. Amtrak experimented with the LRC in 1980, but retired it seven years later. In Canada, it entered service in 1981, beating the APT into service and becoming the first operational active-tilt system. The LRC carriages remain in use today, although

3813-514: The ETR 460 introduced several innovations, such as more powerful AC asynchronous motors. The pistons actuating the tilting action were placed in the bogie instead of on the carbody sides: this permitted the reorganisation of the vestibules and passenger compartment areas, improving comfort. The bogie-to-body connection is extremely simple and easy to build, with maintenance advantages. ETR 460 keeps axle load to an extremely low level (14.5 ton/axle), to allow

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3906-506: The Italian government in the project in the mid 1980s, and the introduction of new technologies, led to the revision of the project with the ETR 401 with electronic systems, that led to the introduction of the slightly more advanced ETR 450 , the first Pendolino to enter regular service in the world. Characterized by an 8-car configuration, and a maximum tilt reduced to 8° from the 10° of the ETR 401, for safety and comfort reasons, ETR 450 could run

3999-577: The Italo-Swiss Cisalpino company, the ETR 460 France, later called as ETR 463, used by FS to the route Milan Lione, and the ETR 480 , used by Trenitalia under AC-powered Italian high speed lines. A total of 34 EMUs of the ETR 460/470/480 series were built for FS. The development of the Pendolino technology continued in the Italian factories of Alstom and the next generation, the New Pendolino ,

4092-593: The NSB subsidiary NSB Gardermobanen . But problems arose during the construction of the Gardermoen Line because of a leak in the Romerike Tunnel , resulting in major budget overruns and a delay in the opening of the tunnel. Still, Norway's first high speed railway line opened on time on 8 October 1998 at the same time as the new airport, though the Romerike Tunnel was not opened until 22 October 1999, more than

4185-473: The Rome- Ancona (later extended to Rimini ) line, operated by Italian State Railways . Between Roma and Ancona (km. 295), the train took 2 hours 50 minutes, while ordinary trains took 3 hours 30 minutes. The train had four cars and was mostly considered a travelling laboratory for the new technology. Initially the ETR 401 was conceived as the first of a series of four trains, but the government lost interest to

4278-525: The Rome-Milan line in under four hours, at speeds up to 250 km/h (160 mph). Passenger numbers increased from 220,000 in 1988 to 2.2 million in 1993. In 1989, the old technologies and concepts of some parts of the ETR 450, and the introduction of new technologies in traction, led to the development of the next generation. The result was the ETR 460 , styled by Giorgetto Giugiaro , a train that began service in 1996. Though plagued by technical problems,

4371-416: The again unsatisfying results the serial types were delivered without tilting system. Another early train with tilting technology was Deutsche Bundesbahn 's Class 403 (today this number is used by ICE 3 ) high speed EMU. Following its InterCity services until 1979, it was also used for airport transfers between Düsseldorf and Frankfurt (see also: AiRail Service ). Class 403 was able to tilt 4°, but

4464-628: The bearing axis, and this caused them to naturally pendulum outward on curves. The first test of a Talgo in the United States was the John Quincy Adams with Fairbanks-Morse P-12-42 tested by the New York, New Haven & Hartford Railroad in 1957–1958. Due to technical troubles and the precarious financial state of the New Haven railroad, the trainset was stored. The idea caught the interest of

4557-516: The beginning of the curves instead of while they are making the turns, there was no motion sickness. Researchers have found that if the tilting motion is reduced to compensate for 80% or less of lateral apparent force, then passengers feel more secure. Also, motion sickness on tilting trains can be essentially eliminated by adjusting the timing of when the cars tilt as they enter and leave the curves. A similar technology widely adopted across Asia and Oceania, known as controlled passive tilt , achieves

4650-454: The bottoms of the carriages to tilt them, rotating them around their centre point rather than swinging outward. This had the advantage of keeping the carriage centred over the bogies, which reduced load on the rails, and could be turned off when navigating switches. Due to lengthy political delays, the APT did not begin service testing until 1979, entering limited scheduled service in December 1981,

4743-413: The brand name Puls for the commuter trains, and have painted some of the trains green. The Puls brand has been discontinued. The Oslo Commuter Rail provides the following services, with Class 69, Class 72 and Class 75: Other commuter train services: In 2005, services on Gjøvik Line were transferred to NSB Gjøvikbanen (now Vy Gjøvikbanen) after the NSB subsidiary had won a public tender bid for

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4836-401: The centre of the train. When the prototypes were built, worked and proven, the engineering development team was disbanded and the trains handed over to British Rail's in-house engineering department to build. The developing engineers moved on to different fields while British Rail engineered the train into a production model. The BR engineers, who had little to no involvement in the development of

4929-526: The concept was not revived in the post-war era. In 1956, SNCF experimented with a self-propelled pendulum car, which also relied on centrifugal force. This experiment demonstrated the need for an active suspension system to tilt the coach bodies. The Spanish Talgo company had introduced the first widely successful shared-bogie system, which allowed cars to be connected end-to-end using a single bogie instead of each car having its own bogies at either end. This design saves weight and can reduce rail wear. In

5022-530: The country's mountainous Cape gauge (1,067mm) railway system soon became apparent and since then these 'semi-active' tilting trains have seen widespread use on limited-express trains throughout the archipelago. Particularly well-known diesel and electric examples of this generation of tilting trains include JR Hokkaido 's KiHa 281 series , JR East 's E351 series , JR Central 's 383 series , JR Shikoku 's 8000 series , and JR Kyushu 's 885 series . This generation of designs has seen some popularity overseas -

5115-534: The early 1950s, the Spanish National Railway, Renfe , experimented with passenger cars that combined the Talgo bogie with a new passive tilting system. This system used a large A-frame connected to the centre of the bogie that was as high as the cars. At the top of the A was a bearing system that the cars attached to, and a spring and damping system to smooth its motion. Because the cars were connected at this high point, they could swing to either side around

5208-540: The effects of centrifugal force on the human body, but they can still cause nausea , a problem that was widely seen on early "passive" tilting trains that exactly balanced the outward force. The effect could be felt under maximum speed and tilt, when the combination of tilting outside view and lack of corresponding sideways force can be disconcerting to passengers, like that of a " thrill ride ". More limited and slower tilt could be achieved using active, or 'forced', tilting mechanisms. In trains adopting these mechanisms tilt

5301-548: The extermination of Norwegian Jews: "Who else would be more responsible than the NSB? For me, the NSB's use of POWs and the deportation of Jews must be viewed as one: namely, that the NSB thereby became an agency that participated in Hitler's violence against these two groups, who were the Nazis' main enemies. The fact that the pertinent NSB leaders received awards after the war confirms the NSB's and others' desire to conceal this". The title

5394-404: The fixed pantographs limited this to 2°. Shortly after the train had gone into service, the tilting technology was disabled as many passengers experienced motion sickness because the pivotal point was too low. The next attempt was made with DMUs and the proven Italian hydraulic active tilting system. Between 1988 and 1990, DB commissioned 20 Class 610 units for fast regional traffic. This time

5487-471: The late 1960s, through the 591 Series that developed into the highly successful Hitachi 381 series , that has been in service since 1973. In parallel Fiat Ferroviaria produced the experimental Y 0160 in 1970, that would evolve into the Pendolino family, in 1976, and operated in 11 countries. All of these had problems with short curves like those in switchyards, where they tended to sway about. Also, because of

5580-493: The latter, even if below the normal 200 km/h (124 mph) threshold, whilst operating at 250 km/h (155 mph) or faster, usually with tilt disabled, on the high speed lines. The first experimental tilting train concept was the pendulum-suspension "chair" cars designed by the Pacific Railway Equipment Company. The first prototype, with an articulated bogie system, was built in 1937 and tested on

5673-525: The maintenance transformed to Mantena . NSB also purchased part of the Swedish Tågkompaniet while the old freight train section NSB Gods was transformed to CargoNet . 45% of the subsidiary was then sold to the Statens Järnvägar successor Green Cargo . In 2004, the government also split NSB Gardermobanen in two, deleting the companies debt, transferring the track it owned to Jernbaneverket and

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5766-693: The media describing the initial revenue run as both fifteen years late , and the queasy rider ; the sets only briefly entering full revenue operation in 1985, before being withdrawn and the associated technologies sold to Alstom / Fiat Ferroviaria . By this time, the Canadian LRC design had become the first active tilting train to enter full commercial service, starting with Via Rail in 1981. Aeroplanes and bicycles tilt inwards when cornering, but automobiles and trains cannot do this on their own. Vehicles with high centres of gravity rounding sharp curves at high speeds may topple over. To make their turns easier,

5859-407: The name change. On 1 December 1996, the largest structural change in Norwegian railway history in the 20th century occurred. The old Norwegian State Railways was split into three separate governmental agencies. The ownership, maintenance and construction of the track was transformed to the newly created government agency Norwegian National Rail Administration while a new Norwegian Railway Inspectorate

5952-520: The national railway network. In 1920 the Bratsberg Line was acquired by the government. The Trunk Line was first formally acquired in 1926, despite having formed a central part of the network for half a century. In January 1942, NSB gave the "green light for putting prisoners of war (POWs) to work on the construction of the Nordland Line . The POWs were forced to perform labour under conditions that were inhumane, and [Bjørn] Westlie , author of

6045-490: The network. Engineers at the research division , opened in 1964, had done fundamental work on vehicle dynamics, with the APT to a degree an extension of this. The existing Chief Mechanical and Electrical Engineers department was overlooked by the new project, creating resentment with its engineers. The work included experimentation with aluminium bodies, turbines, suspension and bogies, in cab signalling, automatic train protection, and active tilt. The APT-E (E for experimental)

6138-599: The new trains were plagued with troubles, in particular a brand new Class 73 derailed at low speed at Nelaug in 2000 because of an axle breaking due to metal fatigue . As of 2005, however, these trains have been performing satisfactorily. In August 2008, NSB announced it had ordered 50 new five-car electric multiple units of the Class 74 and 75 . These will be used for local service in the Greater Oslo area (24 sets) and also regional service in southern Norway (26 sets). The delivery

6231-456: The newly developed tilting system as well as chassis and axles, and was judged unsuccessful. The tilting system was out of service until 2006, when hardened axles and system updates solved the problems. In consideration of these problems DB ordered a full re-engineering, resulting in the development of Class 612 . Starting in 1998, a total of 192 units were commissioned by DB. The tilting system proved to be reliable. In 2004, cracks were detected in

6324-405: The old Oslo Airport, Fornebu that had been too small since the 1980s. As part of the political compromise to build the new airport, NSB faced a dual mandate. On one hand, the imperative was to establish environmentally sustainable ground infrastructure, prompting the decision to construct a high-speed railway spanning 56-kilometre (35 mi) from Oslo Central Station to the airport, resulting in

6417-576: The operating times between Oslo and the termini were only reduced by about 10 minutes. These trains were painted blue and grey, and were the first non-red trains to be operated by NSB in decades. At the same time, NSB announced the introduction of the Agenda concept, that was to replace the NSB InterCity Express services and the diesel services. While the Class 70s were simply repainted, the diesel services on

6510-482: The outboard armrest, and standing passengers to lose their balance. In such excessive speeds, it could even cause the train to derail . Tilting trains are designed to counteract this by tilting the carriages towards the inside of the curve, thus compensating for the g-force. The train may be constructed such that inertial forces cause the tilting ( passive tilt ), or it may have a computer-controlled powered mechanism ( active tilt ). The first passive tilting car design

6603-446: The outer edge of a roadway of a high-speed highway or outer rail of a railway may be canted (raised) upward around the curve. The combination of tilt and centrifugal force combines to produce an effective acceleration that is down through the floor, reducing or eliminating any sideways component. The particular angle of tilt ("superelevation") is determined by the intended vehicle speed — higher speeds require more banking. However, with

6696-500: The outward shipping from the Oslo harbor (...) the NSB employees did not know what fate awaited the Jews. Naturally they understood that the Jews would be shipped out of the country by force, because the train went to Oslo harbor". Furthermore, Westlie points to "dilemmas [that] NSB's employees found themselves in when the NSB leadership cooperated with the Germans". "[Bjarne] Vik was to be made

6789-473: The project because of financial problems, and the project was temporarily interrupted, as the service in 1983. The train was used in demonstration campaigns to foreign countries like Germany, Switzerland, Czechoslovakia and Yugoslavia. A second unit was built for service to the wide-gauge Renfe Spanish lines in 1977, under the nickname of Platanito. The service didn't last of long, because problems with Spanish tracks made Platanito of little use. New interest by

6882-538: The results were quite satisfying and allowed a significant reduction of running times. The Class 610 sets was followed by the Class 611 , which basically was built for the same purpose (fast regional traffic with up to 160 km/h (99 mph) on twisting non-electrified lines). The Class 611's tilting system was electric, with a maximum 8° tilt, based on military technology from the Leopard tank . After entering service in 1996, this 50-unit class experienced problems both with

6975-482: The same time, NSB ordered new electric multiple units, first of all for the new Airport Express Train service, Class 71. This was followed up with 16 new Signatur trains of Class 73 that were to be used on the express services on the Bergen Line , the Dovre Line and the Sørlandet Line and equipped with tilting technology. This was an attempt to create a high speed railway service using existing rail track, though

7068-600: The slow and twisty nature of its conventional-speed, narrow gauge network, tilting trains were introduced as a way to speed up services on its congested main lines. The interurban Odakyu Electric Railway began Japan's first experiments in tilting technology in the 1960s by fitting pneumatic bogies to their electric railcars, while the Japanese National Railways pioneered their form of passive-tilt technology on their experimental 591 series EMU with commercial express services on mountain lines in mind. The 381 series

7161-399: The tilt mechanisms are being removed to reduce weight and maintenance costs. Bombardier has since used updated versions of the LRC carriages for Amtrak 's Acela , the third generation of tilting ICE, the new generation of fast British trains ( Super Voyager ) and the experimental JetTrain . The Advanced Passenger Train (APT) was initially an experimental project by British Rail , with

7254-409: The tilt slightly, so that there was still some sensation of cornering. The APT-P trains were quietly reintroduced to service in mid-1984 and ran regularly for a year, the teething problems having been corrected. However, under an in-house engineering management who felt slighted and by-passed in a project they had not developed, there was no political or managerial will to continue the project by building

7347-413: The train entering limited service in December 1981 . Although eventually abandoned, the train was the pioneer of active tilt to negotiate tight curves at higher speeds than previous passive tilting trains. In the 1970s and 1980s, British Rail wanted an advanced fast train to negotiate Britain's twisting and winding Victorian-era rail system. Conventional trains were limited in speed due to the curvature of

7440-584: The train operations to a new, government-owned enterprise, the Airport Express Train . On 24 April 2019, NSB was renamed Vygruppen and rebranded as Vy (it is a Scandinavian word meaning vision, outlook, overview or prospect). According to a survey by the Language Council of Norway , the name change was only supported by 7% of Norwegians. Vy operates with three main types of passenger rail transport: intercity trains, regional trains and commuter trains. Long-haul electric passenger trains services are offered on

7533-455: The train to negotiate curves up to 35% faster than conventional Intercity trains (locomotive plus coaches). The body, which exploits large aluminium extrusion technology, has substantial modularity and allows for extremely low axle weight, whilst fully respecting the highest safety standards, and allows the best exploitation of the space with different loading gauges. ETR 460 was built in only 10 units. Improved versions include ETR 470 for

7626-440: The train, changed some of the prime and proven engineering aspects. For example, they changed the active tilt mechanism to pneumatic , rather than the well-developed and proven hydraulics . The trains were introduced in 1981, but almost immediately taken out of service. During initial tests, some passengers complained of being nauseous due to the tilting motion. Subsequently, it was learned that this could be prevented by reducing

7719-439: The way the carriages always swung outward, they placed more weight on the outside of the curve, which limited their improvement in cornering speed to about 20%. Starting in the late 1960s, British Rail also began experiments with its Advanced Passenger Train (APT) which pioneered the active-tilt concept, along with in-cab signalling, to permit High Speed Rail services on conventional tracks. The APT family used hydraulic rams on

7812-449: Was a state-owned railway company that operated most of the railway network in Norway . The government agency /directorate was created in 1883 to oversee the construction and operation of all state-owned railways in Norway . On 1 December 1996, it was demerged to create the infrastructure operator Norwegian National Rail Administration , the train operator Norwegian State Railways and

7905-507: Was built in the US in 1937, and an improved version was built in 1939. The beginning of World War II ended development. Talgo introduced a version based on their articulated bogie design in 1950s, and this concept was used on a number of commercial services. Among these was the UAC TurboTrain , which was the first (albeit short-lived) tilting train to enter commercial service in 1968 in the US and Canada. Japan similarly experimented, from

7998-517: Was changed from director-general to chief executive officer in the late 1980s. Norwegian State railways class 21 2-6-0 No. 377 'King Haakon VII' is preserved at Bressingham Steam and Gardens . Tilting train A tilting train is a train that has a mechanism enabling increased speed on regular rail tracks . As a train (or other vehicle) rounds a curve at speed, objects inside the train experience centrifugal force . This can cause packages to slide about or seated passengers to feel squashed by

8091-476: Was commissioned. While classes 401 to 403 (without tilting technology) were to cover the newly built or modernized high speed lines at up to 300 km/h (186 mph) (ICE 3 Class 403), Classes 411 and 415 with maximum speed of 230 km/h (143 mph) were designed for older twisting main lines. A total of 60 Class 411 and 11 Class 415 (shorter version) have been built so far. Both classes worked reliably until late 2008 when cracks were found on an axle during

8184-474: Was created to supervise all railway operations in the country. NSB was renamed NSB BA and created as a limited company , wholly owned by the Ministry of Transport and Communications. Also, NSB was made a concern , with NSB Biltrafikk (now Vy Buss) and NSB Eiendom (later ROM Eiendom , in 2017 succeeded by Bane NOR Eiendom) made subsidiaries of NSB. In 1998, the new Oslo Airport, Gardermoen opened, replacing

8277-490: Was delivered to Trenitalia and Cisalpino as the ETR 600 and the ETR 610 from 2006. Italian Pendolinos and their derivatives still represent the most popular solution for active tilting in passenger trains. The technology still in use today is almost the same developed by Fiat Ferroviaria in the 1960s-70s. The British version of the Pendolino, the British Rail Class 390 , is a 225 km/h (140 mph) electric tilting train operated by Avanti West Coast . It runs on

8370-548: Was on 9 December 2019 awarded the contract for all passenger trains on the Bergen Line by the Norwegian Railway Directorate , starting from December 2020. This includes long-distance trains F5 Oslo–Bergen, regional trains R40 Bergen–Voss–Myrdal and local trains L4 Bergen–Arna. [REDACTED] Media related to Vy at Wikimedia Commons Norwegian State Railways (1883%E2%80%931996) The Norwegian State Railways ( Norwegian : Norges Statsbaner or NSB )

8463-538: Was powered by gas turbines; the APT-P (P for prototype) was electric. With no tilting, the train was developed to break the British rail speed record. Tilting trains using passive tilt were not new, but it was uncommon and not widely implemented. The engineers decided that active tilt was the key to negotiating curves at much higher speeds. The train had hydro-dynamic brakes and lightweight articulated bodies, with two power cars in

8556-489: Was the UAC TurboTrain , used by Canadian National in 1968. Some figures have considered it to be the first tilting train in service in the world. It provided daily service between Montreal and Toronto at speeds of 160 km/h (99 mph), until it was replaced by Bombardier LRC trains in 1982, reaching the maximum speed of 225 km/h (140 mph) during Canadian trials. TurboTrains were also operated by Amtrak between Boston and New York. The UAC Turbos had

8649-590: Was the first commercial tilting EMU in Asia, entering service in 1973 on the Shinano limited express services that operated on the hilly Chūō Main Line . The sets remained in operation until June 2024, when the last regularly scheduled trains ended on the Yakumo service. During the final years of the Japanese National Railways , experimentation on mechanically-regulated passive tilt -

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