NSB Di 6
NSB Di 6 | |
---|---|
Electric |
Performance figures | |
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Maximum speed | 160 km/h (99 mph) |
Power output | 2,650 kW (3,550 hp) @ 1000 RPM |
Tractive effort | 400 kN (90,000 lbf) |
Career | |
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Operators | Norwegian State Railways |
Number in class | 12 |
Numbers | 6.661 – 6.672 |
Current owner | Vossloh |
Disposition | Returned to Siemens (Dispolok) and sold to Vossloh |
NSB Di 6, later designated ME 26 and DE 2700, is a class of twelve
The units were ordered by NSB in 1992 as replacements for the aging
History
During the late 1980s, the Norwegian State Railways sought a new locomotive type to replace its aging fleet of Di 3 diesel-electric locomotives, which made up the back-bone of the dieselized operations. The new locomotives were planned for use as freight and passenger trains on the Nordland Line, and to a lesser extent on the Røros Line.
A MaK-built DB Class 240 locomotive was test-run in Norway during 1990.[2] On 23 November 1992, NSB's board decided to order ten similar units. The order was later expanded with another two units because NSB was offered a lower price than originally stipulated.[3] The Di 6 would have motors from Siemens, who had bought MaK, and would be optimized for Norwegian conditions and standards. The contract was worth NOK 380 million, or NOK 32 million per unit.[6] At the same time, NSB also made an order for 20 smaller diesel-electric locomotives from MaK, the Di 8. Between the two new classes, they were to replace all the Di 3s.[5]
The contract for the Di 6 called for the first delivery in February 1995. Several components were to be manufactured by NSB, including the
On 23 September 1996, NSB's administration recommended that the purchase be terminated. However, this was put on hold by the board. Instead, a renegotiated contract was signed, whereby Siemens was obliged to deliver the locomotives, as specified, by mid-1997. If not, the two parties agreed that the contract would be terminated. By late 1996, five locomotives had been delivered, and these were returned to Kiel for upgrades. The first returned to Norway on 30 November 1996, after the ventilator motors had been upgraded, new oil coolers installed and other minor upgrades had been performed. From January 1997, they were put into regular use with freight trains on the Nordland Line. In mid-1997, number 664 was damaged in a fire caused by an incorrectly mounted exhaust system.[3] In October 1997, cracks were found in the wheels, and all units were taken out of service while they were being fixed.[7]
On 17 December 1997, NSB's board decided to purchase eleven of the locomotives, excluding number 664. This was based on an agreement whereby NSB would receive compensation for the incurred losses owing to late delivery and under-performance. Siemens guaranteed that ten of eleven locomotives would be operational at any time.[6] All units were again grounded in January 1998,[8] following two fires. Siemens had between 15 and 20 employees stationed in Trondheim to fix the issues. Regularity on the Nordland Line plummeted from 67 to 46 percent with the introduction of Di 6. NSB was forced to keep 15 Di 3s, which were up to 42 years old, in operational condition to keep services running.[9] The extra costs of keeping the Di 3s running were about NOK 50 million per year. These costs would continue until NSB could take delivery of new locomotives, which could take up to three years from the time of order. One contributing factor was a 25 percent extra wage for engineers for having above-regulation noise levels in the Di 3 cabs.[8] Two Di 3s were often run along with a Di 6 in a train as backup; should the Di 6 fail, the Di 3 would continue hauling the train.[10]
On 28 April 1998, NSB officially announced to Siemens that they might terminate the purchase contract, describing the locomotives as having "fundamental construction faults"[11] By July 1998, nine of the eleven units were out of service and one was returned to Germany for repairs after a fire. When the only operational unit broke down, NSB's board sent a bill for the purchase price plus interest to Siemens, stating that if it was not paid within a week, the issue would be brought to court.[12]
Siemens stated that they would not be able to have the locomotives operational until mid-1999.[13] By February 1999, Siemens had given up trying to fix the locomotives, although they had established that the main fault lay in the generators.[8] The issue never reached the courts. On 5 May 1999, the companies announcement that they had reached an agreement for the trains to be returned to Siemens, and NOK 485 million be compensated to NSB. This was in addition to NOK 80 million which had already been given as discount. In addition to the purchase price, the compensation included interest and coverage for NSB's extra expenses. The locomotives were immediately dismounted of NSB-owned equipment and on 20 May sent by ship to Hamburg.[14]
A major contributor to the faults lay in Siemen's 1992 take-over of MaK, in which a large number of veteran employees, who had the necessary competence to build diesel-locomotives, were retired. In 1998, Siemens sold the Kiel facilities to Vossloh. Following the return to Germany, the locomotives were modified to meet German standards and designed ME 26. They were made narrower by removing outside stairs and railings, and moving lights to meet International Union of Railways standards. There were also changes to the cab walls, with internal railings added and the toilets removed.[14] The speed was also reduced to 140 km/h (87 mph),[15] although this has later been reverted.[16] Number 664 was rebuilt in Kiel, but because of the lack of capacity at MaK, the remaining units were rebuilt by DSB in Copenhagen.[14] After the upgrades, ownership was transferred to Dispolok, a leasing pool originally owned by Siemens.[2][14]
The first two units were
Six units were leased by CFL between 2000 and 2004.
Specifications
The diesel-electric locomotive has a MaK 12-cylinder 12M282 diesel
The units have a starting traction effort of 400 kilonewtons (90,000 lbf) and a continuous traction effort of 283 kilonewtons (64,000 lbf). Maximum operating speed is 160 kilometers per hour (99 mph).[1][2][16][19] The locomotives each have two bogies, each with three powered standard gauge axles, giving a Co′Co′ wheel arrangement. The bogies are equipped with two-stage suspension.[1] The bogies have a wheelbase between the outer wheels of 3.940 meters (12.93 ft) and a distance between the bogie centers of 11.750 meters (38.55 ft). The wheels have a diameter of 1,060 millimeters (41.73 in) when new. The locomotive has a minimum curve radius of 100 meters (328 ft).[2]
The bidirectional locomotives are 20.960 meters (68 ft 9.2 in) long, 3.000 meters (9 ft 10.1 in) wide, 4.385 meters (14 ft 4.6 in) tall and weigh 122 tonnes (120 long tons; 134 short tons). The fuel capacity is 5,000 liters (1,100 imp gal; 1,300 U.S. gal).
References
- ^ a b c d e "Diesel-Electric Locomotives: Reference List" (PDF). Siemens. Archived from the original (PDF) on 13 September 2004. Retrieved 13 September 2004.
- ^ a b c d e f g Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "MaK - Di 6 für die NSB" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- ^ a b c d e f Næss, p. 138.
- ^ Næss, p. 72.
- ^ a b Næss, p. 100.
- ^ a b Næss, pp. 138–139.
- ^ Tangnes, Jørgen (16 October 1997). "Skandalelokomotiv". Dagbladet (in Norwegian). p. 10.
- ^ a b c Holm, Per Annar (18 February 1998). "NSB fikk 11 lokomotiver de ikke kan bruke Krever 500 millioner". Aftenposten (in Norwegian). p. 18.
- ^ Holm, Per Annar (26 March 1998). "Krise for diesel-lokomotiv". Aftenposten (in Norwegian). p. 3.
- ^ "Album de photos NSB Di6 / CFL - Série ME26 - Dispolok" (in German). The Railways in and around Luxembourg rail.lu. 11 May 2002. Archived from the original on 7 March 2002. Retrieved 22 January 2012.
- ^ "Siemens vil vurdere om NSBs kontraktheving er lovlig" (in Norwegian). Norwegian News Agency. 8 July 1998.
- ^ Løvø, Gudmund (9 July 1998). "NSB forlanger kjempeerstatning". Aftenposten (in Norwegian). p. 7.
- ^ "NSB saksøker Siemens og krever erstatning" (in Norwegian). Norwegian News Agency. 15 July 1998.
- ^ a b c d e Næss, p. 139.
- ^ a b c d "CFL - Série ME26 - Dispolok" (in German). The Railways in and around Luxembourg. 1 January 2006. Archived from the original on 24 February 2002. Retrieved 21 January 2012.
- ^ a b c "MaK DE 2700" (in German). Nord-Ostsee-Bahn. Archived from the original on 30 July 2010. Retrieved 16 January 2012.
- ^ a b c d Vehicle history sources:
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30005" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30006" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30007" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30008" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30009" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30010" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30011" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30012" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30013" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30014" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30015" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- Patrick Böttger; Patrick Paulsen; Andreas Kabelitz; Malte Werning (eds.). "Fahrzeugportrait SFT 30016" (in German). Loks-aus-Kiel. Retrieved 16 January 2012.
- ^ Drammens Tidende (17 December 2008). "Premiere for Cargolink" (in Norwegian). Archived from the original on 7 February 2009. Retrieved 16 January 2012.
- ^ a b "NSB diesellokomotiv type Di 6" (in Norwegian). Jernbane.net. Archived from the original on 11 March 2007. Retrieved 16 January 2012.
- Bibliography
- Næss, Ståle (1999). Di 3: Billedboken om en loklegende (in Norwegian). BSN Forlag.