NSB El 18

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NSB El 18
Pantograph
Performance figures
Maximum speed200 km/h (124 mph)
Power output5,400 kW (7,240 hp)
Tractive effort275 kN (62,000 lbf)
Career
OperatorsVy, Go-Ahead Norge SJ-Norge
Number in class22
DispositionIn service

NSB El 18 is a class of 22

Sørland Line
, as well as some regional trains.

The locomotives are 18.5 metres (61 ft) long and weigh 83 tonnes (82 long tons; 91 short tons). They have

regenerative brakes. The exterior was designed by Pininfarina and the cabs have pressurization
. The units are numbered 2241 through 2262.

History

El 18 hauling a freight train on the Østfold Line for CargoNet

During the early 1990s, NSB was in need of new electric haulage for their passenger trains, as both classes El 11 and El 13 were in need of replacement.[1][2] El 17, the latest purchase, had proved unreliable, and NSB wanted to remove them from mainline service.[3] In 1993, Re 460 and EuroSprinter locomotives were tested in Norway, with the Re 460 being tested from 28 August through 8 October. NSB was satisfied with both units, and stated that it would be possible to increase the train weight on the intercity services from 700 to 800 t (690 to 790 long tons; 770 to 880 short tons). During the first half of 1994, NSB leased two Re 460s to have sufficient locomotives for operation during the 1994 Winter Olympics.[4][5]

When the deadline for bids for the units was reached on 8 May 1994, five bids had been received.

Swiss Locomotive & Machine Works (which by delivery would be sold to become Adtranz) for "Lok 2000", a modification of the Swiss Re 460.[4]

El 18-hauled B7 train near Dombås on the Dovre Line

Prior to the final negotiations, union representatives for the train drivers stated that Lok 2000 was their preference, and that NSB could expect a dispute if they chose a different model. The representatives stated that they were "tired of experimenting with Norwegian solutions".[7] Another important aspect for NSB was that as much of the production as possible take place in Norway.[6] The final negotiations were made with ABB/SLM and AEG and on 2 September, and NSB approved the agreement with ABB/SLM for a purchase of 22 units. The contract was signed on 27 September,[4] and the 22 units cost approximately 700 million Norwegian krone.[7]

NSB considered ordering the units with support for both the Norwegian and Swedish 15 kV 16+23 Hz AC system, and the Danish 25 kV 50 Hz AC system. This would have allowed the trains to operate directly to Denmark via the Øresund Bridge, which was then under construction. The dual-voltage system was dropped during the procurement process, but NSB stated that if they needed such units, compatibility could be provided in future orders of the class. The units were built by Adtranz Strømmen at Strømmen outside Oslo, and delivered between 3 September 1996 and 12 June 1997. The units are numbered 2241 through 2262.[5] When entering service, the locomotives replaced NSB's oldest units, El 13, which were then retired. This reduced NSB's average locomotive age from 31 to 18+12 years at the time of the end of the delivery.[8]

El 18-hauled B7 train at Oslo Central Station

During 1997, there were five incidents where NSB's Nordic Mobile Telephone equipment interfered with the locomotive's electronics, causing the emergency brakes to activate. This caused a temporary halt until the motorman had unlocked the brakes. The problem was fixed by moving NSB's mobile transmitters.[9] The units were taken into use on the Bergen Line from 5 January 1997.[10] Later they entered into use on the Dovre and Sørland Lines,[11] and then on regional trains around Oslo, such as the Vestfold Line. In August 1998, NSB stated that El 18 used more power than some of the substation transformers along the line could handle, particularly along the Vestfold Line. Part of the problem was caused by a mechanism in the locomotives whereby the motor was turned off if the wheels spin. The result was that the full power output of the El 18 along parts of the railway network could not be utilized.[12]

Three have been operated by Go-Ahead Norge since December 2019.[13]

Specifications

The locomotives have a maximum power output of 5,880 kW (7,890 hp), and are capable of a continual power output of 5,400 kW (7,200 hp). This gives a maximum speed of 200 km/h (120 mph) and a tractive effort of 275 kN (62,000 lbf). The locomotive is fed

optical fibre cables. The rectifier, auxiliary rectifiers, controllers and the error and diagnostic system is of the same type as used on the NSB Class 70 multiple units.[4]

El 18-hauled B7 train near Finse on the Bergen Line

Each unit weighs 83 t (82 long tons; 91 short tons). The body is 18,500 millimeters (60 ft 8 in) long, 3,000 mm (9 ft 10 in) wide and 4,322 mm (14 ft 2.2 in) tall. The center distance between the bogies is 11,000 mm (36 ft 1 in) and the

center wheel distance in the bogies is 2,800 mm (9 ft 2 in). The wheel diameter is 1,125 mm (3 ft 8.3 in)—this is 25 mm (0.98 in) larger than the Re 460.[14] The El 18 has a Knorr HSM mechanical braking system, but unlike the Swiss versions does not have a rail brake. The design of the locomotive was by the Italian company Pininfarina. The machine room is designed with a center aisle, the driver's cabs have pressurization applied to avoid air pressure dropping when running through tunnels, and the cabs are equipped with air conditioning.[4]

El 18 is a modification of the Swiss Re 460. The class was originally built in 119 units from 1992 to 1995 for the Swiss State Railways, where it was given the brand Lok 2000. It was part of a project to create a series of new intercity locomotives and cars.

References

  1. ^ Aspenberg, 2001: 86
  2. ^ Aspenberg, 2001: 99
  3. ^ Aspenberg, 2001: 121
  4. ^
    OCLC 476251147
    .
  5. ^ a b Aspenberg, 2001: 124
  6. ^ a b Yngland, Dag (16 July 1994). "Siemens tilbyr tysk-norsk lok-alternativ". Dagens Næringsliv (in Norwegian). p. 4.
  7. ^ a b Nilsen, Knut A. (15 July 1994). "Lokfolk lover leven". Aftenposten (in Norwegian). p. 2.
  8. ^ "NSB satser på ABB-lokomotiver" (in Norwegian). Norwegian News Agency. 2 September 1994.
  9. ^ Aass, Hans Petter; Bakke, Morten (17 January 1997). "NMT stopper NSB". Verdens Gang (in Norwegian). p. 18.
  10. ^ "Nykomling på Bergensbanen". Bergens Tidende (in Norwegian). 10 January 1997. p. 36.
  11. ^ "NSB har avduket nytt lokomotiv" (in Norwegian). Norwegian News Agency. 20 January 1997.
  12. ^ Hansen, Jan E. Egge (28 August 1998). "Lok-trøbbel kan koste NSB en milliard". Aftenposten (in Norwegian). p. 4.
  13. ^ Go-Ahead Wins Tender Modern Railways issue 843 December 2018 page 80
  14. ^ "Elektrisk trekkmateriell" (PDF) (in Norwegian). NSB. 1999. Retrieved 1 January 2015. (see p. 14 for specifications)
  15. ^ Aspenberg, 2001: 122

Bibliography

External links

Media related to NSB El 18 at Wikimedia Commons