NSB El 17
Encyclopedia
The NSB El 17 is a class of twelve electric
locomotives built by Thyssen-Henschel
and Norsk Elektrisk & Brown Boveri
(NEBB) for the Norwegian State Railways
(NSB). The class was built in two batches, the first delivered in 1982 and numbered 2221–2226, and the second delivered in 1987 and numbered 2227–2232. The traction system of the El 17 was based on the DB Class 120
of Germany (BBC, AEG and Siemens) and were among the first in the world to feature three-phase
asynchronous motors. The units were ordered to be used on the intercity Bergen, Dovre and Sørland Lines, but were plagued with technical faults (overheating traction equipment, transient voltages, etc.). The unreliability and lack of sufficient power forced NSB to instead use them in the regional Vestfold and Gjøvik Lines. With the delivery of the El 18
, the first series was retired or used as shunters. The second series has been used on the Flåm Line since 1998.
The locomotives have a maximum 3000 kW power output and a 240 kN (240,000 N) tractive effort
, allowing the locomotive to haul a six-car train. They run on a power supply and are capable of operating at 150 km/h (93.2 mph). The units have a Bo'Bo'
wheel arrangement, have regenerative brake
s and weigh 64 tonnes (63 LT). The series was delivered at the same time as the Di 4
and have some similarities with the class.
s were considered, but NSB instead chose to order locomotives and waggons, to have greater operational flexibility. The choice fell on the German DB Class 120, which was the first three-phase asynchronous locomotive in the world in "almost" regular service (prototype 120.0 in test service 1979, the serial version 120.1 from 1986). However, the Norwegian variation was scaled down due to the maximum axle load (16,0 t, Class 120 has 21,0 t) and had a lower power output than the Class 120. Because of this, the El 17 is less powerful than its three predecessors, El 14
, El 15
and El 16
(3,0 MW instead of 4,4 MW).
When the order was placed, it was the first Norwegian electric locomotive with the mechanical components built in Germany. At the same time, NSB ordered five six-axle diesel-electric locomotives from Thyssen-Henschel (Mark Di 4), almost the same as the Danish Mark ME 1500. The Di 4/ME 1500 have many similarities to its electric counterpart El 17. The two were planned to have the same rectifier
s and motors, but due to weight restrictions the El 17 received the same type as Class 120.
The first six locomotives, numbered 2221–2226, were delivered in 1982. At the same time, the delivery of the B7 passenger cars from Strømmens Verksted was made, and the first train with an El 17 and B7s in regular service operated on the Dovre Line on 14 September 1982. The El 17 was plagued with problems (overheated components, etc.), and NSB quickly decided to operate them in pairs in case one unit should fail. On 6 July 1982, there was a fire in 2224, and it was sent to Thyssen-Henschel to be redesigned. NSB initially placed the unit in service with a round trip from Oslo to Trondheim each day. Due to the technical malfunctions, all the six original trains were rebuilt several times; in the end, they all had different technical solutions.
Eventually NSB felt confident that they had found a technical solution that would be satisfactory, and ordered another six units to allow all trains on the Dovre, Bergen and Sørland Lines to be hauled with the class. Units 2227–2232 were delivered in 1987, and put into regular service on the Sørland Line. Although better than the first series, the second series was also prone to technical problems, and never entered regular service on the Bergen Line. During the 1990s, they were also put into service on the regional rail services on the Vestfold and Gjøvik Lines. The units were never well=liked by NSB, in part because of the bad name the first series had given, and partly because the number of available units was unpredictable. It also took a while for NSB to discover that asynchronous locomotives needed to be operated differently. The locomotives had been dimensioned to haul a six-car train, but NSB regularly needed to haul eight-car trains, and therefore instead used the more powerful El 16.
In the early 1990s, NSB decided that they would replace the intercity trains with the Class 73
tilting multiple unit, and the hauling power for waggon-trains with the Swiss-designed El 18 (also with electric equipment from ABB, former BBC). In 1997, no. 2226 was put aside, and scrapped the following year. From 1998, the second series of El 17 was put into service on the Flåm Line, a steep tourist line that connects to the Bergen Line. The units were painted green and connected at each end of a train of six B3 passenger cars. From 2003, the first series was taken out of regular service, and units 2222, 2224 and 2225 were put into shunting service at Lodalen. Unit 2223 was transferred to the Norwegian Railway Museum, where it was put on display.
and are the first class of locomotive for NSB that has regenerative brakes. The electrical equipment was designed by the manufacturer BBC (German plant Mannheim
) but built by the Norwegian manufacturer Norsk Elektrisk & Brown Boveri (NEBB). Each locomotive is equipped with four NEBB BQg 3855 motors, giving a Bo'Bo' wheel arrangement and a maximum tractive effort of 240 kilonewtons (240,000 N) on dry rails.
The El 17 is an electric locomotive designed for intercity trains, but is also capable of hauling light freight trains. The body is welded as a self-containing construction. The roof (light alloy) sections can be removed, and the locomotives were the first Norwegian locomotives to have a center aisle in the machine room. The locomotives are 16.3 metre long, have a wheel diameter of 1100 millimetre and weigh 64 tonnes (63 LT). The locomotives can run in multiple; by using a UIC 568
signalling cable, the locomotives do not need to be adjacent to each other in the train. the El 17 has the unique pointed front that was first used on the El 16, and is also found on the Di 4 and Di 6 classes.
Electric locomotive
An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or an on-board energy storage device...
locomotives built by Thyssen-Henschel
Thyssen-Henschel
Thyssen Henschel was a German industrial firm and defense contractor. Its products include the TAM medium tank for Argentina, the Mexican Henschel APC and the Marder infantry fighting vehicle....
and Norsk Elektrisk & Brown Boveri
Norsk Elektrisk & Brown Boveri
Norsk Elektrisk & Brown Boveri A/S also known as NEBB was a Norwegian manufacturing company, which built a large amount of the rolling stock that is used by Norges Statsbaner. The plant was located at Skøyen. In 1988 it merged into Asea Brown Boveri ....
(NEBB) for the Norwegian State Railways
Norwegian State Railways (1883–1996)
The Norwegian State Railways was a state-owned railway company that operated most of the railway network in Norway. The government agency was created in 1883 to oversee the construction and operation of all state-owned railways in Norway...
(NSB). The class was built in two batches, the first delivered in 1982 and numbered 2221–2226, and the second delivered in 1987 and numbered 2227–2232. The traction system of the El 17 was based on the DB Class 120
DB Class 120
The DB Baureihe 120 is a class of electric locomotives operated by DB Fernverkehr in Germany.-Background and design:The locomotives' prototypes, delivered in 1979 , were one of the first electric locomotives with three-phase motors. They were based on experiences made in the 1970s with...
of Germany (BBC, AEG and Siemens) and were among the first in the world to feature three-phase
Three-phase electric power
Three-phase electric power is a common method of alternating-current electric power generation, transmission, and distribution. It is a type of polyphase system and is the most common method used by grids worldwide to transfer power. It is also used to power large motors and other heavy loads...
asynchronous motors. The units were ordered to be used on the intercity Bergen, Dovre and Sørland Lines, but were plagued with technical faults (overheating traction equipment, transient voltages, etc.). The unreliability and lack of sufficient power forced NSB to instead use them in the regional Vestfold and Gjøvik Lines. With the delivery of the El 18
NSB El 18
NSB El 18 is a class of 22 electric locomotives built by Adtranz and Swiss Locomotive and Machine Works for the Norwegian State Railways . The class is a modification of the Swiss Federal Railways Re 460 locomotive and built at Adtranz Strømmen in 1996 and 1997...
, the first series was retired or used as shunters. The second series has been used on the Flåm Line since 1998.
The locomotives have a maximum 3000 kW power output and a 240 kN (240,000 N) tractive effort
Tractive effort
As used in mechanical engineering, the term tractive force is the pulling or pushing force exerted by a vehicle on another vehicle or object. The term tractive effort is synonymous with tractive force, and is often used in railway engineering to describe the pulling or pushing capability of a...
, allowing the locomotive to haul a six-car train. They run on a power supply and are capable of operating at 150 km/h (93.2 mph). The units have a Bo'Bo'
Bo-Bo
A Bo-Bo or Bo′Bo′ is a locomotive with two independent four-wheeled bogies with all axles powered by individual traction motors...
wheel arrangement, have regenerative brake
Regenerative brake
A regenerative brake is an energy recovery mechanism which slows a vehicle or object down by converting its kinetic energy into another form, which can be either used immediately or stored until needed...
s and weigh 64 tonnes (63 LT). The series was delivered at the same time as the Di 4
NSB Di 4
The NSB Di 4 is a diesel-electric locomotive used by Norwegian NSB railways to haul passenger trains on stretches which are not electrified. They are used mostly on Nordlandsbanen, since the other unelectrified stretches are usually served by diesel multiple units.The five Di 4s which were built...
and have some similarities with the class.
History
During the late 1970s, NSB was in need of new rolling stock for their intercity trains. At first electric multiple unitElectric multiple unit
An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using electricity as the motive power. An EMU requires no separate locomotive, as electric traction motors are incorporated within one or a number of the carriages...
s were considered, but NSB instead chose to order locomotives and waggons, to have greater operational flexibility. The choice fell on the German DB Class 120, which was the first three-phase asynchronous locomotive in the world in "almost" regular service (prototype 120.0 in test service 1979, the serial version 120.1 from 1986). However, the Norwegian variation was scaled down due to the maximum axle load (16,0 t, Class 120 has 21,0 t) and had a lower power output than the Class 120. Because of this, the El 17 is less powerful than its three predecessors, El 14
NSB El 14
NSB El 14 is a Norwegian electric locomotive operated by CargoNet for freight trains hauling. Built between 1968 and 1973 by Thune as a general purpose engine for the Norwegian State Railways , they were seen hauling passenger trains until the 1980s...
, El 15
NSB El 15
NSB El 15 is a class of electric locomotives which are now operated by the Swedish company Hector Rail as Class 161 locomotives. The locomotives were originally built for the Norwegian State Railways in 1967 to replace the NSB El 3 and NSB El 4 engines on Ofotbanen...
and El 16
NSB El 16
NSB El 16 is an electric locomotive which is used on the Norwegian railway system by CargoNet to haul freight trains. Until it was replaced by the El 18, the El 16 engines also pulled passenger trains.-History:...
(3,0 MW instead of 4,4 MW).
When the order was placed, it was the first Norwegian electric locomotive with the mechanical components built in Germany. At the same time, NSB ordered five six-axle diesel-electric locomotives from Thyssen-Henschel (Mark Di 4), almost the same as the Danish Mark ME 1500. The Di 4/ME 1500 have many similarities to its electric counterpart El 17. The two were planned to have the same rectifier
Rectifier
A rectifier is an electrical device that converts alternating current , which periodically reverses direction, to direct current , which flows in only one direction. The process is known as rectification...
s and motors, but due to weight restrictions the El 17 received the same type as Class 120.
Eventually NSB felt confident that they had found a technical solution that would be satisfactory, and ordered another six units to allow all trains on the Dovre, Bergen and Sørland Lines to be hauled with the class. Units 2227–2232 were delivered in 1987, and put into regular service on the Sørland Line. Although better than the first series, the second series was also prone to technical problems, and never entered regular service on the Bergen Line. During the 1990s, they were also put into service on the regional rail services on the Vestfold and Gjøvik Lines. The units were never well=liked by NSB, in part because of the bad name the first series had given, and partly because the number of available units was unpredictable. It also took a while for NSB to discover that asynchronous locomotives needed to be operated differently. The locomotives had been dimensioned to haul a six-car train, but NSB regularly needed to haul eight-car trains, and therefore instead used the more powerful El 16.
In the early 1990s, NSB decided that they would replace the intercity trains with the Class 73
NSB Class 73
NSB Class 73 is a class of 22 electric multiple units built by Adtranz for the Norwegian State Railways. The four-car trains were modifications of Class 71, which was again based on the Swedish X2. The A-series consists of 16 intercity trains; they were delivered in 1999 and 2000 and are used on...
tilting multiple unit, and the hauling power for waggon-trains with the Swiss-designed El 18 (also with electric equipment from ABB, former BBC). In 1997, no. 2226 was put aside, and scrapped the following year. From 1998, the second series of El 17 was put into service on the Flåm Line, a steep tourist line that connects to the Bergen Line. The units were painted green and connected at each end of a train of six B3 passenger cars. From 2003, the first series was taken out of regular service, and units 2222, 2224 and 2225 were put into shunting service at Lodalen. Unit 2223 was transferred to the Norwegian Railway Museum, where it was put on display.
Specifications
The El 17 was built by the manufacturer Thyssen-Henschel of Germany. The locomotives have three-phase asynchronous motors with a continuous output power of 3000 kW, allowing a maximum speed of 150 kilometres per hour (93.2 mph). The units receive power from a pantographPantograph (rail)
A pantograph for rail lines is a hinged electric-rod device that collects electric current from overhead lines for electric trains or trams. The pantograph typically connects to a one-wire line, with the track acting as the ground wire...
and are the first class of locomotive for NSB that has regenerative brakes. The electrical equipment was designed by the manufacturer BBC (German plant Mannheim
Mannheim
Mannheim is a city in southwestern Germany. With about 315,000 inhabitants, Mannheim is the second-largest city in the Bundesland of Baden-Württemberg, following the capital city of Stuttgart....
) but built by the Norwegian manufacturer Norsk Elektrisk & Brown Boveri (NEBB). Each locomotive is equipped with four NEBB BQg 3855 motors, giving a Bo'Bo' wheel arrangement and a maximum tractive effort of 240 kilonewtons (240,000 N) on dry rails.
The El 17 is an electric locomotive designed for intercity trains, but is also capable of hauling light freight trains. The body is welded as a self-containing construction. The roof (light alloy) sections can be removed, and the locomotives were the first Norwegian locomotives to have a center aisle in the machine room. The locomotives are 16.3 metre long, have a wheel diameter of 1100 millimetre and weigh 64 tonnes (63 LT). The locomotives can run in multiple; by using a UIC 568
UIC 568
The 13-corded cable with connector of the UIC 568 standard is a standardized connection cable from the UIC, used for transmitting a variety of data and commands between a locomotive and passenger carriages...
signalling cable, the locomotives do not need to be adjacent to each other in the train. the El 17 has the unique pointed front that was first used on the El 16, and is also found on the Di 4 and Di 6 classes.