NSB El 18

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History

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

During the early 1990s, NSB was in need of new electric haulage for their passenger trains. Classes El 11 and El 13 were in need of replacement. The latest purchase, the El 17 had proved unreliable, and NSB wanted to remove them from mainline service. In 1993, a Re 460 and a EuroSprinter locomotive 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 tonnes (690 to 790 LT; 770 to 880 ST). During the first half of 1994, NSB leased to Re 460 to have sufficient locomotives for operation during the 1994 Winter Olympics. arm developer suite

When the deadline to bid for the train went out on 8 May 1994, five bid had been received. GEC Alsthom offered a modification of the French SNCF Class BB 36000 and AEG offered a variation of the German prototype 12X. Siemens offered two models, the EuroSprinter and an adaption of the Austrian BB Class 1014. The final offer was from Asea Brown Boveri (ABB, which by delivery would merge to become Adtranz) and SLM for a modification of the Swiss Re 460. The final negotiations were made with ABB/SLM and AEG and on 2 September, the NSB approved the agreement with ABB for a purchase of 22 units. The contract was signed on 27 September. head gasket sealer

El 18-hauled B7 train near Dombs on the Dovre Line hydraulic valve lifter

NSB considered ordering the units with both support for the Norwegian and Swedish 15 kV 16 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 then under construction Oresund Bridge. 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 Strmmen outside Oslo, and delivered between 3 September 1996 and 12 June 1997. The units are numbered 2241 through 2262.

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. Berntschbergimplon-Bahn received eight units in 1994 (as Re 465), the Finnish State Railways received 20 in 1995 (as Sr2) and the Kowloonanton Railway Corporation received 2 units in 1997. The units are designed to haul heavy passenger trains along existing, curvy railways at high speeds. It is designed as a universal locomotive, so it is also suitable for freight trains.

Specifications

El 18-hauled B7 train at Oslo Central Station

The locomotives have a maximum power output of 5,880 kilowatts (7,890 hp), and are capable of a continual power output of 5,400 kilowatts (7,200 hp). This gives a maximum speed of 200 kilometres per hour (120 mph) and a tractive effort of 275 kilonewtons (62,000 lbf). The locomotive is fed 15 kV 16 Hz AC power from the pantograph. This is then converted to direct current before being converted to three-phase electricity through one of three gate turn-off thyristors. Each bogie has three rectifiers, each connected to a transformer that is again connected to two inverters. The motors are three-phase asynchronous motors located in the bogie frame and equipped with regenerative brakes. There is also an axillary three-phase power supply which powers the compressor, pumps, ventilators and other axillary equipment, operated by four separate inverters. The controller is a 16-bit microprocessor that communicates using optical fiber cables. The rectifier, axillary rectifiers, controllers and the error and diagnostic system is of the same type as used on the NSB Class 70 multiple units.

Each unit weighs 83 tonnes (82 LT; 91 ST). The body is 18,500 millimetres (60 ft 8 in) long, 3,000 millimetres (9 ft 10 in) wide and 4,322 millimetres (170.2 in) wide. The center distance between the bogies is 11,000 millimetres (36 ft 1 in) and the center wheel distance in the bogies is 2,800 millimetres (9 ft 2 in). The wheel diameter is 1,125 millimetres (3 ft 8.3 in)his is 25 millimetres (0.98 in) longer larger than the Re 460. The El 18 has a Knorr HSM mechanical breaking system, but unlike the Swiss versions does not have a rail brake. The design of the locomotive was made by the Italian company Pininfarina. The machine room is designed with a center aisle, and the driver's cabs are pressure tight and equipped with air conditioning.

References

Wikimedia Commons has media related to: NSB El 18

^ Aspenberg, 2001: 86

^ Aspenberg, 2001: 99

^ Aspenberg, 2001: 121

^ a b c d e Rasten, Erland (1994). "NSBs nye flagskip: El 18" (in Norwegian). P Sporet 80: 5154. 

^ a b Aspenberg, 2001: 124

^ Aspenberg, 2001: 122

Bibliography

Aspenberg, Nils Carl (2001) (in Norwegian). Elektrolok i Norge. Oslo: Baneforlaget. ISBN 82-91448-42-6. 

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