|
NSB El 18 is a class of 22 electric locomotives built by Adtranz and Swiss Locomotive and Machine Works (SLM) for the Norwegian State Railways (NSB). The class is a modification of the Swiss Federal Railways Re 460 locomotive and built at Adtranz Strømmen in 1996 and 1997. The class remains the only mainline electric locomotive used by NSB, and is predominantly used on some intercity services and all night trains on the Bergen Line, Dovre Line and Sørland Line, as well as some regional trains. The locomotives are long and weigh . They have three-phase asynchronous motors with a maximum power output of , giving a tractive effort of and a maximum speed of . They have a Bo'Bo' wheel arrangement and regenerative brakes. The exterior was designed by Pininfarina and the cabs have pressurization. The units are numbered 2241 through 2262. ==History== 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.〔Aspenberg, 2001: 86〕〔Aspenberg, 2001: 99〕 El 17, the latest purchase, had proved unreliable, and NSB wanted to remove them from mainline service.〔Aspenberg, 2001: 121〕 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 . During the first half of 1994, NSB leased two Re 460s to have sufficient locomotives for operation during the 1994 Winter Olympics.〔Aspenberg, 2001: 124〕 When the deadline for bids for the units was reached on 8 May 1994, five bids 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 adaptation of the Austrian ÖBB Class 1014.〔 Siemens' proposal for the former was branded Dovresprinter and was a cooperation between Kværner and NSB's workshop at Sundland in Drammen. Siemens would deliver the overall design and electrical components, Kværner would build the mechanical components and the assembly would occur in Drammen. The final offer was from Asea Brown Boveri (ABB, which by delivery would merge to become Adtranz) and SLM for "Lok 2000", a modification of the Swiss Re 460.〔 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". Another important aspect for NSB was that as much of the production as possible take place in Norway.〔 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,〔 and the 22 units cost approximately 700 million Norwegian krone.〔 NSB considered ordering the units with support for both the Norwegian and Swedish , 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.〔 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 years at the time of the end of the delivery. 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 senders. The units were taken into use on the Bergen Line from 5 January 1997. Later they entered into use on the Dovre and Sørland Lines, 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. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「NSB El 18」の詳細全文を読む スポンサード リンク
|