NSB Tue 3
| NSB Tue 3 | |
|---|---|
.jpg) Tue 3a 616 in Trondheim (1986)
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| Numbering: | Di 3a 602-633 Di 3b 641-643 |
| Manufacturer: | Nydqvist and Holm |
| Year of construction (s): | Di 3a: 1954, 1957, 1958, 1960, 1965, 1969 Di 3b: 1960 |
| Axis formula : | Di 3a: Co 'Co' Di 3b: (A1A) '(A1A)' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | Di 3a: 18,600 mm Di 3b: 18,900 mm |
| Height: | 4,295 mm |
| Empty mass: | Di 3a: 94 t Di 3b: 96 t |
| Friction mass: | Di 3a: 102 t Di 3b: 70 t |
| Wheel set mass : | Di 3a: 17.4 t Di 3b: 17.8 t |
| Top speed: | Di 3a: 105 km / h Di 3b: 143 km / h |
| Hourly output : | 1,900 hp |
| Driving wheel diameter: | 1,016 mm |
| Motor type: | GM 16-567 C / E pre-series: GM 16-567 B |
| Motor type: | GM-EMD |
| Rated speed: | 835 rpm |
| Power transmission: | electric |
| Tank capacity: | Diesel: Di 3a: 2.9 t Di 3b: 2.9 t Water: Di 3a: 3.3 t Di 3b: 4.4 t |
| Number of traction motors: | Di 3a: 6 Di 3b: 4 |
| Drive: | diesel-electric |
| Train heating: | steam |
The NSB Di 3 series from Norges Statsbaner (NSB) are diesel-electric locomotives for transporting trains on non-electrified routes. At first they mainly replaced the steam locomotives of the NSB Type 49 known as Dovregubben on the Dovrebahn , but were later used on many other routes.
The procurement of the locomotives followed the " Vekk med dampen " ( German "Weg mit dem Dampf" ) program initiated by NSB General Director Halvdan Eyvind Stokke and decided in Storting in 1955 , which marked the end of steam locomotives on non-electrified routes in the late 1950s provided. In 2000 the regular service of the locomotives at the NSB ended.
The locomotives were given the designation AA16 by the manufacturer Nydqvist och Holm in Trollhättan , but are generally called NOHAB for short . This is the European license version of the American standard F-series locomotives from Electro-Motive Diesel , at the time a subsidiary of the General Motors group.
history
The Swedish machine and locomotive manufacturer Nydqvist och Holm AB received a Europe-wide license to build EMD diesel locomotives in 1949. This revised the design of the Australian VR-Lok, the closer UIC - clearance gauge played an essential role. The low clearance profile of the SNCF in France was particularly important.
The roof had to be curved more than with the overseas locomotives to the now lower roof side edge. This had an impact on the position of the side windows, which were then pulled down further. As a result, the outer ends of the cab windshields had to be pulled down more, which gave them their distinctive, trapezoidal appearance. The typical front muzzle was inclined even more than on the American and Australian models in order to better absorb the impact forces of the side buffers common in Europe. Otherwise, the design corresponded to the Clyde versions right through to the Australian bogies.
The first orderer for this locomotive was the Danish State Railways , which sought to replace the steam locomotives on its route network and was in contact with GM as early as the late 1940s. After the first drafts were available in 1951, it ordered four 133 km / h locomotives of this type with the wheel arrangement (A1A) '(A1A)' in 1952.
Trial locomotive NSB Type 64
The Norwegian steam locomotives were mostly old and worn out by the war. They were expensive to operate and ineffective in terms of converting energy. The option of electric propulsion, which has existed since the 1920s, was associated with large investments due to the electrification of the routes and was only profitable on routes with a lot of traffic. In 1952 it was planned to electrify 50% of the railway network in Norway in the near future and to carry 80% of the traffic on these routes electrically. For the rest of the traffic and as an alternative to the steam locomotives, a diesel-electric locomotive from Nydqvist och Holm was tested in 1954. The locomotive was run as NSB Type 64 with the Nohab serial number 2246. This was only designed for 105 km / h and was specially developed for Norwegian conditions. The locomotive was tested mainly on the Nordlandsbane and turned out to be reliable.
NSB Di 3a
After the NSB Type 64 "2246" had convinced in tests against two German test locomotives from MaK Kiel and KHD , five locomotives were ordered, which were delivered in 1957 with the new series designation Di 3. NSB ordered a total of 19 locomotives, which were delivered by 1958 and classified as Di 3 603 to Di 3 621 .
In 1957 the test locomotive was bought, which from then on drove in Norway as Di 3 602 . The axle arrangement of the Di 3 was Co 'Co'. Especially for the Norwegian winter conditions, the windshields were provided with a grille as protection against icicles when driving through tunnels and bridges.
Di 3 622 and Di 3 623 were delivered in 1960. They were originally intended for Finland, but were canceled there. They could still in the construction phase of the usual Finnish broad gauge to standard gauge to be rebuilt. The new Di 3c substructure was actually intended for them . Due to the same structure and the wheel arrangement, however, they were classified in the type Di 3a , with which from this point on all Di 3 were designated with the wheel arrangement Co 'Co', as the type Di 3b was added.
Further series followed in 1965 ( Di 3a 624 to 629 ) and 1969 ( Di 3a 630 to 633 ).
The locomotives were equipped with steam boilers to heat passenger trains.
NSB Di 3b
In 1960, Nydqvist och Holm built a test locomotive with a speed of 143 km / h for the Finnish railways and two more without an order, all in the Finnish broad gauge of 1524 mm. However, the VR did not acquire any of these locomotives. Nydqvist och Holm was able to sell the three locomotives to NSB as Di 3b after conversion to standard gauge. These (A1A) '(A1A)' locomotives were numbered Di 3b 641 to 643 .
Calls
Initially, the Di 3 was used on the Dovrebane , Nordlandsbane and Gjøvik - / Bergensbane . After the renewal of some weak bridges on the Gudbrandalsbane , the locomotives were able to drive the entire route from Trondheim to Hamar . On the Raumabane they were used for night trains from 1958. The Di 3 and steam locomotives were used together on these routes until 1965.
At the end of the 1960s, 17 of the locomotives were in use in the Trondheim district, two in the Hamar district and six in the Bergen district . At that time they were hardly used on the Rørosbane as there were some bridges that were too weak. The Reitanviadukten was rebuilt in 1960, so that the main obstacle was removed. The Oslo - Hønefoss section was electrified as early as February 1961 , so that express trains could be driven on the Bergensbane with diesel or electric traction. At the same time the Nordlandsbane was continuously extended, in February 1962 Bodø was reached. The Hønefoss – Ål line was operated electrically from November 1, 1962. Therefore, the Di 3 increasingly took over services on the Rørosbane and from May 1964 they were permanently in use there. In the same year, the electrification of the Bergensbane was completed, which freed five out of six locomotives for other routes. One locomotive remained stationed in Finse for the snow plow service and as a replacement . It was not until 1965, with the delivery of the locomotives 624 to 629, that the steam-powered express train service on Rørosbane ended.
In the late 1960s, the electrification of Gudbrandsdalsbane and Dovrebane took place. In 1967 Otta was connected from the south and Dombås the following year . Now the Di 3 locomotive could be used on other routes. The Valdresbane was strengthened to be able to use these locomotives. In 1969 the last series with four locomotives was delivered, so that the last steam locomotives could be handed over to subordinate services from 1970. Also in 1970 the electrification of the Dovrebane was completed. From this point on, the last available steam reserve, a 26c , which was always ready to leave in the locomotive shed in Hamar , was dispensed with. The Di 3 locomotives were concentrated on Nordlandsbanen, Meråkerbanen , Rørosbanen, Raumabanen, Solørbanen and Valdresbanen. They were in use there until the end of the mission.
In most NSB locomotives, the right driver's cab door was removed in the 1980s. Around the same time, the steam boilers were replaced by auxiliary diesel with a generator as electrical heating.
Until 1981 the 35 locomotives were without competition. Then the clearly powerful Di 4 took over the trains on the Nordlandsbane. Passenger traffic on the Valdresbahn was discontinued in 1989, and the Di 3 continued to operate in front of the freight trains until the summer of 1993. In the 1990s, NSB began looking for a replacement for the almost 40-year-old Di 3 locomotives. Twelve locomotives Di 6 (Co 'Co') and 20 locomotives Di 8 (Bo 'Bo') were to replace them. The Di 6 were returned to the supplier because they did not prove themselves. The Di 8 took over the freight trains from the Di 3 . The remaining passenger trains were replaced by type BM 93 and partly by BM 92 railcars . In freight transport, the NOHAB were ultimately replaced by the Class 66 .
The last scheduled passenger train was the Di 3 623 and Di 3 629 on December 26, 2000 on Rørosbane.
Whereabouts
Four locomotives, Di 3a 622, 626, 630 and 631, were sold to a track construction company in Italy in 2001 .
OBAS Di 3
In the same year 2001, Narvik- based Ofotbanen AS (OBAS), which went bankrupt in 2009, took over Di 3a 603, 621, 623, 629 and 632 . The locomotives were mainly used there in freight train traffic and before construction trains.
SkJb Tue 3
After OBAS went bankrupt, Di 3a 629 (92 76 0303 629-8 N-OBAS) went to the Swedish company Skandinaviska Jernbanor on February 26, 2010 . She stayed there until 2012.
Rush Rail Tue 3
Rush Rail took over the Di 3a 629 in 2012 . This was in 2014 without bogies in the JÅÅJ Railway Museum in Åmål .
IBAB Tue 3
Also after the OBAS bankruptcy, Inlandsbanan AB took over the locomotives Di 3a 621, 623 and 632 on May 1, 2009 .
Trainkos 2640 003–006
After being taken out of service in Norway, in 2001 the Di 3a 619 and 633 as well as the Di 3b 641 and 643 came to Hekurudhat e Kosovës / Kosovske Železnice (HK / KŽ) as reconstruction aid in Kosovo . After the division of this company in September 2011, it was used by the operating company Trainkos , while Infrakos is responsible for the rail infrastructure.
They were restored one after the other and partly formed the backbone of the local railroad traffic. The locomotives were used both in front of freight trains and in international InterCity traffic with Macedonia .
| NSB number | Number HK / KŽ | Number trainkos | Status 2017 |
|---|---|---|---|
| 3a 619 | 005 | 2640 005 | switched off |
| 3a 633 | 006 | 2640 006 | Generator damage in 2008, since turned off |
| 3b 641 | 007 | 2640 003 | only used occasionally |
| 3b 643 | 008 | 2640 004 | parked defective |
Museum locomotives
Di 3a 602 and Di 3a 616 are on display in the Norwegian Railway Museum in Hamar , and Di 3a 603 is also available there. Di 3a 602 was taken over by the museum in September 1997; it was restored to its delivery condition from 1954 in 2004 by the Norwegian GM group. The locomotive is ready for use, but due to lack of space it can only be viewed in the museum on special occasions.
literature
- Konrad Koschinski: Eisenbahn-Journal special edition 4/03. NOHAB's round noses & potato beetles . Publishing group Bahn, Fürstenfeldbruck 2003, ISBN 3-89610-115-3 .
Individual evidence
- ↑ Di 3 typetegning, NSB trykk 750a (lok m / dampkjele). July 1, 1961, accessed April 5, 2014 (Norwegian).
- ↑ Database over rullende jernbanematerialiell brukt i Norge. Retrieved April 5, 2014 (Norwegian).
- ^ Svein Sando: Di 3 - NSBs work on dieselstrekninger gjennom 45 år. Retrieved April 5, 2014 (Norwegian).
- ^ Svein Sando: Di 3 - The most important locomotive on the non-electrified railways of Norwegian State Railways (NSB). Retrieved April 5, 2014 .
- ↑ KLART SPÅR. (PDF; 1.8 MB) Ofotbanen AS i bankruptcy (PDF; 1.8 MB). In: No. 2, July 2010. p. 40 , archived from the original on April 8, 2014 ; Retrieved May 4, 2019 (Swedish).
- ^ Inlandsbanan's locomotive. Archived from the original on April 8, 2014 ; Retrieved February 13, 2016 (Swedish).
- ↑ Ulf Häger, Fran-Marc Siebert ,: Status of all round noses from NOHAB. Retrieved May 4, 2019 .
- ^ Raphael J. Krammer: traction vehicles of the TRAINKOS. In: kosrail.de. Retrieved February 16, 2017 .
- ↑ The museum's diesel engine list. jernbanemuseet.no, accessed May 4, 2019 (Norwegian).
- ↑ NSB diesel locomotive Tue 3,602. (PDF) digitaltmuseum.no, accessed on May 4, 2019 (Norwegian).
Web links
- Information on the NSB series Di3. Retrieved April 7, 2014 .