NSB Di 3
The NSB Di 3 series Norges Statsbaner ( NSB) are diesel-electric locomotives for the transport of trains on non-electrified lines. First came off especially well-known as Dovregubben steam locomotives of the NSB Type 49 on the Dovrebahn, but were later used on many other routes.
The procurement of the locomotives came from the 1955 adopted in the Storting program " Vekk -med dampen " ( German " way with steam " ), which is based on the non-electrified lines for the end of 1950 he foresaw years of the end of steam locomotives. In 2000 ended the regular service of the locomotives in the NSB.
The locomotives were given by the manufacturer Nydqvist och Holm in Trollhattan the name AA16, but are called NOHAB commonly shortened. It is the European license version of the standard American locomotives of the F- series of Electro-Motive Diesel, at that time a subsidiary of the General Motors Group.
History
The Swedish machine and locomotive builders Nydqvist och Holm AB 1949 received a European license for the construction of EMD diesel locomotives. This revised the design of the Australian VR -Lok, the closer clearance gauge UIC played a significant role. Especially the low gauge of SNCF in France being authoritative.
The roof had to be stronger than the case of overseas locomotives now deeper roof side edge curved. This had an impact on the position of the side windows, which were characterized further pulled down. Thus, the outer ends of the cab windshields had to be more pulled down, which gave them their distinctive trapezoid- shaped appearance. The typical front snout was even stronger than in the American and Australian models inclined to absorb the impact forces that in Europe in page buffer better. Otherwise, the design corresponded to the Australian bogies the Clyde versions.
First buyer of this locomotive was the Danish State Railways, which sought to replace the steam locomotives on its network and at the end of the 40s was in contact with GM. You ordered after the first drafts 1951 templates in 1952 four 133 km / h fast locomotives of this type with the wheel arrangement (A1A ) ' (A1A ) '.
Probelok NSB Type 64
The Norwegian steam locomotives were mostly old and worn out by the war. They were expensive to operate and in terms of energy conversion less effective. The existing since the 1920s option of the electric drive was connected by the electrification of routes with large investments and profitable only on routes with heavy traffic. 1952 was planned to electrify in the near future 50 % of the railway network in Norway and to convey on these routes 80 % of the traffic electrically. For the rest of the traffic and as an alternative for steam locomotives diesel-electric locomotive of Nydqvist och Holm was tested in 1954. The locomotive was run as NSB Type 64 with the Nohab factory number 2246. This was only designed for 105 km / h and developed especially for Norwegian conditions. The locomotive has been tested primarily on the Nordlandsbane and proved to be reliable.
NSB Di 3
After the NSB Type had 64 " 2246 " convinces in Tests against two German sample locomotives by MaK in Kiel and KHD, five locomotives were ordered in 1957 were delivered with the new series designation Tue, 3. Overall NSB ordered 19 locomotives that were delivered to 1958 and classified as Di 3603 to Tue 3621.
1957 Probelok was purchased, which went as Di 3602 from this time in Norway. The axis sequence of the Di 3 was Co ' Co '. Especially for the Norwegian winter conditions the front wheels were fitted with a grill as Eiszapfenschutz at tunnel and bridge crossings.
Di 3622 Di and 3623 were delivered in 1960. They were originally intended for Finland, but were canceled there. You could still be converted into the construction phase of the usual in Finland broad gauge to standard gauge. Actually, the new sub- type Di 3c was provided for them. Due to the same structure and the wheel arrangement but they were queued in the design Di 3a, with from this point on all Tue, 3 were designated the wheel arrangement Co ' Co ', because the type Di 3b came about.
More construction series followed 1965 ( Tue 3a 624-629 ) and 1969 (Tue 3a 630-633 ).
For the heating of passenger trains, the locomotives were equipped with steam boilers.
NSB Di 3b
Nydqvist och Holm built in 1960 a 143 km / h fast Probelok for the Finnish railway and without order two more, all. , The Finnish broad gauge of 1524 mm However, the Board did not purchase any of these locomotives. Nydqvist och Holm was able to sell the three locomotives after conversion to standard gauge and Di 3b to the NSB. This (A1A ) ' (A1A ) ' locomotives wore the numbers Di 3b 641 to 643
Inserts
At first was the use of Di 3 on the Dovrebane, Nordlandsbane and Gjøvik-/Bergensbane. After the renewal of some weak bridges on the Gudbrandalsbane the locomotives could travel the entire route from Trondheim to Hamar. On the Raumabane they were from 1958 used for night trains. On these routes, the Di 3 and steam locomotives were in use until 1965 together.
In the late 1960s, 17 of the locomotives in the district of Trondheim, two in the district of Hamar in Bergen County and six in use. At that time they were hardly used on the Rørosbane because some are too weak bridges were present. The Reitanviadukten was rebuilt in 1960, so that the main obstacle was removed. In February 1961, the section Oslo Hønefoss was electrified, so that high-speed trains could be operated on the Bergensbane with diesel or electric traction. At the same time Nordlandsbane was constantly extended in February 1962 Bodø was reached. The route Hønefoss - Ål is frequented electrically from 1 November 1962. Therefore, the Di took over three increasingly achievements on the Rørosbane and from May 1964 she was laid there in use. In the same year electrification of Bergensbane was completed, leaving five of six locomotives for other routes were free. A locomotive remained for the snow plow services and as a substitute in Finse sationiert. It was not until 1965 with the delivery of the locomotives 624-629 ended with the steam-powered express train service on the Rørosbane.
In the late 1960s, the electrification of the Gudbrandsdalsbane and Dovrebane was. 1967 was joined by South Otta and the following year Dombås. Now, the Di 3 locomotive could be used on other routes. The Valdresbane was reinforced to use these locomotives. In 1969, the last series was supplied with four locomotives, so could the last steam locomotives will be delivered from 1970 in subordinate services. Also in 1970, the Electrification of Dovrebane was completed. This was from this point on the existing last steam reserve, a 26c for departure was constantly in the engine shed in Hamar, waived. The Di 3 locomotives were concentrated on Nordlandsbanen, Meråkerbanen, Rørosbanen, Rauma, Solørbanen and Valdresbanen. They were there to use in the end use.
In most locomotives of NSB each right cab door were removed in the 80s. At about the same time the steam boilers were replaced by auxiliary diesel generator as electrical heating.
By 1981, the 35 locomotives were without competition. Then the clear powerful Tue, 4 took the trains on the Nordlandsbane. On the Valdres passenger services were set in 1989, the Di 3 was further inserted until the summer of 1993 in front of the freight trains. In the 1990s, the NSA began to look for a replacement of the nearly 40 -year-old Di 3 locomotives. Twelve locomotive Tue, 6 ( Co ' Co ') and 20 locomotives Tue, 8 ( Bo ' Bo' ) they should replace. The di 6 were returned to the supplier, because they are not proven. The di 8 took over the freight trains of the Di 3 The remaining passenger trains were replaced by railcar type BM 93 and partly by BM 92. In freight transport, the NOHAB were eventually replaced by the Class 66.
The last regular passenger train led the Di and Di 3623 3629 December 26, 2000 at the Rørosbane.
Whereabouts
Four locomotives, Di 3a 622, 626, 630 and 631 were sold in 2001 to a track construction companies in Italy. In the same year, based in Narvik and went into bankruptcy in 2009 Ofotbanen AS ( OBAS ) had taken over the Di 3a 603, 621, 623, 629 and 632. The locomotives were there, especially in freight trains and work trains before use. After the bankruptcy of the locomotives Di 3a 621, 623 and 632 went to the Inlandsbanan AB.
Upon their retirement in 2001, Di 3a Norway reached 619 and 633 as well as the di 3b 641 and 643 as reconstruction aid for Kosovo Railways Trainkos. They have been restored over time and formed partly the backbone of local rail transport. The still functioning locomotives are used both freight trains and in the international intercity service with Macedonia.
Museumsloks
Di Di 3a 3a 602 and 616 are exhibited in the Norwegian Railway Museum Hamar, also there is still di 3a 615 available. Di 3a 602 was acquired in September 1997 by the museum and restored to the factory default of 1954. The locomotive is ready to visit due to lack of space but only on special occasions in the museum.