NSB Class 72

AnsaldoBreda

Industry	Rail vehicle manufacturing
Founded	2001 (merger of Ansaldo and Breda)
Fate	Merged into Hitachi Rail Italy in 2015
Products	Electric multiple units, trains

NSB Class 72 (Norwegian: NSB type 72) comprises a fleet of 36 electric multiple units constructed by AnsaldoBreda for the Norwegian State Railways, now operating under Vy. These four-car sets were delivered between 2002 and 2005 and serve routes on the Oslo Commuter Rail and the Jæren Commuter Rail. Each unit accommodates up to 310 passengers, powered by motors generating 2,250 kilowatts (3,020 hp), enabling a top speed of 160 kilometres per hour (99 mph). The order was placed in 1997 with initial delivery planned for 2001 and 2002, including an option for an additional 40 units. However, the first trains arrived only in 2002, and by 2004, approximately half remained out of service due to issues such as corrosion, excessive weight, and signaling malfunctions. Despite these early setbacks, the Class 72 has become a reliable and well-regarded train model within NSB's fleet, appreciated notably by maintenance personnel.

History

During the mid-1990s, NSB faced a pressing need to acquire new electric multiple units to both supplement and replace their aging Class 69 fleet. At that time, NSB operated 60 Class 69 trains around Oslo, with typically four to eight units out of commission at any given moment. In 1997, NSB revealed plans to procure 36 new trainsets—half intended to replace older units and the other half aimed at expanding service capacity. This order was envisioned as the initial phase of a broader acquisition program, ultimately requiring 100 new EMUs over the subsequent two decades. This procurement was part of a comprehensive rolling stock renewal strategy during the late 1990s, which also included ordering the El 18, Di 6, Class 71, Class 73, and Class 93 trains. By August of that year, NSB disclosed that three companies had submitted bids for the local train contract, which consisted of a firm order for 36 units plus an option for an additional 20. The contenders were Ansaldo, GEC Alstom, and Adtranz, with Adtranz being unique in proposing production within Norway.

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72.033 and 72.109 at Oslo Central Station

On September 26, 1997, NSB announced their decision to purchase 36 new trainsets from Ansaldo, including an option for up to 40 more units. Each train was priced at approximately 50 million Norwegian kroner (NOK), and NSB had a window of 28 months to exercise their option. According to NSB's CEO, Osmund Ueland, Ansaldo was selected due to offering the most advantageous technical proposal alongside the lowest price by a significant margin. The new trains promised a reduction in maintenance expenses by about 35% and a decrease in electricity consumption by roughly one-third compared to the Class 69 units. Additionally, these trains featured enhanced maximum speeds, wider doors for improved passenger flow, and quieter operation. The electronic systems were supplied by Ansaldo itself, while the car bodies were constructed by Breda, and the bogies were produced by Swiss Locomotive and Machine Works (SLM). Delivery was initially scheduled between July 1, 2000, and July 1, 2001. The exterior and interior styling was crafted by Pininfarina in collaboration with NSB’s in-house designers, who ensured that design elements such as wood paneling aligned with Norwegian passenger preferences. At this time, Ansaldo was also fulfilling an order for the Oslo Tramway's SL95 vehicles.

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Unit at Hellvik Station of the Jæren Commuter Rail

In 1999, NSB announced a rebranding initiative that would see its commuter trains marketed under the name NSB Puls. This change included replacing the traditional red livery with a green and silver color scheme; the Class 72 trains were the first to adopt this new visual identity. The initial unit arrived in Norway for testing in February 2001; delays had been caused by design errors and supplier bankruptcy issues. By April of that year, it became apparent that the trains were too heavy to safely accommodate standing passengers without exceeding axle load limits. To address this challenge, some steel components had to be replaced with aluminum parts. NSB highlighted this as a significant issue since standing capacity was critical during peak hours and controlling passenger numbers boarding beyond seating capacity was difficult. A contributing factor was that standard off-the-shelf models could not be procured due to Norway’s wider loading gauge compared to Continental Europe. By September, weight reduction measures had succeeded sufficiently to allow each train to carry approximately 350 standing passengers.

The trains were delivered equipped with the Scanet train radio system; however, this technology was already outdated and came with only a five-year warranty period. At that time, it remained uncertain when Norway’s rail network would implement the Global System for Mobile Communications – Railway (GSM-R), raising concerns within NSB about potential operational limitations if GSM-R deployment did not accelerate.

The inaugural scheduled service using Class 72 trains commenced on August 8, 2002, on the Jæren Commuter Rail line. NSB noted that this marked their most extensive pre-service testing effort ever undertaken and selected Jæren due to its simpler single-track operations compared to Oslo’s network. The company expressed optimism that all units would be operational by late 2003. By January of that year, half of the ordered trains had been delivered and were gradually introduced on Oslo’s Commuter Rail network. However, on the Gardermoen Line, interference from train electronics disrupted signaling systems—causing signals to switch prematurely from green to red—which prohibited deployment on Norway’s sole high-speed railway line. Another issue involved door closures failing at stations lacking level platforms; this problem was swiftly resolved. In March 2003, NSB abandoned its Puls branding strategy and reverted to a unified product profile approach.

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Unit 72.120 at Kråkstad Station

By February 2003, only five Class 72 units were operational: four on Jæren Commuter Rail and one serving between Moss and Spikkestad. Several units remained in Italy or docked at Drammen harbor; most were stored at Sundland in Drammen where AnsaldoBreda employed around forty Italian engineers working extended shifts to resolve technical issues—progressing at a rate of roughly one completed train per month. By June, all seven available trains had entered service on Jæren, while four units began operating on routes between Kongsberg via Gardermoen Line to Eidsvoll. In January 2004, rust was detected on axles of several trains; NSB refused acceptance of the final eighteen units until this defect was rectified and withheld further payments until all thirty-six trains were delivered free from faults.

By this time, Ansaldo and Breda had merged into AnsaldoBreda; meanwhile SLM had been acquired by Bombardier Transportation. Due to disputes between Bombardier and SLM’s former owner Sulzer over axle payment responsibilities, Bombardier ceased axle deliveries from mid-2003 onward—delaying completion further.

In October 2004, Class 72 trains began service on the Moss–Spikkestad route. Since December 2019, eleven of these units have been operated by Go-Ahead Norge.

Operators

A total of 36 trains are managed by both Go-Ahead Norge and Vy.

Specifications

The Class 72 is an electric multiple unit consisting of four cars, manufactured by AnsaldoBreda. Each train measures approximately 85.570 metres (280.74 ft) in length, 3.100 metres (10.17 ft) in width, and 4.250 metres (13.94 ft) in height, with a weight of around 157 tonnes (155 long tons; 173 short tons). These units operate on standard gauge tracks and draw electrical power through a pantograph from a Template:15 kV AC overhead wire, delivering an output of 2,550 kilowatts (3,420 hp). Their top operational speed reaches 160 kilometres per hour (99 mph). The design includes eight doors on each side and accommodates 310 seated passengers. Each train is equipped with one designated seat for passengers with disabilities and one restroom facility.