NSB El 17
| Company type | Electric locomotive |
|---|---|
| Industry | Rail transport |
| Founded | 1982 (first series), 1987 (second series) |
| Headquarters | Norway |
Area served | Norway |
| Products | Electric locomotives |
| Parent | Norges Statsbaner (NSB) |
NSB El 17 Electric Locomotives
The NSB El 17 represents a fleet of twelve electric locomotives constructed through a collaboration between Thyssen-Henschel and Norsk Elektrisk & Brown Boveri (NEBB) for the NSB. Manufactured in two separate series, the initial batch arrived in 1982, carrying numbers 2221 to 2226, while the second set was delivered in 1987, numbered 2227 through 2232. The El 17’s traction technology drew inspiration from Germany’s DB Class 120, developed by BBC, AEG, and Siemens, and featured pioneering use of three-phase asynchronous motors. Originally intended for deployment on the intercity Bergen Line, Dovre Line, and Sørland Line, these locomotives encountered significant technical challenges such as overheating of traction components and transient voltage issues. Due to these reliability problems and insufficient power output, NSB reassigned them primarily to regional services on the Vestfold Line and Gjøvik Line. Following the introduction of the more advanced El 18, the first series of El 17 units was either withdrawn from frontline service or repurposed for shunting duties. Meanwhile, since 1998, the second series has operated on the scenic Flåm Line.
Each locomotive delivers a peak power output of 3,000 kilowatts (4,000 hp) and generates a tractive effort of 240 kN (54,000 lbf), enabling it to pull trains consisting of up to six cars. Powered by a Template:15 kV AC overhead supply collected via pantograph, these units can reach speeds up to 150 km/h (93 mph). They are equipped with a Bo'Bo' wheel configuration and feature regenerative braking systems. The locomotives weigh approximately 64 tonnes (63 long tons; 71 short tons). The El 17s were introduced concurrently with the Di 4 diesel locomotives and share certain design elements with that class.
History
In the late 1970s, NSB required new rolling stock specifically for their intercity services. Initially, electric multiple units were considered; however, NSB ultimately opted to procure locomotives paired with separate carriages to enhance operational versatility. The selection was made in favor of the German DB Class 120, notable as the world’s first three-phase asynchronous locomotive to enter near-regular service (prototype 120.0 tested in 1979, with production models 120.1 introduced from 1986). The Norwegian adaptation, however, was modified to accommodate a lower maximum axle load (16.0 t compared to the Class 120's 21.0 t) and featured reduced power output relative to the original Class 120. Consequently, the El 17 delivered less power than its three predecessors—the El 14, El 15, and El 16—offering 3.0 MW instead of 4.4 MW.
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When NSB placed the order, it marked the first time a Norwegian electric locomotive had its mechanical components manufactured in Germany. Concurrently, NSB acquired five six-axle diesel-electric locomotives from Thyssen-Henschel (designated Di 4), which bore close resemblance to the Danish Mark ME 1500. The Di 4/ME 1500 shared numerous features with the El 17; both were intended to use identical rectifiers and motors, but due to weight limitations, the El 17 was equipped with the same type as found on Class 120.
The initial batch of six locomotives, numbered from 2221 to 2226, arrived in 1982 alongside deliveries of B7 passenger coaches from Strømmens Verksted. The first operational run combining an El 17 with B7 carriages commenced on the Dovre Line on September 14, 1982. Early in service, the El 17 encountered several technical difficulties such as overheating components, prompting NSB to operate them in pairs as a precaution against failures. Notably, on July 6, 1982, unit 2224 suffered a fire and was subsequently sent back to Thyssen-Henschel for redesign. Initially assigned to a daily round trip between Oslo and Trondheim, all six units underwent multiple rebuilds due to persistent technical issues; ultimately, each locomotive featured distinct technical modifications.
After gaining confidence that a viable technical solution had been achieved, NSB ordered an additional six units (numbers 2227–2232) delivered in 1987 to enable full deployment on the Dovre, Bergen, and Sørland Lines. These newer units entered regular service primarily on the Sørland Line but continued to experience technical challenges and never saw consistent use on the Bergen Line. During the 1990s, they were also assigned to regional routes on the Vestfold and Gjøvik Lines. Despite their deployment, these locomotives were not favored by NSB—partly due to the poor reputation established by the initial series and partly because their availability was inconsistent. Furthermore, it took time for NSB to recognize that asynchronous locomotives required different operational approaches. While designed for hauling six-car trains, NSB frequently needed eight-car formations and thus preferred using the more powerful El 16 for such services.
In the early 1990s, NSB planned to replace intercity trains with the tilting multiple unit Class 73 and substitute locomotive-hauled trains with Swiss-designed El 18 locomotives (also featuring electric components from ABB/BBC). Unit number 2226 was withdrawn from service in 1997 and scrapped a year later. Starting in 1998, the second series of El 17 locomotives was deployed on the Flåm Line—a steep tourist route connecting with the Bergen Line—painted green and coupled at each end of trains composed of six B3 passenger cars. From 2003 onward, the first series was gradually removed from regular operation; units numbered 2222, 2224, and 2225 were reassigned for shunting duties at Lodalen while unit 2223 was preserved and exhibited at the Norwegian Railway Museum.
Specifications
Manufactured by Thyssen-Henschel in Germany, the El 17 locomotives are equipped with three-phase asynchronous motors delivering a continuous power output of 3,000 kilowatts (4,000 hp). These units can reach speeds up to 150 kilometres per hour (93 mph). Powered by Template:15 kV AC electricity collected via a pantograph, the El 17 series represents NSB's first locomotives to incorporate regenerative braking technology. The electrical systems were developed by BBC at their Mannheim facility in Germany and assembled by the Norwegian company Norsk Elektrisk & Brown Boveri (NEBB). Each locomotive contains four NEBB BQg 3855 motors, arranged to provide a Bo'Bo' wheel configuration and capable of producing a maximum tractive force of 240 kilonewtons (54,000 lbf) on dry tracks.
Primarily intended for intercity passenger service, the El 17 is also suitable for hauling lighter freight loads. Its body features a welded, self-supporting structure with removable roof sections made from lightweight alloy. Notably, these locomotives were the first in Norway to include a central aisle within the machinery compartment. Measuring 16.30 metres (53 ft 6 in) in length, the units have wheels with a diameter of 1,100 millimetres (3 ft 7 in) and weigh approximately 64.0 tonnes (63.0 long tons; 70.5 short tons). They support multiple-unit operation through the use of a UIC 568 control cable, enabling locomotives to be distributed throughout the train rather than positioned directly adjacent to one another. The El 17 is distinguished by its pointed front end design, initially introduced on the El 16 class and later adopted by the Di 4 and Di 6 models.