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Di 3 - The most important locomotive on the non-electrified railways of Norwegian State Railways (NSB)
Brief history
The famous Di 3-engines is history, at least as at NSB. The year 2000 was the
last year in ordinary service. The engine became the main diesel engine class,
and these engines were to replace steam engines as a result of the "Get-rid-of-the-steam"-program
decided in the Norwegian parliament (Stortinget) in 1955.
The Norwegian steam engines were old and worn out after the World War II.
They were expensive to use and used the fuel very badly (5-10 % efficiency). Since
the 1920-ies electric traction had been the alternative to steam, but to
electrify the railways was very expensive and was only profitable on railways
with fairly large traffic. In 1952, the parliament decided to electrify 50 % of
the railway network, which ment 80 % of the traffic. The remaining 20 % of the trains, and for the railways waiting to be
electrified during the electrifcation time, NSB needed an alternative to steam. From 1954 NSB tested a General
Motors diesel electric locomotive, built on licence by NoHAB, Trollhättan in
Sweden. The test engine was designated by NSB as class 64, no. 2246. The engine was tested
especially on the Nordland railway and was soon accepted and considered to be
reliable. Five new engines (nos. 603-607) were ordered and put into service in
1957. The test engine no. 2246 was bought and given the number "602".
The same year (1957) NSB ordered eight new engines (nos. 608-615). At this
time the engines were used at the Dovre line, the Nordland line and on the
Gjøvik/Bergen line. Shortly afterwards, another six engines were ordered to be
delivered in 1958. At that time some weak bridges on the Hamar-Otta line
were replaced or strengthened such that the engines could be used on the while line between Trondheim and Hamar via Dombås.
On the Rauma line (Dombås-Åndalsnes) Di 3 was put into service in the sleepers from
1958. The steam engines were used parallel with Di 3 until 1965.
The Finish State Railways (VR) originally ordered the engines nos. 622-623
and nos. 641-643, but they cancelled the order. The engines were offered to NSB
who accepted. Three of these engines (nos. 641-643), were already made with four
driving axles in stead of six. They were named class Di 3b (confer technical
data below). The two other engines were at an earlier stage in construction
and could more easily be made similar to the original Di 3-engines. Even so,
these two engines (nos. 622-623) were a third variant of Di 3, but never the
less called Di 3a like the previous engines. The engines were put into service in
1960.
In the end of 1960, 17 of the engines were used by Trondheim district, two had home
base in Hamar running in conjunction with Trondheim engines and six engines were
on the Bergen line. At the Røros line the Di 3 engines were hardly used due to
some few weak bridges. In 1960, however, a new concrete bridge at Reitan was
constructed and the most important obstacle for usage of heavier engines was
abandoned. In February 1961 the Oslo-Gjøvik/Hønefoss lines was electrified.
Thus diesel or electric engines could haul all fast trains on the Bergen line.
Simultaneously the Nordland line was extended which meant increased need for
engines. In February 1962 the line was finished to Bodø. Later the same year
the Bergen line was electrified westwards to Ål with consequently less need for
non-electric locomotives. The Røros line was often visited by
Di 3 engines and from May 1964 it was used on regular basis. That year the Bergen line
was completely electrified and 5-6 Di 3 engines were available for other lines.
One Di 3 was however kept as pusher for the rotating snow plough at Finse and as
a reserve. In 1965 the engines nos. 624-629 were delivered and that ended steam
hauled fast trains on the Røros line.
In the late 1960-ies NSB electrified the Gudbrandsdal line (Hamar-Otta-Dombås)
and the Dovre line (Dombås-Støren-Trondheim). In 1967 the electric trains
reached Otta, and Dombås one year later. Di 3 engines could then be used on less
important non-electrified lines, such as Valdres line which at the same time was
strengthened for these heavier engines. Finally, in 1969, the last Di 3 engines
were delivered from NoHAB (nos. 630-633) and the rest of the bigger steam
engines could be redrawn. I the autumn 1970 the electrification of the Dovre
line was completed. The last steam engine was taken out of regular
service, namely a class 26c (2-8-0) who until then was kept with steam pressure
at Hamar shed as reserve for Di 3-engines. The home railways for class Di 3 were
then to be the following lines: Nordland, Meråker, Røros, Rauma, Solør and
Valdres. Apart for the two last lines who experienced reduced traffic,
these lines were also the home lines for Di 3 until the end in 2000.
The 35 engines of class Di 3 were almost the only choice for locomotive hauled
trains on non-electrified lines until 1981 when the bigger class Di 4 was
introduced, mainly in passenger trains at Nordland line. Valdres line lost their
passenger trains i 1989, but the Di 3 engines continued to haul freight trains
at that railway until 1993. In the 90-ies NSB wanted to replace Di 3 over some
years by introducing two new classes of diesel engines: 12 engines of class Di 6
(Co-Co) and 20 engines of a smaller class Di 8 (Bo-Bo). Di 6 became, however, a
catastrophe. After some try and error, all engines were returned to the
producer. Di 8 engines were more successful and have now replaced Di 3 in all
freight trains. Light diesel motor units (class 93) have replaced Di 3 in
passenger trains at Røros line, Rauma line and Nordland line.
Last scheduled run by Di 3 for NSB was in the through trains at Røros line, 26 Dec 2000 hauled by 623 and 629:
After that date, Di 3 was used sporadic on the Nordland line until 7 Jan 2001, mostly as second engine together with a class Di 4 engine in trains 471, 472, 475 or 476 on parts on the line. 631 and 632 were use by in trains 5782 and 5704 (to Oslo). After 7 Jan 2001 it was not allowed to use Di 3 in duty for NSB.
This was however not the absolute stop for these engines. In 2005 19 of the engines were still in existence. The small railway company Ofotbanen AS bought five engines (603, 621, 623, 629 and 632). The company has later closed down. Jernbaneverket (the Norwegian National Rail Administration) has got no. 628 for maintenance use, and painted the engine yellow. In fact, NSB has kept one engine as standby engine at Finse mountain station. Norwegian Railway Museum, Hamar, has three engines, out of which two (602, 616) are in running order by the GM-group, whereas 615 is kept as spare parts engine. UN Kosovo got 619, 633, 641 and 643, and 622, 626, 630 and 631 were sold to Sicily; present status unknown.
The first "Nohab", 602, is set back to delivery look.
Pictures from the daily use
Having taken a considerably amount of photos of Norwegian trains since 1969, there have been some instances
where Di 3 having occurred in front of my cameras. In the pages linked to below, I have collected almost every picture
of Di 3 having a fairly good quality. It totals about 300 pictures, mostly from the period 1982-2000.
- Chronological gallery 1969-2000+
- Ordered by geography that is by railway line
- Ordered by engine number:
602,
603,
604,
605,
606,
607,
608,
609,
610,
611,
612,
613,
614,
615,
616,
617,
618,
619,
620,
621,
622,
623,
624,
625,
626,
627,
628,
629,
630,
631,
632,
633,
641,
642,
643.
Every engine has at least one picture.
Historical facts
Everey engine is built by NoHAB (Nydquist och Holm AB), Trollhättan, Sweden on licence from General Motors.
The engines have had 3-4 various colour schemes. Gr. = green, Rbr. = red/brown
B.d = "Intermediate design", e.g. the same lettering as red/brown, but without yellow stripe and with a more sharp red color.
N.d = "New design", e.g. sharp red with white lettering and yellow plough. If a particular engine did not receive
that colour scheme, it has got an empty white cell.
In comments column these abbreviations/words are used: NJM = Norwegian Railway Museum, M.Borg = Marienborg repair shop in Trondheim,
T=Trondheim railway district, B=Bergen railway district, JBV=Jernbaneverket
Class |
No. |
Delivered |
Constr.no. |
Colour scheme |
Withdrawn |
NSB district |
Present status |
Comments |
Gr. |
Rbr. |
B.d. |
N.d. |
3a |
602 |
16.10.54 |
2246 |
X |
X |
|
N02.88 |
11.10.95 |
T |
NJM/GM
| Hired from NoHAB until 1.09.56.
Operated by GM-group. Restored 2004 to original colour scheme. |
3a |
603 |
25.04.57 |
2339 |
X |
X |
|
N86 |
|
T |
OBAS
|
Put aside at M.borg since April 00 |
3a |
604 |
30.04.57 |
2340 |
X |
X |
05.83 |
N91 |
10.95 |
T |
Scrapped
| Put aside M.borg Oct 95. Scrapped Feb 00 |
3a |
605 |
14.05.57 |
2341 |
X |
X |
|
N86 |
senest 01.01 |
T |
TågAB
| El.vrm. -67, 97/98 ->JBV as no.
30-36-6005. Later sold to TÅGAB Jan 01 as spare parts engine. |
3a |
606 |
28.05.57 |
2342 |
X |
X |
12.82 |
N |
1.06.93 |
T |
Scrapped
| |
3a |
607 |
19.06.57 |
2343 |
X |
X |
10.82 |
N01.88 |
07.11.96 |
T
| Scrapped
| Put aside at M.borg 7 Nov 96, scrapped M.borg Feb 00 |
3a |
608 |
14.12.57 |
2391 |
X |
X |
|
N91 |
1997 |
T |
Scrapped
| Put aside M.borg 97. Scrapped Feb 00 |
3a |
609 |
21.01.58 |
2392 |
X |
X |
|
N86 |
Nov 1994 |
T |
Scrapped
| Scrapped Thm. 1995 |
3a |
610 |
19.02.58 |
2393 |
X |
X |
|
/ |
19.04.95 |
T |
Put aside
| Marienborg |
3a |
611 |
21.03.58 |
2394 |
X |
X |
|
N87 |
1996 |
T |
Scrapped
| Put aside M.borg autumn 96, scrapped M.borg Feb 00 |
3a |
612 |
25.04.58 |
2395 |
X |
X |
|
/ |
4.06.87 |
T |
Scrapped
| Withdrawn after a fire |
3a |
613 |
14.05.58 |
2396 |
X |
X |
|
N87 |
1997 |
T |
Scrapped
| Put aside M.borg 1997, scrapped Jan 00 |
3a |
614 |
23.05.58 |
2397 |
X |
X |
|
N90 |
1997 |
T |
Scrapped
| Put aside M.borg 97, scrapped Feb 00 |
3a |
615 |
26.06.58 |
2398 |
X |
X |
|
N11.83 |
03.99 |
T |
NJM
| Put aside March 99.
Spare parts engine for NJM's other Di 3 enginges |
3a |
616 |
22.08.58 |
2399 |
X |
X |
|
N10.86 |
1997 |
B ca 66: T |
NJM/GM
| Operated by GM-group |
3a |
617 |
05.09.58 |
2400 |
X |
X |
|
N90 |
10.99 |
B 64: T |
Scrapped
| |
3a |
618 |
27.09.58 |
2401 |
X |
X |
|
N86 |
1997 |
B 64: T |
Scrapped
| Put aside M.borg 97, scrapped Feb 00 |
3a |
619 |
24.10.58 |
2413 |
X |
X |
|
N11.89 |
latest Jan 01 |
B 64: T |
Kosovo
| Jan 00 ATC, GPS. To UNMIK Kosovo Jan 01 |
3a |
620 |
14.11.58 |
2414 |
X |
X |
|
N |
10.99 |
B 64: T |
Scrapped
| |
3a |
621 |
16.12.58 |
2415 |
X |
X |
|
N01.84 |
|
B 64: T |
OBAS
| |
3a |
622 |
02.07.60 |
2419 |
X |
X |
|
N86 |
2001 |
T |
Sicily
| |
3a |
623 |
18.08.60 |
2418 |
X |
X |
|
N08.90 |
2001 |
T |
OBAS from 19 Nov 2001
| ATC April 00, GPS |
3a |
624 |
08.04.65 |
2611 |
|
X |
|
N87 |
1998 |
T |
Scrapped
| ATC, Withdrawn after accident at Bodø st 26 Nov 98, scrapped Jan 00 |
3a |
625 |
14.05.65 |
2612 |
|
X |
|
N04.90 |
01.00 |
T
| Scrapped
| ATC. Completely destroyed in the severe Åsta accident 4 Jan 00, scraped at Åsta Jan 00 |
3a |
626 |
21.05.65 |
2613 |
|
X |
|
N87 |
|
T |
Sicily
| Put aside June 00 |
3a |
627 |
02.06.65 |
2614 |
|
X |
|
N88 |
1994 |
T |
Scrapped
| Damaged in collision, scrapped Thm. 95 |
3a |
628 |
01.07.65 |
2615 |
|
X |
|
N88 |
|
T |
JBV
| ATC, GPS |
3a |
629 |
13.09.65 |
2616 |
|
X |
|
N94 |
|
T
| OBAS
| ATC, GPS |
3a |
630 |
28.06.69 |
2749 |
|
X |
|
N87 |
2001 |
T |
Sicily
| Put aside NSB June 00 |
3a |
631 |
18.07.69 |
2750 |
|
X |
|
N |
ca 2001 |
T |
Sicilia
| ATC, GPS |
3a |
632 |
04.09.69 |
2751 |
|
X |
|
N05.84 |
2001 |
T |
OBAS
| ATC, GPS. Stand by engine Bergen line JBV 2001, later sold to OBAS |
3a |
633 |
16.10.69 |
2752 |
|
X |
|
N90 |
Latest Jan 01 |
T
| Kosovo
| ATC, GPS, To UNMIK in Kosovo 12 Jan 01 |
3b |
641 |
02.07.60 |
2416 |
X |
X |
ja |
N87 |
Latest Jan 01 |
T |
Kosovo
| Original 41.01 1959-60, ATC, GPS, To UNMIK in Kosovo 14 Jan 01 |
3b |
642 |
02.07.60 |
2417 |
X |
h2b/tdX |
|
N86 |
|
T |
NSB
| Orig. 41.02 1959-60, ATC, GPS. Stand by engine Bergen line |
3b |
643 |
09.12.60 |
2402 |
X |
X |
06.82 |
N86 |
Latest Jan 01 |
T |
Kosovo
| Built 1958, ATC, To UNMIK in Kosovo 9 Jan 01 |
Technical data
|
Di 3a |
Di3 b |
Engine - numbers |
1 |
1 |
Engine - type |
GM 567C |
GM 567C |
Engine - power / rpm |
1900 hp / 835 |
1900 hp / 835 |
Transmission type |
electric |
electric |
Fuel |
2,9 tons |
2,9 tons |
Water for car heating |
3,3 tons |
4,4 tons |
Max speed |
105 kmh |
143 kmh |
Adhesion weight |
102 tons |
70 tons |
Material weight |
94 tons |
96 tons |
Wheel arr. |
Co'Co' |
(A1A)'-(A1A)' |
Length betw. buffers |
18600 mm |
18900 mm [1] |
Largest wheel distance |
14300 mm |
14300 mm |
Axle distance bogie |
4000 mm |
4000 mm |
Wheel diameter |
1016 mm |
1016 mm |
Largest axle pressure |
17,4 tons |
17,8 tons |
1)Holds for 602, 622 and 623 as well
Di 3 - by number and design
The pictures are taken by me unless other mentioned.
That is true with all the pictures in the left column of engines in green
livery. Those pictures were found in NSB's archives, later handed over to Norwegian Railway Club. Photographers and
when they were photographed are unknown. Supposedly they are taken early in the 1960ies.
A cell with colour but no picture means that I have no picture of the engine with that livery. A white cell
means that the engine has never had that colour scheme. I have used a colour photo if possible.
Class |
No. |
Delivered |
Fact.no. |
Photos in the four possible colour schemes |
Withdrawn NSB |
Green |
Red/brown with stripe ("old design") |
Red with "old" logo ("intermediate design") |
Red with large numbers ("new design") |
3a |
602 |
16.10.54 |
2246 |
X |
|
|
|
11.10.95 |
3a |
603 |
25.04.57 |
2339 |
X |
|
|
N86 |
|
3a |
604 |
30.04.57 |
2340 |
X |
|
|
N91 |
10.95 |
3a |
605 |
14.05.57 |
2341 |
X |
|
|
|
|
3a |
606 |
28.05.57 |
2342 |
X |
|
12.82 |
|
1.06.93 |
3a |
607 |
19.06.57 |
2343 |
X |
|
|
N01.88 |
07.11.96 |
3a |
608 |
14.12.57 |
2391 |
|
|
|
N91 |
1997 |
3a |
609 |
21.01.58 |
2392 |
|
|
|
N86 |
nov. -94 |
3a |
610 |
19.02.58 |
2393 |
X |
|
|
/ |
19.04.95 |
3a |
611 |
21.03.58 |
2394 |
X |
|
|
|
1996 |
3a |
612 |
25.04.58 |
2395 |
X |
|
|
/ |
4.06.87 |
3a |
613 |
14.05.58 |
2396 |
X |
|
|
|
1997 |
3a |
614 |
23.05.58 |
2397 |
X |
|
|
N90 |
1997 |
3a |
615 |
26.06.58 |
2398 |
X |
|
|
|
03.99 |
3a |
616 |
22.08.58 |
2399 |
X |
|
|
|
1997 |
3a |
617 |
05.09.58 |
2400 |
X |
|
|
N
90 |
10.99 |
3a |
618 |
27.09.58 |
2401 |
|
|
|
|
1997 |
3a |
619 |
24.10.58 |
2413 |
|
|
|
|
|
3a |
620 |
14.11.58 |
2414 |
X |
|
|
N |
10.99 |
3a |
621 |
16.12.58 |
2415 |
|
|
|
|
|
3a |
622 |
02.07.60 |
2419 |
X |
|
|
|
|
3a |
623 |
18.08.60 |
2418 |
X |
|
|
|
|
3a |
624 |
08.04.65 |
2611 |
|
|
|
|
1998 |
3a |
625 |
14.05.65 |
2612 |
|
|
|
|
2000 |
3a |
626 |
21.05.65 |
2613 |
|
|
|
|
|
3a |
627 |
02.06.65 |
2614 |
|
|
|
|
1994 |
3a |
628 |
01.07.65 |
2615 |
|
|
|
|
|
3a |
629 |
13.09.65 |
2616 |
|
|
|
|
|
3a |
630 |
28.06.69 |
2749 |
|
|
|
|
|
3a |
631 |
18.07.69 |
2750 |
|
|
|
|
|
3a |
632 |
04.09.69 |
2751 |
|
|
|
|
|
3a |
633 |
16.10.69 |
2752 |
|
|
|
|
|
3b |
641 |
02.07.60 |
2416 |
X |
|
|
|
|
3b |
642 |
02.07.60 |
2417 |
X |
|
|
|
|
3b |
643 |
09.12.60 |
2402 |
X |
|
6.82 |
|
|
Literature
Bjerke, Thor (1981): "25 etterkrigsår i Hamar distrikt" I: På Sporet
nr.29 s.38-46. Norsk Jernbaneklubb, Oslo
Bjerke, Thor (1982): "Grønne og røde Nohab'er" I: På Sporet
nr.35 s.58-59. Norsk Jernbaneklubb, Oslo
Næss, Ståle (1999): Di 3 - Billedboken om en loklegende. BSN Forlag.
Oslo?
Pedersen, Tom Vidar (1977) : "Norske loktyper: Di 3" I: På Sporet nr.22
s.22-29. Norsk Jernbaneklubb, Oslo
Svensson, Sören (1988): "NOHABer - ute og hjemme" I: På Sporet
nr.55 s.19-29. Norsk Jernbaneklubb, Oslo
Vegard Aunan, Steinar Østgård and
Erland Rasten have contributed to the text.
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