In the 1970s NSB was faced with a challenge on the steep and wintry
Bergen Line and the
El 14 was not adequate for the task. The solution seemed to be
thyristor locomotive that had successfully been tested by
ASEA and
Canadian Pacific Railway with possibilities to pull 50% heavier trains than equivalent
diesel electric locomotives were capable of. This was partly due to a system of
dynamic slip control, where speed of traction motors was controlled and adjusted to avoid slippage and loss of adhesion. The Swedish
Rc4 locomotives were tested on the
Northeast Corridor with success and NSB also chose to try the units on the Bergen Line. In 1976 NSB ordered six units of a modified Rc4 design, with
dynamic brakes, increased traction power (from 4x900 kW on Rc4 to 4x1100 kW on El16) and a pointed nose which is able to force through the occasional
snowdrifts. In 1980 another four units were delivered and the final seven in 1984. The sets were numbered 16 2201 to 16 2217.
The engines were used throughout the electrified rail network, both passenger and freight trains, with the exception of the northern section of the
Gjøvik Line and the
Sørland Line west of
Kristiansand, due to too weak power supply systems. But the systems have since been upgraded.
Retirement from passenger service started with the fissioning of
Norwegian State Railways. 8 engines were transferred to the
CargoNet freight company. In 2002, a further six engines were sold to the Swedish operator
Tågkompaniet and the remaining three engines were purchased by CargoNet. In 2007 all engines from Tågkompaniet were sold back to Norway.[1] Two 16 engines were lost when burnt up by fire during cargo services across the Swedish border.
In the 1970s NSB was faced with a challenge on the steep and wintry
Bergen Line and the
El 14 was not adequate for the task. The solution seemed to be
thyristor locomotive that had successfully been tested by
ASEA and
Canadian Pacific Railway with possibilities to pull 50% heavier trains than equivalent
diesel electric locomotives were capable of. This was partly due to a system of
dynamic slip control, where speed of traction motors was controlled and adjusted to avoid slippage and loss of adhesion. The Swedish
Rc4 locomotives were tested on the
Northeast Corridor with success and NSB also chose to try the units on the Bergen Line. In 1976 NSB ordered six units of a modified Rc4 design, with
dynamic brakes, increased traction power (from 4x900 kW on Rc4 to 4x1100 kW on El16) and a pointed nose which is able to force through the occasional
snowdrifts. In 1980 another four units were delivered and the final seven in 1984. The sets were numbered 16 2201 to 16 2217.
The engines were used throughout the electrified rail network, both passenger and freight trains, with the exception of the northern section of the
Gjøvik Line and the
Sørland Line west of
Kristiansand, due to too weak power supply systems. But the systems have since been upgraded.
Retirement from passenger service started with the fissioning of
Norwegian State Railways. 8 engines were transferred to the
CargoNet freight company. In 2002, a further six engines were sold to the Swedish operator
Tågkompaniet and the remaining three engines were purchased by CargoNet. In 2007 all engines from Tågkompaniet were sold back to Norway.[1] Two 16 engines were lost when burnt up by fire during cargo services across the Swedish border.