NSB Puls
| NSB Class 72 | |
|---|---|
 |
|
| In service | 2002–present |
| Manufacturer | AnsaldoBreda |
| Number built | 36 |
| Formation | 4 cars |
| Capacity | 310 |
| Operator(s) | Norwegian State Railways |
| Line(s) served |
Oslo Commuter Rail Jæren Commuter Rail |
| Specifications | |
| Train length | 85.570 m (280 ft 9 in) |
| Car length | 21.975 m (72 ft 1 in) (ends) 20.125 m (66 ft 0 in) (center) |
| Width | 3.100 m (10 ft 2 in) |
| Height | 4.250 m (13 ft 11 in) |
| Maximum speed | 160 km/h (100 mph) |
| Weight | 60.6 tonnes (59.6 long tons; 66.8 short tons) (ends) 40.5 tonnes (39.9 long tons; 44.6 short tons) (center) |
| Power output | 2,550 kW (3,420 hp) |
| Electric system(s) | 15 kV 16 2⁄3 Hz AC Catenary |
| Current collection method | Pantograph |
| Bogies | Jacobs |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) |
NSB Class 72 (Norwegian: NSB type 72) is a class of 36 electric multiple units built by AnsaldoBreda for the Norwegian State Railways. Delivered between 2002 and 2005, the four-car units operate on the Oslo Commuter Rail and the Jæren Commuter Rail. The trains have a capacity of 310 passengers and the 2,250 kilowatts (3,020 hp) motors allow a maximum speed of 160 kilometres per hour (99 mph). The trains were ordered in 1997, with original delivery dates in 2001 and 2002. NSB also had an option to buy 40 additional units. The first units were not delivered until 2002, and by 2004, still half the trains were not in use. Faults included rust, too heavy train weight, and signaling problems. After the initial troubles, the Class 72 has been a highly successful train for NSB and well liked by the maintenance workers.
By the mid-1990s, NSB was in need of new electric multiple units to supplement and replace the company's aging fleet of Class 69 units. At the time, NSB had 60 Class 69 units operating in the Oslo area, of which at any time four to eight were out of service. In 1997, NSB stated that they intended to order 36 new units, of which 18 would replace aging units and 18 would be used to increase services. This was seen as the first step in an order of 100 new EMUs that would be needed in the coming 20 years. The order was part of a holistic ordering program through which NSB in the late 1990s ordered the El 18, Di 6, the Class 71, Class 73 and Class 93. In August, NSB stated that there were three bidders for the local train class, which would consist of a firm order for 36 units with an option for another 20 units. The bidders were Ansaldo, GEC Alstom and Adtranz, where Adtranz had the only bid which would involve construction in Norway.
On 26 September 1997, NSB announced that they would order 36 new trains from Ansaldo, with an option for an additional 40 units. Each train would cost 50 million Norwegian krone (NOK), and NSB had 28 months to use their option. NSB's CEO, Osmund Ueland, stated that Ansaldo had been chosen because they had the best technical offer and had by far the lowest price. The new trains would have 35% lower maintenance costs and use 33% less electricity than the Class 69. The new trains would also have a higher maximum speed, have wider doors and make less noise. The electronics would be delivered by Ansaldo, the superstructure by Breda and the bogies by Swiss Locomotive and Machine Works (SLM). The estimated date of delivery for the trains was from 1 July 2000 to 1 July 2001. The exterior and interior design was made by Pininfarina, with assistance from NSB's own designers. The latter were used to tailor the design to the Norwegian public's preferences, which among other things involved use of wood in the interior. At the time, Ansaldo also had an order for the Oslo Tramway's SL95.
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