View source for NSB Di 8

{{Use dmy dates|date=April 2022}}
{{Infobox locomotive
| name             = NSB Di 8
| powertype        = [[Diesel-electric]]
| image            = NSB Di 8 at Nässjö C.JPG
| imagesize        = 
| caption          = [[CargoNet]] Di 8.704 at [[Nässjö]] Central Station, Sweden
| designer         = 
| builder          = [[Siemens Mobility|Siemens Schienenfahrzeugtechnik]]<ref name=loks>{{cite web |url=http://www.loks-aus-kiel.de/index.php?nav=1400709&lang=1 |title=MaK - Di 8 für die NSB |editor1=Patrick Böttger |editor2=Patrick Paulsen |editor3=Andreas Kabelitz |editor4=Malte Werning |publisher=Loks-aus-Kiel |access-date=14 March 2014 |language=de}}</ref>
| serialnumber     = 
| buildmodel       = 
| builddate        = 1996–1997<ref name="loks"/>
| totalproduction  = 20<ref name="loks"/>
| aarwheels        = 
| uicclass         = [[Bo-Bo|Bo'Bo']]<ref name="loks"/>
| gauge            = {{Track gauge|sg|allk=on}}<ref name="loks"/>
| trucks           = 
| bogies           = 
| wheelbase        = 
| length           = {{convert|17.4|m|ftin|frac=8|abbr=on}}<ref name="loks"/>
| width            = {{convert|3.0|m|ftin|frac=8|abbr=on}}<ref name="loks"/>
| height           = {{convert|4.385|m|ftin|frac=8|abbr=on}}<ref name="loks"/>
| frametype        = 
| axleload         = 
| locoweight       = {{convert|82|t|abbr=on}}<ref name="loks"/>
| fueltype         = 
| fuelcap          = {{convert|3500|L|impgal usgal|abbr=on|disp=br()}}<ref name="loks"/>
| watercap         = 
| consumption      = 
| primemover       = [[Caterpillar Inc|Caterpillar]] 3516 DITA<ref name="loks"/>
| enginetype       =
| aspiration       = 
| displacement     = 
| alternator       = 
| generator        = 
| tractionmotors   = 
| cylindercount    = 
| cylindersize     = 
| transmission     = 
| maxspeed         = {{convert|120|km/h|abbr=on}}<ref name="loks"/>
| poweroutput      = {{convert|1570|kW|hp|abbr=on}}<ref name="loks"/>
| tractiveeffort   = 
| factorofadhesion = 
| locobrakes       = 
| trainbrakes      = 
| safety           = 
| operator         = [[Vy|Norwegian State Railways]] 1997–2002<br />[[CargoNet]] 2002–<br />[[GB Railfreight]] 2011–
| fleetnumbers     = 8.701–720
| officialname     = 
| nicknames        = 
| locale           = 
| deliverydate     = 
| firstrundate     = 
| lastrundate      = 
| retiredate       = 
| restoredate      = 
| scrapdate        = 
| currentowner     = 
| disposition      = 
}}

The '''NSB Di 8''' is a class of [[diesel-electric locomotive]]s built by [[Maschinenbau Kiel]] (MaK), while it was part of [[Siemens Mobility|Siemens Schienenfahrzeugtechnik]], for the [[Vy|Norwegian State Railways]] (NSB). The locomotives are equipped with a [[Caterpillar Inc|Caterpillar]] 3516 DI-TA [[prime mover (locomotive)|prime mover]], which provides a power output of {{convert|1570|kW}} and a starting tractive effort of {{convert|270|kN}}.

Twenty locomotives were delivered in 1996, largely based on MaK's previous production series, the Dutch [[NS Class 6400]] and German [[MaK DE 1002|DE 1002]], although receiving some upgrades to the specifications. NSB took delivery of the class to replace the aging [[NSB Di 3|Di 3]], and the units have been used on freight trains on un-electrified lines, including the [[Nordland Line]] and the [[Røros Line]]. They were transferred to [[CargoNet]] in 2002, when NSB's cargo division was demerged. Ten units were sold to [[GB Railfreight]] in 2011 and are used at the Scunthorpe Steel works in Scunthorpe, United Kingdom.

==History==
During the late 1980s, the [[Norwegian State Railways]] sought a new locomotive type to replace its aging fleet of Di 3 diesel-electric locomotives, which made up the back-bone of the dieselized operations. The new locomotives were planned for use as freight and passenger trains on the Nordland Line, and to a lesser extent on the Røros Line.<ref name=n138>Næss: 138</ref> In 1980, NSB had taken delivery of five [[NSB Di 4|Di&nbsp;4]] from [[Henschel]].<ref>Næss: 72</ref> Originally there were plans to order additional Di 4 units, but this was discarded and instead a new class was pursued,<ref name=n100>Næss: 100</ref> as NSB wanted similar, but slightly more modern, locomotives.<ref name=n138 />

[[File:CargoNet Di 8 hauling freight tain on Nordlandsbanen.jpg|thumb|left|Twin Di 8 unit hauling a [[CargoNet]] freight train across [[Saltfjellet]] on the [[Nordland Line]]]]
A MaK-built [[DB Class 240]] locomotive was test-run in Norway during 1990.<ref name=kiel>{{cite web |url=http://www.loks-aus-kiel.de/index.php?nav=1400710&lang=1 |title=MaK - Di 6 für die NSB |editor1=Patrick Böttger |editor2=Patrick Paulsen |editor3=Andreas Kabelitz |editor4=Malte Werning |publisher=Loks-aus-Kiel |access-date=16 January 2012 |language=de }}</ref> On 23 November 1992, NSB's board decided to order ten similar units, later expanded to twelve, which would primarily be used in passenger trains. During the procurement process, NSB started to pursue the smaller locomotives for freight trains,<ref name=n138 /> and turned to MaK to investigate their smaller locomotives. NSB's need for hauling power was dire enough that the company leased two locomotives of two classes of diesel-electric locomotives, the [[SJ T44]] from the [[Swedish State Railways]] and the MaK-built NS 6400 from  [[Nederlandse Spoorwegen]].<ref name="loks"/>

The NS 6400 was built through a cooperation between MaK and [[Brown, Boveri & Cie]] in [[Mannheim]], with 120 units having been built between 1988 and 1992.<ref name=ns>{{cite web |url=http://www.loks-aus-kiel.de/index.php?nav=1400707 |title=MaK - DE 6400 für die Nederlandse Spoorwegen (NS) |editor1=Patrick Böttger |editor2=Patrick Paulsen |editor3=Andreas Kabelitz |editor4=Malte Werning |publisher=Loks-aus-Kiel |access-date=14 March 2014 |language=de}}</ref> It was again based on the DE 1002, which had been built in twenty-four copies for the [[Häfen und Güterverkehr Köln]] 1982 and 1993.<ref name=koln>{{cite web |url=http://www.loks-aus-kiel.de/index.php?nav=1400727 |title=MaK - DE 1002 |editor1=Patrick Böttger |editor2=Patrick Paulsen |editor3=Andreas Kabelitz |editor4=Malte Werning |publisher=Loks-aus-Kiel |access-date=14 March 2014 |language=de}}</ref> Another variant of the DE 1002 and NS 6400 is the [[Eurotunnel Class 0001]], built in 1991.<ref>{{cite web |url=http://www.loks-aus-kiel.de/index.php?nav=1400729 |title=MaK - DE 1004 |editor1=Patrick Böttger |editor2=Patrick Paulsen |editor3=Andreas Kabelitz |editor4=Malte Werning |publisher=Loks-aus-Kiel |access-date=14 March 2014 |language=de}}</ref> The Di 8 was technically similar, although slightly larger and more powerful, than the Dutch and German variants.<ref name="loks"/>

Delivery of both the Di 6 and 8 commenced in 1996.<ref name=n100 /> The first Di 8 was delivered on 8 June 1996 and the last on 10 June 1997.<ref name=loks />  NSB hoped that the combined 32 locos would be sufficient to replace all the Di 3s. However, the Di 8s were at first put into use on freight trains in [[Eastern Norway]], largely running on electrified lines and thus not replacing the Di 3. Unlike their larger counterparts, which were unsuitable for service and returned to the manufacturer, the Di 8 proved a sufficiently reliable to remain in operation.<ref name=n100 /> The Di 8s were gradually introduced on the Nordland Line and [[Meråker Line]] to replace the Di 3 on freight trains. The Di 8 operated in pairs, which proved to be an optimal power ratio and driving times on the Nordland Line. On the other hand, the locomotives had high operating costs, in part because of the twin configuration, and proved less reliable than NSB had hoped.<ref name=lokman>{{cite web |url=http://www.lokmann.no/lt/2005/1005diesel.htm |title=Nye diessellokomotivier |year=2005 |work=Lokotivmands Tidende |last=Svärd |first=Øyvind |publisher=[[National Union of Norwegian Locomotivemen]] |access-date=14 March 2014 |archive-date=26 March 2015 |archive-url=https://web.archive.org/web/20150326034626/http://www.lokmann.no/lt/2005/1005diesel.htm |url-status=dead }}</ref>

No. 714 was plagued with operational problems because of errors in a generator. Delivered in January 1997, it was retired in late 2000 and started being used for parts from 2002. This makes it one of the shortest-serving locomotives in NSB's service.<ref>{{cite journal |title=Di 8 – CargoNet |journal=[[På Sporet]] |page=56 |year=2013 |volume=155 |language=no}}</ref>  NSB's initial motivation for the smaller units was to haul conventional local freight trains and affiliated heavy-duty shunting. With the reorganization of the railways during the late 1990s and early 2000s, this job fell out of use, making the locomotives poorly suited for NSB's network. The locomotives passed to [[CargoNet]] in 2002, after the split of [[Vy|Norwegian State Railways]] (NSB) into passenger and freight companies.<ref name=ps150>{{cite journal |title=Di 8 – CargoNet |journal=[[På Sporet]] |page=69 |year=2012 |volume=150 |language=no}}</ref> From the mid-2000s CargoNet started looking for a replacement for the Di 8 in the freight trains, especially for on the Nordland Line. The company decided to lease six [[EMD Class 66]] units, which entered service in Norway in 2005. The Di 8 remained in service, but in other trains.<ref name=lokman />

[[File:Two CargoNet Di 8 hauling timber.jpg|thumb|Two CargoNet units, in new and original livery, hauling a lumber train near [[Hjerkinn]] on the [[Dovre Line]]]]
On 4 April 2011, a fire broke out on a Di 8 locomotive at [[Kløfta]] on the [[Trunk Line]] while hauling a 16-wagon train of [[jet fuel]] to [[Oslo Airport, Gardermoen]]. The fire started in an electrical cabinet after a diesel pipe running over it had cracked. The fire fighting was complicated by the train dispatcher not wanting to disconnect the overhead wire power as he thought it was an electric train. The damages were so severe that the locomotive was scrapped. The [[Accident Investigation Board Norway]] criticized CargoNet for not having sufficient maintenance routines for diesel pipes, as they were neither part of the maintenance procedure nor where there specified intervals for replacement.<ref>{{cite news |url=http://www.aftenposten.no/nyheter/iriks/Darlig-vedlikehold-kan-ha-fort-til-brann-6798244.html |title=Dårlig vedlikehold kan ha ført til brann |last=Holm |first=Per Annar |date=2 April 2012 |archive-date=5 April 2012 |archive-url=https://web.archive.org/web/20120405040751/http://www.aftenposten.no/nyheter/iriks/Darlig-vedlikehold-kan-ha-fort-til-brann-6798244.html |access-date=8 May 2012 |url-status=live}}</ref>

With the delivery of the Class 66 and later the [[Vossloh Euro]], CargoNet's need for the uneconomical and underdimensioned Di 8 fell through. The Euro was put into service on the Nordland Line and the Rauma Line, and NSB started looking for a possibility to sell the locomotives.<ref name=ps150 /> In October 2011, GB Railfreight was awarded the contract for the operation of the railway after [[Sahaviriya Steel Industries]] had bought and reopened [[Teesside Steelworks]] in [[Redcar]], United Kingdom.<ref>{{citation |url=http://www.gbrailfreight.com/news_archive.php?&newsid=1078 |title=GB Railfreight wins substantial steel contract with SSI |date=25 October 2011 |publisher=[[GB Railfreight]] |access-date=15 March 2015 |archive-date=24 September 2015 |archive-url=https://web.archive.org/web/20150924021029/http://www.gbrailfreight.com/news_archive.php?&newsid=1078 |url-status=dead }}</ref><ref>GBRf to buy Norwegian locomotives ''[[Rail Express]]'' issue 186 November 2011 page 7</ref> They were thus in need for locomotives to haul the internal torpedo trains with liquid steel between the steelwork's [[blast furnace]]s and [[Continuous casting|continuous casters]]. Ten Di 8s were thereby sold,<ref>{{citation|url=http://www.railwayherald.com/magazine/pdf/RHUK/Issue296.pdf |journal=Railway Herald |title =First Norwegian GBRf locomotives arrive in Great Britain |page=8 |issue=296 | date=19 December 2011 }}</ref> of which the first five were shipped on 12 December 2011,<ref name=ps150 /> and arrived on 20 December,<ref>{{citation |url=http://www.railwayherald.com/magazine/pdf/RHUK/Issue297.pdf |title=Cargonet locos settle into new environment in Redcar |pages=6 |journal=Railway Herald |issue=297 |date =9 January 2012 }}</ref> and the last were delivered in January 2012. Eight of the ten locomotives will be used in revenue service; the other two will be used for parts. At that point, seven Di 8s remained in service with CargoNet, with one having been retired and one used for parts.<ref name=ps150 /> No. 714 was, as the first Di 8, scrapped on 10 July 2013.<ref>{{cite journal |title=Di 8 – CargoNet |journal=[[På Sporet]] |page=57 |year=2013 |volume=156 |language=no}}</ref>

On closure of [[Teesside Steelworks]] in 2015, the locos were leased to [[Tata Steel]] (now [[British Steel Ltd|British Steel]]) for use at their Scunthorpe works to replace the ageing Janus fleet <br />

===Fleet List===
<ref>{{Cite news|url=https://www.flickr.com/photos/boulbymine/sets/72157629162140659/|title = Lackenby ssi site 008| newspaper=Flickr |date = 3 February 2012}}</ref><ref>{{cite web|url=https://www.loks-aus-kiel.de/index.php?nav=1406157&action=results&view=fahrzeuge&object=di+8|title=Di 8 |author=<!--Not stated--> |date= |website=www.loks-aus-kiel.de |publisher= |access-date=7 December 2024 |language=German |quote=}}</ref>
{| class="wikitable"
|+
!NSB Number
!Status
!Operator
!Country
|-
|8.701
|In service
|[[Scunthorpe Steelworks]]
|UK
|-
|8.702
|In service
|Scunthorpe Steelworks
|UK
|-
|8.703
|In service
|Scunthorpe Steelworks
|UK
|-
|8.704
|In service
|Scunthorpe Steelworks
|UK
|-
|8.705
|In service
|NSB Berging og Beredskap AS
|Norway
|-
|8.706
|In service
|NSB Berging og Beredskap AS
|Norway
|-
|8.707
|In service
|NSB Berging og Beredskap AS
|Norway
|-
|8.708
|In service
|Scunthorpe Steelworks
|UK
|-
|8.709
|In service
|NSB AS
|Norway
|-
|8.710
|In service
|NSB AS
|Norway
|-
|8.711
|Out of service, for parts
|[[Teesside Steelworks|British Steel, Redcar]]
|UK
|-
|8.712
|Out of service
|Scunthorpe Steelworks
|UK
|-
|8.713
|In service
|NSB Berging og Beredskap AS
|Norway
|-
|8.714
|Scrapped (reliability issues)
|NSB
|Norway
|-
|8.715
|In service
|NSB Berging og Beredskap AS
|Norway
|-
|8.716
|In service
|Scunthorpe Steelworks
|UK
|-
|8.717
|In service
|Scunthorpe Steelworks
|UK
|-
|8.718
|Out of service, for parts
|Scunthorpe Steelworks
|UK
|-
|8.719
|In service
|Scunthorpe Steelworks
|UK
|-
|8.720
|Out of service
|Scunthorpe Steelworks
|UK
|}

==Specifications==
[[File:CargoNet Di8.708 ved Hønefoss 3.jpg|thumb|Di 8.708 hauling a timber train at [[Hønefoss Station]]]]
The Di 8 is a diesel-electric locomotive with a [[Bo-Bo|Bo'Bo']] wheel arrangement. They have a weight of {{convert|82|t}} and are built for [[standard gauge]]. The locomotives are {{convert|17.38|m|sp=us}} long, {{convert|3.00|m|sp=us}} wide and {{convert|4.39|m|sp=us}} tall. The wheelbase on the bogies is {{convert|2.40|m|sp=us}}, while the wheelbase between the bogies is {{convert|9.05|m|sp=us}}. The wheels have a diameter of {{convert|1.02|m|sp=us}} when new. Each locomotive is equipped with a [[Caterpillar Inc|Caterpillar]] 3516 DI-TA [[prime mover (locomotive)|prime mover]] and a fuel capacity of {{convert|3500|L}}. This provides a power output of {{convert|1570|kW}} at 1,800 revolutions per minute, allowing for a maximum operating speed of {{convert|120|km/h|sp=us}}.<ref name="loks"/> They have a starting tractive effort of 270&nbsp;kilenewtons.<ref name=mobility>{{cite web |url=http://www.mobility.siemens.com/en/data/pdf/ts_lm/ref_del_us_72_aktuell.pdf |title = Reference List: Diesel-Electric Locomotives |publisher=[[Siemens Mobility]] |archive-url=https://web.archive.org/web/20120829234617/http://www.mobility.siemens.com/en/data/pdf/ts_lm/ref_del_us_72_aktuell.pdf |archive-date=29 August 2012 |page=42}}</ref>

The locomotives employ a Siemens Sibas 32 control system, along with an electrical transmission system from the same manufacturer. It takes advantage of water-cooled [[gate turn-off thyristor]] (GTO) [[semiconductor]] technology for [[pulse-width modulation]] [[power inverter|inverter]]s to supply power to the alternating current traction motors, located on a nose-suspended drive. The auxiliary electrical equipment was powered by an [[insulated-gate bipolar transistor]] (IGBT) inverter.<ref name=mobility /> NSB's Di&nbsp;3, Di&nbsp;4, Di&nbsp;6 and Di&nbsp;8 can all be run with together with up to three locomotives [[multiple-unit train control|in multiple]].<ref name=n138 /> The class is characterized by motormen as a comfortable locomotive with a good working environment.<ref name=lokman /> Due to their [[loading gauge]], the Di 8s cannot be used on the British mainline railways, and are limited to being used on the internal steelworks railways.<ref name=ps150 />

In comparison to the NS 6400 and DE 1002, the Di 8s are {{convert|3.0|m|sp=us}} (NS) and {{convert|4.4|m|sp=us}} longer. The electrical transmission system saw [[ABB]] systems replaced by Siemens and the installation of GTO and IGBT systems. The power output was significantly improved, from between {{convert|1120|and|1380|kW}}. Caterpillar replace the other systems [[MTU Friedrichshafen|MTU]] and [[MWM GmbH|MWM]] motors. The increased power came at only a two-tonne weight penalty over the NS 6400.<ref name=ns /><ref name=koln />

==References==
{{reflist|30em}}

==Bibliography==
{{Commons category|NSB Di 8}}
*{{cite book |title=Di 3: Billedboken om en loklegende |last=Næss |first=Ståle |publisher=BSN Forlag |year=1999 |language=no |url=http://urn.nb.no/URN:NBN:no-nb_digibok_2010042103014}}

{{NSB stock}}
{{Swedish railway stock}}
{{MaK-Vossloh locomotives}}

[[Category:Norwegian State Railways locomotives|Di 8]]
[[Category:CargoNet locomotives|Di 8]]
[[Category:Diesel–electric locomotives of Norway]]
[[Category:Bo-Bo locomotives]]
[[Category:Siemens locomotives]]
[[Category:MaK locomotives]]
[[Category:Railway locomotives introduced in 1996]]
[[Category:Standard-gauge locomotives of Norway]]
[[Category:Freight locomotives]]