434:, giving a train weight of 113 tonnes (111 long tons; 125 short tons). Each end car was powered; these had a weight of 42.5 tonnes (42 long tons; 47 short tons), while the center car weighed 28 tonnes (28 long tons; 31 short tons). The train's overall length was 67.57 meters (221 ft 8 in), with the end cars 21.80 meters (71 ft 6 in) long and the center car 21.25 meters (69 ft 9 in), excluding buffers. The trains were painted in a special blue and orange scheme which no other Norwegian trains except Class 66 had. The wheel diameter was 97 centimetres (38 in) a
408:
reclassified and renumbered in 1956; the motor cars became Bmdo 88, numbered 88.02â09, the motor cars with kitchen classified as BEmdo 88 and the center cars as Bo3e. The center cars retained their old numbers. The first series of trains were classified as the a-series, the second as the b-series. The latter were delivered with the numbers 88.10â13 and the center cars as 18956â57. All the center cars took the new numbers 88.61â66 in 1970.
427:. Each motor car had its forward bogie powered by their transmission. The trains had a classified maximum speed of 120 kilometres per hour (75 mph), although they regularly could exceed these speeds in revenue service. The trains had a fuel tank measuring 2,600 liters (570 imp gal; 690 U.S. gal), restricting it to be filled only in Oslo. Each engine and had a fuel consumption of 0.75 liters/kilometer.
355:, respectively. They proved popular with the public, allowing for faster travel times from the capital to Norway's second and third largest cities. Due to running through scenic mountainous areas, the services were popular with tourists. However, the trains had poor driving properties, especially at higher speeds and through curves. This was partially evaded through the installation of hydraulic suspension in the bogies.
438:
above the norm for the period. They were the first
Norwegian trains with a flush toilet. The train had a water tank with capacity for 2,100 litres (460 imp gal; 550 US gal). All three cars had an oil furnace, which drew oil from the same fuel tanks as the prime mover in each motor car.
359:
the kitchen in the center car, but chose to retain the former layout in able to retain a universally interchangeable fleet to avoid complicating the booking process. However, the new units were delivered with doors on both sides of the train, compensated through and overall longer length and a tighter
339:
Operations resumed in
November 1946 on the OsloâTrondheim route on the Dovre Line. By May 1947 fractures in the axles and motors caused the trains to again be taken out of service. This time a major rebuilding of the motors was needed, carried out in Germany. It took two years before the trains were
437:
The interior had total seating for 145 passengers. The center car had places for 70 passengers, divided between two compartments. The one motor car featured a kitchen, while the other had a cargo room. One car also featured a saloon with fifteen individual seats. Overall the seating standards were
358:
The four sets allowed for daily services in both directions to
Trondheim, but only one direction each day to Bergen. NSB therefore decided in 1956 to order two more units, allowing for daily services also on the Bergen Line. NSB initially intended to order the new units with reversible seating and
295:
Happy with the trials, NSB signed an agreement with Strømmens VÌrksted to manufacture four three-car units with a similar design. The order was placed in 1938. The following year NSB placed an order for four Class 66 units. These had similar specifications and design as Class 88, but were equipped
386:
The units continued to be used exceptionally in special and charter trains. Proposals were made to reuse them as carriages, but this would require costly rebuilding. Other proposals were to convert them to fast reaction trains to respond to derailments and accidents, use them as charter trains or
335:
were sufficiently weakened that they were causing engines to malfunction. Low standards caused by wartime manufacturing combined with dust and rust in the engines through four years of storage required a major clean-up of the prime movers before they could be returned to service. The prime movers
303:
Production was postponed with the break-out of the Second World War. There are unconfirmed claims that two partially completed trains were stored in the closed-off tunnel at Bøn for the duration of the war, to avoid German forces from accessing them. The first trial run of a motor unit took place
378:
Service on the Dovre Line lasted until early 1965. They were then moved to the Røros Line, where they also ran on the OsloâTrondheim service. The Røros Line is less steep than the Bergen- and Dovre Lines, allowing the trains to operate in a four-car configuration with two center cars. The units
407:
multiple unit. Each consisted of two powered motor cars with a driver's cab and an un-powered center car. The motor cars were initially designated Bmdo Class 1, but were shortly afterwards classified as Cmdo Class 8. The motor cars were numbered 18282â89 and the center cars 18951â54. They were
26:
379:
remained unstable and frequently broke down during operations and were in a steady need for maintenance. The last day with regular service with Class 88 was on 31 October 1970. The following day the Dovre Line opened with electric traction, and the
245:. The first four units were delivered in 1945 and 1946, but mechanical failures caused them to highly unreliable until 1950. Two more units were delivered in 1958. Retirement started in 1963 and from 1965 the trains were moved to the
374:
in
December 1964. Class 88 was therefore no longer economical on the line and NSB close to reallocate all their units to the Dovre Line. Maintenance was on the rise, and the oldest trains were converted to spare part trains.
1615:
269:. The trains were 67.57 meters (221 ft 8 in) long overall, weighing 113 tonnes (111 long tons; 125 short tons). They had space for 145 passengers, and included a saloon, kitchen and cargo room.
340:
fit for service. The trains were pulled for service in
January 1950, this time because of defect bearings in the power transmission. While the trains were placed on hold, NSB attempted to install new
419:, providing a combined power output of 900 kilowatts (1,200 hp) at 1400 revolutions per minute. The motors weighed 2,800 kilograms (6,200 lb) and powered each their
284:
Hamburg Flyer in 1931. It served as inspiration for other countries to manufacture similar diesel multiple units for express trains. NSB borrowed a derived unit from the
572:
387:
selling them abroad. The cost of rebuilding was prohibitive to any of these plans being carried out. Although there was a certain desire to preserve a unit, the
371:
1620:
214:
1625:
565:
347:
The trains entered service on the day express services to both
Trondheim and Bergen later that year, with NSB branding the services as
344:
prime movers. These were less powerful, rated at 375 kilowatts (503 hp), and instead renovated
Maybach engines were installed.
363:. The two units were delivered in 1958 and first ran on 13 May. They were handed over to NSB on 31 May and 15 June, respectively.
558:
163:
370:
to be shunted to Loenga. The brakes failed and it ran to Loenga by itself, crashing into two flat cars. The Bergen Line
1562:
296:
with electric traction. They were intended for use on the electrified or soon-to-be electrified Sørlandet Line and
292:. It proved able to run to Trondheim in seven hours and achieved an average speed on 79 km/h (49 mph).
416:
388:
259:
140:
104:
366:
The first retirement took place on 15 December 1963. Unit 88.04 experienced a brake failure and was parked at
210:
44:
336:
were manufactured in 1939 and their big ends had to be replaced with sleeve bearings to improve reliability.
327:, causing them to have to be replaced. The unit continued on the Geilo service until September. By then the
533:
392:
1590:
285:
739:
262:
rated at 900 kilowatts (1,200 hp), allowing the trains to each 120 km/h (75 mph) via a
734:
714:
689:
744:
729:
719:
684:
664:
639:
724:
694:
679:
669:
659:
634:
614:
277:
1332:
1059:
1054:
1049:
1044:
1039:
1034:
1029:
1024:
1014:
1009:
1004:
999:
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989:
984:
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1302:
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1292:
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1277:
1272:
1267:
1262:
1257:
819:
814:
809:
804:
799:
794:
789:
784:
779:
774:
769:
764:
649:
624:
604:
1252:
289:
281:
218:
1580:
1570:
1496:
529:
341:
266:
25:
297:
755:
709:
404:
328:
1609:
1480:
1469:
1464:
1206:
704:
246:
206:
395:
lacked capacity to maintain a copy. All the trains were therefore scrapped in 1973.
1541:
1536:
1531:
1526:
1511:
1506:
1501:
1459:
1454:
1449:
1444:
1439:
1434:
1429:
1424:
1419:
1414:
1409:
1236:
1231:
1170:
1064:
1019:
934:
924:
884:
879:
864:
834:
829:
619:
595:
367:
222:
505:
484:
319:
Trial revenue services commenced in
February 1946 on the Bergen Line from Oslo to
431:
313:
309:
226:
170:
1585:
424:
412:
360:
256:
230:
1474:
1165:
1160:
1155:
1150:
1145:
1140:
1135:
1130:
305:
242:
550:
249:. They left regular service from 1970 and were chopped three years later.
1377:
1221:
1211:
1201:
1196:
1191:
1186:
1120:
1115:
1110:
1105:
1100:
1095:
1090:
1085:
1080:
380:
1226:
332:
253:
145:
1575:
1216:
324:
238:
308:
on 8 March 1945. The first complete three-car unit was tested from
1521:
420:
383:
diesel locomotives used there were transferred to the Røros Line.
320:
263:
288:
in 1938 and tested it on the Bergen Line, the Dovre Line and the
1125:
234:
554:
252:
Each motor car had one powered bogie which was powered by a
482:
Waaler, Arne-Magnus (1973). "NSB's dieselekspresstogsett".
135:
42.5 t (42 long tons; 47 short tons) (motor car)
1616:
Norwegian State
Railways (1883â1996) multiple units
1561:
1554:
1489:
1402:
1395:
1245:
1179:
1073:
753:
593:
586:
169:
159:
151:
139:
131:
123:
115:
110:
100:
92:
82:
74:
66:
58:
50:
40:
32:
18:
503:Fjeldstad, Odd T. (1996). "Snøggtogett type 66".
225:. The trains were built as express trains on the
205:was a class of six three-car diesel-hydraulic
566:
8:
221:, the trains were the diesel counterpart of
323:. After a month there were issues with the
1558:
1399:
590:
573:
559:
551:
403:Class 88 was a three-car diesel-hydraulic
15:
477:
475:
473:
471:
469:
467:
465:
463:
461:
459:
457:
455:
453:
451:
447:
411:The train was powered with two Maybach
119:22,275 mm (73 ft 1.0 in)
524:
522:
520:
7:
1621:Train-related introductions in 1945
14:
24:
1:
1626:1945 establishments in Norway
372:switched to electric traction
155:900 kW (1,200 hp)
127:120 km/h (75 mph)
1642:
233:, serving the routes from
217:. Derived from the German
23:
389:Norwegian Railway Museum
215:Norwegian State Railways
105:Norwegian State Railways
1479:Hybrid electric-diesel:
581:Rolling stock of Norway
534:Norwegian Railway Club
423:three-stage hydraulic
393:Norwegian Railway Club
267:hydraulic transmission
430:The body was made of
391:lacked space and the
331:in the prime mover's
286:Danish State Railways
54:1938â1946, 1956â1958
278:Deutsche Reichsbahn
211:Strømmens VÌrksted
1603:
1602:
1599:
1598:
1550:
1549:
1391:
1390:
353:Bergensekspressen
282:DRG Class SVT 877
219:DRG Class SVT 877
200:
199:
1633:
1559:
1400:
591:
575:
568:
561:
552:
545:
544:
542:
540:
532:(in Norwegian).
526:
515:
514:
500:
494:
493:
479:
195:
193:
192:
188:
185:
177:
164:Diesel-hydraulic
28:
16:
1641:
1640:
1636:
1635:
1634:
1632:
1631:
1630:
1606:
1605:
1604:
1595:
1546:
1485:
1387:
1241:
1175:
1069:
749:
582:
579:
549:
548:
538:
536:
528:
527:
518:
502:
501:
497:
481:
480:
449:
444:
401:
349:Dovreekspressen
329:roller bearings
280:introduced its
275:
190:
186:
183:
181:
180:4 ft
179:
175:
87:
67:Number scrapped
12:
11:
5:
1639:
1637:
1629:
1628:
1623:
1618:
1608:
1607:
1601:
1600:
1597:
1596:
1594:
1593:
1588:
1583:
1578:
1573:
1567:
1565:
1556:
1552:
1551:
1548:
1547:
1545:
1544:
1539:
1534:
1529:
1524:
1519:
1514:
1509:
1504:
1499:
1493:
1491:
1487:
1486:
1484:
1483:
1477:
1472:
1467:
1462:
1457:
1452:
1447:
1442:
1437:
1432:
1427:
1422:
1417:
1412:
1406:
1404:
1397:
1396:Multiple units
1393:
1392:
1389:
1388:
1386:
1385:
1380:
1375:
1370:
1365:
1360:
1355:
1350:
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1242:
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1234:
1229:
1224:
1219:
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1209:
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1199:
1194:
1189:
1183:
1181:
1177:
1176:
1174:
1173:
1168:
1163:
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1153:
1148:
1143:
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1133:
1128:
1123:
1118:
1113:
1108:
1103:
1098:
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1088:
1083:
1077:
1075:
1071:
1070:
1068:
1067:
1062:
1057:
1052:
1047:
1042:
1037:
1032:
1027:
1022:
1017:
1012:
1007:
1002:
997:
992:
987:
982:
977:
972:
967:
962:
957:
952:
947:
942:
937:
932:
927:
922:
917:
912:
907:
902:
897:
892:
887:
882:
877:
872:
867:
862:
857:
852:
847:
842:
837:
832:
827:
822:
817:
812:
807:
802:
797:
792:
787:
782:
777:
772:
767:
761:
759:
751:
750:
748:
747:
742:
737:
732:
727:
722:
717:
712:
707:
702:
697:
692:
687:
682:
677:
672:
667:
662:
657:
652:
647:
642:
637:
632:
627:
622:
617:
612:
607:
601:
599:
588:
584:
583:
580:
578:
577:
570:
563:
555:
547:
546:
516:
495:
446:
445:
443:
440:
405:standard gauge
400:
399:Specifications
397:
290:Sørlandet Line
274:
271:
207:multiple units
198:
197:
173:
167:
166:
161:
157:
156:
153:
149:
148:
143:
141:Prime mover(s)
137:
136:
133:
129:
128:
125:
121:
120:
117:
113:
112:
111:Specifications
108:
107:
102:
98:
97:
94:
90:
89:
84:
80:
79:
76:
72:
71:
68:
64:
63:
60:
56:
55:
52:
48:
47:
42:
38:
37:
34:
30:
29:
21:
20:
13:
10:
9:
6:
4:
3:
2:
1638:
1627:
1624:
1622:
1619:
1617:
1614:
1613:
1611:
1592:
1589:
1587:
1584:
1582:
1579:
1577:
1574:
1572:
1569:
1568:
1566:
1564:
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1540:
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1535:
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1528:
1525:
1523:
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1513:
1510:
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1505:
1503:
1500:
1498:
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1488:
1482:
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1471:
1468:
1466:
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1426:
1423:
1421:
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1416:
1413:
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1408:
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1401:
1398:
1394:
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1379:
1376:
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1371:
1369:
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1299:
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1200:
1198:
1195:
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1190:
1188:
1185:
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1172:
1169:
1167:
1164:
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1157:
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1137:
1134:
1132:
1129:
1127:
1124:
1122:
1119:
1117:
1114:
1112:
1109:
1107:
1104:
1102:
1099:
1097:
1094:
1092:
1089:
1087:
1084:
1082:
1079:
1078:
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1072:
1066:
1063:
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1056:
1053:
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1048:
1046:
1043:
1041:
1038:
1036:
1033:
1031:
1028:
1026:
1023:
1021:
1018:
1016:
1013:
1011:
1008:
1006:
1003:
1001:
998:
996:
993:
991:
988:
986:
983:
981:
978:
976:
973:
971:
968:
966:
963:
961:
958:
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953:
951:
948:
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941:
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931:
928:
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918:
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908:
906:
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901:
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896:
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888:
886:
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881:
878:
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873:
871:
868:
866:
863:
861:
858:
856:
853:
851:
848:
846:
843:
841:
838:
836:
833:
831:
828:
826:
823:
821:
818:
816:
813:
811:
808:
806:
803:
801:
798:
796:
793:
791:
788:
786:
783:
781:
778:
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773:
771:
768:
766:
763:
762:
760:
757:
752:
746:
743:
741:
738:
736:
733:
731:
728:
726:
723:
721:
718:
716:
713:
711:
708:
706:
703:
701:
698:
696:
693:
691:
688:
686:
683:
681:
678:
676:
673:
671:
668:
666:
663:
661:
658:
656:
653:
651:
648:
646:
643:
641:
638:
636:
633:
631:
628:
626:
623:
621:
618:
616:
613:
611:
608:
606:
603:
602:
600:
597:
592:
589:
585:
576:
571:
569:
564:
562:
557:
556:
553:
535:
531:
525:
523:
521:
517:
512:
508:
507:
499:
496:
491:
487:
486:
478:
476:
474:
472:
470:
468:
466:
464:
462:
460:
458:
456:
454:
452:
448:
441:
439:
435:
433:
428:
426:
422:
418:
414:
409:
406:
398:
396:
394:
390:
384:
382:
376:
373:
369:
364:
362:
356:
354:
350:
345:
343:
337:
334:
330:
326:
322:
317:
315:
311:
307:
304:from Oslo to
301:
299:
293:
291:
287:
283:
279:
272:
270:
268:
265:
261:
258:
255:
250:
248:
244:
240:
236:
232:
228:
224:
220:
216:
212:
208:
204:
176:1,435 mm
174:
172:
168:
165:
162:
158:
154:
150:
147:
144:
142:
138:
134:
130:
126:
124:Maximum speed
122:
118:
114:
109:
106:
103:
99:
95:
91:
85:
83:Fleet numbers
81:
77:
73:
69:
65:
61:
57:
53:
49:
46:
43:
39:
35:
31:
27:
22:
17:
1516:
537:. Retrieved
510:
504:
498:
489:
483:
436:
429:
410:
402:
385:
377:
368:Bryn Station
365:
357:
352:
348:
346:
338:
318:
316:on 12 July.
302:
298:Ăstfold Line
294:
276:
251:
203:NSB Class 88
202:
201:
160:Transmission
152:Power output
59:Number built
41:Manufacturer
19:NSB Class 88
1591:Royal Train
587:Locomotives
432:duraluminum
417:prime mover
314:Kongsvinger
260:prime mover
227:Bergen Line
171:Track gauge
51:Constructed
1610:Categories
442:References
425:gear shift
361:seat pitch
247:Røros Line
231:Dovre Line
116:Car length
33:In service
1563:Passenger
506:PĂĽ Sporet
485:PĂĽ Sporet
306:Sarpsborg
243:Trondheim
209:built by
101:Operators
75:Formation
36:1945â1970
1403:Electric
1074:Electric
513:: 36â42.
333:big ends
310:Strømmen
229:and the
223:Class 66
213:for the
194: in
93:Capacity
88:88.61â63
86:88.01â13
45:Strømmen
1246:Shunter
754:Steam (
594:Steam (
492:: 8â13.
415:diesel
325:pinions
273:History
254:Maybach
189:⁄
146:Maybach
1586:WLAB-2
1490:Diesel
1180:Diesel
1171:CE 119
740:XXVIII
539:26 May
342:Paxman
239:Bergen
132:Weight
78:3 cars
1237:CD312
735:XXVII
715:XXIII
690:XVIII
421:Voith
321:Geilo
264:Voith
1555:Cars
1253:Ea 1
1232:CD66
1187:Di 1
1081:El 1
745:XXIX
730:XXVI
720:XXIV
710:XXII
685:XVII
665:XIII
640:VIII
541:2015
530:"88"
381:Di 3
351:and
241:and
235:Oslo
1383:226
1378:225
1373:224
1368:223
1363:222
1358:221
1353:220
1348:219
1343:218
1338:217
1333:216
1328:215
1323:214
1318:213
1313:212
1308:211
1303:210
1298:209
1293:208
1288:207
1283:206
1278:205
1273:204
1268:203
1263:202
1258:201
1227:G12
725:XXV
705:XXI
695:XIX
680:XVI
670:XIV
660:XII
635:VII
615:III
413:V12
312:to
257:V12
237:to
96:145
1612::
1581:B7
1576:B5
1571:B3
1542:Y1
1537:93
1532:92
1527:91
1522:89
1517:88
1512:87
1507:86
1502:83
1497:17
1481:76
1475:78
1470:75
1465:74
1460:73
1455:72
1450:71
1445:70
1440:69
1435:68
1430:67
1425:66
1420:65
1415:64
1410:62
1166:18
1161:17
1156:16
1151:15
1146:14
1141:13
1136:12
1131:11
1126:10
1065:63
1060:61
1055:56
1050:55
1045:54
1040:53
1035:52
1030:51
1025:50
1020:49
1015:48
1010:47
1005:46
1000:45
995:44
990:43
985:42
980:41
975:40
970:39
965:38
960:37
955:36
950:35
945:34
940:33
935:32
930:31
925:30
920:29
915:28
910:27
905:26
900:25
895:24
890:23
885:22
880:21
875:20
870:19
865:18
860:17
855:16
850:15
845:14
840:13
835:12
830:11
825:10
756:SG
700:XX
675:XV
655:XI
645:IX
630:VI
620:IV
610:II
596:NG
519:^
511:87
509:.
490:13
488:.
450:^
300:.
1222:8
1217:7
1212:6
1207:5
1202:4
1197:3
1192:2
1121:9
1116:8
1111:7
1106:6
1101:5
1096:4
1091:3
1086:2
820:9
815:8
810:7
805:6
800:5
795:4
790:3
785:2
780:1
775:C
770:B
765:A
758:)
650:X
625:V
605:I
598:)
574:e
567:t
560:v
543:.
196:)
191:2
187:1
184:+
182:8
178:(
70:6
62:6
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