NS Class 1700

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Class 1700

1756 at Zwolle.
Power type	Electric 1500V DC OHL
Builder	GEC-Alsthom
Build date	1991-1994
Total production	81
AAR wheel arr.	B-B
Gauge	1.435 m
Driver size	1.250 m
Length	17.64 m
Weight on drivers	10.75 ton
Locomotive weight	86 ton
Electric system(s)	1500V DC
Curent collection method	Pantograph
Top speed	180 km/h (in practice 160 km/h)
Power output	4540 kW
Tractive effort	260 kN
Train brakes	direct brake, single pipe, e-dynamic brake, e-pneum. brake
Career	Nederlandse Spoorwegen
Class	1700
Number in class	81
Number	1701-1781
Delivered	1991-1994

The Nederlandse Spoorwegen (NS) Class 1700 electric locomotives were built by Alsthom in 1990-1994. 81 of these locomotives, numbered 1701-1781, were built.

The Class 1600 was ordered in 1978, after several types of locomotives were tested in the 1970s. One of those was the French Class BB 7200, on which the 1600 is based. The 58 locomotives were delivered between 1981 and 1983. As a result of their appearance, the old Class 1000 and Class 1500 were taken out of service.

Thanks to the electronic power control, these locomotives were the most economical but also the most powerful locomotives that Dutch Railways had.

The Class 1700 are similar but not entirely equal to the Class 1600/1800. The newer 1700 series have updated and extended electronics, a newer safety system (ATB phase 4 vs ATB phase 3 in the 1600 series) and a different braking system. The 1700 series is heavier than the 1600 series, weighing in at 86 tons opposed to the 84 tons for the 1600 series.

Most visual difference between the 1700 and 16/1800 series is the automatic coupler on the 1701-1731 subseries. These locomotives are used with DD-AR double-decker coaches in a push-pull setup and treated as an EMU. The couplers, from BSI (Bergische Stahl Industrie, Germany), allow a mechanical, pneumatical and electrical connection between two DD-AR sets. From the remaining 1732-1781 series a large number are converted to be used in push-pull sets with coaches from the rebuild ICRm series. Several of these coaches have been rebuild with a drivers cab, allowing the loco to be remotely controlled. When not used in push-pull service, the loco is used in regular trains, available for maintenance or as reserve.

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