the train drivers stated that Lok 2000 was their preference, and that NSB could expect a dispute if they chose a different model. The representatives stated that they were "tired of experimenting with Norwegian solutions". Another important aspect for NSB was that as much of the production as possible take place in Norway. The final negotiations were made with ABB/SLM and AEG and on 2 September, and NSB approved the agreement with ABB/SLM for a purchase of 22 units. The contract was signed on 27 September, and the 22 units cost approximately 700 million Norwegian krone. NSB considered ordering the units with support for both the Norwegian and Swedish 15 kV Hz AC system, and the Danish 25 kV 50 Hz AC system. This would have allowed the trains to operate directly to Denmark via the Øresund Bridge, which was then under construction. The dual-voltage system was dropped during the procurement process, but NSB stated that if they needed such units, compatibility could be provided in future orders of the class. The units were built by Adtranz Strømmen at Strømmen outside Oslo, and delivered between 3 September 1996 and 12 June 1997. The units are numbered 2241 through 2262. When entering service, the locomotives replaced NSB's oldest units, El 13, which were then retired. This reduced NSB's average locomotive age from 31 to years at the time of the end of the delivery. During 1997, there were five incidents where NSB's Nordic Mobile Telephone equipment interfered with the locomotive's electronics, causing the emergency brakes to activate. This caused a temporary halt until the motorman had unlocked the brakes. The problem was fixed by moving NSB's mobile transmitters. The units were taken into use on the Bergen Line from 5 January 1997. Later they entered into use on the Dovre and Sørland Lines, and then on regional trains around Oslo, such as the Vestfold Line. In August 1998, NSB stated that El 18 used more power than some of the substation transformers along the line could handle, particularly along the Vestfold Line. Part of the problem was caused by a mechanism in the locomotives whereby the motor was turned off if the wheels spin. The result was that the full power output of the El 18 along parts of the railway network could not be utilized. Three have been operated by Go-Ahead Norge since December 2019. Specifications The locomotives have a