DSB IC5

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DSB IC5
Model of the Bfs in the Danmarks Jernbanemuseum (above)
Model of the Bfs in the Danmarks Jernbanemuseum (above)
Number: 2 five-car trains
Manufacturer: Scandia A / S , Randers DenmarkDenmarkDenmark 
Year of construction (s): 1981
Retirement: 1992
Gauge : 1435 mm ( standard gauge )
Length over buffers: 132 m
Height: 3.01 m
Service mass: 245-270 tons
Top speed: 160 km / h
Seats: 320, of
which 60 are 1st class

The DSB IC5 series , known in Denmark as the APO-Lyntoget or prototype train , were two five-car passenger trains developed by the Danske Statsbaner (DSB) in the late 1970s and hauled by locomotives, which entered service in the early 1980s. The aim was to develop a new type of train for national traffic.

The trains did not have a long service life at the DSB. The experiences with them formed the basis for ideas that flowed into the development of the MF trains (IC3).

history

Two years after the 125th anniversary of the DSB (1972), the first plans were made in Denmark for hourly regular services throughout the country, as they were known from S-tog . The first timetable became known as K74. Further considerations related to the paintwork of the trains as well as the entire marketing of DSB and the introduction of construction rules.

In 1977 it was decided to abolish the Lyntog series MA from around 1980 and to introduce InterCity trains for long-distance traffic instead. At the same time, a new concept, so-called “Anlægsprojektgrupper” ( German  roughly construction project groups , APO), was introduced on the material side . Several project groups with the names APO Diesel Traction, APO Eltraktion, APO S-tog and APO Fjerntog were founded. Both APO Diesel Traction and APO Eltraktion achieved useful results, which resulted in the diesel-electric series ME and the electric series EA . APO Fjerntog and APO S-tog only produced two prototypes, with the S-Bahn group developing the essential basics for the MC series (3rd generation S-Bahn trains).

APO Fjerntog was responsible for either finding an existing type of train for long-distance traffic or developing one. There were a variety of ideas, including the elimination of opening windows, the use of air conditioning, and fixed transitions between cars that could only be separated in the workshop. At the same time, the future electrification and a permanent connection over the Great Belt , which now exists with Storebæltsforbindelsen , had to be considered. The future long-distance trains should be constructed in such a way that they can be transported by either electric locomotives or diesel locomotives and can be supplied with energy from this locomotive.

In addition, fast loading and unloading should be possible in the ferry ports of Korsør and Nyborg . For this they had to the three new intercity ferries across the Great Belt, which were built at that time and took up 1980 their operations, be coordinated, which meant that a set should be 124 meters long at most.

In the absence of such vehicles, two prototypes were designed with which various technical solutions could be tested. Because of the length limitation, it was decided to manufacture the new train as a unit of five cars, each 26.4 meters in length. The two APOs for diesel and electric traction worked together because there were many things in common. A common design was determined for the car bodies and the driver's cabs for the control cars.

The design of the two prototypes was completed in early 1979 and the trains were ordered from Scandia A / S in Randers with an expected construction time of just over a year. There were delays in construction due to the management of DSB. This had decided to postpone the replacement of the Lyntog . Therefore, the new train should also be usable as a Lyntog . This announcement came so late that both trains were almost finished and could not be used until early 1981 due to adaptation measures.

Technical details

The train consisted of the following cars:

model series Vehicle
numbers 		Seats length Type Remarks
Bfs 101-104 2nd class: 74 26.4 m Control car Central aisle, open plan, at each end of the train
Afm 000-001 1st class: 60 26.4 m Side corridor, compartment car, converted to Bafm in 1991, then 2nd class
Stmp 300-301 2nd class: 72 26.4 m Center aisle, open seating car
Cfm 200-201 2nd class: 22nd 26.4 m Buffet car Side corridor, three compartments that could be converted into a conference compartment, handicapped compartment, technical facilities for air conditioning and electrical supply, converted into ABfm in 1991, now two first class compartments in the flex area

In the summer of 1981, Scandia delivered the two trains and began test drives. The trains had steel car bodies and with their 260 tons were very heavy compared to conventional car trains of the same length with 210 to 220 tons.

The air conditioning unit (also a prototype) caused difficulties, so that the trains were completely dependent on electricity and air from outside when they were stationary. This was particularly difficult when crossing the Great Belt. There were problems opening the train's doors while the ferry was maneuvering in port. This was because the electrically powered bow thrusters of the ferries and the train were supplied with the same electrical circuit as the ferry. Maneuvering the ferry was a priority and the train had no power while moored in port, precisely at the time when most of the passengers boarded the train shortly before arriving in port.

Calls

From 1982 the sets were used in normal operation between Copenhagen and Aarhus .

After the renovation in 1991, it was used on the Copenhagen– Frederikshavn and Copenhagen– Kalundborg routes . Both sets were shut down in 1992.

Whereabouts

Even before the trains went into regular service, the DSB changed their plans for long-distance traffic. The decision fell on multiple units, with the result that later the ER series took over the operation on electrified and MF on the non-electrified routes. So only these two prototype trains were built.

In 1995 the ten wagons in Centralværkstedet Aarhus were repaired and painted gray after being sold in Iran as BON 110–119 and then made available for further transport to Padborg . However, the trains were too wide for the European freight profile. So they were shipped from Esbjerg on June 2nd, 1995 .

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