DSB MR
| DSB MR / MRD | |
|---|---|
 DSB MR 4006 in Frederikshavn station
|
|
| Numbering: | MR 4001-4083; 4085-4099 MRD 4201-4283; 4285-4299 |
| Number: | MR: 98 BILL: 97 |
| Manufacturer: | Waggonfabrik Uerdingen ; License: Scandia A / S , Randers |
| Year of construction (s): | 1978-1985 |
| Axis formula : | 2'B '+ B'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | MR + MRD: 44,680 mm |
| Height: | 3,810 mm |
| Width: | 2,880 mm |
| Service mass: | 74.6 t |
| Top speed: | 130 km / h |
| Continuous output : | 2 × 237 kW |
| Motor type: | 12-cylinder diesel |
| Number of traction motors: | 2 |
| Drive: | diesel-hydraulic |
| Brake: | Compressed air and magnetic rail brake |
| Train control : | ZUB 123 |
| Seats: | MR: 64 MRD: 52 + 10 folding seats |
The DSB MR / MRD series is a two-part diesel multiple unit, 98 of which were put into service between 1978 and 1985. The trains were originally only used by the Danish State Railways , but some have since been sold to other railway companies .
Building history
Between 1978 and 1985, DSB procured around 100 diesel-hydraulic railcars of the MR and MRD series for regional transport from the German manufacturer Waggonfabrik Uerdingen in cooperation with the Danish manufacturer Scandia A / S in Randers .
In 1975 the DSB presented Plan 90 , which should show the development up to 1990. In addition to the requirements for long-distance traffic, the development plan included plans for new local railcars, which were mainly required for the routes west of the Great Belt .
After tests with the German 627/628 series , a new design was carried out based on this. Two-part, identical railcars were created, each with an engine and a driver's cab . Two units were permanently coupled at the short coupling end. At the same time, it was possible to couple up to five of these railcars to form larger units and have them run in multiple units by one driver . The first 30 vehicles were manufactured in Germany by Waggonfabrik Uerdingen, the others under license from Scandia in Randers.
The strong growth in passenger numbers on some routes led the DSB to plan around 1979 to expand the multiple unit with a non-motorized intermediate car . These cars, which can be designated as FR or RU, were later refrained from procuring because the manual close coupling between the cars would not allow flexible reinforcement / weakening. For the two- and three-part units, different vehicle schedules should have been drawn up. Instead, at the end of 1979, DSB decided to place another order for MR units. Half of the two-part railcars were equipped with a flexibly usable luggage compartment (Danish: Flexrum ). These vehicles were delivered from 1984, designated as MRD and henceforth connected together with one vehicle each from the MR series. The order was expanded in 1981 and 1982 to establish a pairing between MR and MRD. A total of 98 vehicles from the MR series and 97 vehicles from the MRD series were built. The numbers MR 4084 and MRD 4284 were not occupied. The difference is explained by the fact that an additional railcar (MR 4083) was built to replace the MR 4027, which was retired in 1984 as a total loss after an accident. The counterpart MRD 4227 has been renamed MRD 4283.
In 1995, the vehicles represented the second largest series of traction units of the DSB.
commitment
At the same time as the delivery of the new railcars, the old railcars of the MO series were taken out of service. Most recently, these were only in use on the Hillerød - Helsingør (Lille Nord) route . The DSB wanted to use the new railcars of the MR / MRD series here. The problem arose that these would have been the only vehicles of this series east of the Great Belt, which would have made maintenance difficult. The DSB did not succeed in persuading the private railways in the north of Zealand to also procure vehicles of the MR / MRD series. That is why the DSB procured the DSB ML series (1984) with a second crew only for Lille Nord , which corresponded to the Y multiple units of the private railways and could be serviced together with them. For the route Roskilde - Køge - Næstved (Lille Syd), DSB accepted that they would use the railcars on a route east of the Great Belt.
In addition to regional traffic on Jutland and Funen , the DSB also use the vehicles for long-distance traffic. In 1986, for example, some MR / MRD were converted for regular use on the Englænderen train route between Copenhagen and the England ferries from Esbjerg (MR 4093–4098; MRD 4293–4298). Among other things, the MR cars were given a small 1st class compartment behind the driver's cab. In the associated MRD car, the luggage compartment was supplemented by a large luggage rack, which halved the number of folding seats .
Due to the engine power of the two railcars, the multiple units were powerful enough to carry individual regular cars. Most of these were mail and baggage cars as well as coaches and couchette cars .
modernization
At the beginning of the 1990s, the oldest wagons, having been in service for 15 years, had reached about half their planned lifespan. For this reason, all vehicles between 1995 and 1997 in Germany were modernized by Partner for Vehicle Equipment (PFA) in Weiden . They got a new interior and new doors. The permissible top speed has been increased from 120 km / h to 130 km / h. The car bodies were painted white, with the door sections highlighted in red, making the vehicles look similar to the IC3 and IR4 multiple units. Before that, they were equipped with the Danish ATC train control system, internationally known as ZUB 123 , between 1991 and 1994 .
Whereabouts
In 2003 the DSB lost part of the routes on Jutland, the main area of operation for the series, to the private company Arriva . As a result, 39 MR / MRD railcars were lent to this company. There you received a new paint job on the door sections. Of these, 24 vehicles were returned to DSB in 2004. The railcars remaining with Arriva were given a new, predominantly light blue paintwork with a cream-colored front section in 2005.
From 2005, the DSB vehicles were renovated again and received, among other things, a new paint job in the same light gray with dark blue contrasting ribbon windows as was introduced on the multiple units MF and ER .
In 2007, 13 vehicles were sold by DSB to Arriva UK. These have since been used by the Polish subsidiary Arriva RP .
As a result of the extension of the transport contracts with Arriva, the leased trains have been returned to DSB since 2010 and most of them have been stored in the former Frederica freight yard. In 2012, some sets were reactivated for use on the Aarhus – Aalborg and Aarhus – Esbjerg sections to replace the problematic MG series . This enabled vehicles from the MF series to be used for the direct InterCity trains between Esbjerg and Copenhagen and between Aarhus, Funen and Copenhagen. These missions were ended again by the end of 2012.
None of the DSB trains has been in service since January 28, 2019. Since then (as of May 2019) they have been scrapped from Frederica.
Web links
- Togsæt. Archived from the original on July 6, 2014 ; Retrieved January 22, 2016 (Danish).
- Description and statistics of the on www.jernbanen.dk (Danish)
Individual evidence
- ↑ Räntzsch, p. 41
- ↑ Source: www.dsb.dk Materiel i drift
- ↑ Source: Johansen, Hans Chr .: Jernbanerne i bilismens skygge, Odense, Jernbanemuseet, 1997 (På sporet 1847 - 1997; Vol. 3) ISBN 87-982227-2-4 , p. 89
- ↑ Source: Poulsen, p. 82 ff.
- ↑ Source: Poulsen, p. 81
- ↑ DSB Regionaltog - MR – BILLION. In: jernbanen.dk. Retrieved May 25, 2019 (Danish).
- ↑ Arriva Tog - ARRIVA. Histories and rolling material. In: jernbanen.dk. Retrieved May 25, 2019 (Danish).
literature
- Andreas M. Räntzsch: Class 627/628. Transpress, Stuttgart 2003, ISBN 3-613-71202-4 , pp. 41–44,
- John Poulsen: Letbyggede motortog fra Uerdingen. Banebøger, Roskilde 1993, ISBN 87-88632-46-6