NS series DD-IRM
| NS series DD – IRM III | |
|---|---|
| Numbering: | 8201 ... 8281 |
| Number: | 34 moves |
| Manufacturer: | Talbot (mechanics) / Holec (electrics) |
| Year of construction (s): | 1994-1996 |
| Axis formula : | 2'Bo '+ 2'2' + Bo'2 ' |
| Length over buffers: | 81,060 mm |
| Service mass: | 183.4 t |
| Top speed: | 160 km / h |
| Hourly output : | 4 × 402 kW = 1608 kW |
| Power system : | 1.5 kV DC |
| Number of traction motors: | 4th |
| Seats: | 1st class 47 2nd class 228 folding seats 13 |
| NS series DD – IRM IV | |
|---|---|
| Numbering: | 8401… 8481 |
| Number: | 47 moves |
| Manufacturer: | Talbot , De Dietrich Ferroviaire (mechanics) / Holec (electrics) |
| Year of construction (s): | 1994-1996 |
| Axis formula : | 2'Bo '+ 2'2' + 2'2 '+ Bo'2' |
| Length over buffers: | 107,560 mm |
| Service mass: | 234 t |
| Top speed: | 160 km / h |
| Hourly output : | 4 × 402 kW = 1608 kW |
| Power system : | 1.5 kV DC |
| Number of traction motors: | 4th |
| Seats: | 1st class 64 2nd class 310 folding seats 13 |
| NS series VIRM-IV | |
|---|---|
 VIRM-IV No. 9525 with special Olympic painting near Baambrugge
|
|
| Numbering: | 9401… 9481, 9501… 9525, 9544 - 9597 |
| Number: | 98 (of which 34 converted from DD – IRM III + 13 newly built as VIRM-2 + 51 newly built as VIRM-4) |
| Manufacturer: | Bombardier Transportation (mechanics) / Alstom (electrics) |
| Year of construction (s): | 2002-2005, 2008-2009 |
| Axis formula : | 2'Bo '+ 2'2' + 2'2 '+ Bo'2' |
| Length over buffers: | 107,560 mm |
| Service mass: | 234.6-236.8 t |
| Top speed: | 160 km / h |
| Hourly output : | 4 × 402 kW = 1608 kW |
| Power system : | 1.5 kV DC |
| Number of traction motors: | 4th |
| Seats: | 1st class 61–63 2nd class 326–330 folding seats 16 |
| NS series VIRM-VI | |
|---|---|
 VIRM-VI at Espe
|
|
| Numbering: | 8601… 8681, 8701… 8746 |
| Number: | 80 (of which 47 converted from DD – IRM IV + 12 newly built as VIRM-2 + 21 newly built as VIRM-3) |
| Manufacturer: | Bombardier Transportation (mechanics) / Alstom (electrics) |
| Year of construction (s): | 2002-2005 |
| Axis formula : | 2'Bo '+ 2'2' + 2'Bo '+ 2'2' + 2'2 '+ Bo'2' |
| Length over buffers: | 162,000 mm |
| Service mass: | 350.1-352.3t |
| Top speed: | 160 km / h |
| Hourly output : | 6 × 402 kW = 2412 kW |
| Power system : | 1.5 kV DC |
| Number of traction motors: | 6th |
| Seats: | 1st class 129–132 2nd class 438–442 folding seats 26 |
The DD-IRM series (full DubbelDeks-InterRegioMaterieel , so double-InterRegio car) is a type of double-deck - electric multiple units of the Dutch railway company Nederlandse Spoorwegen (NS) from the years 1994 to 2009. She and the older series ICM make up the majority of the rolling stock for the Dutch intercity connections.
history
Planning
In the 1980s, the NS planned a radical simplification of the passenger transport service with its Plan 21 : The existing train types were to be merged into three types, namely regional train (stoptrein) , interregio and intercity. The necessary rolling stock should be redeveloped for the Interregio. The result was the DD-IRM series. After a further simplification, in which the genus Interregio was merged into Intercity, the DD-IRM became the typical Dutch intercity train.
First series: DD-IRM
Delivery of the new IRM trains began in 1994. Manufacturer was the Talbot wagon factory in Aachen ( bought by Bombardier Transportation in 1995 ); 34 three-part and 47 four-part trains were built. Because Talbot did not have enough capacity, the production of 47 ABv5 cars was outsourced to De Dietrich Ferroviaire in Reichshoffen (Alsace). The bogies were supplied by the Swiss Industrial Society (SIG) in Neuhausen am Rheinfall (CH) and Stork RMO (NL).
Second series: VIRM-1
Because the transport capacities of the three-car trains in particular were soon no longer sufficient, a conversion program was launched in 2000: all three-car trains were given a second intermediate car and were thus lengthened to four-car trains; the previous four-car trains were stretched to six-car trains with two intermediate cars (one of which was driven). Bombardier manufactured the superstructures in its Görlitz plant and the bogies in Siegen . The construction of bogies was partially outsourced to Alstom in Salzgitter . The trains converted in this way were now called Verlengd InterRegioMaterieel (extended IRM): VIRM-IV as a four-car, VIRM-VI as a six-car.
Third series: VIRM-2
In addition to the renovations, 13 four-car and 12 six-car were built as complete new buildings.
Fourth series: VIRM-3
In the next construction lot, a further 21 VIRM-VI were built.
Fifth series: VIRM-4
In 2008, the construction of 51 VIRM-IV generation VIRM-4 began. These differ in the interior design (including face-to-face seating, reading lamps, disabled toilets with bio-reactor) from the previous versions. At the end of this series, four additional mBvk shells were delivered. With the delivery of the last VIRM-4 series in 2009, the construction of the DD-IRM series was completed.
technology
mechanics
Both end cars ( genera : mBvk1, mBvk2) are driven and have driver's cabs. The intermediate cars are available in non-powered (ABv3, ABv4, ABv5, ABv6) and powered (mBv7) versions. Powered intermediate wagons are only required for six-car trains (VIRM-VI). The cars are only mechanically and pneumatically coupled to one another with a simple Scharfenberg coupler . Fully functional Scharfenberg couplings are installed at the ends of the train. Each individual wagon has two double-leaf pivoting doors on each side . Their closure is announced by an acoustic signal.
Car configuration
- IRM-III: mBvk1 + ABv3 + mBvk2
- IRM-IV: mBvk1 + ABv4 + ABv5 + mBvk2
- VIRM-IV: mBvk1 + ABv3 + ABv6 + mBvk2
- VIRM-VI: mBvk1 + ABv4 + ABv6 + mBv7 + ABv5 + mBvk2
- The control cars type mBvk1 and mBvk2 are identical and interchangeable.
- The intermediate cars type ABv3 and ABv4 are basically the same. The ABv3 is for the three-car train (later four) and the ABv4 is for the four-car train (later six).
Electrics
After the prototype series NS series SM'90 , the DD-IRM was the first large series in the Netherlands to be powered with three-phase current . While GTO- based frequency converters with their penetrating operating noise (which gave the DD-IRM the nickname “bagpipes”) were used in the first generation , the manufacturer swore by IGBT technology from the second generation onwards . As of 2013, all railcars that still have the old GTO converters have been converted to IGBT. The motors can be switched into the overhead line as regenerative brakes with energy recovery. In addition, there are electropneumatic brakes and magnetic rail brakes on the running bogies.
It was planned to have the VIRM run under 25 kV alternating current in addition to the Dutch traction current system (1.5 kV direct current). The ABv6 car was designed for the transformer required for this so that it can be converted later. In the meantime, the -25 kV variant has been discarded for reasons of cost, and an increase in voltage to 3 kV is sought in the distant future. It is questionable whether this will still be achieved for this series of railcars.
In January 2020, the NS put out to tender to equip the 176 VIRM multiple units with ETCS .
Interior
All DD-IRM are fully air-conditioned. 1st class is limited to non-powered intermediate cars. In the ABv5 it is only located in the lower deck, while in the ABv3 and ABv4 it extends to both decks. In 2011, the retrofitting of the OBIS passenger information system began in trains of the generations VIRM-2 to VIRM-4. The trains of the first and second series (VIRM-1) have been subjected to a general inspection and modernized since 2016. The interior will be redesigned, partition walls will be made of shatterproof glass, the trains will be made barrier-free, for example with guide strips for the visually impaired. A new air conditioning system and LED lights controlled according to the outside light should save 20% energy. At the annual balance press conference 2017 it was announced that from 2021, after the ongoing revision of the first and second series, further trains of the third and fourth series (VIRM-2 and VIRM-3) will be revised. These trains also have sockets and USB connections in the second class.
commitment
For the first time the DD-IRM was used as a regional train on the Dordrecht - Roosendaal route. Today it serves (often alternating with the older ICM trains) most of the NS intercity lines.
The green train
In September 2014, VIRM-IV No. 9556 was given a special paint scheme devised by the students Michiel van Sinderen and Steffen de Jonge in order to highlight the contribution of NS to the energy transition as a large trein (green train) . NS has set itself the goal of obtaining the traction power for all trains from renewable sources by the end of 2018.
Incidents
On April 21, 2012 at 6:30 p.m., VIRM-VI No. 8711 collided head-on with a Sprinter Lighttrain not far from the Westerpark station in Amsterdam's Sloterdijk district . There was one death and 116 injuries. The train driver of the other train had run over a main signal showing "Halt".
Web links
- IRM in RailWiki (Dutch). Retrieved January 22, 2016.
Individual evidence
- ^ Albert Koch: VIRM: the largest series of materials from NS. In: Op de Rails . No. 5 , 2006, ISSN 0030-3321 , p. 207-213 .
- ^ Dutch Railways retrofits 176 double-decker trains for ERTMS. In: railtech.com. January 14, 2020, accessed March 21, 2020 .
- ↑ Guus Ferrée: Update for the intercity fleet . In: railway magazine . No. 12 , 2016, ISSN 0342-1902 , p. 54-56 .
- ↑ Groene trein. NS microsite (Dutch). Retrieved January 22, 2016.
- ↑ Passenger ramptrein: Alles zat onder het bloed. Article in Algemeen Dagsblad of April 23, 2012 (Dutch). Retrieved January 22, 2016.
- ↑ Treinbotsing eist leven 68-year old vrouw. Article on AT5.nl from April 22, 2012 (Dutch). Retrieved January 22, 2016.
- ↑ Treinbotsing Amsterdam Westerpark. Investigation report of the Onderzoeksraad voor veiligheid from December 2012. Accessed on January 22, 2016.