In this section I will discuss some of the Diesel-Electric -, and Diesel-Hydraulic Multiple units of the
Netherlands Railways (NS, or Nederlandse Spoorwegen).

Unfortunately the number of my colour slides on this subject is a bit on the lean side and therefore, at

this stage I can only begin with the "Blauwe Engel", or "Blue Angel", a Diesel-Electric 1- , or 2 car multiple
unit, the design of which dates back to 1953.

When they appeared on the tracks they soon received the nickname "Blue Angel", because of the light blue colour
dominating the exterior. They became a familiar sight on many of the non-electrified branchlines and were to give
many years of service, although not always without some problems. They had the streamlined design, similar to the
electric MU's of 1946 design, and were fitted with Scharfenberg couplers. Maximum speed was 110 km/h.
A common complaint, among crew, was the size of the drivers cab, which was rather on the small side.
Another complaint quite often heard from passengers, was the presence of some smelly (diesel) fumes inside
the saloon, depending on which way the wind blew, as there was no forced ventilation present. Ventilation
was only provided in the way of opening tophalves of some windows.

They were originally fitted with AEC diesel engines powering the generators, providing the electricity for
the traction motors. Later these were replaced with Cummins engines, on units receiving a major rebuild
around the late 70's - early eighties.
During the rebuilding of these units, the exterior appearance also altered significantly, in that the drivers
front windscreen was enlarged and the drivers cab was also enlarged. Then the roof received cooling units for
the engines, as they had a tendency to overheat during hot weather.
Unfortunately, the cooling units did nothing (estatically speaking) for the trains' otherwise good looks.

The units which did not undergo this rebuilding program were all set aside by 1985. Some of the modernised
ones still survive today (although now all set aside since early 2003), but their numbers are dwindling fast
(Apart from a DE1, restored to the original "Blue Angel" livery, and a 2-car unit destined for restoration
I believe all have now been withdrawn from service).

A beautifully restored DE1 draws lots of onlookers, during an open weekend at the Haarlem workshops(1995).

Two coupled DE1's on the top and a DE2 below, in the colours as they appeared untill they received the rebuild, or upto retirement time for the units escaping the rebuild.

A modernised DE2 waits for departure at Zwolle Station (1995).

In 1963 we saw the first appearance of a totally new design, which differed radically from the previous
streamlined designs.
Instead of underslung powerplant, this DMU boasted a Motor car, which housed a diesel motor with attached
generator for traction power, a motor-alternator for auxiliary power, such as lighting, forced ventilation,
etc, a conductors compartment, a baggage compartment and a passenger section.
The trailer and the driving trailer completed the 3 car design.

Where earlier designs were built in 1 -, 2 -, 3 - and even 5 car set-ups, these units were only built in 3 car
configuration and equiped with Scharfenberg couplers.

When these DE lll 's, as they were designated, first appeared they wore a dark red paintjob, which soon earned
them the nickname "Red Devil". They proved to be a very reliable unit however and were very popular with the
train drivers ("machinisten" in the Dutch language) of the Netherlands Railways ("NS", and I do not refer to
the "Norfolk Southern" here!).

DE 3 noses in the yard, waiting for their next duty.

A grubby looking DE3 departs Groningen for Nieuwe Schans in 1996.

A DE3 in front of the shops in Zwolle (1995).

The DE ll's two cars rested on a total of three bogies, the centre bogie being shared by both cars; on the
DE lll's, each car rests on its own two bogies. The bogies of the power car have traction motors fitted.
This design was the first to be fitted with centrally controlled/operated passenger doors. When the train
is stationary, the passengers can open/close the doors from the inside/outside by means of pushbuttons, which
are disengaged while the train is in motion.

The designed maximum cruising speed is 130 km/h.

In the 2 northern provinces of the Netherlands, there are 6 branchlines, of which a number were being operated
under a rather dark cloud, with the threat of closure being mentioned frequently. The government protested this
imminent threat however and the railways had to come up with a plan of rationalisation and economise on the cost
of operation on these lines. This resulted in the so-called PEN project during the late 70's. Part of this plan
was to impliment a multiple skilled group of drivers, which would drive, as well as perform routine maintenance
tasks, during off-peak periods on certain shifts on the roster.
All this on material specifically designed for these 6 lines.

However, since privatisation, a number of these can now be found on other branch lines elsewhere in the Netherlands.

During early 1983 the first of the freshly designed Diesel-Hydraulic railcars came from Germany.
These railcars were a derivative from the the DB's (German Deutsche Bundesbahnen) 627 series, of which a single unit
had been undergoing tests on these lines. Modified by the Dutch Railways to have only 2nd class accomodation and a
slightly simplified body styling, they appeared in 1 - and 2 car units and boasted a top speed of 100 km/h.

DH ll's waiting for the "Peak" in the yard of Groningen, the capital of the province of Groningen 1994.

a DH ll arriving in the station of Hoogezand-Sappemeer on its way to Nieuwe Schans (Province Groningen) 1994.

Another desire for the railways was for the driver of the trains to be able to sell tickets from the drivers' cab,
for which purpose a glass partition with small counter was provided, which could be curtained closed when the
counter was at the trailing end of the train and not in use.
This concept was trialled, but failed and the conductors came back on the job.

Initially there were a few problems with these trains, as, because of their reduced weight on many occasions they
failed to trigger the automatic level crossing protection systems, but after alterations to the setup
of these systems, those problems were overcome.

The latest on these lines is privatisation! They are now being operated by "NoordNet", which I believe is a
combination of the Northern Buscompanies of GADO and the Friesian regional bus company, with possibly some
involvement of the provincial government. Perhaps Dutch readers can correct/fill me in on this?

To replace the ageing fleet of DE ll's which were still in service after their refurbishment, a rather modern,
but perhaps not so glamorous design, appeared on the tracks a few years ago.
These railmotor sets were also Diesel-Hydraulically powered, but were designed to run at higher speeds
of up to 140 km/h and were to be known as the "Buffel".
A few of these were to run the express services between Groningen and Leeuwarden
in the northern provinces of the Netherlands.
The Buffels are two-car sets and are more comfortable in accomodation than the DH l/ll's and features.

A Modernised Wadloper is coupled to a Buffel in Gronigen station (2001).

A Buffel returning from the wash, Groningen (2001).

A new Diesel Hydraulic Buffel set waits for the next peak run to Groningen at Leeuwarden station (2001).