The design which was to differ radically from the previous norm in appearance and capabilities
of its predecessors, was called the "Sprinter". Off the drawing board in 1972, and originally all
2-car EMU's, these trains had totally different characteristics.

They were specifically designed for commuter traffic in area's with many stops, short distances
from each other, in the densly populated area's in the Randstad
(around Rotterdam, Dordrecht, The Hague and Zoetermeer)

They had to be capable of very rapid acceleration (from 0 - 125 km/h in 70 seconds!) and braking,
putting high demands on the traction motors and the braking system.

The first set entered service in 1975 and many more followed, initially as 2 car sets. Later a new
series was delivered with the addition of a trailer between the two motor cars, while a good portion
of the original 2 - car sets also received a 3 - car conversion. This addition was, however, at a price!
It resulted in the units being slower, due to the additional load!

All were delivered in the by then already common yellow housestyle with blue advertising strips.

A 3-car Sprinter in Rotterdam Station 1984.

The next phase was a requirement to replace the Intercity fleet, which was largely being run by '54 design
dognoses and which were relatively slow in acceleration and also lacked somewhat in comfort
for the long distance traveller.

In Intercity service these trains were frequently coupled up and split at various locations
for/from different destinations. But because of that, there was no means for the conductors,
or the refreshments tenders, to go from one set to another coupled set,
as each unit ended in a drivers cab.

It was a requirement of the new design that this should be overcome. This was achieved by raising
the drivers' cab and allowing for a narrow passage alongside the cab. Doors in the high nose of
the unit hide the concertina's, which enclose the connection between two coupled units
(as seen in the insert in the photo below), when they are not in use.
During 1977 the prototype, now known as "Koploper", or also nicknamed "Jumbo", hit the
Dutch Railway scene and, despite some initial "teething problems", was an immediate success.

A "Koploper" in Leeuwarden. The insert shows how 2 sets look coupled. 1984.

Some of the "Koplopers" received "all-over" advertising, like this one in Meppel.

They boasted much better passenger comfort by having personal airventilation, better legroom with
vastly improved seating and on intercity services a refreshment tender comes right through the train
offering various refreshments and snacks. Special sections for smokers are catered for, in contrast
to a lot of other countries where smoking on public transport is banned!

Due to a shortage of passenger material and also looking ahead to replace earlier Plan V ('64 design) units,
a new version of stopping train came off the drawing board, in which completely new technology
(e.g. electronics and computer technology) would be applied. These trains, too, would be of the 2-car
configuration and be able to be MU'd to a maximum of 3 units, during the peak periods.
However, from the outset, these initial 9 units (see picture below) were plagued by problems
and for a long period of time, they were only in service for testing and modification purposes.
Eventually the above problems were mostly overcome and they prove themselves to be fairly reliable,
but their area of operation is virtually restricted to one line only (Zwolle - Emmen), because
of their profile and subsequent clearance restrictions.
Anticipated orders for further units were never issued and lately (mid 2003) it is rumoured
the NS wants to sell these nine units!
During June 2003 all nine units were put aside, reportedly for wheel replacement.
Unfortunately their lot was sealed and they have now all been demolished, as no buyer was found.

A "Hopper" departs Meppel direction Zwolle on yet another trial run. 1994.

In design these sets were quite different from other EMU's in the Netherlands and were not compatible
with other EMU's. Their "kinked" sides with steps mounted outside, also created clearance problems, and
on some curves, two trains crossing each other in opposing directions, came dangerously close to each other,
where on other lines they were banned altogether for the same reasons. More recently they have been in service
only between Zwolle and Emmen, and can be seen, on a rare occasion, between Zwolle and Leeuwarden.

Another problem facing the NS was the continueing growth in passenger numbers. Because of platform
length constraints, the length of the trains could not be expanded and thus another solution had to
be found, especially for the peak periods.

The Network was in many places already overcrowded with trains and so the only means to increase
passenger capacity was to obtain double deck stock. This was a rather urgent issue and resulted
in the unusual step to opt for a design and go into full production of that design without the normal
prototype series going on trial first!

Luckily for the NS, this worked out fine and resulted in a train with a classy and comfortable interior,
which proves very popular with the travelling public. These trains received the nickname "Regiorunner".
(see below)

One of the first "Regiorunners" awaiting duty for public demonstration runs during a big "Proto/Model" rail event in 's-Hertogenbos.

These Regiorunners are in use in both 3 -, and 4 car versions, but recently some have been extended to 4-,
respectively 6-car units, with additional powered bogies!

Of course, no (his)story on the Netherlands Railways (NS for Nederlandse Spoorwegen) would be complete,
without reference to the High Speed Program of the NS.
For years French TGV (French High Speed Trains) made irregular appearances on Dutch railway tracks for
high speed trial purposes. Over the years we saw the first version of TGV (orange livery), and later the
TGV "Atlantique" (blue livery), visiting the Netherlands.

A "TGV Atlantique" shot on a dull day in Utrecht during the 150 year jubilee of the NS.. 1989.

The upgrading of the Amsterdam - Paris service was of prime importance and the Dutch Railways were keen
to be a part of this.

Meanwhile the construction of high speed lines to the North from Paris in France and Belgium was already
on the way and although plans for a high speed line for the Dutch section existed, not a spade was turned,
because of some political problems, deciding which route to take.
Now the NS owns and operates a number of "Thalys" trains, which are based on the TGV, but differ slightly
in style and finish, on the Amsterdam - Paris route. At present the travelling time from Amsterdam to Paris
has been cut by some 1 hour + , due to the high speed sections in Belgium and France. More saved travelling time
will be gained, when the, to be constructed, Dutch section opens for service.

Intercity services with German and Swiss destinations, years ago, used to be run by DE Trans Europe Express
units owned by the NS and SBB (Schweizerische Bundes Bahnen, or Swiss Federal Railways). These units were
quite fast and very comfortable compared to other rolling stock of those days and proved very popular, especially
with people travelling between those destinations regularly, like business people for example.

These units had one major shortcoming however: they consisted of a motorcar, 2 trailers and a driving trailer.
Only the 3 trailing cars could accomodate passengers and though the TEE sets could easily be "MU'd", being
equiped with Scharfenberg couplers, there were only 5 sets owned between the NS and the SBB together!
During times of high passenger demand the railways had to resort back to loco hauled trains. Add the demise
of one set, because of a derailment and soon these beautifull units were up for sale to any potential buyer.

These TEE sets eventually found their way to Canada, where they ran the Ontario Northlander services and there
they soon lost their motorcars, which did not handle the Canadian climate too well.
From then the power was supplied by a GM product, which I suspect was in the form of a FP7.
(someone could correct me if I am wrong?)

Over the years that followed, TEE expresses were always loco hauled stock, with the disadvantage of time
consuming locomotive changes at the border with Germany. Because of different overhead power, through services
were not possible (a problem not encountered with the TGV or Thalys, as they have multivoltage systems.)

In order to again establish a faster, and more comfortable railservice (especially since the introduction of
of the high speed ICE trains in Germany), the NS was negotiating with the DB (Deutsche Bundesbahn) to establish
a high speed link to Cologne and beyond, on which they wanted to run the latest version of ICE trains.
A number of these ICE3 trains have now been delivered to the NS and, again, though there is no high speed
section in the Netherlands as yet, they already run in service to Hannover, Cologne and Frankfurt.

A photo of the Thalys will be included shortly.

 
To be continued.