Trains in the Netherlands

Two current Dutch Railways InterCity trains: a refurbished ICM train in the foreground, and the front of a VIRM double decker behind it.
Photo taken during the rebuild of Rotterdam Central station; in the background the current overall roof is taking shape, while the foreground still shows one of the old individual platform covers

The following are current and former trains in the Netherlands.

In use

Diesel locomotives

Dutch Railways 6400 Class diesel locomotive at Amersfoort station

• 600 Class: Traditional shunter used in the Netherlands & UK. They are still used at Crailoo (between Bussum and Hilversum) by Railpro
• V60D: Ex Czech Railways shunting locomotives operated by EETC
• V 100: Ex German locomotives operated by VolkerRail and Spitzke
• 700 Class: Vossloh G400B locomotives in use by NedTrain
• 2200 Class: Ex NS locomotives used by Eurailscout to inspect the track
• 6400 Class: A locomotive used for both shunting and pulling trains by DB Schenker. Some are permitted to operate in Belgium (called "Vlaamse Reuzen") and some in Germany (called "Duitse Herders"). Many are stored around Amersfoort
• Class 66: European version of the UK Class 66 locomotives used by various freight companies
• Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies
• Vossloh G2000 BB: Locomotives used by RheinCargo, Rotterdam Rail Feeding and Rurtalbahn.

Electric locomotives

1600 Class locomotive in the Railion livery at Amersfoort station

• 1200 Class and 1250 Class: These locomotives are former NS locomotive; They are operated by EETC for the AlpenExpress service to Bischofshofen or the AutoSlaapTrein to destinations in Italy and Slovenia.
• 1600 Class and 1800 Class: These two types of locomotives are the same, the 1800 series got renumbered from 1600 after the privatisation of the NS. The 1600 are used by DB Schenker. The 1800 were used by NS Reizigers, but are now all stored.
• 1700 Class: This locomotive is very similar to the 1600/1800 in appearance but technically different. They are frequently used in combination with ICRm and DD-AR/DDM cars.
• Plan mP (Motorpost): These are the trains formerly used to distribute mail. Currently they have various tasks such as measuring rails or locate gps.
• 186 Class: Since 2008, 14 TRAXX F140AC2 locomotives have been leased by NS from Angel Trains for operations on the HSL-Zuid. They are painted red with white front sides. The locomotives are also used by many freight operators. The NS ordered 19 of these locomotives for use on high speed services; deliveries of these started in the Summer of 2014
• 189 Class: Certain locomotives of DB Schenker Rail Class 189 are operating primarily in the Netherlands, they are distinguished by large white contrast areas on the front sides (otherwise painted red). These are also used by many private freight operators

Diesel multiple units

A Syntus Buffel on the Tiel-Arnhem route

• Buffel (DM'90) are the only diesel trains NS still operates. They are evidently used on the diesel lines, namely Zwolle – Enschede and Zwolle – Kampen.
• Lint 41 are DMUs used by Syntus. Used on the Zutphen – Hengelo – Oldenzaal service.
• Stadler GTW are DMUs used by Arriva, Breng and Veolia. They replaced the Wadlopers and Buffels. Arriva use them in the north of the Netherlands on the diesel lines out of Groningen to Delfzijl, Rodeschool, Nieuwschans and Leer, Leeuwarden. They also operate out of Leeuwarden to Harlingen and Stavoren. Since 2012 Arriva also use them on the Arnhem - Tiel, Arnhem - Winterswijk, Winterswijk - Zutphen and Zutphen - Apeldoorn services. Breng uses these units between Arnhem and Doetinchem. Veolia use them on the Nijmegen – Venlo – Roermond service.

Electric multiple units

Two coupled NID trains leaving The Hague Central for Amsterdam

• The DD-AR (Dubbeldeksaggloregiomaterieel) EMUs were delivered as DDM-2/3 resembling the bilevel rail cars series DDM-1 from 1985 and operates in fixed formations of 3 or 4 coaches. Four car trains use a class 1700 locomotive for traction, three car trains use an mDDM motorcar, which resembles a DD-AR driving trailer but has electric motors and a single passenger deck on top; the level of this deck is higher than that of a regular single deck rail car, but lower than the upper deck of the other coaches. Three types of coaches are available: Bv (second class), ABv (first and second class) and Bvk (second class driving trailer). The DDM-2/3 series are being modernised from 2010–2013 and after modernisation the series was renamed as NID (Nieuwe Intercity Dubbeldekker).

Two VIRMs at Amsterdam Bijlmer ArenA Station

• The VIRM (Verlengd Interregiomaterieel), also called Regiorunner was partially rebuilt from trainsets DD-IRM (Dubbeldeks Interregiomaterieel). DD-IRM was delivered in 3- and 4-car trainsets. 3-car trainsets got one extra coach, 4-car trainsets got two extra coaches. Also, new 4- and 6-car trainsets were built. Thus, a train consists of one or more combinations of 4 or 6 double deck coaches; each combination (multiple unit) has electric motors. More than three hundred coaches are currently operative in the Netherlands.
• The Koploper (ICM) (Intercitymaterieel) is a 3- or 4-car multiple unit that when coupled with another one, allows passengers to walk through (the name Koploper being a play on words – literally "head walker", but in actual use meaning "front runner"). The Dutch Railway Company decided to close the heads permanently on 31 October 2005 because the mechanism broke down too often.

ICM (Koploper) intercity trains

ICM train in Zwolle station

Unrefurbished (left) and refurbished (right) sets at Apeldoorn.

Sprinter unit 2983 at Deventer (2006).

A scheduled modernisation of around 7 million euro will see the ICM fleet updated. The renovated ICM trains provide 13% more seats (reducing the leg room to uncomfortable small for the long haul journeys they serve in 2nd class, which is further aggravated by a waste bin that is placed on the backsides of the seats in front), have a new interior, a bathroom accessible by wheelchairs, airconditioning as well as upgrades to the engine and connection systems. The head doors are removed. Also, these (renovated) trains are the first trains in the NS fleet equipped with OBIS. OBIS provides a (free) WiFi-connection on board, along with in-train journey information provided through screens and (automated) vocal announcements through the trains speakers. This journey information provides the actual status, and thus is always up-to-date to the actual situation this trip, and the stations is passes.

• The Sprinter (SGM, Stads Gewestelijk Materieel) is a two or three car electric, used on small distances. They are named Sprinter because they're able to accelerate and brake quite fast, making them very suitable for 'stoptrein' services. They were also specifically designed for urban environments where they run commuter services. As a result, they are most commonly found in the Randstad area. The initial idea was that the Sprinter would provide somewhat of a subway/metro service but this plan failed as the cities of Amsterdam and Rotterdam continued to construct their own rapid transit systems. Nevertheless, in the densely populated Randstad, the Sprinters remain popular. Two car versions were revised and renamed to Citypendel. All Sprinters are now refurbished into the new white/yellow/dark blue livery.

Train 2620 of type SLT (Sprinter Light Train; used for local service) in Rotterdam Central station.

• The Sprinter Lighttrain or SLT is a new (2007 onwards) 4 or 6 car unit, built partly to replace Mat '64 stock. There are 131 of them. They do not have a toilet. For this reason further orders have been cancelled. Building toilets into the existing trains has been considered, but that was judged too expensive. Combining an SLT multiple unit with a, newly to be ordered, multiple unit with a toilet is an option that is considered. Although this would not allow passage to and from that part in a moving train, it would allow passengers to choose that part when getting on the train, and/or switch at a station.

triple Mat '64 (Plan V)

NS Mat '64 at Apeldoorn on a service to Almelo.

• The NS Mat '64 are the oldest EMUs used. All of the 31 Plan Ts have been taken out of service since 2010. About 70 of the original 246 Plan Vs are still used, but only on a couple of sprinter-routes in the south, the Zwolle - Emmen route, and the Amersfoort - Barneveld route. It is not known when the Mat '64 trains will all be taken out of service, but in any case from the Zwolle - Emmen route in December 2012. From then, this route will be operated by Arriva.
• The Stadler E-GTW' is a new train which is used by Veolia for the Kerkrade - Heerlen Maastricht Service and the Heerlen-Maastricht service. Which is with electricity. The other service of veolia is non-electric so it uses the non electrified Stadler GTW.

• The Benelux train running between Amsterdam Centraal and Brussels-South consists of a Belgian electric locomotive and six carriages similar to the ICR, except that the last one is a driving trailer which has a driver's cabin for controlling the locomotive when it pushes the train (it is a push-pull train). It is best described as an international Intercity Service and does not rival other international services such as the high-speed Thalys and ICE services. Contrary to Thalys and ICE, the Benelux train is a traditional train divided into first and second class carriages similar in luxury to other IC trains in the region and it travels at the same speeds. Ticket prices are, as a result, much lower for the Benelux train than they are for Thalys and ICE. See also Train routes in the Netherlands#Train number series (series 9200) and .

ICE 3 trainset near Ingolstadt

• The ICE3 is a German high-speed train that runs between Amsterdam and Utrecht in the Netherlands, onto Frankfurt and Cologne in Germany. ICE trains require special high-speed tracks to run at high speeds, but can also run on normal tracks at normal speeds. The ICE 3M (class 406) is a multisystem variant of the ICE 3 that currently serves routes into the Netherlands and Belgium from the main ICE network in Germany.

• Thalys is a high-speed train network built around the high-speed line between Paris, Brussels and Amsterdam. This track is shared with Eurostar trains that go from Paris or Brussels to London via Lille and the Channel Tunnel and with French domestic TGV trains. The system uses two models of trains, the PBA and the PBKA, which both belong to the TGV (train à grande vitesse) family of high-speed trains built by Alstom in France, although they are not identical to domestic TGV sets. Beyond Brussels, the main cities Thalys trains reach are Antwerp, The Hague, Rotterdam, Amsterdam, Liège, Aachen and Cologne. Trains to these destinations run partly on dedicated high-speed tracks and partly on regular tracks at the moment as the network of the high-speed tracks is still being constructed in the Netherlands (the HSL-Zuid). After its completion, the Thalys will no longer call at The Hague and will instead travel from Amsterdam to Schiphol, to Rotterdam and via Breda to Antwerp in Belgium.
• High-speed shuttle trains are bought for domestic high speed connections once the high-speed line between Amsterdam and Belgium is finished in 2007.

Coaches

• The railroad cars ICRm (Intercity Rijtuig = intercity carriage) were rebuilt from ICR coaches and now operate as trainsets with a locomotive class 1700 at one end and a driving trailer at the other end.
  • Koninklijk rijtuig (Dutch for Royal Carriage): a modified ICR.
• DDM-1: The first series of the DDM, DDM-1, was operated in fixed formations of 6 coaches, using an 1800 class locomotive for traction. The other part of the DDM series, DDM-2/3, will be modernized during 2010-2013 and after modernization will be renamed as NID. DDM-1 was withdrawn in September 2010 but reactivated in January 2011, due to a lack of trains, caused by harsh winter conditions.

Out of service

Steam locomotives

• Arend: (Dutch for "eagle") was the first train in the Netherlands and pulled the first train between Amsterdam and Haarlem in 1839.
• Series 600: Formerly SS (Staats Spoorwegen) 255-260. Built 1866 by Beyer Peacock in Manchester. Originally built as 2-4-2 engines, but rebuilt as 0-4-2s to allow them to do shunting.
• Series 700: A class of 2-4-0 passenger engines. This class was built in the 1920s, after HSM (Hollandische IJzeren Spoorweg Maatschappij) and SS began to cooperate. It is considered one of the most beautiful locomotive types in the Netherlands. It was taken out of service in 1933. Formerly SS 1II-5II, 9-78, and NBDS (Noord Brabant Duitse Spoorweg) 1-5.
• Series 1300 ('Grote Groenen'): A class of 2-4-0 engines built by Beyer Peacock from 1880 to 1895. They were nicknamed 'Grote Groenen' or 'Big Green'. It was designed for fast passenger and mail service over the SS lines to Germany, which competed with the NBDS and the HSM. These locomotives could pull a 15-coach train at 50 mph (75 km/h), when well fueled, which was fast for the time.
• Series 1500
• Series 1600 ('Rhijnboog'): A class of 4-4-0 engines built by Sharp Stewart from 1889 to 1903. These were the first engines in the Netherlands to use bogies, and were nicknamed 'Rhijnboog' or 'Rhine Arch'. When the SS took over the NRS (Nederlandse Rhijn Spoorweg), this class was split between the SS and the HSM. The SS sold their locomotives to the HSM because the turntables were too short. Formerly NRS 101-109, or later HSM 350-408.
• Series 1700 ('Overkoker'): A larger class of 4-4-0 engines built to pull the fast passenger services, which continued to increase in weight. These locomotives were nicknamed 'Overkoker', or 'Boil Over'. Formerly SS 801-935.
• Series 2000: The first 4-4-2 (Atlantic) engines in the country, built by Beyer Peacock in 1900. This class was designed to pull the increasingly heavy mail trains from Vlissingen to Boxtel. Formerly SS 995-999.
• Series 2100: A class of 4-4-0 passenger trains built by Schwartzkopff between 1914 and 1920. At the time this class was built, the SS had recently bought a class of 4-6-0s (SS 700s/NS 3700s), and the HSM didn't want to stay behind. They had to use 4-4-0s due to the length of the turntables, however. Formerly HSM 501-535.
• Series 2800: These were the first 0-6-0 freight engines on the NRS. They were built by Beyer Peacock from 1865 to 1881. After the NRS was bought out, the engines were divided between the HSM and the SS. By the time the NS was formed, only the SS engines came into service.
• Series 2900 ('Driemaster'): A class of 0-6-0 freight engines built by Beyer Peacock between 1865 and 1878. They were nicknamed 'Driemaster' or 'Three-master', as they were the first six-coupled freight engines built in the country. Originally owned by the SS.
• Series 3200 ('Kamer en suite'): A class of 0-6-0s designed for goods trains, built by Sharp Stewart and Werkspoor between 1895 and 1907. They quickly became the standard class for such work, and were nicknamed 'Kamer en suite'/'Room en suite', possibly due to their large cabs. Formerly HSM 601-647.
• Series 3300
• Series 3500
• Series 3900 ('De Beul')
• Series 4300II ('Kleine Jeep' / 'Dakota') (ex-WD Austerity 2-8-0)
• Series 4600
• Series 4700 ('Kerstboom')
• Series 5000
• Series 5000II ('Grote Jeep') (ex-WD Austerity 2-10-0)
• Series 6000 ('Bok')
• Series 6100
• Series 6200
• Series 6300
• Series 6500
• Series 6700
• Series 6800
• Series 6900
• Series 7100 Ten 2-4-2T locomotives (numbered 7101–10), ex Noord-Friesche Locaalspoorweg-Maatschappij and Hollandsche IJzeren Spoorweg-Maatschappij.
• Series 8600 ('De Turken')
• Series 8800 ('Hunslet') (ex-WD Austerity 0-6-0ST)
• Series 9500
• Series 9600

Diesel locomotives

• 100 Class: The "oersik" was designed by the NS Service of Rolling Stock and Workshops and built by Berliner Machinenbau A.G. Due to the broad and low mounted footboards the enginedriver could easily mount and dismount.
• 200 Class: "Sik". A light shunting locomotive. Some Sikken had a crane.
• 400 Class: "Grote Sik" locomotives were not in service for long as they were too light for steadily increasing weight of the shunting duties. They were built after War by Werkspoor
• 500 Class and 600 Class: nicknamed "Hippel" or "Bakkie". These are shunting locomotive currently not in use with the NS any more although a few have been sold to other companies.
• Series 600
• Series 700
• 2000 Class: These locomotives were bought from the American Army after World War 2 and came into service as series 600. 20 locomotives were in use, some of them were reserve. After a few years the American engines were replaced by Werkspoor-Engines due to a lack of spareparts. The series was then renumbered to 2000. Between 1958 and 1960 they were scrapped.
• 2200 Class: Widely used diesel locomotive. Built by two consortiums in the Netherlands and France, based on the Baldwin VO-1000 design. Later some were used in Belgium for the construction of the high-speed connection between Netherlands and Belgium.
• 2400 Class: Widely used diesel locomotive. Later some were used in France for the construction of the high-speed lines. A special version of this locomotive exists called "De Bisschop" (2530). This diesel loc has, as experiment, a higher constructed cab. Because of the purple colour it is nicknamed "The Bishop".
• 2600 Class: The NS series 2600 "Beel" diesel locomotives were mainly used on the line Eindhoven – Venlo and later on Nijmegen – Roermond as well. These locomotives were plagued by failures, which led to using them in couples. In case of failure of the first the second could take over. Their nickname "Beel" was given because the high front of them resembled the then Dutch minister Beel. After being in service for only 5 years they were demolished. They were built by Werkspoor in Utrecht in 1958.
• 2800 Class: "Kreupele Marie" (Dutch for "Crippled Marie"). This prototype diesel locomotive, no. 2801, was designed by Matériel de Traction Diesel Electrique (MTDE). This firm was established by the Dutch Werkspoor and French Schneiderworks with the purpose of designing and building standardised diesel lokomotives. In 1962 the prototype came into NS service and was well known for its defects; hence it was given its nickname. Therefore, this elegant locomotive was not long in service either. It was withdrawn in 1970. It was built by Werkspoor in Utrecht in 1962.
• 2900 Class: This diesel locomotive was purchased by NS from the Statemines (series 151-155) for "Spoorslag '70". They were not long in service with NS, after a few years they were sold to the FEVE in Spain.
• 6700 Class: Former Belgian locomotive in use by ACTS. The last locomotive was in 2011 taken out of service.

Electric locomotives

• 1000 Class: Based on a Swiss locomotive. One is still in existence in the National Rail Museum in Utrecht, the Nederlands Spoorwegmuseum.
• 1100 Class: Based on the French Class BB 8100 locomotives. After a serious accident, the locomotives were equipped with a new nose.
• Benelux 1100 Class: These are Belgian locomotives that were used for the Benelux push-pull trains in combination with ICR carriages.
• 1300 Class: Based on the French Class CC 7100 locomotives. This six axles locomotives were mainly used for freight trains.
• 1500 Class: These are former British Rail Class 77 locomotives. The seven locomotives were purchased to relieve a shortage of locomotives in 1969. Locomotive no. 1501 is preserved by the Werkgroep 1501.

Diesel multiple units

• Mat '34: The very first series of streamlined multiple units of the NS were designed by Beijnes of Haarlem and were called the Mat '34, also nicknamed "Diesel Three". The streamlined form was developed during numerous trials at the Zeppelin Luftschiffahrt Gesellschaft in Friedrichshafen. The maximum speed was 140 km/h.
• DE-5: The NS dieselelectric five-car unit series DE 5 was built for fast-train services and foreign services. For this purpose they had large fueltanks sufficient for about 2000 km. The war, however, made these services impossible. In 1940 during a trialrun a speed of 172 km/h was reached. They were built by Werkspoor in Utrecht, Beijnes in Haarlem and Allan in Rotterdam; Brown Boveri from Switzerland provided the electric equipment and Maybach supplied the diesel engines.
• DE1: Nicknamed "Blauwe Engel" (Dutch for "Blue Angel"): A DMU consisting of one coach.
• DE2: A DMU consisting of 2 coaches. It was very similar to the DE 1
• DE3 or Plan U: Nicknamed "Rooie Duivel" (Dutch for "Red Devil") because of its original red livery this was a diesel electric multiple unit consisting of three coaches. The design was rather similar to the Mat '64 EMU (electric multiple unit). They were sold to Hungary.
• DE4 or DE-IV: The NS DE-IV TEE 1001–1003 and SBB RAm 501–502 TEE DMUs were used for international Trans Europ Express (TEE) service.
• NS DE-20: nicknamed "De Kameel" (Dutch for "The Camel"). Originally it was in service as DMU for the board of directors, later it was for hire. Currently it is in the national railroad museum.
• DH1 and DH2: Nicknamed "Wadlopers" these are a diesel hydraulic multiple unit, operated in the North of the Netherlands by Arriva. There are two versions, one with two coaches, the other with one coach. One of the Wadlopers is re-painted in green, most are still yellow. These trains were recently used by Veolia on the 'Maaslijn' Nijmegen-Roermond. After their replacement by new trains the Wadlopers were decommissioned. The majority of the wadloper-fleet was sold to Poland, Hungary, Czech Republic, Argentina and Uruguay. the few remaining trains are stored at emplacement Amersfoort.
• omBC 2900: A DMU that was used in 1901–1903

Electric multiple units

• Mat '24: In 1924, two prototype EMUs were delivered to NS, one by Werkspoor and the other by Beijnes. Both had the train composition mBD+Bec+Aec+Cec+mC. The Cecs were built by Hawa in Hanover. The Mat '24, nicknamed 'Blokkendoos', were especially for the services on the Old Line Amsterdam–Rotterdam which was electrified with 1500 V DC in this period. The third mBD5 was already delivered in 1924. Mat '24 series was built between 1923 and 1932.
• Mat '35: The first streamlined electric multiple units of NS Mat '35. They were nicknamed 'Hoek van Hollanders' because they were used between Rotterdam and Hook of Holland. Eight units were built: 4 with and 4 without luggage-section. They were built by Werkspoor, Beijnes en Allan and consisted of 2 coaches.
• Mat '36: This is practically the same as the Mat '35 EMU. They were built by Werkspoor in 1937–8. Versions existed consisting of two, three or four coaches.
• Mat '40: The two- and five-car version of Mat '40 "Gooimaterieel" so-called because the planned deployment on Amsterdam–Amersfoort although they hardly ever used on this line. There were designed for speeds up to 160 km/h and built by Beijnes in Haarlem and Werkspoor in Utrecht between 1942 and 1944. This series was very similar to the Mat '35 series as well.
• Mat '46: The NS Mat '46s were ordered to compensate for war-lost EMUs. This series had some differences compared to its predecessors: a convergent shaped front and sliding doors in the luggagecompartment. There are versions consisting of two and four coaches. From a technical viewpoint a four-car EMU consists of two two-car EMUs. They were built by Allan, Beijnes and Werkspoor between 1949 and 1952.^[1]
• Mat '54: NS Mat '54 "Hondekop" (Dognose) series was extremely solidly constructed, resulting in a heavy weight. The running characteristics are very good, the trains sticks to the rails as if it is made of concrete. Calculating weight per seat (888 kg), Mat '54 is the heaviest of its kind ever built in Europe. From the beginning, much attention was paid to the workplace of the driver. The series were built by Allan of Rotterdam between 1956 and 1958. Two versions existed, consisting of two, or four coaches. To modernise the Benelux-service (Amsterdam–Brussels) and the finishing of the electrification between Roosendaal and Essen, 12 EMU were built that these EMU run in multiple unit with existing EMUs. The EMU can run under 1500 V DC and 3000 V DC. In cooperation with the NMBS the following was decided: mechanically of the same construction as the NS Mat '54 and the electrical installation would be a Belgian one. On the ABk is the 1500 V DC pantograph, on the BDk the 3000 V DC one.
• SM'90: The SM'90 EMUs (railhopper) ran on the line Zwolle – Emmen. Only 9 prototype trainsets were built as the intended successor to Mat '64. Due to engine and airco failing and an increase in the number of passengers, NS chose to buy more DDM coaches. In the early years of their service, the trainsets were ridden with trouble. All 9 trainsets have been taken out of service in December 2005 and were demolished.
• Mat'64: Plan TT (build 1960), Plan T (build 1964-1965) And the recently taken out of service Plan V (build 1966 - 1976). The last Plan T was taken out of service in July 2010 and the last plan V was taken out of service on April 4 2015

Coaches

• Stalen D
• Plan E
• Plan W: second class coaches similar to the German Silberlinge coaches.
• IC+: The coaches for the IC+, a short-lived experimental train with more facilities, were converted from normal coaches ICR. The coaches were rebuilt to standard coaches ICRm during the revision of ICR.
• Bcm: A couchette.
• ICL: (Inter City Leased) These wagons are leased from the DB, they are now placed aside on emplacement Dijkgracht in Amsterdam, waiting to be delivered back to the DB.
• ICK: ("InterCity Korte termijn") These are former German cars that were bought to relieve the shortage of material NSR suffered from. NSR has currently stopped all operations of the ICK, due to the new extra bought VIRM´ (although there is, certainly during rush hours, still an alarming material shortage). The ICK is currently placed aside near Amsterdam Central Station (Amsterdam CS) on a placement called Dijksgracht and are for sale.

Configuration of seats

Usually in 2nd class there are 2+2 seats in the width of the train, sometimes 4 with the corridor on the side; Veolia has 3+2.

Trains

Amsterdam-Paris nightservice

Before 2004 a night train ran during summer between Amsterdam Centraal and Paris-North. Although much slower than the Thalys, it was popular with budget tourists: some rail passes are not accepted on Thalys' services and one could save the costs of a hotel stay overnight. The train had sleeping cars at a supplemental fee. Many people preferred the cheaper seats instead of the sleeping cars

Toilet

Trains without a toilet:

• NS Stadsgewestelijk Materieel 2111 - 2125
• Sprinter Lighttrain, operated by NS (see above)
• Spurt GTW2/8 and GTW2/6 on the Merwede-Lingelijn, operated by Arriva
• Buffel (DM'90), at least those operated by Syntus on the line Arnhem – Tiel.

In 2011 NS announced that in the case of a calamity causing a long stop of a train without a toilet and without the possibility of passengers leaving the train, NS will supply disposable bags, and allow the passengers entrance to the unused driver cabin.

See also hoofdrailnet.

Train accidents

Train accidents in the Netherlands with passengers or crew killed or injured (incomplete)

• February 24, 2016 Dalfsen - A GTW 2/8 collided with a crane. About 5 people injured and the driver was killed instantly in the crash. All coaches derailed during the crash.
• April 21, 2012 Amsterdam - A Sprinter Lighttrain and an NS VIRM collided head-on. About 120 people injured and one passenger killed.
• September 24, 2009 Barendrecht - Two freight trains collide head-on due to heart failure of one of the drivers. The intercity Amsterdam-Brussels struck debris.
• November 27, 2007 Rotterdam -NS passenger train collide head-on with freight train. Train drivers killed and one passenger killed.
• November 26, 2007 Arnhem - Two NS trains collide, a Local train and an Intercity train, Train drivers killed.
• November 3, 2005 Wijhe – NS passenger train collides head-on with truck – Truck driver killed, NS driver and 4 passengers injured.
• March 20, 2003 Roermond – NS passenger train collides head-on with freight train – NS driver killed, 6 passengers seriously injured.
• November 1992 Hoofddorp train disaster – Train derails, and the front falls of a hill resulting in five deaths.
• November 1992 Hoofddorp - At the same location as above but then two days earlier Train Derails, 3 injuries.
• July 25, 1980 – Winsum train disaster, Netherlands: Two trains collide on a single track between Groningen and Roodeschool resulting in 9 deaths and 21 injured.
• January 8, 1962 Harmelen – Harmelen train disaster: two passenger trains collide head-on, 89 passengers and both drivers killed .

Train surfing accidents in the Netherlands

• February 2004: 15-year-old boy killed in Maassluis, had been hanging on the outside of a window.

Train hijackings

• 1975 Dutch train hostage crisis
• 1977 Dutch train hostage crisis

See also

• Railway stations in the Netherlands
• Transportation in the Netherlands
• Locomotives of Nederlandse Spoorwegen

References

1. Ward, David (May 1984). "Farewell to the Flying Dutchmen". Rail Enthusiast. EMAP National Publications. pp. 34–37. ISSN 0262-561X. OCLC 49957965.

External links

• NS.nl Official website of Netherlands Railways.
• Rail Fan Europe on Dutch railway operators.
• Treinengek.nl Featuring pictures and information.
• Arthur's treinenpagina by Arthur Pijpers.
• Rail 1435 (named after the standard gauge in mm) by Max Hovens.
• Langs de rails Trains in the Netherlands since 1967, by Nico Spilt.
• Picture archive by Ben Doedens.
• CentraalStation Overview of trains (old and new), with drawings.