Still relatively on time, only half an hour later than the usual upload time. I seem to have underestimated my work efficiency on this one. Also yes, I know Bung Moktar Radin is a Malaysian politician, not an Indonesian one, however guess what language is spoken in Indonesia?
Hello FS. Please don't apologise for easing up on content. I for one would rather you take the odd break than burn yourself out "feeding the beast." Be kind to yourself, sir.
I saw this video I was SHOCKED. SHOCKED I say! Shocked by your impeccable pronunciation of Dutch words. A very rare thing to see indeed in an anglophone.
I didn't really pay attention to 1010 when I visited the museum. I was more interested Grote Groene and 2104 next to it, as well as the coaches behind 1010. Knowing it's history, I'll definitely take a closer look at it next time I'm in Utrecht
The NS 1000 was pretty close in power to the German/Austrian E18 ... which was however better suited for express workings with their AEG-Kleinow bogies. E18 were built in various forms from 1935 to 1955 (the last were assembled by Krupp for DB using pre-produced components because the new class E10 wasn't ready for series production yet at the time). But all the later operators (DB, DR, ÖBB) kept them in passenger service, cascading from express to local trains until ÖBB retired their last in 1992. The E18 was also the basis for the higher-powered E19, which was only built in 4 prototypes theoretically reaching 180 or even 225 km/h (the latter might have been propaganda, during their lifetime there was no electrified line allowing that speed). In practice both E18 and E19 operated up to 140 km/h, which at the DB was the maximum regular speed until 1962 when the E10.12 was introduced to go faster.
Ess 3000 was part of a hodge-podge of electric locos sent for trials to determine which design is suitable for Java's geography. The others are 3100, a 1-B+B-1 with jackshafts like Bavarian EP5, 3300 is a Bo-Bo, and the most famous class, the 3200 with 1-Bo+Bo-1 bogies powered with westinghouse heemaf equipment. At the end only the Batavia - Buitenzorg line and Meester Cornelis - Tanjung Priok line were electrified before the great depression and ww2 put an end to mainline electrification plans. The electrics would saw service until 1976 replaced by EMUs from Japan.
Hi, Very nice to see this video coming from an outside observer. The oddity that is the class 1000 ( and in your other video about the class 2600 ) is worth to be told to a non-Dutch audience. Also like your dives into the history of these machines, as you brought up things I wasn’t previously aware of. Hope you feel better soon and interested to see if / when you have additional Dutch topics Subscribed.
In indonesia, we had the ESS 3200 they're real electric locomotives in indonesia and one was the last survivor of it's kind. That is ESS 3201, the last survivor of the class, but however the engine itself was a articulated and had more wheels (if I'm correct tbh)
informative. well done. Its surely got enough to add. Tell a story in 10 minutes is a good key. The 1000s are ordered in difficult times. not just due to to the war-end; or lack experience on electric locomotives. also on who would lead NS. in fact a modernizer type (prefering trainsets) or a conservative type with allies in Indonesia, prefering locomotives. indeed maybe not fully embraced, but as you say for a failure , running a long time!
I'm not sure if you already have a bunch of videos planned, but I do have an idea for one: towards the end of the video, there was a shot of a crimson and cream single-unit electric car that appeared to be a mail service unit, I'd love to know the history on those, as well as maybe mail-rail in the Netherlands as a whole
Very interesting. In your video you mention that these engines also ran between Utrecht and Den Haag. However considering the axle load of the driving axles (18 tons), I don't think that's correct because a stretch of that line (Gouda-Oudewater to be precise) did not allow axle loads exceeding 16 tons due to the weak soil. It wasn't until the start of the winter timetable 1951/1952 that higher axle loads were possible. To my knowledge the 1000-series were never used on passenger trains west of Utrecht, except during the eighties when to the excitement of railway enthousiasts (like myself) on the Friday before Christmas a few charter trains from Den Haag were pulled by these engines.
One of my sources cites that in their introductory year, the 1000s would radiate from Utrecht to Amsterdam, Eindhoven and Den Haag. Considering I was not there to witness it, I can only take my sources word as gospel. Perhaps they routed them via Delft, coming into DH CS via the great connecting curve, I wouldn't know. But that would be my fairest guess.
@@FlyingScott That would for the same reason (too high axle load) not be possible too, since trains between Utrecht and Den Haag via the direct route and via Delft have to use the same section between Oudewater and Gouda. 'Twould als incur quite a detour. When the first two of these engines were introduced during the 1948 Summer timetable, they ran passenger and freight trains between Utrecht and Eindhoven only, and joined the LNER 6000 on that stretch. As more engines entered service during the course of 1948/1949, Utrecht-Arnhem and later Utrecht-Amsterdam were added to their workload. In March 1949 all engines were temporarily withdrawn from service for a general overhaul in preparation for their deployment for expresstrain services on the Amsterdam-Maastricht route from the 1949 Summer timetable onwards, which by then was completely electrified. Also coaltrains were part of their duties.
No. The diesel-electric 2600-series was introduced in 1953. It's weel arrangement was (A1A)'(A1A)'. The 2600-series was designed by F.Q. den Hollander, who was President Director (in current lingo CEO) of NS from 1946 till 1958. These locomotives, of which only 6 were built, turned out to be a complete disaster, and suffered from many defects. As a precaution sometimes trains scheduled to be hauled by these engines were given an extra engine as to ensure that the train would reach its destination in case one of them broke down. They were all sent to the brakers' yard as early as 1959.
I still can't believe running changes of crew would ever be allowed in the UK these days, and I've never heard of them being allowed at any point during the history of the railways.
I just cant understand that they went with that piece of junk. The Swiss Ae 4/6 was a desaster already but SLM had already the excellent Ae 4/4 Bo'Bo' high power Loco at this time.
Still relatively on time, only half an hour later than the usual upload time. I seem to have underestimated my work efficiency on this one.
Also yes, I know Bung Moktar Radin is a Malaysian politician, not an Indonesian one, however guess what language is spoken in Indonesia?
Hello FS. Please don't apologise for easing up on content. I for one would rather you take the odd break than burn yourself out "feeding the beast."
Be kind to yourself, sir.
I saw this video I was SHOCKED. SHOCKED I say!
Shocked by your impeccable pronunciation of Dutch words. A very rare thing to see indeed in an anglophone.
He's Dutch.
"Scotophone" by the sound of it! 😂
I didn't really pay attention to 1010 when I visited the museum. I was more interested Grote Groene and 2104 next to it, as well as the coaches behind 1010.
Knowing it's history, I'll definitely take a closer look at it next time I'm in Utrecht
The NS 1000 was pretty close in power to the German/Austrian E18 ... which was however better suited for express workings with their AEG-Kleinow bogies.
E18 were built in various forms from 1935 to 1955 (the last were assembled by Krupp for DB using pre-produced components because the new class E10 wasn't ready for series production yet at the time).
But all the later operators (DB, DR, ÖBB) kept them in passenger service, cascading from express to local trains until ÖBB retired their last in 1992.
The E18 was also the basis for the higher-powered E19, which was only built in 4 prototypes theoretically reaching 180 or even 225 km/h (the latter might have been propaganda, during their lifetime there was no electrified line allowing that speed). In practice both E18 and E19 operated up to 140 km/h, which at the DB was the maximum regular speed until 1962 when the E10.12 was introduced to go faster.
Ess 3000 was part of a hodge-podge of electric locos sent for trials to determine which design is suitable for Java's geography. The others are 3100, a 1-B+B-1 with jackshafts like Bavarian EP5, 3300 is a Bo-Bo, and the most famous class, the 3200 with 1-Bo+Bo-1 bogies powered with westinghouse heemaf equipment. At the end only the Batavia - Buitenzorg line and Meester Cornelis - Tanjung Priok line were electrified before the great depression and ww2 put an end to mainline electrification plans. The electrics would saw service until 1976 replaced by EMUs from Japan.
Hi,
Very nice to see this video coming from an outside observer. The oddity that is the class 1000 ( and in your other video about the class 2600 ) is worth to be told to a non-Dutch audience.
Also like your dives into the history of these machines, as you brought up things I wasn’t previously aware of.
Hope you feel better soon and interested to see if / when you have additional Dutch topics
Subscribed.
In indonesia, we had the ESS 3200 they're real electric locomotives in indonesia and one was the last survivor of it's kind. That is ESS 3201, the last survivor of the class, but however the engine itself was a articulated and had more wheels (if I'm correct tbh)
This video starts with it. Dutch Werkspoor built.
informative. well done. Its surely got enough to add. Tell a story in 10 minutes is a good key. The 1000s are ordered in difficult times. not just due to to the war-end; or lack experience on electric locomotives. also on who would lead NS. in fact a modernizer type (prefering trainsets) or a conservative type with allies in Indonesia, prefering locomotives. indeed maybe not fully embraced, but as you say for a failure , running a long time!
A "running changeover"? I had to re-wind twice to make sure I'd heard you correctly. Wow.
although it is written as a fraction (Ae 4/6), we do not pronounce it as a fraction but as Ae 4 6
I'm not sure if you already have a bunch of videos planned, but I do have an idea for one: towards the end of the video, there was a shot of a crimson and cream single-unit electric car that appeared to be a mail service unit, I'd love to know the history on those, as well as maybe mail-rail in the Netherlands as a whole
Very interesting. In your video you mention that these engines also ran between Utrecht and Den Haag. However considering the axle load of the driving axles (18 tons), I don't think that's correct because a stretch of that line (Gouda-Oudewater to be precise) did not allow axle loads exceeding 16 tons due to the weak soil. It wasn't until the start of the winter timetable 1951/1952 that higher axle loads were possible. To my knowledge the 1000-series were never used on passenger trains west of Utrecht, except during the eighties when to the excitement of railway enthousiasts (like myself) on the Friday before Christmas a few charter trains from Den Haag were pulled by these engines.
One of my sources cites that in their introductory year, the 1000s would radiate from Utrecht to Amsterdam, Eindhoven and Den Haag. Considering I was not there to witness it, I can only take my sources word as gospel. Perhaps they routed them via Delft, coming into DH CS via the great connecting curve, I wouldn't know. But that would be my fairest guess.
@@FlyingScott That would for the same reason (too high axle load) not be possible too, since trains between Utrecht and Den Haag via the direct route and via Delft have to use the same section between Oudewater and Gouda. 'Twould als incur quite a detour. When the first two of these engines were introduced during the 1948 Summer timetable, they ran passenger and freight trains between Utrecht and Eindhoven only, and joined the LNER 6000 on that stretch. As more engines entered service during the course of 1948/1949, Utrecht-Arnhem and later Utrecht-Amsterdam were added to their workload. In March 1949 all engines were temporarily withdrawn from service for a general overhaul in preparation for their deployment for expresstrain services on the Amsterdam-Maastricht route from the 1949 Summer timetable onwards, which by then was completely electrified. Also coaltrains were part of their duties.
Basically an electric version of the 2600 if you think about it
No. The diesel-electric 2600-series was introduced in 1953. It's weel arrangement was (A1A)'(A1A)'. The 2600-series was designed by F.Q. den Hollander, who was President Director (in current lingo CEO) of NS from 1946 till 1958. These locomotives, of which only 6 were built, turned out to be a complete disaster, and suffered from many defects. As a precaution sometimes trains scheduled to be hauled by these engines were given an extra engine as to ensure that the train would reach its destination in case one of them broke down. They were all sent to the brakers' yard as early as 1959.
I
Know
If a person is properly trained to do a task and that taskmaster been properly risk assessed, then the health and safety rules will have been met.
I still can't believe running changes of crew would ever be allowed in the UK these days, and I've never heard of them being allowed at any point during the history of the railways.
@@stephendavies6949 probably only the shunters did this sort of thing due to the dead man's switch on the locomotives. But it could be done, legally.
@@neiloflongbeck5705 Yes, I've seen that on film and at the coal mine where my dad worked. The crews on the 08 shunters did it regularly.
I just cant understand that they went with that piece of junk. The Swiss Ae 4/6 was a desaster already but SLM had already the excellent Ae 4/4 Bo'Bo' high power Loco at this time.
Looks a little like a German DRG Class E18 or E19 loco
Certainly the Dutch thought so too! But to pass such comment so shortly after the war would be ill-advised, I reckon...!