DSB Class MF

ABB Scandia
Company type	Company
Industry	Rail vehicle manufacturing
Founded	1980s in Randers, Denmark
Fate	Integrated into Bombardier Transportation
Successor	Bombardier Transportation
Headquarters	Randers, Denmark
Area served	Denmark, Sweden, Israel, Spain, United States, Canada, France, Germany, Portugal
Products	Diesel multiple-unit trains (IC3), electric multiple-unit trains (IR4)

Overview

The DSB Class MF represents a Danish-manufactured diesel multiple-unit train designed for medium to long-distance travel, developed by ABB Scandia (later integrated into Bombardier Transportation) in Randers. Introduced into service in 1990, these trains operate primarily in Denmark and Sweden, with prior deployment in Israel from 1992 until 2024. The term IC3 denotes its InterCity layout composed of three connected carriages.

Between 1989 and 1998, ABB Scandia built a total of 153 trainsets, of which 96 remain in service with DSB. These units have also been exported to countries including Sweden, Israel, Spain, the United States, Canada, France, Germany, and Portugal. DSB has the capability to link up to five trainsets together, forming a combined length of and accommodating up to 720 passengers.

An electric variant consisting of four carriages, known as the IR4, was introduced during the period from 1995 to 1998.

General overview

The IC3 is an articulated train with a broad profile, constructed using lightweight alloy materials and equipped with Jacobs bogies shared between adjacent carriages. Power is delivered by two engines located at the front and rear ends of the trainset’s outer cars, providing a total output of .

Its mechanical transmission system is highly efficient, featuring multiple gear ratios that, combined with a high power-to-tare weight ratio of , enable rapid acceleration—an essential characteristic for Denmark’s relatively short inter-city routes. The IC3 is engineered for a maximum operational speed of , emphasizing acceleration capabilities over top speed.

One of its most recognizable design elements is the front cab structure. A prominent rubber diaphragm encircles a flat cab section mounted on a door that folds away when units are coupled. This design creates a wide corridor between trainsets, sealed aerodynamically by the diaphragms. The IC3 can be coupled with its electric counterpart, the IR4, and up to five units can be joined for simultaneous operation. It also mechanically couples with the smaller Flexliner (IC2), though it is incompatible with the ET-FT-ET series.

DSB currently operates 96 IC3 sets alongside 44 IR4 units.

In Sweden, some IC3 trains operate primarily along the Kalmar-Linköping line under the designation Y2. Prior to 2007, they served the Malmö-Karlskrona route (Y2K), adapted for Danish use; however, following electrification of that line, 13 sets were transferred to Denmark and Israel. One unit was decommissioned after a fatal accident. Presently, six IC3 sets remain active in Sweden.

Israel Railways runs approximately 50 IC3 units; some were locally assembled from Danish-imported complete knock-down (CKD) kits by RAMTA, a division of Israel Aerospace Industries based in Dimona. Other units are modified former Swedish trains. Israel Railways began phasing out these sets starting in 2021.

In Spain, national operator Renfe deploys derivatives of the IC3 classified as RENFE Class 594 since 1997 on regional medium-distance services such as Valladolid-Zamora-Puebla de Sanabria and Madrid-Soria routes. These trains were manufactured under license by CAF. During the 2010s, several Class 594 units underwent refurbishment that replaced their original rubber diaphragms with conventional cab fronts.

In 1997, an IC3 unit from Israel Railways was trialed in North America under the name ‘Flexliner’. Amtrak operated it on routes including Hiawatha, St Louis and Kansas City Mules, and San Diegan, while Via Rail Canada tested it along the Windsor–Quebec corridor.

Altogether, ABB Scandia/Adtranz produced a total of 202 trainsets based on the IC3 design or its derivatives.

Internet

On InterCity and InterCityLyn routes connecting Copenhagen and Århus, these trains provide WiFi internet access. Users can browse DSB and TDC affiliated websites without charge, while other sites offer an initial two minutes of free connectivity. For prolonged usage, a fee of 29 DKK grants internet access for five hours within a 24-hour period.

History

The IC3's development commenced in 1984, with manufacturing beginning in 1986 and the trains entering operational service in 1991. Its conceptual roots extend to the 1970s when DSB transitioned from the lyntog high-speed train concept to adopting the InterCity approach for long-distance travel. The APO-lyntog working group was established to define a new train design emphasizing features such as air conditioning and hybrid electric/diesel propulsion, responding to uncertain electrification plans.

Initially, the group proposed a five-car train with driver cabs at both ends, pulled by a locomotive to simplify development challenges. By 1983, the focus shifted toward creating a lightweight, self-propelled train utilizing standardized bus and truck components. This led to the IC3 project, replacing the earlier IC5 prototype that had been hindered by excessive weight issues.

Development responsibilities were shared between DSB and Scandia (now under Bombardier). The first IC3 unit was delivered in 1988 but encountered early technical difficulties, including problems with its sophisticated computer systems. These issues were resolved by late 1990, allowing full deployment from 1991 onward.

In 2017, DSB extended the operational lifespan of its IC3 fleet by an additional decade to substitute for the IC4 trains. Starting in 2018, Alstom upgraded six IC3 units with the ERTMS signaling system, replacing the proprietary ZUB 123 automatic train control; this modernization continued through 2020.

In 2021, DSB procured two IC3 trainsets from Israel Railways for spare parts as Israel phased out its IC3 fleet in favor of Siemens Desiro HC electric multiple units and Bombardier double-deck coaches. Israel fully retired its IC3 trains by January 2024, ceasing services on routes incompatible with newer rolling stock due to loading gauge constraints.

Also in 2021, Denmark’s Maritime and Commercial Court found Deutz AG guilty of abusing its dominant market position concerning replacement engines for DSB’s trains.

The remaining Swedish Y2 units are scheduled to be replaced by CAF Civity Nordic electric and bi-modal trains between 2024 and 2027.

Technical overview

An IC3 trainset consists of three cars: the MFA (motorized passenger car), the FF (non-powered passenger center car), and the MFB (motorized passenger car). The MFA and MFB are mechanically identical but differ primarily in their interior layouts.

Propulsion is provided by four diesel engines, each delivering , totaling . These engines are housed within the MFA and MFB cars—two per carriage—and transmit power to bogie axles through electronically controlled automatic transmissions. Due to engine placement and bidirectional operation capability, each gearbox incorporates a "reverse gear" mechanism that ensures correct axle rotation regardless of travel direction. Onboard computer systems monitor which cab is active and adjust these reverse gears accordingly.

Class MF (IC3)

Operator: DSB
Number built: 92
Production years: 1986–1992
Cars per set: 3
Unit numbers: 5001–5092
Remarks: Units numbered 5076–5092 are equipped with PZB for operations in Germany (IC3 DSB-DB REGIO) as well as standard DSB IC3 service.

Additional units
Number produced: 4
Unit numbers: 5093–5096
Notes: Initially acquired from SJ, later sold to Israel Railways, before being returned to Randers, Denmark.

Class 594.0

Operator: Renfe
Units manufactured: 16
Production period: 1997–2001
Cars per trainset: 2 to 3
Unit numbers: 594.001-594.002, 594.004-594.008, 594.010-594.015
Variants:

Class 594.1

Operator: Renfe
Units manufactured: 8
Unit numbers: 594.101-594.108
Remarks: Equipped with tilting technology to improve operational dynamics
Variants:

Class 594.2

Operator: Renfe
Units manufactured: 2
Unit numbers: 594.201-594.202
Remarks: Modified from Class 594.0 to include variable gauge functionality for compatibility with different rail gauges
Variants:

Israeli IC3

Operator: Israel Railways
Total units produced: Over 50 units across multiple production runs during the early to mid-1990s
Production years: Initial batch in 1992; others produced between 1990 and 1996
Cars per trainset: Typically composed of three cars
Remarks: Adapted with PZB safety systems mandated by Israeli regulations; some units underwent refurbishment or were returned to Denmark; partial manufacture carried out under license by RAMTA in Dimona; includes units acquired from SJ entering Israeli service after 2005.
Variants:

Y2

Operator: Kalmar länstrafik/Transdev
Units manufactured: 6
Cars per trainset: Three-car configurations
Unit numbers: 1367–1386
Remarks: Originally SJ property; fourteen units sold to Israel Railways, with some scrapped; units numbered 1367-1371 were returned to Randers, Denmark; units 1372-1386 transferred to Israel Railways.
Variants:

VIA

Operator: Via Rail
Units manufactured: 2
Production years: Between 1996 and 1997
Cars per trainset: Typically three cars per unit
Unit numbers: 7002-7203
Remarks: Some IC3 trains were leased from Israel Railways bearing the Israel Ports and Railways Authority insignia; these were later returned to Israel and subsequently relocated to Randers, Denmark.
Variants:

AMTRAK

Operator: Amtrak
Units manufactured: 2
Production years: From late 1996/early 1997 through to 2000
Cars per trainset: Composed of three cars each
Unit numbers: 7003-7201
Remarks: Certain IC3 sets were loaned from Israel Railways displaying the Israel Ports and Railways Authority logo before being sent back to Randers, Denmark.
Variants:

Danish derivatives

Since the 1990s, the IC3 has played a pivotal role in Denmark’s InterCity network and has served as the foundation for three related train models: the IR4, IC2, and Øresundtrain.

IR4 "InterRegional 4"

The IR4 represents the first IC3-based derivative and is an electrically powered train initially developed for Danish regional services. It is now also deployed on InterCity routes alongside IC3 units on electrified tracks. Each IR4 set is made up of four carriages, featuring wide doors at one end of every carriage. A total of forty-four sets were produced, all remaining active in service. One unit suffered fire damage in 2011 but was subsequently reconstructed and reinstated by 2015.

IC2 "InterCity 2"

Conceived between 1992 and 1993, the IC2 is a streamlined evolution of the IC3 tailored to meet demands from private and regional Danish rail operators. Originally envisioned as an IC3 variant with the central carriage removed and fewer engines, it was ultimately redesigned into a two-carriage arrangement following input from private railway companies.

Classified as a regional diesel multiple unit ("RL2D"), the IC2 consists of two carriages: an MF carriage combining engine compartment and passenger seating, powered by underfloor engines generating a total of approximately 627 kW (840 hp), and an FS carriage that includes a driver's cab plus passenger space with a distinctive low-floor entrance design. This lowered floor—60 cm above rail level—matches Danish platform heights to facilitate easy boarding for bicycles, wheelchairs, and passengers.

From a technical standpoint, the IC2 differs from the IC3 by having fewer carriages and employing two water-cooled engines (each around 313 kW), compared to the IC3’s four air-cooled engines (approximately 298 kW each). It uses an electrically driven AC system powered by its engines, which was refined based on operational challenges identified in the IC3.

While sharing similar exterior design elements and coupling mechanisms with both the IC3 and IR4, the IC2 cannot operate in multiple-unit mode with these models due to incompatible control systems. Although a special interface module could enable interoperability, it was not implemented due to cost concerns and low demand.

A total of thirteen IC2 sets were built and have been operated by Lokaltog since their introduction in 2015.

Øresundtrain

The latest variant of the IC3 series is tailored for regional services spanning the Øresund Bridge. Managed by DSB alongside its affiliate SJ Öresund, this trainset follows an ET-FT-ET configuration. It operates on electric power, compatible with both Danish (25 kV, 50 Hz) and Swedish (15 kV, 16 Hz) electrification standards. Manufactured under the name Øresundståg Contessa and classified as Litra ET in Denmark and X31K in Sweden, its front section and driver’s cab are the only parts reminiscent of the original IC3. The wheels, bogies, and traction motors resemble those found on the Bombardier Regina, with each carriage supported by two bogies. These trains primarily facilitate cross-border regional transit under the Øresundståg brand but also operate on additional routes.

Accidents and incidents

IC3 trainsets have frequently experienced fires; more than half of DSB’s operational units have suffered from overheating or minor burn damage. Most incidents were resolved through straightforward repairs, although some required extensive reconstruction.

On 28 December 2010, an IC3 unit in Israel caught fire caused by a mechanical breakdown in the cardan joint adjacent to the fuel tank, resulting in injuries to 121 passengers. During evacuation, a soldier fired at windows to assist escape efforts. Subsequently, Israel Railways suspended all IC3 operations on 30 December 2010 pending a thorough investigation, affecting several routes including those connecting Jerusalem and Dimona. Services recommenced following approval of necessary modifications.

On 20 October 2016, DSB’s set number 51 was involved in a fire incident in Odense that caused significant damage to the MFA carriage. No casualties were reported. The damaged train was reconstructed using a Swedish donor carriage, equipped with new engines and seating, and reintroduced into service in 2018. This set debuted DSB’s refreshed livery—featuring red replacing grey, black window outlines instead of blue, and white passenger doors—and earned the nickname “The One and Only,” though officially named “Niels Kjeldsen.”

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