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Intercity Express

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"Ice Train" redirects here. For the professional wrestler, see Ice Train (wrestler). For other uses, see Intercity-Express (disambiguation).

Intercity Express
A German ICE 3 trainset exiting a tunnel
Overview
LocaleGermany, Netherlands, Belgium, Austria, Switzerland and France. Formerly Denmark.
Dates of operation1985–present
PredecessorSee History
Technical
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Other
Websitewww.bahn.com/en/trains/ice-ice-sprinter Edit this at Wikidata

Intercity Express (commonly known as ICE (German pronunciation: [iːtseːˈʔeː] ⓘ)) is a high-speed rail system in Germany. It also serves destinations in Austria, France, Belgium, Switzerland and the Netherlands as part of cross-border services. It is the flagship of the German state railway, Deutsche Bahn. ICE fares are fixed for station-to-station connections, on the grounds that the trains have a higher level of comfort. Travelling at speeds up to 300 km/h (190 mph) within Germany and 320 km/h (200 mph) when in France, they are aimed at business travellers and long-distance commuters and marketed by Deutsche Bahn as an alternative to flights.

The ICE 3 also has been the development base for the Siemens Velaro family of trainsets which has subsequently been exported to RENFE in Spain (AVE Class 103), which are certified to run at speeds up to 350 km/h (220 mph),[1] as well as versions ordered by China for the Beijing–Tianjin intercity railway link (CRH 3) and by Russia for the Moscow–Saint Petersburg and Moscow–Nizhny Novgorod routes (Velaro RUS)[2] with further customers being Eurostar as well as Turkey and Egypt.

History

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See also: InterCityExperimental

The Deutsche Bundesbahn started a series of trials in 1985 using the InterCityExperimental (also called ICE-V) test train. The IC Experimental was used as a showcase train and for high-speed trials, setting a new world speed record at 406.9 km/h (253 mph) on 1 May 1988.[3] The train was retired in 1996 and replaced with a new trial unit, called the ICE S.

After extensive discussion between the Bundesbahn and the Ministry of Transport regarding onboard equipment, length and width of the train and the number of trainsets required, a first batch of 41 units was ordered in 1988. The order was extended to 60 units in 1990, with German reunification in mind. However, not all trains could be delivered in time.

The ICE network was officially inaugurated on 29 May 1991 with several vehicles converging on the newly built station Kassel-Wilhelmshöhe from different directions.[4]

In 2007, a line between Paris and Frankfurt/Stuttgart opened, jointly operated by ICE and SNCF's TGV.[5][6][7][8]

Equipment

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ICE livery

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A notable characteristic of the ICE trains is their colour design, which has been registered by the DB as an aesthetic model and hence is protected as intellectual property.[9] The trains are painted in Pale Grey (RAL 7035) with a Traffic Red (RAL 3020) stripe on the lower part of the vehicle. The continuous black band of windows and their oval door windows differentiate the ICEs from any other DB train.

The ICE 1 and ICE 2 units originally had an Orient Red (RAL 3031) stripe, accompanied by a Pastel Violet stripe below (RAL 4009, 26 cm wide). These stripes were repainted with the current Traffic Red between 1998 and 2000, when all ICE units were being checked and repainted in anticipation of the EXPO 2000.

The "ICE" lettering uses the colour Agate Grey (RAL 7038), the frame is painted in Quartz Grey (RAL 7039). The plastic platings in the interior all utilise the Pale Grey (RAL 7035) colour tone.

Originally, the ICE 1 interior was designed in pastel tones with an emphasis on mint, following the DB colour scheme of the day. However, ICE 1 trains were refurbished in the mid-2000s and now follow the same design as the ICE 3, which makes heavy usage of indirect lighting and wooden furnishings.

The distinctive ICE design was developed by a team of designers around Alexander Neumeister in the early 1980s and first used on the InterCityExperimental (ICE V). The team around Neumeister then designed the ICE 1, ICE 2, and ICE 3/T/TD. The interior of the trains was designed by Jens Peters working for BPR-Design in Stuttgart. Among others, he was responsible for the heightened roof in the restaurant car and the special lighting. The same team also developed the design for the now discontinued InterRegio trains in the mid-1980s.

Overview

[edit]
Type Production Numbers built vmax [km/h] In service Status Image
InterCityExperimental (also ICE/V) 1983–1985 1 350 1985–2000 (measurement and test drives) retired
ICE 1 1989–1993 60 280 since 1990 58 in service
ICE 2 1995–1997 46 280 since 1996 43 in service
ICE S (also ICE R) 1996 1 280 / 330 since 1997 in service for measurement and test drives
ICE T 1996–2005 71 230 DB: since 1999
ÖBB: 2006–2020		 70 in service
DB Class 403 (ICE 3) 1997–2006 50 330 since 2000 49 in service
DB Class 406 (ICE 3M / ICE 3MF) 1997–2006 17 330 since 2000 16 in service (13 with DB, 3 with NS)
Metropolitan 1998–1999 2 220 "ICE" branded: 2004–06/2005, 12/2005–2006, 2009–2021 retired
ICE TD 1998–2000 20 200 2001–2003, 2006–2017 retired, 1 remaining for tests as Advanced Train Lab
Velaro D (DB Class 407, also called ICE 3 by DB) 2009–2012 17 320 since 2013 all in service
ICE 4 2014–2023/24 137 250 / 265 since 2017 all in service
Velaro MS (DB Class 408 / ICE 3neo)[10] 2020–2026 (planned) 22 (of 90 ordered) 320 since 2022 20 in service
ICE L since 2019 1+ (of 79 on order)[11] 230 from mid-2025 (planned) undergoing testing

Other/Exported/Special

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Type Based on Image Status
ICE train North America tour ICE 1 Exported
Eurotrain ICE 2

TGV Duplex

ÖBB Class 4011 ICE T
ICE 3M ICE 3
ICE TD
Advanced TrainLab ICE TD Other/Special
British Rail Class 374/Velaro e320 Siemens Velaro Exported
TCDD HT80000
Velaro Egypt Pending
ICE 1 on the Nuremberg–Ingolstadt line (December 2006)

First generation

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Main article: ICE 1

The first ICE trains were the trainsets of ICE 1 (power cars: Class 401), which came into service in 1989. The first regularly scheduled ICE trains ran from 2 June 1991 from Hamburg-Altona via Hamburg Hbf–Hannover Hbf–Kassel-Wilhelmshöhe–Fulda–Frankfurt Hbf–Mannheim Hbf and Stuttgart Hbf toward München Hbf at hourly intervals[12] on the new ICE line 6. The Hanover-Würzburg line and the Mannheim-Stuttgart line, which had both opened the same year, were hence integrated into the ICE network from the very beginning.

Due to the lack of trainsets in 1991 and early 1992, the ICE line 4 (Bremen Hbf–Hannover Hbf–Kassel-Wilhelmshöhe–Fulda–Würzburg Hbf–Nürnberg Hbf–München Hbf) could not start operating until 1 June 1992. Prior to that date, ICE trainsets were used when available and were integrated in the Intercity network and with IC tariffs.

In 1993, the ICE line 6's terminus was moved from Hamburg to Berlin (later, in 1998, via the Hanover-Berlin line and the former IC line 3 from Hamburg-Altona via Hannover Hbf–Kassel-Wilhelmshöhe–Fulda–Frankfurt Hbf–Mannheim Hbf–Karlsruhe Hbf–Freiburg Hbf to Basel SBB was upgraded to ICE standards as a replacement).

Second generation

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Main article: ICE 2
ICE 2 near Ingolstadt (February 2007)

From 1997, the successor, the ICE 2 trains pulled by Class 402 powerheads, was put into service. One of the goals of the ICE 2 was to improve load balancing by building smaller train units which could be coupled or detached as needed.

These trainsets were used on the ICE line 10 Berlin-Cologne/Bonn. However, since the driving van trailers of the trains were still awaiting approval, the DB joined two portions (with one powerhead each) to form a long train, similar to the ICE 1. Only from 24 May 1998 were the ICE 2 units fully equipped with driving van trailers and could be portioned on their run from Hamm via either Dortmund Hbf–Essen Hbf–Duisburg Hbf–Düsseldorf Hbf or Hagen Hbf–Wuppertal Hbf–Solingen-Ohligs.

In late 1998, the Hanover–Berlin high-speed railway was opened as the third high-speed line in Germany, cutting travel time on line 10 (between Berlin and the Ruhr valley) by 2½ hours.

The ICE 1 and ICE 2 trains' loading gauge exceeds that recommended by the international railway organisation UIC. Even though the trains were originally to be used only domestically, some units are licensed to run in Switzerland and Austria. Some ICE 1 units have been equipped with an additional smaller pantograph to be able to run on the different Swiss overhead wire geometry. All ICE 1 and ICE 2 trains are single-voltage 15 kV AC, which restricts their radius of operation largely to the German-speaking countries of Europe. ICE 2 trains can run at a top speed of 280 km/h (174 mph).

An ICE 2 beside an ICE 3 in Munich

Third generation

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Main article: ICE 3
ICE 3 (Class 403) (March 2007)
Latest ICE 3 version, a Siemens Velaro D at InnoTrans 2010, after handover of first train to DB. These trains have been designated The New ICE 3.

To overcome the restrictions imposed on the ICE 1 and ICE 2, their successor, the ICE 3, was built to a smaller loading gauge to permit usability throughout the entire European standard gauge network, with the sole exception being the UK's domestic railway network. Unlike their predecessors, the ICE 3 units are built not as trains with separate passenger and power cars, but as electric multiple units with underfloor motors throughout. This also reduced the load per axle and enabled the ICE 3 to comply with the pertinent UIC standard.

Initially two different classes were developed: the Class 403 (domestic ICE 3) and the Class 406 (ICE 3M), the M standing for Mehrsystem (multi-system). Later came Class 407 and Class 408. The trains were labelled and marketed as the Velaro by their manufacturer, Siemens.

Just like the ICE 2, the ICE 3 and the ICE 3M were developed as short trains (when compared to an ICE 1), and are able to travel in a system where individual units run on different lines, then being coupled to travel together. Since the ICE 3 trains are the only ones able to run on the Köln-Frankfurt high-speed line with its 4.0% incline at the allowed maximum speed of 300 km/h, they are used predominantly on services that utilise this line.

In 2009 Deutsche Bahn ordered another 16 units – worth € 495 million – for international traffic, especially to France.

The Erfurt–Leipzig/Halle high-speed railway, which opened in December 2015, is one of three lines in Germany (the others being the Nuremberg-Ingolstadt high-speed rail line and Cologne–Frankfurt high-speed rail line) that are equipped for a line speed of 300 km/h (190 mph). Since only 3rd generation ICE trains can travel at this speed, the ICE line 41, formerly running from Essen Hbf via Duisburg Hbf–Frankfurt Südbf to Nürnberg Hbf, was extended over the Nuremberg-Ingolstadt high-speed rail line and today the service run is Oberhausen Hbf–Duisburg Hbf–Frankfurt Hbf–Nürnberg Hbf–Ingolstadt Hbf–München Hbf.

The ICE 3 runs at speeds up to 320 km/h (200 mph) on the LGV Est railway Strasbourg–Paris in France.

A new generation ICE 3, Class 407, is part of the Siemens Velaro family with the model designation Velaro D. It currently runs on many services in Germany and through to other countries like France. Initially this train type was meant to execute the planned Deutsche Bahn services through the Channel Tunnel to London. As the trains had not received a certification for running in Belgium and due to the competition of budget airlines the London service was cancelled.[13][14]

In 2020 Deutsche Bahn placed an order with Siemens for 30 trains, and options for another 60, of the Velaro design and based on the previously procured ICE Class 407.[15] Referenced by Siemens as Velaro MS ("multi-system"), these trains are called ICE 3neo by Deutsche Bahn and classified as 408. The trains are designed for operation at 320 km/h and were deployed at the end of 2022 on routes that use the Cologne – Frankfurt high speed line which is designed for operation at 300 km/h. After a production time of only 12 months including trial runs the first train was presented to journalists in February of 2022. At that occasion the order was increased by 43 trainsets, with all 73 trains supposed to be in service by early 2029.[16] In May of 2023 Deutsche Bahn announced that it was calling the last 17 trains from the option, bringing the total order up to 90 trains.[11]

Fourth generation

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Main article: ICE 4 (Deutsche Bahn)
ICE 4 at Nürnberg Hauptbahnhof in April 2018

Procurement of ICx trainsets started c. 2008 as replacements for locomotive hauled InterCity and EuroCity train services - the scope was later expanded to include replacements for ICE 1 and ICE 2 trainsets. In 2011 Siemens was awarded the contract for 130 seven car intercity train replacements, and 90 ten car ICE train replacements, plus further options - the contract for the ten car sets was modified in 2013 to expand the trainset length to twelve vehicles. The name ICx was used for the trains during the initial stages of the procurement; in late 2015 the trains were rebranded ICE 4, at the unveiling of the first trainset, and given the class designation 412 by Deutsche Bahn.

Two pre-production trainsets were manufactured and used for testing prior to the introduction of the main series.

ICE T and ICE TD

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ICE T (Class 411) tilting train

Simultaneously with the ICE 3, Siemens developed trains with tilting technology, using much of the ICE 3 technical design. The class 411 (seven cars) and 415 (five cars) ICE T EMUs and class 605 ICE TD DMUs (four cars) were built with a similar interior and exterior design. They were specially designed for older railway lines not suitable for high speeds, for example the twisting lines in Thuringia. ICE-TD has diesel traction. ICE-T and ICE-TD can be operated jointly, but this is not done routinely.

ICE T

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Main article: ICE T

A total of 60 class 411 and 11 class 415 have been built so far (units built after 2004 belong to the modified second generation ICE-T2 batch). Both classes work reliably. Austria's ÖBB purchased three units in 2007, operating them jointly with DB. Even though DB assigned the name ICE-T to class 411/415, the T originally did not stand for tilting, but for Triebwagen (railcar), as DB's marketing department at first deemed the top speed too low for assignment of the InterCityExpress brand and therefore planned to refer to this class as IC-T (InterCity-Triebwagen). The trainsets of the T series were manufactured in 1999. The tilting system has been provided by Fiat Ferroviaria, now part of Alstom. ICE T trains can run at speeds of up to 230 km/h (143 mph).

ICE TD

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ICE TD in DB service in Northern Germany
Main article: ICE TD

Deutsche Bahn ordered 20 units of ICE-T with diesel engines in 2001, called Class 605 ICE-TD. The ICE-TD was intended for certain routes without electric overhead cables such as Dresden-Munich and Munich-Zürich lines. However, the Class 605 trains (ICE-TD) experienced many technical issues and unanticipated escalation in operating cost due to the diesel fuel being fully taxed in Germany. They were taken off revenue service shortly after delivery. During the 2006 FIFA World Cup, the ICE-TD trains were pressed temporarily into supplementary service for transporting fans between cities in Germany.

At the end of 2007, ICE-TD trains were put into revenue service for the lines between Hamburg and Copenhagen as well as Hamburg and Aarhus. A large part of the Danish railway network had not been electrified so DSB (Danish State Railways) used the diesel-powered trains. When DSB ordered the new IC4 train sets, the company did not anticipate the long delay with the delivery and the technical issues with the train sets. To compensate for the shortage of available trains, DSB leased the ICE-TD while the delivery and technical issues with IC4 were being addressed. The operating cost was much lower due to the lower fuel tax in Denmark. After the issues with IC4 were resolved, the ICE-TD fleet was removed from revenue service and stored.

Deutsche Bahn retired the entire ICE TD fleet in 2018.[17]

Differences in train layouts

[edit]
ICE 1 – in service since 1991
ICE 3 – a new design
ICE S (successor of the ICE V)
Inside the cab of an ICE 3
ICE (generally): Pale grey livery with red stripe and convoluted rubber gaiters between carriages (distinctive from all other DB trains)
Black window band with oval door windows except in ICE 4 (distinctive from Intercity / Metropolitan cars)
Wheels-on-rails technology (distinctive from the Transrapid)
ICE 1: two power heads and up to 14 intermediate cars; restaurant car with high roof; nose with DB logo that interrupts red stripe (unique to the ICE 1); maximum speed is 280 km/h (174 mph).[citation needed]
ICE 2: one power head and one driving van trailer accessible to passengers; BordRestaurant/Bistro car has same height as other cars; contrary to ICE 1: nose is vertically divisible, parts of the coupler protruding to the outside; maximum speed is 280 km/h (174 mph).[18]
ICE 3: no power heads, but an EMU: end cars with rounded windshield and passenger lounge, unpowered transformer car with pantograph; maximum speed of 320 km/h (199 mph)[citation needed]; red stripe is interrupted at the end cars by ICE logo, then runs downwards and across the nose lid; window band becomes narrow and ends near the windshield.
ICE 4: no power heads, unpowered transformer car with pantograph; maximum speed of 265 km/h (165 mph);[19] no oval door windows; red stripe running downwards and across the nose lid; window band becomes narrow and ends near the windshield.
ICE T/ICE TD: similar to ICE 3, except: steeper front; pantograph; maximum speed of 230 km/h (143 mph); no ICE logo on end coaches (ICE T)/ aerodynamic cover on end cars; maximum speed of 200 km/h (124 mph);[20] ICE logo on the left side of the end coaches (ICE TD); red stripe stays straight; red stripe ends near the lamps; windows narrows to a point instead of a flat end as on the ICE 3
ICE T2: like ICE T series 1, except: painted sheet metal instead of glass between windows, front lamps with LEDs
ICE V: violet, wide stripe runs deeper than on newer stock and does not continue over the nose lid; Deutsche Bundesbahn logo and preliminary ICE logo; clad rubber gaiters; power heads larger than intermediate cars and with rounder front; front hedge ICE 2-like since 1995
ICE S: ICE logo with additional letter "S" in white; most have only one intermediate coach; high-voltage lines between carriages; maximum speed is 330 km/h (205 mph)[citation needed]

Trainset numbers

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While every car in an ICE train has its own unique registration number, the trains usually remain coupled as fixed trainsets for several years. For easier reference, each has been assigned a trainset number that is printed over each bogie of every car. These numbers usually correspond with the registration numbers of the powerheads or cab cars.

ICE 4653 owned by Nederlandse Spoorwegen at Brussels-South railway station
ICE 1: Tz 01 to 20 traction motors use thyristor frequency converters
Tz 51 to 71 traction motors use GTO frequency converters
Tz 72 to 90 GTO control, fitted for service into Switzerland
ICE 2: Tz 201 to 244
ICE 3: Tz 301 to 337 first series
Tz 351 to 367 second series
ICE 3M: Tz 4601 to 4613 7 trainsets, numbers intermittent
Tz 4651 to 4654 owned by Nederlandse Spoorwegen (NS)
ICE 3MF: Tz 4680 to 4684 refitted for service into France
ICE 3MF: Tz 4685 refitted for service into France, and the United Kingdom via the Channel Tunnel
ICE T: Tz 1101 to 1132 first series
7 cars Tz 1151 to 1178 second series
Tz 1180 to 1184 refitted for service into Switzerland
Tz 1190 to 1192 sold to ÖBB
ICE T: Tz 1501 to 1506
5 cars Tz 1520 to 1524 originally fitted for service into Switzerland, cab cars switched with Tz 1180 to 1184
ICE TD: Tz 5501 to 5520

Interior equipment

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The refurbished 1st class interior of an ICE 1 trainset
The refurbished 2nd class interior of an ICE 3 trainset

The ICE trains adhere to a high standard of technology: all cars are fully air-conditioned and nearly every seat features a headphone jack which enables the passenger to listen to several on-board music and voice programmes as well as several radio stations. Some seats in the 1st class section (in some trains also in 2nd class) are equipped with video displays showing movies and pre-recorded infotainment programmes. Each train is equipped with special cars that feature in-train repeaters for improved mobile phone reception as well as designated quiet zones where the use of mobile phones is discouraged. The newer ICE 3 trains also have larger digital displays in all coaches, displaying, among other things, Deutsche Bahn advertising, the predicted arrival time at the next destination and the current speed of the train.

The ICE 1 was originally equipped with a passenger information system based on BTX, however this system was eventually taped over and removed in the later refurbishment. The ICE 3 trains feature touch screen terminals in some carriages, enabling travellers to print train timetables. The system is also located in the restaurant car of the ICE 2.

The ICE 1 fleet saw a major overhaul between 2005 and 2008, supposed to extend the lifetime of the trains by another 15 to 20 years. Seats and the interior design were adapted to the ICE 3 design, electric sockets were added to every seat, the audio and video entertainment systems were removed and electronic seat reservation indicators were added above the seats. The ICE 2 trains have been undergoing the same procedure since 2010.

ICE 2 trains feature electric sockets at selected seats, ICE 3 and ICE T trains have sockets at nearly every seat.

The ICE 3 and ICE T are similar in their interior design, but the other ICE types differ in their original design. The ICE 1, the ICE 2 and seven-car ICE T (Class 411) are equipped with a full restaurant car. The five-car ICE T (Class 415) and ICE 3 however, have been designed without a restaurant, they feature a bistro coach instead. Since 1 October 2006, smoking is prohibited in the bistro coaches, similar to the restaurant cars, which have always been non-smoking.

All trains feature a toilet for disabled passengers and wheelchair spaces. The ICE 1 and ICE 2 have a special conference compartment whilst the ICE 3 features a compartment suitable for small children. The ICE 3 and ICE T omit the usual train manager's compartment and have an open counter named "ServicePoint" instead.

An electronic display above each seat indicates the locations between which the seat has been reserved. Passengers without reservations are permitted to take seats with a blank display or seats with no reservation on the current section.

Maintenance

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The maintenance schedule of the trains is divided into seven steps:

  1. Every 4,000 kilometres, an inspection taking about 1½ hours is undertaken. The waste collection tanks are emptied and fresh water tanks are refilled. Acute defects (e.g. malfunctioning doors) are rectified. Safety tests are also conducted. These include checking the pantograph pressure, cleaning and checking for fissures in the rooftop insulators, inspecting transformers and checking the pantograph's current collector for wear. The wheels are also checked in this inspection.
  2. Every 20,000 kilometres, a 2½ hour inspection is conducted, called Nachschau. In this inspection, the brakes, the Linienzugbeeinflussung systems and the anti-lock brakes are checked.
  3. After 80,000 kilometres, the train undergoes the Inspektionsstufe 1. During the two modules, each lasting eight hours, the brakes receive a thorough check, as well as the air conditioning and the kitchen equipment. The batteries are checked, as well as the seats and the passenger information system.
  4. Once the train has reached 240,000 kilometres, the Inspektionsstufe 2 mandates a check of the electric motors, the bearings and the driveshafts of the bogies and the couplers. This inspection is usually carried out in two modules taking eight hours each.
  5. About once a year (when reaching 480,000 km), the Inspektionsstufe 3 takes place, at three times eight hours each. In addition to the other checkup phases, it includes checks on the pneumatics systems, and the transformer cooling. Maintenance work is performed inside the passenger compartment.
  6. The 1st Revision is carried out after 1.2 million km. It includes a thorough check of all components of the train and is carried out in two five-day segments.
  7. The seventh and final step is the 2nd Revision, which happens when reaching 2.4 million kilometres. The bogies are exchanged for new ones and many components of the train are disassembled and checked. This step also takes two five-day segments.

Maintenance on the ICE trains is carried out in special ICE workshops located in Basel, Berlin, Cologne, Dortmund, Frankfurt, Hamburg, Leipzig[21] and Munich. The train is worked upon at up to four levels at a time and fault reports are sent to the workshops in advance by the on-board computer system to minimize maintenance time.

Lines in operation

[edit]
Third generation ICE running on the Nuremberg–Erfurt high-speed railway
Bartelsgrabentalbrücke of the Hanover–Würzburg high-speed railway
Line Section Stations Length Top speed Opened Rolling stock
km mi
Hanover–Würzburg high-speed railway 327 203 280 km/h 1991
Mannheim–Stuttgart high-speed railway 99 62 280 km/h 9 May 1991
Karlsruhe–Basel high-speed railway 182 113 250 km/h March 1993
Hanover–Berlin high-speed railway 258 160 250 km/h 15 September 1998
Cologne–Frankfurt high-speed rail line Frankfurt · Frankfurt Airport · Siegburg/Bonn 180 110 300 km/h 30 May 1999
Cologne–Aachen high-speed railway Cologne · Köln-Ehrenfeld · Horrem · Aachen Hbf 70 43 250 km/h May 2002
Nuremberg–Ingolstadt high-speed railway Nürnberg · Allersberg · Kinding · Ingolstadt 78 48 300 km/h 2 September 2006
Erfurt–Leipzig/Halle high-speed railway 123 77 300 km/h 9 December 2015
Nuremberg–Erfurt high-speed railway 107 66 300 km/h 10 December 2017
Vogelfluglinie Copenhagen–Ringsted Line 60 200 km/h 31 May 2019
Wendlingen–Ulm high-speed railway Wendlingen · Merklingen · Ulm 59.575 37.018 250 km/h 9 December 2022

Lines under construction

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Lines planned

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Route planning and network layout

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ICE track close up
ICE network
  High-speed lines for 300 km/h (186 mph)
  High-speed lines for 250 km/h (155 mph) or more
  Upgraded lines for 200–230 km/h (124–143 mph)
  Conventional lines, often upgraded for 160 km/h (100 mph)
Similar to the above map, also showing frequencies

The ICE system is a polycentric network. Connections are offered in either 30-minute, hourly or bi-hourly intervals. Furthermore, additional services run during peak times, and some services call at lesser stations during off-peak times.

Unlike the French TGV or the Japanese Shinkansen systems, the vehicles, tracks and operations were not designed as an integrated whole; rather, the ICE system has been integrated into Germany's pre-existing system of railway lines instead. One of the effects of this is that the ICE 3 trains can reach a speed of 300 km/h (186 mph) only on some stretches of line and cannot currently reach their maximum allowed speed of 330 km/h on German railway lines (though a speed of 320 km/h is reached by ICE 3 in France).

The line most heavily utilised by ICE trains is the Mannheim–Frankfurt railway between Frankfurt and Mannheim due to the bundling of many ICE lines in that region. When considering all traffic (freight, local and long-distance passenger), the busiest line carrying ICE traffic is the Munich–Augsburg line, carrying about 300 trains per day.

See also: List of Intercity-Express lines

North–south connections

[edit]

The network's main backbone consists of six north–south lines:

  1. from Hamburg-Altona via Hamburg, Hannover, Kassel, Fulda, Frankfurt, Mannheim, Karlsruhe and Freiburg to Basel (line 20) or continuing from Mannheim to Stuttgart (line 22)
  2. from Hamburg-Altona and Hamburg and from Bremen to Hannover (where portions are joined) and via Kassel, Fulda and Würzburg to Nuremberg and via Ingolstadt to Munich (line 25)
  3. from Hamburg-Altona via Hamburg, Berlin-Spandau, Berlin, Berlin Südkreuz, Leipzig or Halle, Erfurt to Nuremberg and via Augsburg or Ingolstadt to Munich (lines 18, 28 and 29) or continuing from Erfurt via Fulda, Frankfurt, Stuttgart, Ulm and Augsburg to Munich (line 11)
  4. from Berlin via Berlin-Spandau, Braunschweig, Kassel, Fulda, Frankfurt, Mannheim, Karlsruhe and Freiburg to Basel (line 12) or via Fulda and Frankfurt Süd to Frankfurt Airport (line 13)
  5. from Amsterdam or Dortmund via Duisburg, Düsseldorf, Cologne and Frankfurt Airport to Mannheim and either via Karlsruhe and Freiburg to Basel (line 43) or via Stuttgart, Ulm and Augsburg to Munich (lines 42 and 47)
  6. from Essen via Cologne, Frankfurt, Würzburg, Nuremberg and Ingolstadt to Munich (line 41)

(Also applies to trains in the opposite directions, taken from 2024 network map)

East–west connections

[edit]

Furthermore, the network has three main east–west thoroughfares:

  1. from Berlin Gesundbrunnen via Berlin, Hannover, Bielefeld to Hamm (where train portions are split) and continuing either via Dortmund, Essen, Duisburg and Düsseldorf to Cologne/Bonn Airport or via Hagen and Wuppertal to Cologne (10, 19)
  2. from Dresden via Leipzig, Erfurt, Fulda, Frankfurt, Frankfurt Airport and Mainz to Wiesbaden (50)
  3. from Karlsruhe via Stuttgart, Ulm, and Augsburg to Munich (60)

(Also applies to trains in the opposite directions, taken from 2023 network map)

German branch lines

[edit]

Some train lines extend past the core network and branch off to serve the following connections:

  1. from Berlin to Rostock (line 28, individual services)
  2. from Berlin to Stralsund (line 28, individual services)
  3. from Hamburg to Lübeck (line 25, individual services)
  4. from Hamburg to Kiel (lines 20, 22, 28 and 31, individual services)
  5. from Bremen to Oldenburg (lines 10, 22 and 25, individual services)
  6. from Leipzig via Hanover to Cologne (line 50, individual services)
  7. from Leipzig via Kassel to Düsseldorf (line 50, individual services)
  8. from Würzburg via Kassel to Essen (line 41, individual services)
  9. from Munich to Garmisch-Partenkirchen (lines 25, 28 and 41, individual services)
  10. from Nuremberg via Regensburg to Passau (line 91, every two hours)

(Also applies to trains in the opposite directions)

ICE Sprinter

[edit]

The "ICE Sprinter" trains are trains with fewer stops between Germany's major cities running in the morning and evening hours. They are tailored for business travellers or long-distance commuters and are marketed by DB as an alternative to domestic flights. Some of the Sprinter services continue as normal ICE services after reaching their destination. The service is usually half an hour faster than a standard ICE between the same cities.

A reservation was mandatory on the ICE Sprinter until December 2015.

The first Sprinter service was established between Munich and Frankfurt in 1992. Frankfurt-Hamburg followed in 1993 and Cologne-Hamburg in 1994. This service ran as a Metropolitan service between December 1996 and December 2004. In 1998, a Berlin-Frankfurt service was introduced and a service between Cologne and Stuttgart ran between December 2005 and October 2006.

Until December 2006, a morning Sprinter service ran between Frankfurt and Munich (with an intermediate stop at Mannheim), taking 3:25 hours for the journey. This has been since replaced by a normal ICE connection taking only 3:21 hours.

Starting with the December 2017 schedule change, a new Sprinter line links Berlin main station and Munich main station in less than four hours.

As of July 2018, the individual ICE Sprinter lines are:

No. Departure station Intermediate stops Destination Travel time (hh:mm) Time of day
11
13
17
19
121
123
125
127
129
211
215
221		 Köln Hbf Frankfurt Airport Frankfurt (Main) Hbf 1:01
1:02
1:03
1:06		 Morning
Noon
Afternoon
Evening
Night
14
16
120
124
126
128
210
220		 Frankfurt (Main) Hbf Frankfurt Airport Köln Hbf 1:06
1:04
1:10		 Morning
Noon
Evening
591
593
595
597
599
691
695		 Frankfurt (Main) Hbf Mannheim Hbf Stuttgart Hbf 1:18 Morning
Noon
Afternoon
Evening
590
592
594
598
690
692
694		 Stuttgart Hbf Mannheim Hbf Frankfurt (Main) Hbf 1:17 Morning
Noon
Afternoon
Evening
1000
1004
1008		 München Hbf Nuremberg Hbf, Erfurt Hbf, Halle (Saale) Hbf, Berlin Südkreuz Berlin Hbf 3:55 Morning
Noon
Evening
1001
1005
1009		 Berlin Hbf Berlin Südkreuz, Halle (Saale) Hbf, Erfurt Hbf, Nuremberg Hbf München Hbf 4:02
3:58		 Morning
Noon
Evening
1031 Hamburg Hbf Essen Hbf, Duisburg Hbf, Düsseldorf Hbf Köln Hbf 3:35 Morning
1038 Köln Hbf Düsseldorf Hbf, Duisburg Hbf, Essen Hbf Hamburg Hbf 3:38 Morning
1094 Frankfurt Hbf Hannover Hbf Hamburg Hbf 3:26 Afternoon
1097 Hamburg-Altona Hamburg Hbf, Hamburg Dammtor, Hannover Hbf Frankfurt Hbf 3:20 Morning
1533
1535
1598
1631
1633		 Frankfurt (Main) Hbf Erfurt Hbf, Halle (Saale) Hbf, Berlin Südkreuz Berlin Hbf 3:56
3:53		 Morning
Noon
Afternoon
Evening
1536
1538
1636
1638		 Berlin Hbf Berlin Südkreuz, Halle (Saale) Hbf, Erfurt Hbf Frankfurt (Main) Hbf 3:52
3:54		 Morning
Noon
Afternoon
Evening

(Source: Deutsche Bahn AG[26])

Line segments abroad

[edit]
ICE train at Amsterdam Central station
The ICE network is an integral part of Europe's high-speed rail system.
Lines to and in Austria

Some ICE trains also run on services abroad – sometimes diverting from their original lines.

  1. from Frankfurt Hbf to Amsterdam Centraal (Netherlands) via Köln Hbf, Duisburg Hbf and Arnhem Centraal (lines 120, 122, 128, 126, 220, 222/121, 123, 127, 129, 221)
  2. from Frankfurt Hbf to Bruxelles-Midi/Brussel-Zuid (Belgium) via Köln Hbf, Aachen Hbf and Liège-Guillemins (lines 10, 12, 14, 18, 16, 314, 316/11, 13, 15, 17, 19, 315, 317)
  3. from Frankfurt Hbf and Stuttgart Hbf to Paris Est (France) via Karlsruhe Hbf and Strasbourg-Ville (lines 9568, 9572, 9574/9563, 9567, 9571, 9573)
  4. from Frankfurt Hbf to Paris Est via Saarbrücken Hbf (lines 9550, 9556, 9558/9553, 9555)
  5. from Hamburg-Altona, Kiel Hbf and Ostseebad Binz to Basel SBB and Zürich HB (Switzerland) via Frankfurt Hbf and Karlsruhe (lines 73, 75, 77, 79, 203, 205/72, 74, 76, 78, 272)
  6. from Frankfurt Hbf and Hamburg-Altona to Chur (Switzerland) via Karlsruhe, Basel SBB and Zürich HB (lines 271, 1271/70)
  7. from Frankfurt Hbf, Berlin Hbf and Hamburg-Altona station to Interlaken (Switzerland) via Karlsruhe and Basel SBB (lines 275, 373/278, 376)
  8. from Frankfurt Hbf and Dortmund Hbf to Wien Hbf (Austria) via Nürnberg Hbf, Passau Hbf and Linz Hbf (lines 21, 23, 27, 29, 229/20, 22, 26, 28, 228)
  9. from Hamburg-Altona to Wien Hbf (Austria) via Berlin Hbf, Nürnberg Hbf, Passau Hbf and Linz Hbf (lines 93, 95/92, 94)
  10. from Dortmund Hbf to Innsbruck Hbf (Austria) via Köln Hbf, Stuttgart Hbf, Lindau-Reutin and Bregenz Hbf (line 119), return schedule terminates at Münster Hbf (line 118)
  11. from Berlin Hbf to Innsbruck Hbf (Austria) via Würzburg Hbf, Stuttgart Hbf, Lindau-Reutin and Bregenz Hbf (alternative route for lines 118/119)[27]
  12. from Münster Hbf to Klagenfurt Hbf (Austria) via Köln, Stuttgart, Munich Hbf and Salzburg Hbf (line 115), return schedule terminates at Dortmund Hbf (line 114)
  13. from Berlin Hbf to Innsbruck Hbf (Austria) via Frankfurt, Stuttgart and Munich (line 1211/1218)
  14. from Amsterdam Centraal (Netherlands) to Basel SBB (Switzerland) via Frankfurt Hbf (line 105/104)
  15. from Munich to Zürich via Lindau-Reutin (operated by Swiss Federal Railways as EuroCity-Express)

(Also applies to the opposite directions)

Since December 2006, Stuttgart Hbf and Zürich HB have been connected by a bi-hourly service. This service however has been replaced by a daily Intercity service since March 2010.[28]

The ÖBB in Austria also uses two ICE T trainsets (classified as ÖBB Class 4011) between Wien Hauptbahnhof, Innsbruck Hauptbahnhof and Bregenz (without stops in Germany), although they do not use tilting technology. Since December 2007 ÖBB and DB offer a bi-hourly connection between Wien Westbf and Frankfurt Hbf. On 12 December 2021 a new Railjet schedule was introduced by ÖBB between Frankfurt and Vienna on a different route via Stuttgart, Ulm, Biberach, Friedrichshafen, Lindau, Bregenz and Innsbruck.[29] Since 11 June 2023 a new ICE service is operated by Deutsche Bahn via the same route between Dortmund and Innsbruck on ICE 4 trains replacing the IC 118/119 service.[30]

Since June 2007 ICE 3M trains had been running between Frankfurt Hbf and Paris Est via Saarbrücken and Kaiserslautern. Together with the TGV-operated service between Paris Est and München Hbf via Stuttgart Hbf (TGV 9576/9577), this ICE line was part of the "LGV Est européenne", also called "Paris-Ostfrankreich-Süddeutschland" (or POS) for short, a pan-European high-speed line between France and Germany. This service now co-exists with a direct TGV service (TGV 9551/9552).

From late 2007, ICE TD trains linked Berlin Hbf with Copenhagen and Aarhus via Hamburg Hbf. These services have been operated since December 2017 by Danish IC3 sets as EuroCity services.

A EuroCity-Express service was introduced between Munich and Zürich in December 2020 with the completion of the electrification of the line in Germany, replacing a EuroCity service. Six pairs of trains run every two hours and are operated by Swiss Federal Railways with Alstom ETR 610 (Astoro) sets.

In addition, ICE Trains to London via the Channel Tunnel are on the horizon.[5][6] Unique safety and security requirements for the tunnel (such as airport-style checks at stations) as well as hold-ups in the production of the Velaro-D trains to be used on the route[31] have delayed these plans.

Intra-Swiss ICE trains

[edit]

To avoid empty runs or excess waits, several services exist that operate exclusively inside Switzerland:

These trains, despite being officially notated as ICEs, are more comparable to a Swiss InterRegio or RegioExpress train, calling at small stations like Möhlin or Sissach. As common in Switzerland, these trains can be used without paying a supplement.

Travel times

[edit]
DB Intercity Express travel times between major stations1, 2
Amsterdam Berlin Brussels Cologne Dortmund Düsseldorf Frankfurt Hamburg Innsbruck Munich Paris Stuttgart Vienna Zürich
Amsterdam Centraal — — 2h 37min — 2h 11min 3h 55min — — — — — — —
Berlin Hbf 4 — — 4h 17min 3h 25min 4h 14min 3h 52min3 1h 42min — 3h 58min3 — 5h 04min 7h 43min —
Brussels Midi/Zuid — — 1h 50min — — 3h 05min — — — — — — —
Cologne/Köln Hbf 4 2h 37min 4h 17min 1h 50min 1h 10min 21min 1h 01min3 3h 38min3 — 4h 32min — 2h 13min 8h 52min —
Dortmund Hbf — 3h 28min — 1h 17min 49min 2h 26min3 2h 49min 11h 12min 5h 35min — 3h 29min 10h 07min —
Düsseldorf Hbf 2h 11min 4h 14min — 21min 48min 1h 26min 3h 06min — 4h 41min — 2h 28min — —
Frankfurt (Main) Hbf 4 3h 55min 3h 39min3 3h 05min 1h 04min3 2h 35min 1h 26min 3h 20min3 — 3h 09min 3h 38min3 1h 18min3 6h 24min 3h 53min
Hamburg Hbf 4 — 1h 42min — 3h 35min3 2h 47min 3h 06min 3h 20min3 — 5h 31min — 4h 59min — 7h 35min
Innsbruck Hbf — 7h 15min — 9h 48min — 10h 13min 5h28min — 1h 49min — 4h 03min — —
München Hbf — 3h 55min3 — 4h 32min 5h 28min 4h 44min 3h 09min 5h 31min 1h 44min5 5h 34min 2h 12min 3h 56min 3h 32min5
Paris Gare de l'Est — — — — — — 3h 47min3 — — 5h 34min 3h 09min — —
Stuttgart Hbf — 5h 04min — 2h 13min 3h 25min 2h 28min 1h 17min3 4h 59min 6h 17min 2h 12min 3h 09min — —
Vienna/Wien Hbf — 7h 40min — 8h 50min 10h 06min — 6h 21min — — — — — —
Zürich HB — 8h 39min — — — — 3h 53min 7h 35min — 3h 32min5 — — —

1 German category 1 stations and comparable international destinations of 250.000 passengers per day or more
2 only direct connections shown; travel times as of the DB 2018 timetable
3 ICE Sprinter
4 additional or alternative ICE stops for Berlin at: Berlin Südkreuz, Berlin-Gesundbrunnen, Berlin-Spandau and Berlin Ostbf
for Cologne (Köln) at: Köln Messe/Deutz and Köln/Bonn Flughafen Fbf
for Frankfurt at: Frankfurt (Main) Flughafen Fbf
and Hamburg at: HH-Altona, HH Dammtor and HH-Harburg
5 EuroCity-Express Service

Accidents

[edit]

There have been several accidents involving ICE trains. The Eschede disaster was the only accident with fatalities inside the train, but other accidents have resulted in major damage to the trainsets involved.

Eschede disaster

[edit]
Main article: Eschede train disaster
Eschede site – remains of ICE 884 "Wilhelm Conrad Röntgen"

The ICE accident near Eschede that happened on 3 June 1998 was a severe railway accident. Trainset 51, travelling as ICE 884 Wilhelm Conrad Röntgen from Munich to Hamburg, derailed at 200 km/h (124 mph), killing 101 people and injuring 88. It remains the world's worst high-speed rail disaster.

The cause of the accident was a wheel rim which broke and damaged the train six kilometres south of the accident site. The wheel rim penetrated the carriage floor and lifted the check rail of a set of points close to Eschede station. This guide rail also penetrated the floor of the car, becoming embedded in the vehicle and lifting the nearby wheels off the rails. One of the now-derailed wheels struck the points lever of the following set of points to change direction, and the rear cars of the trainset were diverted to a different track. They hit the pillars of a street overpass, which then collapsed onto the tracks. Only three cars and the front powerhead passed under the bridge, the rest of the 14-car train jack-knifed into the collapsed bridge.

Other accidents

[edit]
Damaged ICE T trainset 1192

On 27 September 2001, trainset 5509 fell off a work platform at the Hof maintenance facility and was written off.

On 22 November 2001, powerhead 401 020 caught fire. The train was stopped at the station in Offenbach am Main near Frankfurt a.M. No passengers were harmed, but the fire caused the powerhead to be written off.

On 6 January 2004, ICE TD trainset 1106 caught fire while it was parked at Leipzig. Two cars were written off, and the others are now used as spares.

On 1 April 2004, trainset 321 collided with a tractor that had fallen onto the track at a tunnel entrance near Istein, and was derailed. No-one was injured. Trainset 321 was temporarily taken apart, its cars being switched with cars from other ICE 3 trainsets.

Powerhead 401 553 suffered major damage in a collision with a car on the Mannheim–Frankfurt railway in April 2006.

On 28 April 2006, trainset 73 collided head-on with two BLS Re 465 locomotives at Thun in Switzerland. The driver of the Swiss locomotives was unfamiliar with the new layout of the station, which had been recently changed. He did not see a shunting signal ordering him to stop. The locomotives automatically engaged the emergency brakes when he passed the signal, but came to a stop on the same track as the approaching ICE. The ICE was travelling at a speed of 74 km/h. The emergency brake slowed the train to 56 km/h at the point of collision. 30 passengers and the driver of the ICE suffered minor injuries, the driver of the Swiss locomotives having jumped to safety. Both trains suffered major damage. The powerhead 401 573 had to be rebuilt using components from three damaged powerheads (401 573, 401 020 and 401 551).

On 1 March 2008, trainset 1192, travelling as ICE 23, collided with a tree which had fallen onto the track near Brühl after being blown down by Cyclone Emma. The driver suffered severe injuries. The trainset is back in service, its driving-car having been replaced with that from trainset 1106.

On 26 April 2008, trainset 11, travelling as ICE 885, collided with a herd of sheep on the Hanover-Würzburg high-speed rail line near Fulda. Both powerheads and ten of the 12 cars derailed. The train came to a stop 1300 metres into the Landrückentunnel. 19 of the 130 passengers suffered mostly minor injuries, four of them needing hospital treatment.[32]

A cracked axle was blamed for a low-speed derailment of a third-generation ICE in Cologne in July 2008. The accident, in which no-one was hurt, caused DB to recall its newest ICEs as a safety measure.[33] In October 2008, the company recalled its ICE-T trains after a further crack was found.[34]

On 17 April 2010, ICE 105 Amsterdam - Basel lost a door while travelling at high speed near Montabaur. The door slammed into the side of ICE 612 on the adjacent track. Six people travelling on ICE 612 were injured.[35]

On 17 August 2010, the ICE from Frankfurt to Paris hit a truck that had slid from an embankment on to the rail near Lambrecht. The first two carriages derailed and ten people were injured, one seriously.[36]

On 11 January 2011, trainset 4654 partly derailed during a side-on collision with a freight train near Zevenaar in the Netherlands.[37] There were no injuries.

On 2 May 2017, a trainset was derailed at Dortmund Hauptbahnhof. Two people were injured.[38]

On 12 October 2018, two cars of a trainset caught fire while it was traveling from Cologne to Munich on the Cologne-Frankfurt line. Five people suffered minor injuries during the evacuation.[39]

Fare structure

[edit]
An ICE train pulling into Köln Hauptbahnhof, December 2014 (video)

Germany

[edit]

ICE trains are the highest category (Class A) trains in the fare system of the Deutsche Bahn. Their fares are not calculated on a fixed per-kilometre table as with other trains, but instead have fixed prices for station-to-station connections, depending on a multitude of factors including the railway line category and the general demand on the line. Even on lines where the ICE is not faster than an ordinary IC or EC train (for example Hamburg to Dortmund), an additional surcharge will be levied on the ground that the ICE trains have a higher comfort level than IC/EC trains.

Austria

[edit]
ICE of the ÖBB (Austrian Railways)

On the intra-Austrian lines (Vienna-Innsbruck-Bregenz, Vienna-Salzburg(-Munich), Vienna-Passau(-Hamburg) and Innsbruck-Kufstein(-Berlin)) no additional fees are charged.[40]

Switzerland

[edit]

Likewise, the trains running to and from Zürich, Interlaken and Chur, as well as those on the intra-Swiss ICE trains (see above) can be used without any surcharge.

Netherlands

[edit]

On ICE trains between Amsterdam and Cologne, passengers travelling nationally within the Netherlands (between Amsterdam Centraal and Arnhem Centraal) can use the national OV-chipkaart scheme but have to purchase a supplement.[41] Passengers travelling into/from Germany have to buy an international ticket.

France

[edit]

On ICE trains between Paris Est and Frankfurt or Stuttgart, only the fare system from SNCF Voyageurs is used for national trips to Forbach and Strasbourg. Reservation is compulsory for trips to/from and within France.

Scale models

[edit]

Various ICE train scale models in several scales have been produced by Märklin, Fleischmann[42][non-primary source needed], Roco[43][non-primary source needed], Trix, Mehano, PIKO.[44][non-primary source needed] and Lima[45][non-primary source needed].

Possible future service to London

[edit]

In January 2010, the European railway network was opened to a liberalisation intended to allow greater competition.[46] Both Air France-KLM and Deutsche Bahn have indicated their desire to take advantage of the new laws to run new services via the Channel Tunnel and the High Speed 1 route that terminates at London St Pancras International.[47][48][49][50][51]

ICE at St Pancras with commemorative decals

A test run of an ICE train through the Channel Tunnel took place on 19 October 2010.[52][53] Passenger-carrying ICE trains, however, will have to meet safety requirements in order to transit the Channel Tunnel. Although the requirement for splittable trains was lifted, concerns remain over the shorter length of ICE trainsets,[note 1][53] fire safety,[note 2][52] and the ICE's distributed power arrangements. There have been suggestions that French interests have advocated stringent enforcement to delay a competitor on the route.[54] Eurostar also recently chose Siemens Velaro-based rolling stock; there were concerns that Alstom (builders of the passenger trains that already use the Tunnel) and the French Government would take the matter to court.[53] In October 2010, the French transport minister suggested that the European Railway Agency (based in France) should arbitrate.[55] After safety rule changes which might permit the use of Siemens Velaro rolling stock, the French government dismissed their delegate to the Channel Tunnel Safety Authority, and brought in a replacement.[56][57]

In March 2011, a European Rail Agency report authorized trains with distributed traction for use in the Channel Tunnel. This means that the ICE class 407 trains which DB intends to use for its London services will be able to run through the tunnel. In February 2014, however, Deutsche Bahn announced further difficulties with launching the route, and reports make it seem unlikely that service will start anytime this decade.[58]

In June 2018, Deutsche Bahn announced that it was shelving plans to revive a potential London-Frankfurt ICE connection. The service would take around 5 hours and could rival airlines and become the first competitor for Eurostar.[59]

Ridership

[edit]
Ridership
Yearmillion riders±% p.a.
1991 5.1—    
1992 10.2+100.00%
1993 14.6+43.14%
1994 21.3+45.89%
1995 27.2+27.70%
2000 41.6+8.87%
2005 66.8+9.94%
2010 77.8+3.10%
2015 80+0.56%
2018 94+5.52%
2019 99.2+5.53%
Source: [60][61]

From its inception in July 1991 to 2006, ICE has transported roughly 550 million passengers, including 67 million in 2005.[62] The cumulative sum of passengers is roughly 1.25 billion in 2015.[61]

Legacy

[edit]

On 5 October 2006, the Deutsche Post AG released a series of stamps, among them a stamp picturing an ICE 3, at 55+25 euro cents.[citation needed]

In 2006, Lego modelled one of its train sets after the ICE.[63] A Railworks add on is available for Train Simulator 2018 accurately reflecting the original 1991 version of the ICE on German tracks (Siegen to Hagen).[64] There is also an addon utilising the Munich - Augsburg line using ICE 3 trainsets.[65] The ICE 3 can also be used in Career scenarios on the Mannheim-Karlsruhe route (including the extension to Frankfurt), and Cologne-Düsseldorf. The ICE T, ICE 2, and ICE TD are also available for purchase as separate vehicles.

See also

[edit]

Notes

[edit]
  1. ^ ICE is too short to ensure sufficient proximity to tunnel emergency exits, but DB claims that a Tunnel safety exercise on 18 October 2010 had been "highly successful".
  2. ^ The current Velaro ICE3MF sets would not meet the specialized fire safety requirements for the carriage of passengers through the Channel Tunnel, but the future Siemens Velaro ICE-3D sets (due to enter service in later 2010) include the necessary additional fire-proofing.

References

[edit]
  1. ^ "International breakthrough for Siemens high-speed train technology" (Press release). Siemens. 3 April 2001. Archived from the original on 16 October 2006. Retrieved 12 February 2007.
  2. ^ Новый международный успех высокоскоростных поездов "Сименс" (Press release) (in Russian). Siemens. 19 March 2006. Archived from the original on 27 September 2007. Retrieved 12 February 2007.
  3. ^ Peter Jehle; René Naumann; Rainer Schach (2006). Transrapid und Rad-Schiene-Hochgeschwindigkeitsbahn: Ein gesamtheitlicher Systemvergleich (in German). Springer. p. 20. ISBN 3-540-28334-X.
  4. ^ "Die neuen Wohlfahrtsmarken" (in German). Caritasverband Stuttgart e. V. Archived from the original on 4 February 2007. Retrieved 12 February 2007.
  5. ^ a b Deutsche Bahn. Planned highspeed service from London to Amsterdam and Frankfurt Archived 10 August 2011 at the Wayback Machine
  6. ^ a b "Germany's Frankfurt-London high-speed rail link put on ice". Reuters. 18 February 2014. Retrieved 22 July 2015.
  7. ^ "Premiernfahrt nach Paris" (in German). Deutsche Bahn. Archived from the original on 10 July 2007. Retrieved 6 December 2007.
  8. ^ Die Bahn am Ball (in German). Deutsche Bahn. 2006. p. 96.
  9. ^ Wolfgang Maaßen. "Frei von Rechten Dritter..." (in German). Bund Freischaffender Foto-Designer e. V. Archived from the original on 26 May 2012. Retrieved 13 February 2007.
  10. ^ André Werske(11 Jan. 2021): ICE 3neo – Velaro D Hochgeschwindigkeitszug in Deutschland, retrieved 11 Oct. 2021
  11. ^ a b "Deutsche Bahn orders 73 ICE trainsets". Railway Gazette. 17 May 2023. Retrieved 31 July 2023.
  12. ^ Loppow, Bernd (31 May 1991). "Im Zug der Zeit" [In the train of the times]. Die Zeit (in German). Hamburg. Retrieved 6 April 2013.
  13. ^ Stane, Jon (17 June 2018). "Plans for UK-Germany high speed rail services shelved due to 'significantly changed economic environment'". The Independent. Retrieved 1 February 2022.
  14. ^ DB confirms London services not likely for many years, if ever. In: Today's railways Europe. Nr. 272, 2018, ISSN 1354-2753, p. 9.
  15. ^ "Deutsche Bahn orders 320 km/h Velaro derivatives". Railway Gazette. 15 July 2020. Retrieved 1 February 2022..
  16. ^ "DB orders more ICE3neo sets as first unit is unveiled". Railway Gazette. 1 February 2022. Retrieved 1 February 2022.
  17. ^ "Deutsche Bahn schickt Diesel-ICE endgültig in Rente". MDR Sachsen (in German). 29 September 2017.
  18. ^ hochgeschwindigkeitszuege.com - ICE 2 der Baureihe 402 (German) retrieved 28 June 2015
  19. ^ "Der ICE 4: das Rückgrat der DB-Fernverkehrsflotte". deutschebahn.com (in German). Retrieved 8 January 2023.
  20. ^ hochgeschwindigkeitszuege.com - ICE-TD retrieved 28 June 2015
  21. ^ "Neues ICE-Instandhaltungswerk in Leipzig in Betrieb" (in German). mdr. Retrieved 10 December 2009.[permanent dead link‍]
  22. ^ Denis Bowers (15 June 2018). "Danish parliament approves DKr 11bn rolling stock purchase". International Railway Journal. Retrieved 26 June 2020.
  23. ^ Gernot Knödler (18 June 2020). "Klatsche für Fehmarnbelt-Querung". Die Tageszeitung (in German). Retrieved 26 June 2020.
  24. ^ David Burroughs (7 February 2020). "Fehmarnbelt Fixed Link rail consultancy contract awarded". International Railway Journal. Retrieved 26 June 2020.
  25. ^ "Faser i arbejdet" (in Danish). Banedanmark. 22 May 2017. Retrieved 26 June 2020.
  26. ^ "ICE Sprinter, long-distance services". Deutsche Bahn AG. Archived from the original on 10 February 2007. Retrieved 2 June 2018.
  27. ^ Conrads, Simon (1 October 2024). "Vom Bahnhof Friedrichshafen mit dem Zug ohne Umstieg nach Wien, Basel, Innsbruck oder Berlin". www.suedkurier.de. Retrieved 19 October 2024.
  28. ^ Messner, Wolfgang; Petersen, Michael (4 October 2012). "Gäubahn erfüllt Hoffnungen nicht". stuttgarter-zeitung.de. Retrieved 8 June 2016.
  29. ^ "Ein 'Railjet' auf der Schwäbischen Eisenbahn: Biberach und Oberschwaben erhalten neue Fernverkehrsverbindung nach Frankfurt und Wien". 7 October 2021. Retrieved 11 October 2021.
  30. ^ "ICE hält ab Juni in Friedrichshafen und Lindau". www.schwaebische.de. 21 April 2023. Retrieved 3 May 2023.
  31. ^ Webb, Alex (8 December 2011). "Deutsche Bahn London Route Delayed to 2015 as Trains Held Up". Bloomberg. New York.
  32. ^ Wecowi.org Archived 1 June 2008 at the Wayback Machine, ICE-Unfall bei Fulda (map)
  33. ^ Schmid, Barbara; Dohmen, Frank (11 July 2008). "Prosecutors Open Investigation into Derailed Train". Der Spiegel. Hamburg.
  34. ^ "Deutsche Bahn to Recall Part of High-Speed Train Fleet". Deutsche Welle. 24 October 2008.
  35. ^ "ICE verliert Tür bei voller Fahrt". Der Spiegel. 17 April 2010. Retrieved 31 July 2013.
  36. ^ "Lambrecht – Charedi Man Amongst Rescued in Germany's High Speed Train Crash". Vos Iz Neias?. New York. 17 August 2010. Retrieved 18 August 2010.
  37. ^ "2 trains collide in the Netherlands". Chicago Sun-Times. Associated Press. 11 January 2011. Archived from the original on 29 June 2013. Retrieved 14 November 2012.
  38. ^ "High speed train derails in Dortmund, disrupting travel for days". Stockholm: The Local Europe Ab. 2 May 2017. Retrieved 3 May 2017.
  39. ^ "Fire on German high-speed train forces evacuation". dw.com. Deutsche Welle. 12 October 2018. Retrieved 27 July 2022.
  40. ^ "ÖBB Intercity-Express". ÖBB. Retrieved 12 December 2021.
  41. ^ "ICE supplement | Individual tickets". ns.nl. Retrieved 12 December 2021.
  42. ^ (in German) Fleischmann.de Archived 10 August 2009 at the Wayback Machine, Fleischmann H0 range
  43. ^ (in German) Roco.cc Archived 6 July 2011 at the Wayback Machine, Roco ICE 1
  44. ^ Piko.de, Piko ICE 3
  45. ^ HornbyInternational.com[permanent dead link‍], Lima ICE T
  46. ^ "EU agrees to liberalise rail by 2010". Euractiv. Archived from the original on 11 December 2008. Retrieved 11 May 2009.
  47. ^ Savage, Michael (11 September 2008). "Air France to launch 'quicker' train to Paris as Eurostar monopoly ends". redorbit.com. London: The Independent. Retrieved 11 May 2009.
  48. ^ "£5.2 billion state aid plan to make Eurostar profitable" (PDF). Railway Herald. Scunthorpe. 1 June 2009. p. 3. Retrieved 28 January 2012.[permanent dead link‍]
  49. ^ Murray, Dick (19 December 2007). "German rival for Eurostar". London Evening Standard. Archived from the original on 5 June 2011. Retrieved 7 February 2010.
  50. ^ "Deutsche Bahn gets access to Channel Tunnel". Deutsche Welle. 16 December 2009. Retrieved 22 December 2009.
  51. ^ "Deutsche Bahn gets green light for Eurotunnel use". Asia One. Singapore. AFP. 16 December 2009. Archived from the original on 22 December 2009. Retrieved 22 December 2009.
  52. ^ a b "Deutsche Bahn to run ICE3 to Britain this year". Railway Gazette International. London. 29 July 2010. Archived from the original on 1 December 2020. Retrieved 21 August 2010.
  53. ^ a b c "Chunnel trains safety dispute 'is moving to courts'". RailNews. Stevenage. 20 October 2010. Retrieved 20 October 2010.
  54. ^ Wright, Robert (20 October 2010). "Alstom heads for court over Eurostar trains". Financial Times. London. Archived from the original on 10 December 2022. Retrieved 20 October 2010.
  55. ^ "Bussereau wants Channel Tunnel dispute to go to arbitration". International Railway Journal. London. 30 October 2010. Archived from the original on 1 November 2010. Retrieved 30 October 2010.
  56. ^ "Eurostar train procurement row heads for court". International Railway Journal. 30 October 2010. Archived from the original on 29 October 2010. Retrieved 30 October 2010.
  57. ^ "French Tunnel Adviser Loses Job After Dispute Over German Trains, FT Says". Bloomberg. New York. 21 October 2010. Retrieved 30 October 2010.
  58. ^ Fender, Keith (19 February 2014). "DB puts London - Frankfurt plans on ice". The Independent. Retrieved 6 January 2020.
  59. ^ Stone, Jon (16 June 2018). "Plans for UK-Germany high speed rail services shelved due to 'significantly changed economic environment'". Independent.co.uk.
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