InterCity Express
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Image:DeutscheBahn gobeirne.jpg The InterCity Express or ICE is a type of high-speed train operated mostly by DB Fernverkehr in Germany and neighboring countries, for example to Zürich, Switzerland or Vienna, Austria. ICE-trains also run at lower speeds to Amsterdam, Netherlands and to Liège and Brussels, Belgium on the Belgian highspeed way. The Spanish railway operator RENFE also employs tains based on ICE 3 trains (Siemens Velaro), and the Russian state also ordered 60 units based on ICE 3 for new high-speed routes between Saint Petersburg and Moscow. The new management of the Russian railways is reviewing the order and apparently plans to reduce it to six trains. Another 60 trains were ordered for the Chinese Beijing-Tianjin high-speed rail line.
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Equipment and specifications
ICE trains require special high-speed tracks to run at high speeds, but can run on normal tracks at normal speeds.
The first generations were derived from the then-new class 120 electric locomotives. The powerheads of those units are in fact upgraded 120s with a more aerodynamic lining. Passenger cars can be coupled and uncoupled for maintenance, enabling the operator to run trains of different lengths. First-generation trains are currently undergoing a major redesign, including a standardization of train lengths.
The third generation ICE has a completely different concept: The entire traction equipment is fitted underfloor, with a larger number of less powerful motors. An ICE 3 unit consists of eight cars, four of which are powered, while the others carry other electrical equipment, including the pantographs. This design allow seats in all parts of the train, including "lounge" seats at both ends separated from the driver by a glass wall only.
The ICE 3M (class 406) is a multisystem variant of the ICE 3 that currently serves routes into the Netherland and Belgium. Licensing for French LGVs started in 2001 and has been described by engineers as a "clash of cultures". Problems included flying gravel and trackside equipment ripped loose by the ICE's eddy current brakes. Admission of the ICE 3M for regular service into France was granted in late 2005.
| Name | Equipment | Class | Max. engine power (kW) | Top speed tested (km/h) | Top speed in regular service (km/h) | Introduced | Comment |
|---|---|---|---|---|---|---|---|
| ICE-V | prototype InterCityExperimental | 410 | 8,400 (2*4,200) | 406.9 | n/a | 1985 | V: Versuchszug (testing train) retired in 1998 |
| ICE 1 | 1st generation | 401 | 9,600 (2*4,800) | 328 | 250 (licensed for 280) | 1991 | - |
| ICE 2 | 2nd generation | 402 | 4,800 | 310 | 250 (licensed for 280) | 1996 | half-length ICE 1, two units can be coupled |
| ICE-S | prototype | 410.1 | 13,600 (2*4,800 + 8*500) | 393 | n/a | 1996 | S: Schnellfahrten (fast runs) |
| ICE 3 | 3rd generation | 403 406 | 8,000 (16*500) | 368 | 300 (licensed for 330) | 2000 | predeccessor of AVE Velaro E in Spain (350 km/h) |
| ICE-T | tilting train, 7 cars | 411 | 4,000 (8*500) | 253 | 230 | 1998 | - |
| ICE-T | tilting train, 5 cars | 415 | 3,000 (4*750) | 253 | 230 | 1998 | - |
| ICE-TD | tilting train, Diesel | 605 | 2,240 (4*560) | 222 | 200 | 2001 | not in service since 2003 |
ICE-T
Simultaneously to the development of the ICE 3, DB demanded new tilting trainsets to be able to serve conventional tracks that couldn't be upgraded to higher speeds. Originally these trains were to be called IC-T (InterCity-Triebzug), but just prior to their introduction, DB decided to charge ICE fares for these trains and renamed them ICE-T. These trains are constructed to a concept of distributed traction similar to the ICE 3. Three different types were ordered:
- electric train with 7 cars (class 411)
- electric train with 5 cars (class 415)
- diesel train with 4 cars (class 605)
Units of either of these types can be coupled with one or more unit of the same or any other type within a few minutes.
The electric units, equipped with tilting technology of the ETR 460 bought from FIAT, entered service in 1998. A second order for additional series 411 ICE-Ts. These units, known as ICE-T2, were delivered in 2004. The main difference to the original ICE-Ts are several cost-cutting measures, giving those trains a "cheaper" look and feel.
For the diesel units, called ICE-TD, Siemens developed their own tilting technology, based on the aiming system of the Leopard 2 main gun. These trainsets became something of an embarrassment. They were to be delivered in 2000, but braking problems caused delays, so they entered service in spring 2001. Their first year in operation was overshadowed by software failures and problems with the tilting technology. One of the 20 trains fell off a maintenance platform and had to be written off. When those problems were fixed and the train finally ran without apparent problems in December 2002, a train derailed because of a broken axle. The trains were temporarily pulled out of service by the federal rail authority. When Siemens had fixed the problem, DB refused to take the trains back, claiming they weren't meeting specifications. It is speculated that besides technical difficulties, these trains were an economic burden as well. Sources claim that even when filled to capacity, income from fares would be below the operating cost. Some of the trains will be reactivated for special services during FIFA World Cup 2006 and are scheduled to run from Hamburg to Denmark from 2007.
Network
Image:ICE Network.png Unlike the French TGV network, which is centered around Paris, the ICE network has multiple nodes. The ICE network is not a replacement of the InterCity network, but an upgrade. ICE and IC trains usually share the same tracks. The main difference being the higher speed: While the ICE trains travel at the maximum line speed, IC trains are limited to 200 km/h. The only line that is not shared with other traffic is the 300 km/h Cologne-Frankfurt line due to its steep grades. In fact, it is limited to ICE3 trainsets, even the older ICE types have to take the longer route through the Rhine valley. The second 300 km/h line between Nuremberg and Ingolstadt, due to be opened on 28th May 2006, will not have these restrictions. The line will also feature Germany's fastest commuter line at 200 km/h.
Since the early 1970s, hundreds of kilometers of existing tracks have been upgraded to 200 km/h. As a result, ICE trains are able to use most conventional lines without losing too much time in the process. This allowed a rapid growth of the ICE network without the need to build several thousand kilometers to new high-speed lines. Actually, even two of the high-speed lines (Cologne-Aachen at 250 km/h and Hamburg-Berlin at 230 km/h) are in fact upgraded conventional lines.
North to South
The network includes three main north-to-south corridors that start in Hamburg:
- via Bremen, Dortmund, Cologne, Frankfurt and Stuttgart to Munich (branch Frankfurt - Karlsruhe - Basel)
- via Hanover, Kassel and Nuremberg to Munich
- via Berlin, Leipzig and Nuremberg to Munich
West to East
Three main west-to-east routes exist in the network:
- Bonn - Cologne - Hamm - Hanover - Berlin
- Cologne - Dortmund - Kassel - Lepzig - Dresden
- Saarbrücken - Frankfurt - Leipzig - Dresden
International lines
Several ICE lines cross the German borders into neighboring countries:
- Frankfurt - Cologne - Duisburg into the Netherlands to Amsterdam
- Frankfurt - Cologne - Aachen into Belgium to Liège and Brussels (Cologne-Liège-Brussels also Thalys)
- Frankfurt - Stuttgart into Switzerland to Zürich
- some trains to Basel continue into Switzerland to Interlaken and Chur
- some trains to Nuremberg continue via Passau into Austria to Vienna.
- some trains to Munich continue into Austria via Kufstein to Innsbruck.
- some trains go in Austria between Vienna and Innsbruck.
After a lengthy process of trials and technical adjustments [1], a new line will be opened from Frankfurt and Stuttgart into France to Paris, which will be served alternatingly with ICE and TGV trains starting in 2007.
History
Image:Db-410001-01.jpg The ICE originated in the 1973 InterCity network. For research into possible upgrades of the system, the InterCityExperimental research train was constructed, competing with the Transrapid maglev system. The ICE succeeded in being adopted nationwide in Germany, but development on the Transrapid system has also continued.
It is argued that the ICE prospered in part because of the existing Germany rail network, already capable of handling trains at 200 km/h on several lines. With one exception, all high-speed lines are shared with other traffic, increasing the profitability of these lines. The shared use of old tracks also means that conventional trains often have to wait for late ICEs to pass, leading to further delays.
ICE established the world speed record for conventional trains on 1 May 1988 although it has since been surpassed by French TGV.
In 1998, the Eschede train disaster occurred - Germany's worst ever passenger train disaster. The accident was due to the steel "tire" being separated from the rest of one of the train's wheels, breaking the track and causing the rest of the train to derail and collide with a concrete bridge that spanned the track.
At the time, the ICE 1 trains used a two part wheel with a steel tire separated from the rest of the steel wheel by an elastomeric ring designed to better absorb noise and vibration. But the elastomeric separator allowed the steel tire to flex, eventually leading to metal fatigue that fractured the tire. While common in low-speed use, this two-part wheel design had never before been used on high-speed trains.
ICE service was resumed only after an investigation found the root cause of this broken wheel and after all ICE train wheels were modified to use a more conventional solid-wheel design.
Trivia
- Most seats have an audio minijack, allowing passengers to plug in headphones and choose from about 7 music/entertainment channels and radio stations. Basic headphones can be purchased on the trains.
- On some ICE trains, there is at least one (usually 1st class) carriage where individual seats are equipped with LCD screens, built into the backrest of the seat in front. Usually there are two video channels to choose from, which typically show news or Bahn TV programs. There are no speakers, but the corresponding audio is available via the audio minijack (see above).
- The vast majority of ICE trains have power outlets for electrical devices, such as laptops, on all seats. On ICE2 trains, these are located under the tray tables. In the other ICE train types, they are located between seats just above the floor. Some 48 units of the 220-train fleet are not equipped with power sockets on every seat. These trains are currently undergoing a modernization program.
- An electronic display above each seat indicates the locations between which the seat has been reserved. Passengers without reservation are permitted to take the seats with a blank display, or the seats with no reservation on the current section.
- At both ends of ICE-T and ICE3 trains there is a passenger compartment (one end 1st and the other end 2nd class) with a view of the tracks, through a transparent glass wall separating the compartment from the driver's cabin. In special circumstances the driver can make the wall opaque by the press of a button.
- There is a compartment with a play area for children.
- Bicycles are not permitted on any ICE trains.
- All ICE trains have repeater carriages. These amplifiers greatly enhance mobile phone reception by taking the signals from within the car to the outside (and vice versa). These carriages are marked with a symbol depicting a mobile phone.
- There are also silent carriages where laptops, mobile phones and other "noisy" equipment should not be used. These carry a sticker displaying a whispering symbol.
- Three specially-built washing-bays for ICE trains exist at Hamburg-Eidelstedt, Frankfurt-Höchst and München Hbf (Munich main station)
External links
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