ICE – The System Ownership Deutsche Bundesbahn (DB) Date Opened 1992 Maximum Line Speed 280km/h Gauge 1,435mm Voltage 15kV Current ac overhead Fleet Total 154 units Although Deutsche Bundesbahn raised speeds and passenger standards with Class 103 hauled InterCity services from 1971, even with extensive track upgrading, 200km/h (124mph) would be the ceiling for reducing journey times. Domestic airline competition and high-speed developments in Japan and France encouraged an assessment of long-term strategy for rail travel in Germany.
ICE – Infrastructure - Lines "ICE rolling stock All lines are 1,435mm (4ft 8½in) gauge and electrified at 15kV ac has extended 16.7Hz. NBS line speeds vary, some 250km/h (155mph) with 280km/h operations to other (174mph) allowed for later running. Later lines are passed for service EC countries and speeds of 300km/hour (186mph). has been modified The lines have hosted world rail speed records, including that of the for export." ICE-V in 1988 and a Siemens production OBB Class 1216 locomotive in September 2006. Dedicated rescue trains are stationed to deal with NBS incidents. Environmental considerations have affected the routing, construction and construction times of the lines. To concentrate adverse visual and noise aspects into already affected areas, NBS frequently accompany alignments of autobahns.
ICE – Lines, Reference: Railway-Technology.com Hanover-Würzburg: 327km (203 miles), the first and longest NBS. With the later NürnbergMünchen upgrades, this creates a largely high speed route for Hamburg-München services. Stuttgart-Mannheim: 100km (62 miles). Mannheim’s approaches and a terminus layout at Stuttgart restrict acceleration of end-to-end timings for through services. Hanover-Berlin: 185km (115 miles) of new build, via Wolfsburg rather than the classic route through Magdeburg. A symbolic piece of engineering following Berlins restoration as national capital, this and the earlier Hanover-Würzburg NBS enabled accelerated services to the south, albeit at much greater route length. Köln (Cologne)-Frankfurt am Main: 177km (110 miles). Severe gradients assume ICE3 capability or better. Shorter than the sinuous Rhine route via Koblenz that it partly replaces, this NBS also links Köln/Bonn and Frankfurt Mains airports. Some services have code shares with airlines offering through flight connections. The new Köln/Bonn Airport link and station was part of the overall project but is not on a high-speed section. Nürnberg-Ingolstadt: 89km (55 miles). Almost entirely built with slab track, this is a shorter route than existing lines and offers reduced timings in conjunction with the 200km/h upgrade of Ingolstadt- München. From December 2006 the line featured the first Regional Express services (operated by DB Regio) operating at up to 200km/h. Using Class 101 former IC coaches, it cuts 48 minutes off the previous fastest Nürnberg-München RE timings.
ICE – Lines, Newer Lines & Expansions DB launched new direct services from Thuringia/ Saxony to Frankfurt Airport and to Mainz/ Wiesbaden; from Bonn/ Koblenz to Stuttgart and from Karlsruhe/ Stuttgart to Dresden. The extension of the Dresden-Leipzig-Frankfurt ICE line to Wiesbaden via Frankfurt Airport and Mainz is underway. Direct services to Frankfurt Airport from various German regions and additional IC services are also in the pipeline. Zublin International carried out the construction of several sections of the New ICE railway line Cologne-Rhine/Main. Zublins contract included redevelopment of the German motorway interchange and construction of two ICE railway tunnels crossing underneath the site. The two ICE tunnels, 1,900m and 1,640m long, accommodate up to four tracks each. These tunnels were dug using open-cut tunnelling, cut-and-cover construction and mining techniques. The project also includes two bridges 420m and 750m long and installation of non-ballasted track.
ICE – Lines, Newer Lines & Expansions “Auf Wiedersehen jet”: London to Frankfurt by train After Paris and Brussels, direct high-speed rail service to Germany expected to run from 2013 "DB is committed to introducing high speed passenger rail services between London and Germany, enhancing connectivity between these two countries. "Work has already commenced with safety, infrastructure and regulatory bodies across Europe in order to meet all the requirements necessary to operate these trains.” *(New EU rules allow anyone (ICE) with relevant licenses to operate an international train service within the EU.) Dan Milmo, transport correspondent guardian.co.uk, Sunday 19 September 2010 22.46 BST
ICE – Lines, Newer Lines & Expansions Auf Wiedersehen jet: London to Frankfurt by train For decades, three hours has been seen as the magic number, the journey time at which train travel becomes faster than flying on a centre-to-centre basis. (Security and Traffic Congestion add 2-3 Hrs.) As air travel gets slower, rail gets faster. New high-speed lines have made rail a serious player on routes such as Paris-Amsterdam (3 hrs 20 minutes), Paris-Frankfurt (3 hrs 55 minutes), Barcelona-Madrid (2 hrs 40 minutes) and Milan-Rome (3 hrs). Reliability: European high-speed trains typically achieve punctuality of 90-95% on time or within 15 minutes, whereas European airlines struggle to reach 63-68%. And with WiFi and power sockets for laptops, a train journey is often more productive. (Fares- 39e-49e-69e Mark Smith, ”The Man in Seat Sixty-One, Website guardian.co.uk, Sunday 19 September 2010 22.46 BST
ICE – Lines, Expansions and Disputes High-speed rail bridge Denmark- opens between Germany Germany Bridge and France: London to by 2015 Frankfurt by train – German and Danish ministers of transport are in BBC News 12/10/2010 favor of building a tunnel or suspension bridge across Germany and France have the Fehmarn strait between opened a new bridge Denmark and Germany. outside the French border (Proposal: four-lane city of Strasbourg as part of highway and double-track railway to be financed by an ambitious high-speed tolls and loans. (18 klm long rail network strategy to and cost estimate of 96bn span the EU ( Three years euros.) construction cost 63m euros/$84m.
ICE – Lines, Expansions and Disputes Channel tunnel row threatens to derail high-speed London-Frankfurt link January, 23, 2011 guardian.co.uk High-speed London to Frankfurt service planned for 2013 is at risk because of a row between Siemens and Alstom over train safety. Plans to transport one million passengers a year between the UK and Germany by train are under threat in a row over Channel tunnel safety that has strained Anglo-French relations. The dispute is rooted in the decision by Eurostar, the French-controlled cross-Channel operator, to buy new trains manufactured by German engineering group Siemens, shunning a rival bid from French group Alstom. The French government has backed Alstoms argument that the Siemens trains breach safety guidelines because their motors are concealed under carriages and distributed along the train.
ICE – Lines, Expansions and Disputes London to Frankfurt high-speed rail link back on track March, 20, 2011 guardian.co.uk European Railways Agency is expected to endorse new trains manufactured by Siemens, the German industrial group, which beat Frances Alstom to a coveted Eurostar rolling stock order. Sources close to the process said the ERA is likely to recommend that so-called "distributed power" trains can be used in the tunnel, clearing the way for the ICE carriages. “The report will not raise objections to DBs proposal to couple two separate trains – a proposal that raised safety concerns in some quarters.” As a consequence, the IGC is under pressure to allow the ICE trains to operate through the tunnel. DB plans to run 200mph trains from London to Frankfurt, Cologne, Amsterdam and Rotterdam from December 2013, expanding the rail market between Britain and the continent by 10% by carrying 1 million passengers a year.
ICE – Rolling Stock-Train Sets ICE 1 (Class 401) Max speed 280km/h (174mph) introduced 1991. Two power cars plus 10–14 coaches with distinctive taller Bord Restaurant. Wheel modifications were made following the Eschede disaster in June 1998. ICE 2 (Class 402) introduced 1995. Max speed 280km/h (174mph). One power car plus seven coaches including driving trailer. Two such formations allow for splitting services for separate destinations after joint running over core routes. ICE 3 (Class 403) introduced 1998. Max speed 330km/h (205mph). Eight coach multiple unit. This is part of the Siemens Velar family that has attracted export orders from Spain, Russia and China. Improvements introduced on ICE3 include bogie skirts and fairings to screen brake discs and axle boxes aimed at a 10% reduction in rolling resistance. ICE 3M (Class 406) Four voltage version for international operation. The units bought by NS link Amsterdam with Köln, Frankfurt Main and Basel. ICE-T (Classes 411 and 415) introduced 1998. Max speed 230km/h (143mph). Seven and five coaches respectively. Visually similar to ICE3, but with less sharply raked ends. The T2 series has increased seating capacity and reduced catering provision. Tilt capability lends itself to demanding conventional routes such Stuttgart–Zurich and parts of the former DDR.
ICE – Rolling Stock-Train Sets ICE-1 ICE-3 ICE-2 ICE-T
ICE – Rolling Stock-Train Sets ICE-1 ICE-3 ICE-2 ICE-T
ICE –Train Sets, Interiors ICE-1 ICE-3 Ice/DB Interiors: Seating 1st & 2nd Class, ICE-2 Bar Area, Restaurant, European Cuisine, etc. ICE-T
ICE - High-Speed Customer Services The newer ICE 3 trains operate Paris-Frankfurt, Brussels-Cologne-Frankfurt, Amsterdam- Cologne-Frankfurt & Cologne-Munich. What are ICE3s like inside? Most seating is in open-plan saloons as shown in the photos above, but there are a handful of 6-seater compartments in both classes Exterior displays next to the carriage door show the train number, its destination, calling points and car number. Information displays inside each carriage also show the trains destination, carriage number, calling points, the next station stop and (from time to time) the trains speed. Catering: ICE3 trains have a bistro car with a cafe-bar area and small 12-seat restaurant area. Breakfast in the restaurant costs either 7.90 euros, 9.90 euros or 14.90 euros, depending on what breakfast menu you select. A 3-course meal with a beer costs about 28 euros. Treat yourself! In ICE 1st class, orders are taken by a member of staff and drinks and food are served at your seat, all using proper china & glassware. Children: All ICE trains have baby-changing facilities, and you can ask for seats in special parent-and-child compartments. WiFi: A few ICE routes have WiFi on board, but not all. Power sockets for laptops & mobiles: On ICE3, there are sockets between every pair of seats in both classes. Station first class lounges: If you have a first class ticket, you can use the DB Lounges at the following stations, usually open from 07:00- 21:00: Berlin, Bremen, Dresden, Düsseldorf, Frankfurt am Main, Frankfurt Main Airport, Hamburg, Hanover, Cologne, Leipzig, Mannheim, Munich, Nuremberg, Stuttgart. Viewing screen: ICE 3 & ICE-TD trains have a seating area at each end of the train (one end 1st class, the other 2nd class) with a glass screen behind the driving cab, giving you a view along the track ahead or behind the train.
ICE-High-Speed Rail’s Weak Links areSecurity and Safety Keeping trains safe and keeping trains moving has been a balancing act in Germany .“The Deutsche Bahn high- speed rail in Germany has opted to not conduct passenger/baggage screenings. In Europe, rail security theater carries no political reward, but, should the U.S. ever adopt high-speed rail, itd be a different story. “ Miller-McCune May 4, 2011 “When Deutsche Bahn renovated the 160-mile stretch in 2004 to allow the current speeds, it wiped out the market for business flights, just as a good high-speed rail corridor in California could end shuttle-flight service from San Diego (or even San Francisco) to Los Angeles.” “Germany is interesting because its lack of dedicated high-speed corridors makes total security impossible. Fast trains are so well integrated into the national rail network that you don’t always know when you’ve wandered onto one. A scanner line for high-speed rail would mean a scanner line for the whole train station, which is hugely impractical. So Germany doesn’t bother.” Miller-McCune , May 4, 2011
ICE-High-Speed Rail’s Weak Links areSecurity and Safety- “the accident” It had never happened before. In seven years of service, no one had ever been killed on an ICE. The super-fast, state-of-the-art Inter City Express trains of Deutsche Bahn (German Railways) had covered hundreds of thousands of kilometres over a network of lines connecting important centres in Germany and Austria. Many thousands of passengers had reached their destinations safely. 5:47 a.m. June 3, 1998 near a small town in Lower Saxony ICE884 Left Hanover Station speeding toward Hamburg’s Eschede Station and within 20 minutes of departure a shudder and tug and the first three cars derailed, multiple other cars were severely damaged with some buried under a collapsed cement bridge decking resulting in 101 passengers killed and a further 88 injured becoming the worst accident since 1947 on the German Railway system. The derailment was attributed to equipment failure: broken tire and a flange caught in a guide from the first cars rear bogie.
ICE-High-Speed Rail’s Weak LinksSecurity/Safety - Lindenberg 2010 The destroyed and derailed Frankfurt-Paris Inter-City Express (ICE) high-speed train of German railway operator Deutsche Bahn AG is seen after a crash with a garbage truck in Lindenberg near Neustadt an der Weinstrasse, August 17, 2010. Nine passengers were left slightly hurt, one passenger remains seriously injured, and the truck driver escaped unharmed.
Environmental News “German rail to run on wind, hydro, and solar power” The Daily Star – Erik Kirschbaum Germany’s Deutsche Bahn wants to run the national railway on renewable energy sources to support customer demands. “It’s what customer’s want and we’re making it happen”, Hans-Juergen Witachke, Chief executive of Deutsche Bahn Energie. Target: power trains from renewable sources from 20 percent to 28 percent in 2014 and become carbon free by 2050. Contributing cause: Berlin government reversed it’s course on nuclear power by shutting down 8 nuclear plants and proposing to close the other 9 by 2022. Trains and railways currently use a staggering amount of electricity: 12 terawatt hours annually. (Equal to Berlin and its 3.2 million residents) Railways alone use 2 percent of Germany’s total electricity. ICE train traveling from Frankfurt to Berlin uses up 4,800 kw/h equal to a Family of four yearly consumption. (08/23/2011, The Daily Star) (WWW.reuters.com/assets) Erik Kirschbaum, August 22, 2011
SUMMARY: ICE/German RailNews Trends and Concerns System Expansion and Improvements to Service and Infrastructure. Expansion of Network to major EU urban areas outside of Germany. ICE-High-Speed Rail’s Weak Links are Security and Safety Environmental News: “German rail to run on wind, hydro, and solar power”