ICE 1

ICE 1
ICE 1 on the Munich – Ingolstadt route near Fahlenbach
Numbering:	Tz 101-120, 152-190
Number:	58 sets (built 60)
Manufacturer:	AEG , ABB , Henschel , Krauss-Maffei , Krupp , Siemens u. a.
Year of construction (s):	1988-1993
Retirement:	from approx. 2030
Genre :	ICE
Gauge :	1435 mm ( standard gauge )
Length over coupling:	20,560 mm (power car)
Length:	358 m (2 power cars and 12 intermediate cars)
Height:	3,840 mm (dining car: 4,295 mm)
Width:	3,020 mm
Smallest bef. Radius:	150 m
Empty mass:	795 t (12-car train after first conversion)
Service mass:	902 t (12-car train after first conversion)
Wheel set mass :	20.0 t (power end)
Top speed:	280 km / h
Continuous output :	2 × 4,800 kW
Starting tractive effort:	400 kN
Performance indicator:	11.3 kW / t (12-car train)
Power system :	15 kV 16.7 Hz ~
Power transmission:	Overhead line
Number of traction motors:	8th
Drive:	Hollow shaft
Train control :	Sifa , PZB90 , LZB , ETCS and Integra-Signum
Seats:	703
Floor height:	1226 mm above sea level (after reinforcement of the main cross member)

The ICE 1 is the first mass-produced high-speed train in Germany and the first of now six types of InterCity Express - multiple units . The in 1991 passenger service unit trains used h up to 280 km / are scheduled for two power cars (Class 401) and up to 14 intermediate cars of the series 801-804 formed . Occasionally, they are combined with power cars from the ICE 2 (402 series).

With a length of up to 411 meters and up to around 800 seats, the multiple units are the longest ICE units that have been built to date. In contrast to most of the other ICE series, the ICE 1 trains are full trains , they cannot be divided into train parts during operation .

Of the 60 trains put into service in the early 1990s, one unit was largely destroyed in the Eschede railway accident in June 1998. The remaining 59 units were converted between 2005 and 2008.

After the railway accident in the Landrückentunnel , multiple unit 111 Nuremberg was temporarily disbanded and the number of units in service was reduced to 58. In 2013, after three intermediate cars were scrapped, unit 109 Aschaffenburg was permanently dissolved. Since then, a total of 58 multiple units with 12 cars each, nine reserve cars and three reserve drive heads have been available.

A further modernization started in 2019 and is to run until 2023.

history

The trains are based on the ICE test vehicle InterCityExperimental, which went into service in 1985 . In 1984, before the InterCityExperimental went into operation, the planning of the ICE series trains began. In 1985, a provisional specification with key data and a framework schedule was concluded due to a lack of experimental experience. After clarifying numerous details, DB submitted a specification on January 2, 1986 . This was later used as the basis for tendering and awarding the production of the series trains. In January 1987, DB asked the industry for prices for 20, 40, 60, 80, 100 and 120 power cars. After lengthy negotiations, a consortium was formed in May 1987 under the leadership of Siemens. The award of the contract should be delayed further due to the lack of profitability calculations and the lack of specification of the intermediate car.

Nowadays the ICE brand shapes the image of the railways in Germany so fundamentally that the development of one's own high-speed trains could subsequently be perceived as a matter of course, then other approaches would have been conceivable at the time. The French manufacturer Alsthom accused the Germans of wanting to dominate the European rail transport market with massive investments in ICE and Transrapid without accepting the superiority of the French TGV . Since the development of two high-speed trains in Europe is too expensive, the German developers should instead participate in the further development of the TGV. The costs per seat are cheaper in the TGV. The then Bundesbahn replied that, on the contrary, these costs were lower for the ICE if the on-board restaurant (not available in this form in the TGV) is included and the larger area per seat (0.97 instead of 0.7 square meters) is billed.

design

Until 1998 the ICE 1 wore a two-tone decorative stripe in oriental red and pastel violet according to the so-called product colors of the German Federal Railroad . The narrow blind windows between the wide viewing windows can also be seen.

The red and white exterior design of the InterCityExperimental designed by Alexander Neumeister , u. a. with the continuous ribbon of windows, was adopted into the series almost unchanged. Neumeister's draft for the interior design, however, was not implemented. The interior was designed by Jens Peters in the first two ICE series . The same team also developed the design of the Interregio trains in the mid-1980s .

A total of three German design teams worked on the design of the ICE 1. A draft by the Neumeister office provided for a different travel landscape to be created in each car, including a cinema, several bistros and self-service bars, a restaurant with dome lights, various lounge and Quiet areas and a VIP car with reception room, conference room, secretariat and shower.

Not least from aerodynamic considerations emerged, among other things, the pointed engine head shape, the windows of the intermediate car that were glued flush into the outer wall, and the low-lying side skirts. Where there are no windows for travelers, 6 mm thick blind windows continue the continuous ribbon of windows.

At first glance, the outer design of the trains is very similar to that of the ICE 2 . The ICE 1 multiple units are easy to distinguish from other ICE series, among other things by the 45 cm roof of the dining car that protrudes over the other cars. The ICE 1 also lacks digital displays on the outside to display the car number and route, the car numbers are firmly attached to the car with stickers. In addition to the ICE 4, there are the only ICE multiple units that have car numbers between 1 and 14 (remainder: 21 to 44).

After the ICE accident in Eschede, the trains were given today's paintwork in mid-1998 (a continuous red stripe, DB logo on the front) as well as new upholstery and carpets.

procurement

After lengthy discussions between the Federal Railroad Management and the Federal Ministry of Transport about the equipment, wagon length and width as well as the number of trains, a first series of 41 multiple units was gradually ordered.

The order for the development of the ICE power cars was published in March 1986, the one for the intermediate cars in June. Both development contracts had been awarded by the end of the year.

At a ceremony to mark the delivery of the first series 120 series locomotive in Munich on January 13, 1987 , Minister of Transport Werner Dollinger said : “I hereby authorized the board of the Deutsche Bundesbahn to order ten units of the series ICE from the industry. The financing is secured. ”Previously it had been assumed at times that the federal government was not prepared to finance the trains necessary for a sensible use of the high-speed lines designed for Tempo 250. According to the planning at the time, a total of 40 to 50 ICE units should be available for operation on the new lines in 1991. On August 1, 1987, the Federal Minister of Transport gave formal approval for the procurement of 41 series ICEs and the necessary maintenance facilities. The power of the power cars was dimensioned for 14 intermediate cars and a speed of 250 km / h, with running and braking technology designed for 280 km / h.

By letter of intent ( "Letter of Intent") ordered the train in September 1987, first 82 power cars, in July 1988 then 482 intermediate car (another source: 492 intermediate cars). Due to the outstanding funding commitments from the federal government, initially only the procurement of the ten multiple units promised by Transport Minister Dollinger was considered safe, while the companies involved made a large amount of advance payments for the expected but not yet guaranteed series of 41 multiple units. On July 13, 1988, the Federal Ministry of Transport approved the procurement of the 41 multiple units. The formal act of awarding the contract to the consortia by the Federal Railroad Central Office followed on January 20 (power cars) and February 20, 1989 (intermediate car). The first powered end car was to be delivered in August 1989, the first intermediate car in April 1990, and testing of the trains began in spring 1990.

The purchase price of the first 41 multiple units ordered was around 1.8 billion D-Marks ; electrical equipment accounted for around DM 1.2 billion of this. According to the railway, the purchase price could be negotiated down by 300 million marks in the course of the negotiations. A powered end car cost DM 8.7 million, a dining car DM 4 million, a service car DM 3 million and the first and second class cars each cost DM 2.7 million (price as of 1990).

At the end of July 1990, the Federal Railroad ordered 19 additional sets, each with two powered end cars and twelve intermediate cars (including one service car) for a total of around one billion Deutschmarks. These 19 ICE 1 trains are approved for use in Switzerland. They enable ICE services via Basel and Bern to Interlaken and Zurich . The delivery of the reordered trains began in autumn 1991. The procurement of 60 instead of 55 multiple units (planned in the mid-1980s) was made necessary by the extension of the ICE line 6 from Hanover to Hamburg or Bremen.

In the late 1980s and early 1990s, a further development of the ICE 1 into a multi-system multiple unit designed as an ICE-M was planned. While this concept was later implemented in the ICE 3M , considerations for a particularly fast general cargo train on the ICE-1 basis (so-called ICE-G ) did not go beyond the planning.

Power cars

The production of the series drive heads began in autumn 1988, initially based on the declaration of intent, the actual supply contract became legally binding much later. The first 82 power cars were given the road numbers 401 001 to 020, 401 051 to 071, 401 501 to 520 and 401 551 to 571.

Before the production of the power cars began in autumn 1988, the bogies and other parts had already gone into production. The shell of the car bodies was done at Krauss-Maffei in Munich. Krauss-Maffei, Krupp Maschinentechnik (Essen) and Thyssen-Henschel (Kassel) each shared a third of the further expansion . A consortium made up of ABB ( BBC ), AEG and Siemens supplied the electrical equipment.

At the beginning of December 1988, Krauss-Maffei in Allach completed the shell of the first power car, 401 001. The first series power car was handed over to the Federal Railroad on September 26, 1989 at Krauss-Maffei in Munich . Numerous guests of honor, including Federal Transport Minister Friedrich Zimmermann , Federal Research Minister Heinz Riesenhuber and DB CEO Reiner Gohlke , attended the ceremony. The delivery of the 41 multiple units should be completed by April 1991. (At the beginning of 1989, all trains were scheduled to be delivered by September 1991.) When the first series vehicle was handed over, the vehicles were put into operation. After their completion, the power cars were driven to the Opladen repair shop by a locomotive . There they were put into operation in 60 working days. In addition to the intensive testing of the systems, electronic components were also installed.

One power car was handed over to the DB every week. After initial delivery delays, the delivery of the power cars in the spring of 1990 was back on schedule. By the end of May 1990, 35 power cars had been delivered. In spring 1990, 401 015 and 401 515, the first two power cars were also available that had a pantograph for Swiss traffic. By the end of 1990, more than half of the 82 power cars in the first series had been handed over to the Federal Railroad.

With the exhibition of the powered end car 401 555 and an intermediate car at the Technogerma in Seoul , an ICE was shown for the first time outside of Europe between February 27 and March 9, 1991. The two vehicles were loaded onto a ship for transport. The vehicles were shown as part of an ICE-based route and vehicle offer for the Seoul – Busan high-speed route planned at the time .

Middle car

Between August and October 1986, contract and price talks about the intermediate cars took place. On the basis of a declaration of intent from DB in November 1986, the vehicle industry initiated the development of the intermediate car in December 1986. The basis of the adaptation development was the car of the Intercity-Experimental. At the end of 1987, the orders to build the cars were awarded. The first cars should be delivered in November 1989.

The intermediate cars were developed and built under the leadership of LHB ( Salzgitter ) at Duewag ( Krefeld-Uerdingen ), Waggon Union ( Berlin ), MHB and MBB Verkehrstechnik ( Donauwörth ). Also, MAN and other smaller suppliers were involved in the development of the car. Preparations for production began in mid-1988, and production began almost a year later. The car bodies are in lightweight construction with large extruded sections from an aluminum - silicon - alloy manufactured, the bottom plate is designed as a hollow chamber profile.

The first cars (class 802) were delivered to MBB in Donauwörth on July 2, 1990 . On August 13, the first first-class and service cars were delivered to Duewag in Krefeld-Uerdingen with one car from the 801 series and two 803 series cars. The first dining cars followed in the autumn of the same year. The first three car series were officially presented by industry and the railways on September 11, 1990.

Commissioning

The power cars were put into operation in several stages: First, the components were tested dry in the workshop, where the high voltage of 15 kV was then applied for the first time and the two bogies were put into operation one after the other. This was followed by measuring and setting drives up to 140 km / h, at the end of which the provisional approval was given. This was followed by high-speed travel at 200 km / h.

Since the ICE-1 intermediate wagons for the commissioning of the first ICE-1 power cars were not yet available at the end of 1989/1990, the power cars for commissioning were coupled with retired couchette and express train cars (type yl ) approved for 200 km / h . These received a special central buffer coupling for connection to the power cars. A class 110 locomotive was mostly used as a fear locomotive and for reversing . For braking tests, the locomotive was sometimes lined up between two ICE-1 power cars (on both sides via an intermediate car). The test drives mostly started from the Opladen repair shop and took them over stretches in the vicinity. Railway lines in the direction of Bielefeld and Bremen were used for high-speed travel (up to 200 km / h). Due to the great time pressure of the test program, from the end of March 1990 some power cars were even used without Bundesbahn approval to complete urgent test runs. In larger test drives, two “dummy sets” made up of eleven discarded couchette cars or ten IC compartment cars (type Bm 235 ) replaced the intermediate cars that were not yet available.

The first power cars were used for a variety of purposes in addition to the countless test drives. In April 1990, 401 006 was sent to the Bundesbahnschule in Munich-Aubing for three weeks as a demonstration object , and from the end of the same month 401 005 was used in the Hamburg-Eidelstedt depot to coordinate the new plant with the trains. From May 22nd, 401 504 and 401 008 were used in Nuremberg to train train drivers for the upcoming acceptance runs. 401 503, which was dismantled there on a trial basis, was transferred to Nuremberg on the same journey. At the beginning of June 1990, 401 010 was transferred to the climatic chamber of the Austrian Research and Testing Center Arsenal in Vienna.

At the end of June 1990, the first test and set-up runs began in the Fulda - Würzburg section of the Hanover-Würzburg high-speed line . The coupled ICE-1 power cars 401 001 and 401 501 were temporarily connected to a high-voltage roof line. This was followed by three measuring cars and a brake locomotive. The speed was increased in stages to initially 280 km / h. After the first intermediate wagons were available, the first ICE-1 trains made up of regular vehicles completed a test program on the same section of route, in which speeds of up to 310 km / h were achieved.

Special features of the ICE 1

Adjustment of the backrest (large, black button) and audio system at one seat in the ICE 1, which has not yet been converted.

FIS screen in the entrance area. While driving, the monitors alternately show the stops en route and the current speed. The next stop is announced before arriving at a train station.

Video system with LCD monitor in the back of the front seat

Compared to the Intercity , the new train had numerous special features. In addition to the high travel speed (250 compared to 200 km / h), the comfort of the ICE has also been significantly improved compared to the Intercity. Compared to the most modern IC cars at the time, the car width was increased by 20 centimeters, the seat spacing was increased by 8 cm, and the number of seats in the second class cars was reduced from 88 to 66 for the same car length. The ICE 1 wagons are therefore the widest wagons that the DB has ever operated.

All of the cars have air conditioning , and the crossovers are open. At 102 (2nd class) and 111 cm (1st class), the seat spacing was higher than in any of the later ICE trains. The entrance doors were particularly wide and designed with automatically opening steps to make entry as comfortable as possible. The seats were adjustable in three ways: in addition to the adjustable backrest, the height of the pillow and the depth of the seat cushion could be varied. With the different positions of seat and head cushions, backrests, folding tables and different colors and upholstery shapes, there were 152 different ways to sit. The glass doors between the open-plan area and the compartment or entrance area opened automatically using a sensor. All aisles are wide enough for ISO wheelchairs, including entrances to the restaurant. The ICE 1 was also the first German series train in which smokers and non-smokers were separated by car.

A headphone socket for standard 3.5-millimeter jack plugs with controls for selecting eight channels (three radio programs, three offers from CD and two audio tracks for video channels) was available at each seat. A video system with 5-inch LCD monitors set into the back of the front seat was also installed in front of some of the seats in both classes. A cloakroom was available in the middle of the open-plan areas, and storage areas for luggage had been set up above, below and between the seats at tables. Reading lamps were available at all seats, and in the entry areas monitors alternately indicated the route and the current speed.

Designed in the 1980s, there were no sockets for travelers in the intermediate car until the modernization - with the exception of the conference compartment in car 9.

Start of operations

A postage stamp with a motion-blurred ICE-1 powered end car was issued in 1991 to commence high-speed traffic in Germany

The first ICE trains ran in trial operation from autumn 1990, about a year later than originally planned. On February 28, 1991 the ICE 1 was officially presented to the press in Fulda. On March 8, 1991 a trip for the press from Hamburg to Ulm and back followed.

When the ICE system went into operation on June 2, 1991, the ICE 1 multiple units ran on the first ICE line between Hamburg and Munich via Hanover, Fulda, Frankfurt am Main, Stuttgart and Augsburg. The trains used the first German new high-speed lines , which were fully operational on the same day : Mannheim – Stuttgart and Hanover – Würzburg . 18 multiple units were required daily for operation on this line. A total of 25 multiple units were available to start operations.

The trains initially ran with 13 cars: Four 1st class cars were followed by the dining car, one car with special compartments and seven 2nd class cars. The maximum permissible speed was initially 250 km / h. It was planned to later apply for an exemption from the regulations of the railway building and operating regulations in order to be able to drive faster in the event of a delay. For journeys over 200 km / h, a second driver ( train attendant) initially had to be present in the driver's cab. The regular and bypass routes of the ICE to be used were structurally checked due to the excess width of the multiple units and adapted in places. In the first few weeks of operation, problems with the power cars and the doors led to delays.

In 1991 and 1992, further ICE 1 trains gradually took over services on the line between Hamburg / Bremen and Munich (via Hanover). With the timetable change on May 31, 1992, the connection, which had previously been designated as an IC line, was also formally converted to pure ICE operation. From then on, the ICE 1 multiple units were also used as ICE Sprinters for the first time.

In 1992 and 1993, the IC line between Hamburg and Basel via Frankfurt and Karlsruhe was gradually converted to ICE 1 trains. From September 27, 1992, individual ICE-1 trains were also tied through to Zurich for the first time . The first pair of ICE 1 trains on the line was the pair of ICE trains 670 and 671 between Hamburg and Karlsruhe, which initially ran on Fridays and Sundays.

From May 23, 1993, individual ICE-1 trains ran to and from Berlin (instead of Hamburg / Bremen). With these three lines, the planned requirement was 48 multiple units. From May 28, 1995, individual trains ran to Interlaken for the first time , and from May 24, 1998 also to Vienna .

Further development

From 1 January 1994, the ICE could Zugtelefone addition to the previously required, pre-paid phone cards (for 12 or 50 DM) with calling card are used, their use was recorded on the phone bill. Conversations with the C network radiotelephone in the conference compartment could pay immediately with a printed bill or on a C-network access card will be charged. On January 10, 1994, as part of the official celebration of the founding of Deutsche Bahn AG, an ICE-1 powered end car coupled with a steam locomotive of the former Deutsche Reichsbahn in Berlin's Ostbahnhof .

On August 12, 1995, the Chinese head of state and party leader Jiang Zemin took the ICE from Ludwigsburg (near Stuttgart ) to Rolandseck (near Bonn ). For this purpose, a special multiple unit was put together from two powered end cars and six intermediate cars, one of which was converted into a saloon car . The state guest was accompanied by Federal Transport Minister Wissmann , DB Passenger Transport Board Member Daubertshäuser, and board members from AEG and Siemens. The train reached a top speed of 280 km / h. During a tour of the driver's cab, the head of state and party spent around 30 minutes at the head of the train instead of the planned 5. The companies involved hoped to sell the ICE technology for the 1,300 km Beijing - Shanghai route .

In early 1998 found several test runs for the planned Austria -Use instead of multiple units. To avoid intolerable interference currents , a high-voltage filter bypass and an additional ÖBB operation button were retrofitted on the rear wall of the driver's cab. In the spring of 1998, the trains were approved on half a dozen routes in Austria, some of them operated as journeys with excess loading gauge , in individual cases also with a ban on encounter.

After tears on the welded seams of power cars were found during routine examinations at the end of March 2000, after special examinations up to 13 ICE-1 multiple units were parked for repairs and replaced by ICE-T multiple units by May 1, 2000.

On September 1, 2007, a complete smoking ban was issued for all Deutsche Bahn trains. In the end, smoking was only allowed in the two cars 1 (2nd class) and 14 (1st class) adjacent to the power cars. Until September 30, 2006, smoking was allowed in the bistro area of ​​the dining car, the restaurant area was always smoke-free. As early as the end of 2005, in the course of the redesign, the 1st class smoking area was limited from the entire car 14 to three compartments.

Exceptional approval for 280 km / h operation (1995)

From May 29, 1995, the ICE-1 trains were allowed - outside of tunnel sections - to extend their maximum speed of 280 km / h instead of the previously permitted 250 km / h. This was one of the measures the travel time on the ICE line to reduce 3 between Hamburg and Basel by a total of 17 minutes and so slender connections in SBB - clock node Basel and Zurich allow. Originally, it was planned to shorten the travel time necessary for this by not stopping in Göttingen . After protests in the affected region, the railway and local authorities agreed in mid-July 1994 to keep line 3 in Göttingen and instead to increase the scheduled top speed to 280 km / h. This deviation from the general maximum speed of 250 km / h stipulated in Section 40 (2) No. 1 of the Railway Construction and Operating Regulations was due to an exceptional approval by the Federal Ministry of Transport on March 24, 1995, which was issued at the request of Deutsche Bahn and since then has been renewed several times.

An ICE 1 leaves the Schellenberg tunnel on the new Nuremberg – Ingolstadt line . After the start of operations in December 2006, only individual ICE 1 trains were allowed to run on this route at 280 km / h. This is now approved for all ICE 1 trains.

In 1998 the maximum speed limit was reduced to 250 km / h. Since mid-2006, individual ICE-1 trains have been running again at 280 km / h on the new Nuremberg – Ingolstadt line and since 2008 also between Hanover and Würzburg. When the timetable changed on December 13, 2009, the permitted speed on the new Nuremberg – Ingolstadt line and on sections of the Hanover – Würzburg and Mannheim – Stuttgart high-speed lines was generally increased again to 280 km / h.

The structure of the trains has changed again and again over time: In the winter timetable 1992/93 (according to the planning status of August 1991) 25 ICE-1 multiple units with 13 cars each, 20 others with only 11 cars. In the 1994 summer timetable, 22 ICE 1 multiple units with 10 cars, 20 with 12 and 18 with 13 cars each operated. The average number of wagons was increased from 11.6 to 12 from 1997 onwards through subsequent purchases. Before the train configuration was standardized as part of the redesign (2005 to 2008, see below), the ICE 1 trains ran in two different configurations:

• The trains used in domestic German traffic ran with three 1st class cars (11, 12 and 14) and seven 2nd class cars (numbers 1 to 7). The dining car always had the serial number 10, the service car the number 9. As car 7, sometimes second-class cars from ICE 1, sometimes also second-class cars from ICE 2, were used. The first-class car 13 was dispensed with on these trains; it was originally one of two first-class smoking cars, but in contrast to car 14, it had no special features (telephone, video).
• The trains that were used in traffic with Switzerland consisted of four intermediate cars in the first class (11 to 14) and six intermediate cars in the second class (1 to 6, without car 7) as well as service and dining cars (No. 9, 10 ) educated.

By the turn of the year 2004/2005, the ICE 1 fleet had covered around 380 million kilometers, individual multiple units up to 7 million kilometers.

After the Federal Railway Authority wanted to limit the inspection intervals for wheelsets to 20,000 km, Deutsche Bahn voluntarily halved the intervals from the previous 570,000 km to 250,000 to 300,000 km. In February 2011, the Deutsche Bahn halved the interval again according to its own information.

Due to a lack of Swiss-compatible ICE 1, there were restrictions in traffic between Germany and Switzerland at the end of 2015.

The availability of the ICE 1 multiple units was limited from the beginning of 2016 due to cracks in the fastenings of the brake hollow shafts. The procurement of spare parts was delayed after the foundry responsible had initially no longer received any orders from DB and DB did not respond to an offer to buy the casting molds and these molds were finally scrapped.

After an ETCS software update, the ICE-1 trains could temporarily no longer be used on the high-speed routes between Halle / Leipzig and Nuremberg from November 3, 2019. About 20 train journeys per day were affected. The cause is considered to be the GPS end-of-week rollover , which caused the vehicle devices to believe they were in the year 2000 and due to an encryption problem it was no longer possible to register with the RBC . The problem was resolved on November 7, 2019 on all units.

1. Conversion (redesign)

Test vehicle for the conversion of an ICE-1 intermediate car in the Nuremberg AW (2005)

Each of the ICE 1 multiple units had covered between 6.5 and 7.9 million kilometers by summer 2005 and had been in service for up to 14 years. It has been modernized since summer 2005 (called "Redesign" by Deutsche Bahn). Up until the timetable change in December 2008, all ICE-1 units in the DB repair shop in Nuremberg had been upgraded for a further 10 to 15 years of operation.

At the beginning of 2004, Deutsche Bahn announced the redesign concept. Accordingly, the work should start at the end of 2004 and be completed in mid-2007. This was preceded by long deliberations on adapting the design and interior of the trains to the ICE 3 trains.

For this purpose, the multiple units were taken out of service for five weeks (25 working days) and given a general overhaul. The cost of modernizing a single ICE 1 train was around three million euros, a fraction of what it would have cost to buy new vehicles. Deutsche Bahn invested around 180 million euros in the project.

About 80 percent of the material was reused, including a. 16,000 tons of steel and 1,200 tons of copper from the drive motors of the power cars. The financial savings compared to a new purchase are around 1.3 billion euros, in addition around 35,000 tons of carbon dioxide emissions and around 500,000 tons of mining and industrial waste were avoided.

After several weeks of test drives, the first ICE 1 in the redesign (multiple unit 111 "Nuremberg") was used as planned for the first time on August 5, 2005. By March 2006, eleven multiple units had been modernized, in February 2007 half of the fleet (30 multiple units), by June 2007 37 of the 59 units. In 2005 nine trains were rebuilt, in 2006 and 2007 20 trains each. While two trains were modernized in parallel by the end of 2007, the remaining ten trains were rebuilt individually in 2008. By April 2008, 54 of the remaining 59 multiple units had been modernized. On the evening of September 14, 2008, the last regular run of a non-modernized ICE 1 multiple unit (Item 157) ended. The modernization of the last train was completed at the end of October 2008.

As a result of the modernization, the Nuremberg repair shop was largely utilized and 320 jobs were secured.

In each of the 708 intermediate cars, around 3,500 individual parts were removed, refurbished or replaced and then reinstalled. 42,000 seats, 40,000 square meters of flooring, 5,000 tables, 42,000 seat reservation displays and 11,000 sun blinds were installed or replaced. The interior design is largely adapted to the design of the newer ICE vehicles ( ICE 3 , ICE T and ICE TD ).

The inserted place cards were replaced by displays during the renovation.

Numerous changes have been made in the passenger area:

• new color scheme, brighter lighting
• Similar to the second production series of the ICE 3, the cladding of the cars was made with a teak design.
• Reduction of the seat spacing to 920 mm (2nd class) or 1010 mm (1st class). This means that around 60 additional seats are available on the train: a total of 197 in first and 497 in second class. Due to the unchanged ribbon of windows, these measures create wall window seats - window seats in rows of seats at the height of which no or only part of a window is located.
• Sockets at the seat and luggage racks in the middle of the car. Four new circuits were set up for each car to supply the sockets.
• The passenger information system was modernized and also supplemented by electronic reservation displays at all seats.
• Modernized on-board restaurant (red leather seats) with on-board bistro. The design of the newly designed dining car was brought closer to the first series of the ICE T. As chairs have been replaced by fixed benches, the restaurant is no longer barrier-free.
• The barrier-free toilet was equipped with an emergency call button, the wheelchair parking spaces with a service call button. The number of wheelchair spaces has been increased from two to three per train.

In the course of the modernization, the audio and video system, the telephone booths, the footrests in the second class, the information terminal for timetable information and the service call buttons in the first class will be omitted. Furthermore, the backrests of the seats in the compartments of the second class are no longer adjustable, in the large rooms of both classes only to a reduced extent. It is also possible to move the seat cushion about five centimeters forward in both classes.

During the redesign, some 1st class intermediate cars were converted into 2nd class cars and given new car numbers. In return, the 803 series service cars were upgraded from second class to first class. The following intermediate cars of the first class were converted to the second class:

801 404-5 in 802 701-3 on 02/10/2006 801 426-8 in 802 702-1 on 05/05/2006 801 422-7 in 802 703-9 on May 26, 2006 801 415-1 in 802 704-6 on 06/09/2006 801 413-6 in 802 705-4 on 07/14/2006 801 424-3 in 802 706-2 on December 22, 2006

801 439-1 in 802 707-0 on January 19, 2007 801 406-0 in 802 708-8 on 02/23/2007 801 419-3 in 802 709-6 on June 29, 2007 801 418-5 in 802 710-4 on August 3, 2007 801 402-9 in 802 711-2 on 07.09.2007 801 432-6 in 802 712-0 on November 16, 2007

801 440-9 in 802 713-8 on December 21, 2007 801 420-1 in 802 714-6 on 02/29/2008 801 421-9 in 802 715-3 on 04/04/2008 801 097-7 in 802 716-1 on 05/09/2008 801 021-7 in 802 717-9 on June 13, 2008 801 437-5 in 802 718-7 on 08/12/2011

The bogie frames of the motor bogies in the power cars were renewed and a new energy supply for the air conditioning system was installed. In addition, smaller measures are carried out, for example a diagnosis of the driver's brake valves (with replacement if necessary), installation of new relays in safety loops and minor changes to the vehicle software. With the renovation, the trains will also have a uniform structure. During the renovation phase, it was not possible to reserve those seats that were not consistently available in converted and "old" trains.

The redesign of the ICE 1 won the Brunel Award in 2008 , a prize for railway design.

Further modernizations

The German rail wrote in October 2007, the conversion of two power cars on IGBT - instead of thyristor - converters from. The company ABB was awarded the contract in September 2008 and then developed in 13 months a prototype for testing. IGBT technology was tested in 2010 in multiple unit 111. According to the manufacturer, the use of the new traction converters can reduce energy consumption by around 15%, so that annual energy costs of around 100,000 euros can be saved per train. After the conversion, 60 percent fewer drive failures should occur.

In addition to lower energy costs, space requirements and weight have been reduced from 300 to 35 kg per converter. After completion of the test, ABB was commissioned to equip 18 additional ICE 1 multiple units with IGBT converters. By the beginning of 2015, ABB Schweiz AG had completed the order for the 38 thyristor and two GTO power cars. A total of 40 power cars of this series, 001 to 005, 007 to 019, 061, 501 to 520 and 555, were each equipped with two new traction converter units. A converter unit, set up on an adapter frame, contains the following main assemblies: two line converters, the intermediate circuit with suction circuit, a three-point motor converter for two individually switchable drive motors, the instantaneous overvoltage limiter with discharge function, the Antifrogen-N-water mixture cooling circuit and the control unit. The traction motors, the main transformer and the suction circuit chokes remained unchanged. The line filter and the four motor chokes are functionally omitted.

There are no plans to convert the remaining 39 trains with IGBT converters. Spare parts are to be obtained from a GTO-IGBT conversion of the ICE-2 fleet.

2. Redesign

In 2014, Deutsche Bahn was aware of plans to extend the service life of the ICE 1 multiple units to 40 years with a second redesign.

In order to extend the service life until 2030, the ICE 1 will be subjected to a second redesign. The multiple units are to be shortened from twelve to nine cars. The service car 803.1 is again declassified and re-branded as the 803.2 as the sixth 2nd class car, in front of the on-board restaurant, i. H. in its original position. The on-board restaurant, the so-called humpback dining car, will be retained. One first class car and two second class cars will be removed from the train set.

In spring 2019, the conversion of a sample train began, which took 18 months. This prototype left the Nuremberg plant on April 30, 2020 and has been in passenger service since the end of June 2020. The three intermediate cars that have been lined up have since served as a reserve and spare parts dispenser.

A total of five pre-series conversions should begin from autumn 2019, and the remaining trains will then be modernized every two months by 2023. General inspections (IS 600 or 700) are also carried out as required during the modernization. The modernization takes place in the plants in Neumünster (air conditioning), Uerdingen (one power car, one intermediate car of the 803 series), Nuremberg (one power car, other intermediate cars) and Munich (electronics repair). So far (as of May 2019) the modernization of 48 multiple units has been commissioned, the remaining 10 are to be optionally revised at a later date. A total of 320 million euros are estimated.

Operational tests

From mid-1993 onwards, a newly developed, air-sprung bogie was tested in a first-class car (801 088-6) on a scheduled ICE in a two-year operational test. The first ICE bogie approved for a speed of 300 km / h was to be made ready for series production for the second ICE generation as part of the test.

From 1995 two ICE-1 trains operated as so-called idea trains between Hamburg and Basel and Stuttgart . Among other things, mobile phone amplifiers , the use of returnable bottles in the dining car and concepts for internet access on the train were tested on the trains . The trains ran later than regular ICE trains without testing. In the course of the modernization ( redesign ), the special equipment was largely removed.

On the ICE 1 train route Ernst Barlach , which ran from Hamburg to Munich in the morning, between the beginning of 1995 and March 1995, one compartment each in car 1 and 7 was blocked for taking skis on Saturdays. Holders for 28 pairs of skis were available for each compartment. The free places could not be reserved. Between January 13 and March 23, 1996, the service was offered in a compartment in car 5 of an ICE train pair (ICE 585, 588) between Garmisch-Partenkirchen and Hamburg . Such a compartment was also reserved for skis on certain travel days on a pair of trains between Berlin Zoo and Interlaken between mid-December 1995 and mid-April 1996. 28 pairs of skis could be stored in each of the two compartments.

Around 1995, new types of air conditioning systems that used air as the process gas and thus managed without refrigerant were tested in cars 802 406-9 and 802 452-3 (at that time multiple unit 76) . These systems were finally installed in series in the ICE 3 .

In order to test the concept of distributed propulsion , the ICE 1 multiple unit 113 with powered end cars from the ICE 2 and a new, powered intermediate car called the ICE D ran at the end of the 1990s .

In mid-2018, a unit consisting of nine intermediate cars and two power cars was used for torsion test runs .

With a contract signed on March 19, 2019 between the German Aerospace Center and DB Systemtechnik, a collaboration on the "Demonstrator for innovation in passenger comfort and air conditioning" was agreed. An ICE-1 intermediate car of the 802 series is due to go into operation in spring 2020 on the DB Systemtechnik site in Minden. a. To test improvements in the area of ​​acoustics and the reduction of the energy requirement of the air conditioning systems.

Regular operation

Play media file

An ICE 1 leaves Ingolstadt Hbf in the direction of Munich

Play media file

An ICE 1 travels the NBS Nürnberg – Ingolstadt at 250 km / h in the direction of Nürnberg

The German track is only operator and owner of ICE 1 trainsets. Today it has 58 units, each with twelve intermediate cars. With around 700 seats on a train length of around 360 meters, the ICE 1 trains are the longest ICE units that have been built to date. (Other ICE multiple units only achieve this length by coupling two - rarely three - train parts.)

The multiple units are used in regular intervals on four high-demand north-south routes (status: 2008 annual timetable):

1. from Hamburg-Altona via Hanover - Göttingen - Kassel-Wilhelmshöhe - Frankfurt (Main) - Mannheim - Karlsruhe - Baden-Baden - Freiburg to Basel (ICE line  20 ) or directly to Stuttgart (ICE line  22 ),
2. from Berlin via Wolfsburg - Braunschweig - Hildesheim - Göttingen - Kassel-Wilhelmshöhe - Fulda - Hanau - Frankfurt (Main) - Mannheim - Karlsruhe - Offenburg to Basel (ICE line  12 ) or - Stuttgart - Ulm - Augsburg - Munich (ICE line  11 ),
3. from Hamburg-Altona via Hanover - Göttingen - Kassel-Wilhelmshöhe - Würzburg - Nuremberg - Ingolstadt to Munich (line 25 ),
4. between Hamburg-Altona and Berlin (part of the ICE line 28 ).

In addition, individual pairs of trains are operated with ICE 1 on other lines . Until it was replaced by the ICE T in December 2007, ICE 1 also operated from Germany to Innsbruck and Vienna and between these two cities.

Due to the fact that the loading gauge is continuously exceeded , the trains form the ICE A group alongside the ICE 2 and the Metropolitan .

During the COVID-19 pandemic in Germany , a large part of the fleet was temporarily parked due to low demand and partially replaced by shorter ICE 2 trains.

The 59 sets are located in the Hamburg-Eidelstedt depot .

Replacement with new trains

In the summer of 2008, Deutsche Bahn issued a framework contract under the working title ICx , under which the ICE 1 should also be replaced around 2020. The trains, now referred to as ICE 4 , have been gradually taking over the services of ICE 1 since December 2017, which is used on other lines for this purpose.

320 million euros are to be invested in a further modernization of the ICE 1 in order to be able to use the trains at least until 2030. It should u. a. the drive technology was revised, a new passenger information system installed, more luggage space, new seat covers and new carpets received. Shortening the trains is being considered. The trains are to be shortened by three cars and in the future will have two power cars and nine intermediate cars, with one first-class and two second-class cars being omitted and the service cars being converted to second class. There should be 503 seats available, 110 of them in 1st class. A decision on the shortening should be made in mid-2019.

The shortened trains are to be used on cycle lines with medium capacity requirements, as ICE sprinters, in tourist traffic and as relief trains. Starting in the 2020s, the Berlin – Braunschweig – Frankfurt (Main) airport, Hamburg – Berlin – Halle (Saale) –Nuremberg – Munich and Munich – Karlsruhe lines are planned. In Sprinter traffic, operations are planned on the lines Berlin – Cologne, Berlin – Erfurt – Frankfurt (Main), Hamburg – Cologne and Hamburg – Frankfurt (Main). In the tourist traffic, the multiple units are supposed to run between Cologne, Hamburg and Ostseebad Binz and Greifswald.

construction

The multiple units are planned to consist of two power cars and 12 intermediate cars . Train configurations with nine to 14 intermediate cars are operationally possible. With a train length of 410.70 meters, the 14-car trains (before the conversion) offered 192 passengers in the first and 567 passengers in the second class. There are 40 seats in the dining car of the ICE 1 multiple units and four in the conference compartment. Two parking spaces are reserved for wheelchair users. An operational separation of the vehicles outside the workshop is not planned (multiple unit concept). The multiple units 162 to 171 were approved for the Austrian traffic until 2007, the multiple units 172 to 190 for the traffic to Switzerland.

Serial number	[TK1]	[1]	[2]	[3]	[4]	[5]	[6]	[7]	[8th]	[9]	[10]	[11]	[12]	[13]	[14]	[TK2]
1st construction series (11 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3	-	-	803.0	804.0	801.0	801.4	-	801.8	401.5
1st construction series (12 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3	-	803.0	804.0	801.0	801.4	-	801.8	401.5
1st construction series (13 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3	-	803.0	804.0	801.0	801.4	801.4	801.8	401.5
2nd construction series (11 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.9	-	-	803.0	804.0	801.0	801.4	-	801.8	401.5
2nd construction series (12 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.9	802.0 802.3	-	803.0	804.0	801.0	801.4	-	801.8	401.5
2nd construction series (Switzerland)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.9	-	-	803.0	804.0	801.0	801.4	801.4	801.8	401.5
2nd construction series (13 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.9	802.0 802.3	-	803.0	804.0	801.0	801.4	801.4	801.8	401.5
1. Redesign (12 cars)	401.0	802.8	802.6	802.0 802.3	802.0 802.3	802.0 802.3	802.0 802.3 802.7 802.9	802.0 802.3	804.0	803.1	-	801.0	801.4	-	801.8	401.5
2. Redesign (9 cars)	401.0	802.x	802.x	802.x	802.x	802.x	803.2	804.0	-	-	-	801.6	801.8	-	-	401.5
Special train (Berlin-Lichtenberg) November 1990	401 004	802 301	-	-	-	-	-	-	-	803 003	-	-	-	-	-	401 504
"Elisabeth" special train October 1992¹	401 073	801.8	801.0	804.0	-	802.6 802.8	802.0 802.3	-	-	803.0	804.0	801.0	-	-	801.8	401 573
Special train "ICE Train North America Tour" 1993²	401 084	802 855	802 657	802 438	-	-	-	-	-	803 056	804 051	-	-	-	801 856	401 584
Special train “Lötschberg Tunnel” 2007³	401 089	802.8	802.6	802.3	802.0	-	-	-	-	803.1	-	-	-	-	801.8	401 589

The majority of the ICE-1 cars put into service between 1991 and 1994 were divided into compartment, face-to-face and row seat modules, analogous to the number of seats in the InterCity . Smoking areas were set up in the end cars, some of the cars were divided into quiet zones and (later retrofitted) zones with improved cell phone reception. The option provided for most seats in the open-plan area of ​​rotating them in the direction of travel was never used in practice.

The ICE 1 trains were successively modernized between 2005 and November 2008 (so-called " redesign "). The structure and interior of the trains underwent considerable changes. As a result of the modernization, the train composition of the trains was largely standardized (see also the section on conversion ). The trains are now uniformly of two power cars and twelve intermediate cars formed . Four intermediate cars in 1st class, including service cars with a conductor's compartment ( serial numbers 9, 11, 12, 14), are followed by a dining car (8) and seven intermediate cars in 2nd class (1 to 7). All passenger cars are non-smoking cars, cars 1, 3, 5, 9, 11 and 14 are equipped with cell phone amplifiers .

Special configurations

Special train 1990 - first set

In November 1990, an ICE1 train set was exhibited at Berlin-Lichtenberg station for advertising purposes for Eastern European railways . This was the first train configuration intended for the public. It consisted of two powered end cars, a 2nd class car and a service car.

"Elisabeth" special train

An ICE1 special configuration was put together for the visit of Queen Elisabeth II on October 23, 1992 in Dresden . This consisted of the fuselage of multiple unit 173, with two first-class cars (smoker and non-smoker), an on-board restaurant, the service car for train attendants and two second-class cars (smoker and non-smoker). This was followed by a second restaurant car and two first class cars from another multiple unit. The second restaurant car was converted into a throne room and the two additional first class cars were for the British guests of honor and their companions. The two power cars 401 073-2 & 401 573-1 were therefore rebuilt in 1995 in 1:87 (H0) by Märklin as a model with the number 3750; The model power end 401 073-2 received the inscription Elisabeth on the left and right front sides .

Special train for the Japanese Emperor Akihito

As part of a state visit to Germany in September 1993, the Japanese Emperor Akihito and his wife Michiko traveled by train to the Middle Rhine Valley between Rolandseck and Bingen . For this purpose the Federal Railroad converted half an ICE car. The seats were removed and a leather sofa with a table was installed lengthways to the direction of travel, so that the guests could comfortably view the Rhine during the journey.

Presentation trips in the United States

→ Main article : ICE Train North America Tour

In June 1993 an eight-part ICE-1 multiple unit (parts from multiple unit 184) was shipped from Bremerhaven to the United States . The eight-part set comprised, among other things, two power cars (401 084 & 401 584), three medium and one service car in the second class, a dining car and a car in the first class. Technical adjustments had been made by the industry since April 1993, in particular for the traction current system of the Northeast Corridor (11 kV 25 Hz) and to the wheel profiles.

The set made presentation trips to 25 major cities in the United States and Canada and was used from October 4th for two months on the New York City  - Washington, DC line in scheduled service as a Metroliner , on other routes it was pulled by diesel locomotives.

Siemens and AEG - Westinghouse were hoping to win an order for 26 trains from Amtrak for a planned 240 km / h express service on the Boston - New York - Washington route. The multiple units would have been manufactured as part of a cooperation at the five locations of the Electro-Motive Division of General Motors in the USA.

Further attempts to sell the ICE-1 technology abroad were also unsuccessful. AEG and Siemens offered the ICE in Taiwan in 1993/1994 . 45 trains worth 3.5 billion D-Marks were to be procured. In the summer of 1993 there was also a test drive with the Taiwanese Minister of Transport, Liu Chao-Shiuan, in Germany.

Swiss speed record

On November 8, 2007, multiple unit 189, which was shortened to around 200 meters, set a new speed record for rail vehicles in Switzerland at 288 km / h during ETCS acceptance runs in the Lötschberg base tunnel between Ferden and Lötschen . The unit was equipped with a modified pantograph, with only two of the four (i.e. a total of six out of eight) traction motors being available in one of the two power heads .

Power cars (series 401)

Class 401 power car
Power end 401 514-5 of multiple unit 114 in Nürnberg Hbf
Numbering:	DB 401 001-019, 051-090 and DB 401 501-520, 552-590
Number:	118 (built 120: 401 020 & 401 551 were retired due to very serious damage)
Axis formula :	Bo'Bo '
Length:	20,560 mm
Width:	up to 3,070 mm
Trunnion Distance:	11,460 mm
Bogie axle base:	3,000 mm
Empty mass:	approx. 80 t

The power car of the 401 series contains a driver's cab and an engine room. The driver's cab includes, among other things, the driver's cab with the driver's desk, a companion's seat and several operating elements behind the driver. The engine room accommodates devices and assemblies on both sides of a central aisle that leads from a door on the driver's cab to the rear exit of the power car (rarely used during operation). The driver can get on and off via exit doors on both sides in the longitudinal direction at the end of the engine room facing the driver's cab.

Both bogies of the vehicle are driven. The continuous output of the four externally ventilated traction motors is 1,250 kW each, the UIC rated output per power unit is 4,800 kW, the greatest starting tractive effort is 200  kN . The arrangement of the drive system corresponds to the principle of the three-phase asynchronous motor tested in DE 2500 and the InterCityExperimental , which is suspended between the bogie frame and the vehicle frame on the ICE 1 together with the gearbox and the hollow brake shaft. This represents a simplification of the principle of the uncoupling drive mass ("UmAn") which has been tried and tested in the InterCityExperimental , in which the drive mass is coupled to the bogie (slow cornering) or (for high-speed driving) to the vehicle frame via electronically controlled pneumatics. The power cars are a direct further development of the locomotive series 120 .

At the time of their introduction, the technology of the power cars was considered extremely advanced. Ten computer systems alone were accommodated in each head; two displays and the like on the left and right edges of the driver's desk allow a. the control of operating conditions and the entry of faults, which are reported to the depots by radio.

In contrast to the power cars of the InterCityExperimental, which were slightly higher than the adjacent intermediate cars, the power head height for the ICE-1 series trains could be adjusted to the height of the cars. As a new design feature, a "kink" 1800 millimeters above the upper edge of the rail was introduced: Below this edge, the outer wall is inclined inward by 5.2 degrees, and above it by 2.9 degrees. Another major innovation compared to the previous ICE train is the pressure-tight design of the driver's cab.

The end cars 001 to 020 and 501 to 520 received power converters based on frequency thyristors . In all following heads (numbers 051 to 090 and 551 to 590) power converters with GTO thyristors were installed, which provide the characteristic "melody" when starting up. The weight of the power cars with conventional power converters is around 80.4 tons, with GTO thyristors the weight is around 78 tons, two and a half tons lower.

The power converter has an output of 7.6 MVA. The transformers have a nominal output of 5.2 MVA, of which 4.5 MVA for traction purposes and 700 kVA for heating, air conditioning and auxiliary systems. The wheel diameter is between 1,040 mm (new) and 950 mm (worn).

The power cars have a Scharfenberg coupling at their tip , which is covered by a cover flap and is used exclusively as a tow coupling . In contrast to the other ICE series, the coupling of the ICE 1 trains cannot be used in scheduled operation.

The power cars of the ICE 2 train (series 402) are compatible with the intermediate cars of the ICE 1 and are also used together with ICE 1 trains in the event of bottlenecks. In the course of ordering the ICE 2 trains , in addition to the other 44 power cars used in ICE 2 trains , two power cars were also ordered as a reserve; Power end 402 045 and power end 402 046.

The power cars intended for traffic in Switzerland are equipped with a second pantograph according to Swiss standards and the Swiss Integra-Signum train control system. The remaining ICE-1 power cars are prepared to accommodate the Swiss pantograph.

The power car 401 0xx is usually attached to the second class car, the head with the number 401 5xx to those of the first class.

• 

  ICE power car 401 072-4 in Frankfurt am Main

• 

  Driver's cab of a class 401 powered end car

• 

  Close-up of a bogie for the ICE 1 power car

• 

  Air compressor in the engine room of the power car

• 

  Power cars and intermediate cars with a characteristic "kink", 1.8 meters above the top of the rail

• 

  Aerodynamic bow section. The clutch flap can be seen in the lower area.

• 

  Pantograph of an ICE-1 power car

First class car (class 801)

Intermediate car of the series 801 / 801.8
Number:	105/41 (first series)
Axis formula :	2'2 '
Genre :	Avmz
Length:	26,400 mm
Width:	3,020 mm
Empty mass:	52 t (before conversion)
Service mass:	52.8 t (before conversion, including 800 l water)
Seats:	53 (after conversion) 48 (before conversion)
Floor height:	1210 mm
Classes :	1

When they were delivered, the cars had two open-plan areas with 2 + 1 seating and three closed compartments with five seats each. A total of 48 seats were available in these cars. A toilet was attached to the compartments at the crossover between cars. There were also three showcases, lockers and various trash cans in the area to the car crossing. The two open-plan areas were separated by a cloakroom area. The seat spacing (row seating) was 1,114 millimeters, the width of the center aisle was 636 millimeters. The seat width was 500 millimeters.

In the course of the first ICE 1 series (41 multiple units), 105 cars of this type were ordered.

• 

  View from the interchange into the greater area

• 

  1st class compartments in the relaxation area

First class car with special equipment (class 801.8)

The cars are similar to those of the 801 series, but when they were commissioned they had a C-network telephone that was located between the toilet and the first compartment.

A communication terminal with a keyboard was installed between the telephone booth and the toilet, which could be operated from the corridor. The BTX pages of the railway could be called up, which were cached locally. Messages such as complaints or orders in the Deutsche Bahn fan shop could also be sent.

In the course of the first ICE-1 series, 41 cars of this type were ordered.

Second class car (class 802)

Intermediate car of the class 802 / 802.9
Number:	246/25 (first series)
Genre :	Bvmz / Bpmz
Length:	26,400 mm
Width:	3,020 mm
Empty mass:	approx. 52.6 t (before conversion)
Service mass:	53.6 t, including 1 t of water and supplies (before renovation)
Seats:	71 (after conversion) 66 (before conversion)
Floor height:	1210 mm
Classes :	2

The cars accommodate an open-plan area with 2 + 2 seating, four compartments (six seats each) and two toilets. Before the modernization of the ICE 1 trains, up to 66 passengers found a seat here. One part of the open-plan area was equipped with six tables around which 22 (4 × 4, 2 × 3) seats were arranged, the other half of the open-plan area had predominantly row seating. The two halves of the open-plan area were separated by cloakrooms. After the modernization, there were four tables with four seats each; instead of the cloakrooms, a luggage rack for heavy luggage was installed.

The seat spacing in the area of ​​the row seats was originally 102.5 centimeters, the backrests of the second class could be adjusted by 40 degrees. One of three different color combinations of flooring and upholstery was used in each car. The seats had a width of 480 mm.

Some units were retrofitted in car 1 (at that time smoking car, second class) with an area for the reception of AIRail flight luggage in containers. This extra compartment was used in trains on the Stuttgart - Frankfurt Airport route. It was removed again in the course of the modernization.

In the course of the first ICE 1 series (41 multiple units), 246 cars of this type were ordered.

• 

  Large area before the renovation. At the back right is the corridor to the four compartments.

• 

  modernized open plan area

• 

  Compartment: before ...

• 

  ... and after the modernization

• 

  Toilet (before the renovation)

• 

  Bistro counter ICE 1

• 

  Bistro counter ICE 1 (closing time)

Second-class car in a special version (class 802.9)

As part of the order for the ICE 2 multiple units in December 1993, Deutsche Bahn ordered additional cars to be added to the ICE 1 trains. The 24 second class cars (class 806.9) and one first class car (class 805.9) were combined to form the 802.9 class and added to the ICE 1 multiple units as the seventh second class car (car 7). It had previously been shown that the seating capacity in the second class area of ​​the ICE 1 was too small. While the originally delivered ICE-1 cars have compartments, the 25 cars of the subsequent delivery were designed as pure open-plan cars in accordance with the ICE-2 concept.

Since the car of the 805.9 series was classified as a second-class car (serial number 7), the curiosity arose that a first-class car was labeled as a second-class car and could be used by passengers with a second-class ticket .

In the course of the “redesign”, the second-class cars of the 802.9 series were added as car 6.

Service trolley (series 803)

Class 803 intermediate car
View from the middle of the car towards the compartments, before the conversion. In front of the wall on the left, the open space of the two wheelchair parking spaces can be seen.
Number:	59 (built 60)
Genre :	Bvsmz
Length:	26,400 mm
Width:	3,020 mm
Empty mass:	55.5 t (before conversion)
Service mass:	58.2 t (before conversion, including 1 t of water and 1.7 t of supplies)
Seats:	35 (after conversion) 45 (before conversion)
Floor height:	1210 mm
Classes :	2

The 803 series service cars have 39 2nd class seats, two wheelchair spaces and a conference compartment with four seats. The car also houses the train manager's service compartment, a compartment for restaurant staff and a barrier-free toilet with a changing table . In the car there is also a toilet not accessible to travelers for the staff of the neighboring dining car in order to ensure compliance with hygiene regulations.

The entrance was widened by ten centimeters compared to the other cars to make it easier for wheelchair users to access. The adjacent picture before the conversion shows the view from the middle of the car in the direction of the compartments described below. In front of the wall on the left, the open space of the two wheelchair parking spaces can be seen.

The conference compartment in the car was equipped with a large table, four free-standing chairs and (for use) an electronic typewriter, a fax machine, a telephone and sockets. It could be used with a reservation for at least three seats, initially in connection with first class tickets and later also second class tickets. If it was not reserved, the occupancy was at the discretion of the train manager. Demand for the conference compartment was high in 1992 with 8197 bookings, but fell to 4400 bookings in the following year. Until the multiple units were retrofitted, the only sockets that could be used by travelers were in the conference compartment.

Among other things, the control center for the passenger information system is housed in the service compartment. As a rule, announcements are also made from this compartment. In the beginning, standard announcements were made, for example, before reaching the next stop, computer-controlled in three languages.

Until the modernization, the arrangement of the tables (4 × 4 places and 2 × 3 places) corresponded exactly to the arrangement in the other 2nd class cars. Also separated by cloakrooms, there were only five rows of seats towards the center of the car, with a total of 17 rows of seats. In its original design, the car also took on the train's second telephone booth.

As part of the first ICE 1 series, the Deutsche Bundesbahn ordered 41 cars of this type.

Dining car (class 804)

Class 804 dining car
On-board restaurant of the ICE 1 with a characteristic "hump"
Number:	59 (built 60)
Genre :	WSmz
Length:	26,400 mm
Height:	4,295 mm
Width:	3,020 mm
Seats:	36 + 4 standing places
Floor height:	1210 mm
Classes :	2

The dining car (class 804, also known as on-board restaurant , formerly also on-board restaurant ) has a total of 40 seats. On the side facing first class, guests are served in a seating area of ​​24 seats in 2 + 1 seating at eight tables. In the middle of the car there is a kitchen ( galley ) with a 70 centimeter wide aisle for the kitchen staff, which merges into a serving counter for the BordBistro (formerly also Bord-Treff ). In this self-service area, up to 16 passengers can be seated and 10 passengers can be seated.

The distinctive distinguishing feature of the dining car in the train formation is the roof, which is around 45 centimeters higher than the rest of the train. Initially intended to emphasize the car in the train, these skylights were later needed to accommodate additional technical equipment in the kitchen. In contrast to all other cars, the dining car does not have entry and exit doors for passengers, but a loading door in the kitchen area that can only be operated from the inside.

As part of the modernization program, which has been running since 2005, the galley of the dining car was redesigned and equipped with a microwave, container spaces and a new coffee machine for various hot drinks.

As part of the first ICE 1 series, the Deutsche Bundesbahn ordered 41 cars of this type. Before the ICE 1 trains started operating, consideration had been given to extending the service to the tables in the neighboring first-class car if the restaurant area was overloaded.

technology

The ICE 1 is powered by the eight driven axles of the two power cars. The concentration of the drive on relatively few axles means that the maximum gradient on which the trains can travel safely is limited. The limit for ICE 1 is around 35 ‰. Stronger gradients cannot be safely mastered, since the train's wheels can slip if the rail conditions are unfavorable (low static friction ) , which means that the train can no longer start safely. For this reason (among others) the trains are not allowed to use the high-speed route Cologne – Rhine / Main , which has gradients of up to 40 ‰.

The intermediate cars rest on steel-sprung bogies of the type MD 530 with an axle base of 2500 mm. The wheels measure 920 mm when new, 860 mm when worn. The intermediate cars are connected at a height of 900 mm using a central buffer coupling that was newly developed for the ICE 1. Two air lines, two train busbars , control lines and two fiber-optic cables are coupled through . Larger tools are required for (dis) coupling. The train configuration can therefore only be changed in workshops. The car crossings have a clear width of 1,100 and a clear height of 2,050 mm. In contrast to the InterCityExperimental, they were not implemented with a positive fit.

Emergency braking of an ICE 1 north of the Audit Tunnel . A cloud of brake dust can be seen to the right of the train

The acceleration distance of a 14-car train to 100 km / h - from a standstill, on the plane - is given as 900 meters (66 seconds), that to 200 km / h as 6,850 meters (200 seconds) and to 250 km / h h at 18,350 meters (380 seconds).

Disc brakes are available as brakes in all vehicles , as well as electromotive brakes (power cars) or magnetic rail brakes (intermediate car). Spring-loaded brakes in the power cars and spindle brakes in the intermediate car serve as parking brakes . The replacement of the magnetic rail brakes with eddy current brakes is prepared.

The braking distance for LZB-controlled service braking (0.5 m / s²) from 250 km / h is specified as 4820 meters, that of rapid braking (1.05 m / s²) as 2300 meters. In a braking test, instantaneous decelerations of around 1.6 m / s² (up to 80 km / h) were measured, which dropped to around 1.1 m / s² up to 250 km / h. A braking distance of 2047 m was achieved from 245 km / h.

The type DSA 350 SEK pantograph developed by Dornier for the ICE 1 trains was considered to be particularly light (at around 100 kg) and low in resonance when the ICE trains were introduced . In contrast to the previous ICE train InterCityExperimental, the ICE-1 series trains did not have a continuous high-voltage roof line. When driving, the pantographs on both power cars are therefore usually raised.

In the 1990s, the two telephone booths on the train established a connection to the Telekom C network via 13 so-called base stations along the two new lines . For this purpose, amplifiers were installed in the 81 tunnels of the first two new lines at a distance of 1500 meters, which communicated with the moving trains via leakage cables . Directional antennas were used between the tunnels. The connection was established on the train side via antennas on the service vehicle. For telephone calls, 70 pfennigs were charged per unit of charge. In June 1991 a turnover of 2047 DM per telephone booth was achieved and more than 9000 ICE telephone cards were sold.

With the two telephone booths and the telephone in the conference compartment, each ICE-1 train was connected to the telephone network of the former Bundespost via three main connections. Travelers could also be reached via Euro signal . Each train also had an answering machine that could be reached via a specific phone number. The train crew listened to recorded messages there and then looked for the relevant traveler.

ETCS equipment

Modified driver's cab of an ICE 1 with ETCS driver's cab signaling

As part of a project running from 2004 to 2009, 19 ICE-1 multiple units were equipped with ETCS for the first time for use in Switzerland . The commissioning of the first train began on February 26, 2006 (powered end cars 072 and 572 with three intermediate cars). The series conversion started in spring 2006. The vehicles received ETCS equipment from Siemens with version SRS 2.2.2+ .

The cost of 34 million Swiss francs was paid for from a government loan for the first stage of Bahn 2000 . The expenses for retrofitting foreign multiple units were controversial as Swiss tax money was used for this. However, the costs were taken over after Deutsche Bahn announced that it would not adapt its ICE routes for ETCS operation in the next ten years and that it would therefore have no own interest. In the event that ETCS had been used on its own routes, Deutsche Bahn would have had to repay the cost of the conversion on a pro rata basis.

The routing of the trains with ETCS cab signaling was used for the first time on the new Mattstetten – Rothrist line , on which the ICE 1 has been running since the timetable change on December 10, 2006. As part of the ETCS upgrade, the multiple units received, among other things, a radar for precise speed and position measurement, new LZB computers, driver's cab displays and new data storage devices. According to the plans from 2009, the remaining 41 ICE 1 multiple units were no longer to receive any ETCS equipment.

As part of the commissioning planning of VDE8 with the new Ebensfeld – Erfurt line , Deutsche Bahn decided at the beginning of December 2013 to equip the other ICE 1 trains with ETCS as well. The equipment of 80 ICE-1 power cars was put out to tender. The trains should be converted by December 2017 at the latest. One option also provided for the retrofitting of the 19 Swiss trains already equipped with ETCS, whose ETCS equipment was already out of date. The contract was awarded to Alstom in 2014 for 23 million euros. This included cross-border operation in Limited Supervision mode for trips to Basel and six years of maintenance.

Optical sensor aimed at the rail head for ETCS odometry on the power car of an ICE 1

In the spring of 2016, the ETCS conversion of two power cars (401 051 and 007) was in progress. The series conversion began in February 2017. A newly developed sensor system is to be used to replace the Doppler radar. Shortly before the new high-speed railway line opened, it was announced that all 40 trains had been equipped with the new ETCS equipment on time. The majority of the fleet was tested using the reference test procedure. ETCS was tested on individual multiple units, and conclusions were drawn about the functionality of the rest of the fleet. After the opening of the new line between Ebensfeld and Erfurt, there were numerous ETCS disruptions on the trains.

According to other information, 33 of the 40 multiple units to be converted were equipped in December 2017 (according to SRS 3.4.0 ). The 19 Swiss multiple units will keep their ETCS equipment according to SRS 2.2.2+, but are not approved for operation via VDE 8. The locomotives are among the world's first vehicles to be equipped according to ETCS Baseline 3 .

In February, Alstom announced that it would equip the remaining 19 ICE 1 trains with ETCS according to Baseline 3 for a total of more than 10 million euros. The upgrade should be completed by September 2021.

Accidents

Eschede

Scene of the accident in Eschede

The front powered end car of the Eschede train (401 051) was hardly damaged and is still in use. Here: In Munich Central Station (August 2007)

→ Main article : ICE accident at Eschede

On the morning of June 3, 1998, the ICE 1 multiple unit 151 derailed on the Hanover – Hamburg line near Eschede , about 60 kilometers north of Hanover. The multiple unit was on its way from Munich to Hamburg as ICE 884 "Wilhelm Conrad Röntgen" when the first car switched a switch due to a broken tire . The following wagons derailed on the switch, colliding with the pillars of a road bridge and causing them to collapse, which in turn buried several wagons under itself. The rest of the train was compressed in a zigzag.

101 people lost their lives and 88 others were seriously injured. It was the worst high-speed train accident to date and one of the worst rail accidents in German history.

The multiple unit 151 was largely destroyed in the accident. Only the 401 051 powered end car, which was almost undamaged at the time, and individual, undamaged wagons are included in other multiple units. The rear power end was used to rebuild power end 401 573 .

Collision in Thun

The front powered end car of multiple unit 173

On April 28, 2006, at 6:31 a.m., the ICE-1 multiple unit 173 collided on the Thun - Spiez line in front of Thun station with two BLS AG locomotives . The two vehicles from the Re 465 series were used as shunting trips and were supposed to take over a freight train . The investigation into the accident revealed that the driver of the shunting department had recognized a shunting signal ( dwarf signal ) too late (about 30 meters before the stop signal). Despite the immediate emergency braking (from 29 km / h) , the locomotives slipped into the clearance space of the ICE route , collided with the ICE passing through and were catapulted back about 63 meters. The accident can also be attributed to the fact that the dispatcher in charge had disregarded a service regulation and only showed the last of three dwarf signals "Stop", while the first signaled "Drive" and the middle signal "Drive with caution". Usually, however, the last two dwarf signals have to be on "Halt".

Before the collision, the driver of the ICE was also able to initiate rapid braking from 74 km / h. The speed of the ICE when it collided with the 9 km / h slow and 168 t heavy locomotives was 56 km / h.

30 passengers on the ICE were slightly injured. The train driver was able to escape into the door area between the driver's cab and engine room and was only slightly injured. The driver of the two BLS locomotives was also able to get to safety by jumping from the driver's cab. There was considerable material damage to rolling stock and track systems . Three axles of the ICE powered end car (vehicle 401 573-1) and the rear bogie of each of the three to eight wagons derailed, as did a wheelset for the locomotive in the direction of Spiez. The ICE cars were pushed into one another. This resulted in property damage of around ten million euros, and on the locomotives of around 2,600,000  francs (vehicle Re 465 017-2) and 840,000 francs (vehicle 465 014-9). The damage to the tracks of the BLS Lötschbergbahn amounts to 720,000 francs, that of the SBB to 61,000 francs.

The route was cleared by May 2, and by mid-June all ICE vehicles were back in Germany with the exception of the severely damaged front powered end car. Road transport was necessary for the two badly damaged first-class cars. After assessing the vehicles, Deutsche Bahn decided to completely rebuild them. While the entry areas of the heavily damaged ( compressed ) first-class cars were being reconstructed, the multiple unit operated with the first-class cars of multiple unit 111 and a third-party power car. The power end 401 573 leading in the accident was rebuilt in 2011 at the Nuremberg plant using components from power cars 401 020 (retired due to fire) and 401 551 (Eschede) and given the number 401 573 ^II . The crashed multiple unit 173 is now fully operational again, as are the two Swiss locomotives.

Accident in the Landrückentunnel

The leading power car 401 511 in the Landrückentunnel in the accident after its recovery in the Mottgers depot

→ Main article : Railway accident in the Landrückentunnel

On April 26, 2008 ICE 1 multiple unit 111 derailed, with powered end cars 401 511-1 (leading) and 401 011-2 (trailing), as ICE 885 in the Landrückentunnel ( high-speed line Hanover – Würzburg ) after being in a herd of drove over 20 sheep . Ten cars and both powered end cars of the 14-car train derailed. 39 people out of 148 inmates were injured. The train suffered material damage of 5.2 million euros. The train was temporarily disbanded and the first-class cars were used in the also damaged multiple unit 173. In 2013, multiple unit 111 returned to regular service.

Individual overview of the multiple units

See also : List of IC / ICE vehicles named by municipalities and regions

Between 2002 and 2011, all ICE trains of the 402 series were given the names of cities that had sponsored them. Below is a list of the assignment of multiple unit numbers ((1) xx - outside, written above the bogies) and city names. The power _cars marked with _g have a green decorative stripe with the inscription "Germany's fastest climate protector:

Multiple unit number name	Acceptance 1. Redesign 2. Redesign Retirement	Foreign approvals ETCS	Conversions or conversions	assigned power cars	Note accidents
Item 101 Giessen (since July 13, 2004)	31.05.1991 26.05.2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 001 401 501	The multiple unit was disbanded from December 2017 to April 2018, after the derailment of multiple unit 187 in Basel, the intermediate wagons were added to replace them.
Item 102 Flensburg (from August 25, 2003 to February 8, 2008) Jever (since April 29, 2017)	03.01.1991 08.02.2008	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 002 401 502
Item 103 Neu-Isenburg (since May 26, 2011)	03/11/1991 05/05/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 003 401 503
Item 104 Mühldorf a. Inn (from 02/20/2004 to 03/20/2015) Fulda (since 03/21/2015)	03/14/1991 08/18/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 004 401 504	On March 12th, 2004 this multiple unit collided with a car while traveling as ICE 692 Munich – Frankfurt – Berlin near Vallstedt (Salzgitter – Engelnstedt) at a speed of 130 km / h. The driver was killed in the process, and there was considerable material damage to power end 401 004, so that the entire multiple unit had to be towed to the Hamburg plant. End drive 401 004 and the adjoining intermediate car had a special Pokalexpress sticker for the DFB Pokal in May and June 2004 .
Item 105 Offenbach am Main (since August 26, 2003)	06/01/1991 07/13/2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 005 401 505
Item 106 Itzehoe (since January 5, 2006)	21.03.1991 05.01.2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 006 401 506	401 006 converted to GTO after a converter fire in spring 1997.
Item 107 Plattling (since February 10, 2006)	02.06.1991 10.02.2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 007 401 507
Item 108 Lichtenfels (since July 27, 2004)	13.01.1991 16.03.2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 008 401 508
Item 109 Aschaffenburg (from April 21, 2004 to February 23, 2015)	25.04.1991 16.12.2005			401 009 401 509	ICE 1 Aschaffenburg (Item 109) in Berlin's Ostbahnhof Parts of the multiple unit 109 were converted to the measuring train 1002 in 2013. This is used to measure wheel disc rotations. Since 2013, multiple unit 109 has been dissolved, the intermediate cars have been assigned to other multiple units and the power cars serve as a reserve.
Tz 110 Gelsenkirchen (since September 7, 2004)	02/22/1991 03/17/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 010 401 510
Item 111 Nuremberg (from 02/20/2004 to 07/02/2016)	03/14/1991 07/25/2005	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 011 401 511	first redesign move → Main article : Railway accident in the Landrückentunnel The leading power car 401 511 in the Landrückentunnel in the accident after its recovery in the Mottgers depot On April 26, 2008, ICE 1 multiple unit 111, with power cars 401 511-1 (leading) and 401 011-2 (trailing), derailed as ICE 885 in the Landrückentunnel ( high-speed line Hanover – Würzburg ) after being in a herd of drove over 20 sheep . Ten cars and both powered end cars of the 14-car train derailed. 39 people out of 148 inmates were injured. The train suffered material damage of 5.2 million euros. The train's first-class cars were temporarily used in multiple unit 173. The multiple unit returned to regular operation in the course of 2013 after the intermediate cars had been used as reserve wagons for damaged wagons of other multiple units for 5 years. The 401 011/401 511 powered end cars are equipped with new IGBT converters as test vehicles.
Tz 112 Memmingen (since February 20, 2004)	07.02.1991 24.02.2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 012 401 512	In 2018, both power cars had an advertising sticker for DB & Duplo "Probably the fastest praline on German rails!".
Tz 113 Frankenthal / Pfalz (since May 19, 2005)	04/02/1991 11/18/2005	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 013 401 513	In order to test the concept of distributed propulsion , the ICE 1 multiple unit 113 with powered end cars from the ICE 2 and a new, powered intermediate car called the ICE D ran at the end of the 1990s .
Item 114 Friedrichshafen (since June 14, 2005)	31.05.1991 28.09.2005	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 014 401 514	On September 14, 2011 this ICE multiple unit as ICE 597 crashed on the way from Ulm to Munich at the Waldstrasse level crossing in Nersingen in a collision with a car. The cause of the accident was found to be that a 77-year-old car driver disregarded the red light at the level crossing due to being dazzled by the low sun and was locked between the closing full barriers. For his part, the dispatcher at Bf. Nersingen did not notice this despite camera surveillance and cleared the route for the ICE. In the subsequent collision in a slight right-hand arc, the car was caught and torn apart at a speed of 160 km / h. Since the driver was able to get to safety, there was no personal injury - even on the train. Power end 401 514-5 suffered damage of around EUR 1.5 million and was repaired. The investigations initiated against the dispatcher as well as the driver were discontinued in exchange for the payment of fines of EUR 4,000 and EUR 2,000 respectively.
Item 115 Regensburg (since February 20, 2004)	01.05.1991 01.12.2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 015 401 515
Item 116 Pforzheim (since July 1, 2004)	May 1, 1991 December 2, 2005	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 016 401 516
Item 117 Hof (since October 6, 2005)	05/01/1991 08/18/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 017 401 517
Item 118	02/07/1991 05/25/2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 018 401 518	This multiple unit runs with the former intermediate car from multiple unit 166 and is therefore incorrectly labeled Gelnhausen . The baptismal name is still assigned to the multiple unit 166.
Item 119 Osnabrück (since June 19, 2003)	02/22/1991 11/30/2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 019 401 519
Item 120 Lüneburg (since August 13, 2003)	01/17/1991 09/08/2005	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 020 401 051 401 520	On the night of November 22nd to 23rd, 2001 , the 401 020 engine in Offenbach main station burned out and had to be retired. The adjacent intermediate car 802 806 was damaged. From then on, the powered end car served as a spare parts donor; remnants were still parked on a plant siding in the Nuremberg AW in spring 2016.
Item 151	May 1st, 1991 retired on June 30, 1998	-without-		401 051 401 551	Scene of the accident in Eschede The front powered end car of the Eschede train (401 051) was hardly damaged and is still in use. Here: In Munich Central Station (August 2007) → Main article : ICE accident at Eschede On the morning of June 3, 1998, the ICE 1 multiple unit 151 derailed on the Hanover – Hamburg line near Eschede , about 60 kilometers north of Hanover. The multiple unit was on its way from Munich to Hamburg as ICE 884 "Wilhelm Conrad Röntgen" when the first car switched a switch due to a broken tire . The following wagons derailed on the too fast traveled switch , colliding with the pillars of a road bridge and causing them to collapse, which in turn buried several wagons under itself. The rest of the train was compressed in a zigzag. 101 people lost their lives, 88 were seriously injured. It was the worst high-speed train accident to date and one of the worst rail accidents in German history. The multiple unit 151 was largely destroyed in the accident. Only the power car 401 051 , which was almost undamaged at the time, is still in use. The rear power end was used to rebuild power end 401 573 .
Item 152 Hanau (since July 5, 2004)	06/01/1991 09/21/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 052 401 552
Item 153 Neumünster (since 08/20/2003)	07/10/1991 10/13/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 053 401 553	In April 2006, the power car 401 553-3 collided with a car on the Riedbahn near Riedstadt at a speed of around 160 km / h . The power end derailed and came to a stop after about 800 m. A drunk man was left with his car on the closed and closed level crossing. Nobody was injured on the train. The driver of the car had left the vehicle shortly before the collision, then fled, but was later caught.
Item 154 Flensburg (since September 26, 2008)	18.04.1991 26.09.2008	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 054 401 554
Item 155 Rosenheim (since April 28, 2003)	06/02/1991 02/19/2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 055 g 401 555 g	401 555 ABB IGBT traction converter installed; Prototype for the 2nd redesign
Item 156 Heppenheim / Bergstrasse (since August 22, 2008)	07.05.1991 22.08.2008	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 056 401 556
Item 157 Landshut (since 07/07/2007)	June 2nd, 1991 December 5th, 2008	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 057 401 557	last redesign move
Item 158 Gütersloh (since July 14, 2004)	06/02/1991 01/20/2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 058 401 558
Item 159 Bad Oldesloe (since March 3, 2004)	June 2nd, 1991 October 27th, 2006	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 059 401 559	On June 5, 2004, powered end car 401 059 derailed at Munich Central Station while shunting on a switch.
Item 160 Mülheim an der Ruhr (since October 28, 2008)	05/01/1991 09/21/2007	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 060 401 560	The 401 060/401 560 power cars have been equipped with new IGBT converters as test vehicles since the end of 2018 and have been rented to DB Systemtechnik for test drives . The multiple unit therefore operates with different powered end cars from the reserve stock.
Item 161 Bebra (since July 19, 2003)	01.06.1991 23.01.2008	ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 061 401 561	401 061 ABB IGBT traction converter installed; On September 6, 2015, a special train ICE 2938 ran with refugees from Munich to Eisenhüttenstadt. This was made up of multiple unit 161 "Bebra". It was also the first ever ICE1 trip to Eisenhüttenstadt.
Item 162 Geisenheim / Rheingau (since November 10, 2005)	07/10/1991 09/08/2006	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 062 g 401 562 g
Item 163	01.06.1991 26.10.2007	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 063 401 563
Item 164	10/10/1991 30/06/2006	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 064 401 564	On February 4, 2018, there was smoke development in power end 401 064 and 600 people had to be evacuated from ICE 582 at Adelschlag station . As a replacement for the main power cars 064 and 564, the two ICE 2 reserve power cars were added to the multiple unit from February 2018 to May 2018.
Item 165	20.09.1991 31.03.2006	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 065 401 565
Item 166 Gelnhausen (since April 24, 2009)	08.11.1991 20.04.2007	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 066 401 566
Item 167 Garmisch-Partenkirchen (since February 18, 2006)	20.12.1991 17.11.2006	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 067 401 567	From June to December 2011, both power cars had a special sticker for the 2011 Women's World Cup .
Tz 168 Crailsheim (since October 19, 2004)	11/22/1991 07/28/2008	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 068 401 568
Item 169 Worms (since September 12, 2006)	11/29/1991 08/17/2007	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 069 401 569
Item 170	01/31/1992 06/08/2007	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 070 401 570	In May and June 2010, both power cars had special Pokalexpress stickers for DFB Pokal .
Item 171 Heusenstamm (since March 20, 2009)	13.12.1991 04.11.2005	Austria (1998 to 2008) ETCS Baseline 3.4.0 (since 2017)	Equipped with WiFi hotspots (railnet)	401 071 401 571	In the winter of 2016, multiple unit 171 was equipped with the 401 007 and 401 051 power cars, which contain the new ETCS on-board unit, and shortened by three cars. From May 2017, ETCS test drives were carried out on the VDE8 with this set .
Item 172 Mülheim an der Ruhr (from September 21, 2007 to October 28, 2008) Aschaffenburg (since February 23, 2015)	24.04.1992 28.10.2008	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 072 401 572
Item 173 Timmendorfer Strand (from February 4, 2004 to November 16, 2007) Basel (since June 21, 2016)	03/06/1992 11/16/2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 073 401 573	→ Main article : "Collision in Thun" in the ICE 1 article On April 28, 2006, at 6:31 a.m., the ICE-1 multiple unit 173 collided on the Thun - Spiez line in front of Thun station with two BLS AG locomotives . 30 passengers on the passenger train were slightly injured. The train driver of the ICE was able to escape into the door area between the driver's cab and engine room and was only slightly injured. The driver of the two locomotives was also able to get to safety by jumping from the driver's cab. There was considerable material damage to rolling stock and track systems . Three axles of the ICE power car (vehicle 401 573-1) and the rear bogie of each of the three to eight wagons derailed, as well as a wheel set for the locomotive in the direction of Spiez. The ICE cars were pushed into one another. Property damage of around ten million euros was incurred on the ICE and around 2,600,000 francs (vehicle Re 465 017-2) and 840,000 francs (vehicle 465 014-9) to the locomotives  . The damage to the tracks of the BLS Lötschbergbahn is 720,000 francs, that of the SBB is 61,000 francs. Deutsche Bahn decided in 2006 to repair the crashed multiple unit. The entry areas of the badly damaged (compressed) first-class cars had to be rebuilt. The multiple unit 173 now runs with the first-class cars of the multiple unit 111. The two power cars 401 073 & 401 573 were on October 23, 1992 with two 1st class cars (smoker and non-smoker), an on-board restaurant, the service car for the train attendants and two 2nd class cars (smoker and non-smoker) from Item 173 and also with an attached second restaurant car and two 1st class cars from another multiple unit in use in this modified configuration because of the visit of Queen Elizabeth II . The second restaurant car had been converted into a throne room and the two additional 1st class cars were for the British guests of honor and their companions.
Item 174 Zurich (since January 20, 2006)	08.04.1992 29.06.2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 074 401 574
Item 175 Nuremberg (since August 20, 2016)	24.06.1992 30.03.2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 075 401 575	On February 17, 2019, multiple unit 175 derailed on the journey as the ICE 373 from Berlin to Interlaken in Basel with the first powered end car and the second class intermediate car running behind it. Nobody was seriously injured in the accident. All of the 250 or so travelers were evacuated and continue their journey on other trains. There was considerable material damage to the multiple unit and the railway systems. The multiple unit has been back in service since March 1, 2019.
Item 176 Bremen (since December 12, 2002)	05/18/1992 01/19/2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 076 401 576	Around 1995, new types of air conditioning systems that used air as the process gas and thus managed without refrigerant were tested in cars 802 406-9 and 802 452-3 (at that time multiple unit 76) . These systems were finally installed in series in the ICE 3 . On April 12, 2004, 401 076 collided with a Nord-Ostsee-Bahn train while shunting (without passengers) at Kiel Central Station .
Item 177 Basel (from 06/18/2004 to 06/20/2016) Rendsburg (since 06/21/2016)	20.05.1992 22.12.2006	Switzerland (1992 to 2020) ETCS Baseline 2.2.2 (2006 to 2020) ETCS Baseline 3.4.0 (since 2020)	Equipped with WiFi hotspots (railnet)	401 077 401 577	Both power cars bear the words "25 years of ICE, in cooperation with SBB CFF FFS".
Item 178 Bremerhaven (since November 13, 2003)	17.08.1992 04.04.2008	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 078 401 578
Item 179 Chur (from 12/12/2015 to 13/12/2015)	20.05.1992 03.08.2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 079 401 579	Railcar 179 was driven to Switzerland on December 12th, labeled "Chur", but was then christened railcar 186.
Item 180 Castrop-Rauxel (from November 4, 2004 to September 7, 2007) (since June 13, 2008)	06/24/1992 09/07/2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 080 401 580
Item 181 Interlaken (since December 7, 2007)	09/15/1992 05/04/2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 081 401 581	Both power cars bear the words "25 years of ICE, in cooperation with SBB CFF FFS".
Item 182 Rüdesheim (since May 8, 2008)	08/28/1992 05/08/2008	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 082 401 582
Item 183 Timmendorfer Strand (since November 16, 2007)	09/15/1992 05/05/2006	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 083 401 583
Item 184 Bruchsal (since July 23, 2003)	11/16/1992 06/09/2006	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 084 401 584	→ Main article : ICE Train North America Tour In June 1993 an eight-part ICE-1 multiple unit was shipped from Bremerhaven to the United States . The eight-part set included power cars 401 084 and 401 584, three medium-sized cars and one service car in the second class, a dining car and a car in the first class. Technical adjustments had been made by the industry since April 1993, in particular for the traction current system of the Northeast Corridor (11 kilovolt 25 Hertz) and to the wheel profiles. The set made presentation trips to 25 major cities in the United States and Canada and was used from October 4th for two months on the New York City  - Washington, DC line in scheduled service as a Metroliner , on other routes it was pulled by diesel locomotives.
Item 185 Freilassing (since July 18, 2008)	16.11.1992 18.07.2008	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 085 g 401 585 g
Item 186 Chur (since December 13, 2015)	October 16, 1992 October 12, 2007	Switzerland (1992 to 2020) ETCS Baseline 2.2.2 (2006 to 2020) ETCS Baseline 3.4.0 (since 2020)	Equipped with WiFi hotspots (railnet)	401 086 401 586	Both power cars bear the words "25 years of ICE, in cooperation with SBB CFF FFS".
Item 187 Fulda (from November 27, 2002 to March 20, 2015) Mühldorf a. Inn (since March 21, 2015)	02/12/1993 07/14/2006	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 087 401 587	The multiple unit derailed on November 29, 2017 as ICE 75 between Basel Badischer Bahnhof and Basel SBB with dining car and service car. This multiple unit has been disbanded since the accident and some of the cars in this multiple unit with the two converted power cars (401 060, 401 560) have been rented to DB Systemtechnik for converter test drives. The trunk heads are located on other multiple units or are used as a reserve.
Item 188 Hildesheim (since June 13, 2008)	02/12/1993 06/13/2008	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 088 401 588
Item 189 Castrop-Rauxel (from December 20, 2007 to November 12, 2013)	18.12.1992 20.12.2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 089 401 589	On November 8, 2007, multiple unit 189, which was shortened to around 200 m in length, set a new speed record for rail vehicles in Switzerland at 288 km / h during ETCS acceptance runs in the Lötschberg base tunnel between Ferden and Lötschen . The unit was equipped with a modified pantograph, with only two of the four (a total of six of eight) traction motors being available in one of the two power cars .
Item 190 Ludwigshafen am Rhein (since February 10, 2004)	03/05/1993 02/23/2007	Switzerland (incl.ETCS)	Equipped with WiFi hotspots (railnet)	401 090 401 590

Web links

Commons : ICE 1  - collection of images, videos and audio files

• Article about the ICE 1 with photos at high-speed trains
• 360-degree views of the ICE 1 in the old and new design

literature

• Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany . 1st edition. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 .

Individual evidence

1. ↑ ^{a b c d e f g} It starts: Conversion 2 for the ICE 1 . In: turntable . No. 295 , 2019, ISSN  0934-2230 , ZDB -ID 1283841-X , p. 22 f .
2. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw ax ay az ba bb bc bd be bf bg bh bi bj bk} Horst J. Obermayer: The series vehicles of the InterCityExpress . In: Hermann Merker (Ed.): Eisenbahn-Journal special 1/91. ICE - InterCityExpress at the start . Verlag Hermann Merker, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 28–51.
3. ↑ Heinz Kurz : 15 years of the ICE. Part 1: From Intercity Experimental to ICE 1 . In: Railway courier . 4, No. 403, April 2006, ISSN  0170-5288 , p. 58-63 .
4. ↑ ^{a b c d e f g h i} without author: Modernization of the ICE 1 (part 2) . In: VORAUS (Journal of the Union of German Locomotive Drivers . April 2006 edition, ISSN  1438-0099 , pp. 25-27.
5. ↑ ^{a b} DB long-distance traffic with a downsizing course - long-distance bus market is growing rapidly . In: Eisenbahn-Revue International . No. 10 , 2014, ISSN  1421-2811 , p. 506-508 .
6. ↑ The DB fleet . In: mobile . No. 3 , March 2020, ISSN  0949-586X , ZDB -ID 1221702-5 , p. 98 .
7. ↑ ^{a b c d e f g h} Dieter Eikhoff: Everything about the ICE . transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71277-5 , p. 18th f .
8. ↑ ^{a b c} The ICE . In: Railway magazine . 28, No. 3, March 1990, ISSN  0342-1902 , p. 15-26 .
9. ↑ Controversies about the ICE . In: Railway courier . 4, No. 199, 1989, ISSN  0170-5288 , pp. 10 .
10. ↑ Interview with Alex Neumeister: The more complex, the better . In: Alex Buck (Ed.): Alexander Neumeister. Designer monographs 8 . Verlag Form, Frankfurt am Main 1999, pp. 69–81.
11. ↑ Brigitte Beil, Alexander Neumeister : Design InterCityExperimental, MagLev Transrapid: Design for the fast transport of the future, projects by Neumeister-Design Munich , 63-page exhibition brochure , Stuttgart, 1986, pp. 25-27
12. ↑ On the way to solving the ICE problems . In: Eisenbahn-Revue International, issue 10/1998, ISSN  1421-2811 , p. 446 f.
13. ↑ ^{a b c d e} Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 58-67.
14. ^ Message high-speed train of the Federal Railroad goes into series production . In: Railway technical review . 36, No. 1/2, 1987, p. 3
15. ↑ Without an author: The further plans of the Neue Bahn . In: Bahn-Special , Die Neue Bahn . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
16. ↑ ^{a b c} Message: ICE production is already running at full speed . In: Die Bundesbahn 3/1989, p. 261
17. ↑ Annual review 1988 . In: Die Bundesbahn 1/1989, p. 64
18. ↑ ^{a b c d e} report Bundesbahn ordered 41 ICE trains . In: The Federal Railroad . 1988, No. 8, p. 747
19. ↑ ^{a b} Bundesbahn orders 19 more ICE trains . In: Die Bundesbahn , edition 9/1990, p. 913
20. ↑ ^{a b} Message First ICE powered end car ready . In: Railway technical review . No. 11, 1989, p. 1002 f.
21. ↑ ^{a b c d e f g} ICE: Roll-out of the first intermediate car in Salzgitter . In: Die Bundesbahn , edition 10/1990, p. 1001 f.
22. ^ Eberhard Jänsch: Ten years of high-speed traffic in Germany . In: Eisenbahntechnische Rundschau , issue 6/2001, pp. 311–322.
23. ↑ The ICE power cars under construction . In: Eisenbahn-Kurier , No. 196, 1, 1989, ISSN  0170-5288 , p. 34 f.
24. ^ Deutsche Bundesbahn, press and public relations: ICE - the new travel experience of the railway . In: BahnAkzente , edition 11/1990, p. 20
25. ^ ^{A b c} Jürgen Prem: The first steps - news from the ICE . In: The locomotive review . 22 vol., Issue 129, July / August 1990, ISSN  0170-379X , pp. 42-44.
26. ^ Uwe Hielscher: Electric traction vehicles . In: The locomotive review . 22 year, issue 129, July / August 1990, ISSN  0170-379X , p. 10.
27. ^ ICE: "TÜV" in the Opladen repair shop . In: Die Bahn informs , issue 5/1990, p. 4 f.
28. ↑ Eikhoff (2006), p. 19
29. ^ Berndt von Mitzlaff: High-speed traffic abroad. In: Heinz Dürr , Knut Reimers (Hrsg.): High-speed traffic. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0234-2 ( Yearbook of the Railway System . Volume 42), p. 80.
30. ↑ ^{a b} Marcus Niedt: With the ICE into the year 2000? In: Railway courier . 23, No. 185, February 1988, ISSN  0170-5288 , p. 10-18 .
31. ↑ Roll-out of the ICE intermediate car . In: Die Bahn informs , issue 5/1990, p. 8 f.
32. ↑ Without author: ICE. The countdown is running. First route test phase of the series ICE . In: Eisenbahn-Kurier , 8, No. 215, 1990, ISSN  0170-5288 , pp. 28-31.
33. ↑ Wagner (2006), p. 22
34. ↑ Report ICE test drives up to 280 km / h . In: Eisenbahn-Magazin , issue 8/1990, ISSN  0342-1902 , p. 6.
35. ^ Deutsche Bundesbahn, headquarters, central sales office: InterCityExpress . 20-page advertising brochure, no year, pp. 7, 9
36. ^ Deutsche Bundesbahn, headquarters, central sales office: InterCityExpress . 20-page advertising brochure, no year, p. 9
37. ^ HR Kurz, Josef A. Wiese: Communication facilities in the InterCity Express . In: Die Bundesbahn , 64, No. 10, 1988, ISSN  0007-5876 , pp. 937-944.
38. ↑ ^{a b c d e f} Georg Wagner: InterCityExpress - The star trains in long-distance transport of the DB . EK-Verlag, Freiburg 2006, ISBN 3-88255-361-8 , pp. 6-9
39. ^ Walter Mittmann, Fritz Pätzold, Dieter Reuter, Hermann Richter, Klaus-Dieter Wittenberg: The Third Ordinance to Change the Railway Construction and Operating Regulations (EBO) . In: The Federal Railroad . No. 7-8 , 1991, ISSN  0007-5876 , pp. 59-770 .
40. ↑ The 30-minute guarantee on the ICE continues to apply . In: Die Bahn informs , No. 4/1991, September 1991, pp. 8-10, ZDB -ID 2003143-9 .
41. ↑ Message telephoning in the ICE with telecards . In: Deutsche Bahn . No. 11, 1993, p. 940 f.
42. ↑ Manfred Schell : The locomotive pulls the train . Rotbuch-Verlag , Berlin 2009. ISBN 978-3-86789-059-5 , p. 137 f.
43. ↑ Teufel: China is in high regard . In: Süddeutsche Zeitung , No. 159, 1995, ISSN  0174-4917 , p. 2.
44. ↑ A train as the train number for China's number one . In: ZUG , No. 8, 1985, without ISSN, p. 31.
45. ↑ Message Modified ICE and 101 for use in Austria . In: Eisenbahn-Revue International, Issue 3, 1998, ISSN  1421-2811 , p. 59
46. ↑ Announcement of ICE-1 test drives for use in Austria . In: Eisenbahn-Revue International, Issue 5, 1998, ISSN  1421-2811 , pp. 170 f.
47. ↑ Report ICE in Austria . In: Eisenbahn-Revue International, Issue 7/8, 1998, ISSN  1421-2811 , p. 282 f.
48. ↑ Announcement ICE-T as ICE-1 replacement . In: Eisenbahn-Revue International, issue 6/2000, ISSN  1421-2811 , p. 245.
49. ↑ Notification of replacement traffic for ICE 1 . In: Eisenbahn-Revue International, issue 5/2000, ISSN  1421-2811 , p. 194.
50. ↑ Wolfgang Henn, Eberhard Jänsch: High-speed traffic in Germany - an interim balance . In: Wolfram O. Martinsen, Theo Rahn (Hrsg.): ICE - train of the future . Hestra-Verlag, Darmstadt 1997, pp. 90-99.
51. ↑ ICE even faster . In: Süddeutsche Zeitung , No. 118, 1995, ISSN  0174-4917 , p. 12.
52. ↑ Timetable change on May 28th: ​​faster on new routes . In: ZUG , 1995, No. 5, without ISSN, p. 16.
53. ↑ Federal Ministry of Transport: Wissmann / Süssmuth: ICE stop secured in Göttingen. The Federal Ministry of Transport will approve the necessary application. Press release No. 153/94, July 13, 1994.
54. ↑ On the ICE line 3, the train sets to 280 km / h . In: Göttinger Tagblatt , July 13, 1994.
55. ↑ Message ICE 1 and 2 with 280 km / h . In: Eisenbahn-Revue International, issue 1/2010, p. 2.
56. ↑ Eberhard Jänsch : For 10 years: high-speed traffic in Germany . In: Der Eisenbahningenieur , Volume 52 (2001), Issue 6, pp. 60–65
57. ↑ Dialog . In: ZUG , No. 5, 1995, without ISSN, p. 3.
58. ↑ Electrical operation at Deutsche Bahn in 2004 . In: Elektro Bahnen , Volume 103 (2005), Issue 1–2, p. 27.
59. ↑ Message The railway controls old ICE fleet tightened . In: Focus , issue 43/2010, p. 25.
60. ↑ Deutsche Bahn AG (Ed.): DB also includes axes of ICE 1 and 2 in shortened inspection intervals . Press release from March 15, 2011.
61. ↑ ICE ends early in Basel . In: Eisenbahn-Revue International . No. 1 , 2016, ISSN  1421-2811 , p. 34 f .
62. ↑ ICE brake hollow shafts: waiting for replacement . In: Eisenbahn-Revue International . No. 4 , 2016, ISSN  1421-2811 , p. 160 .
63. ↑ Klaus Angerstein: When the 1st class sits on the floor . In: Coburger Tageblatt . July 11, 2019, p. 2 .
64. ↑ Irina Steinmann: ICE have to dawdle . In: Mitteldeutsche Zeitung , regional edition Jessen . November 7, 2019, p. 10 .
65. ↑ ETCS disruption on ICE 1 for days . In: Eisenbahn-Revue International . No. December 12 , 2019, ISSN  1421-2811 , p. 648 .
66. ↑ ^{a b c} without author: Modernization of ICE 1 (part 1) . In: VORAUS (Journal of the Union of German Locomotive Drivers . March 2006 edition, ISSN  1438-0099 , p. 24
67. ^ Announcement plant in Nuremberg remains . In: Eisenbahn-Revue International, issue 5/2004, ISSN  1421-2811 , p. 194.
68. ↑ "16,000 tons of steel saved" . In: mobile . No. 7, 2007, p. 54
69. ^ Deutsche Bahn AG: Halfway through the modernization of the ICE-1 fleet . Press release from February 9, 2007
70. ^ Deutsche Bahn AG: Two years of ICE 1 redesign in the Nuremberg railway station . Press release from June 14, 2007
71. ^ Message 401 . In: turntable . No. 212, 2008, p. 30.
72. ^ Announcement of the ICE 1 redesign in the maintenance workshop in Nuremberg . In: Railway technical review . 53, No. 5, 2004, p. 251.
73. ↑ Half-time renewal for the ICE 1 . In: Eisenbahn-Revue International, issue 7/2005, pp. 320–323.
74. ↑ Message On the way to a barrier-free train . In: Eisenbahn-Revue International, Issue 8–9 / 2005, p. 359.
75. ↑ ICE-1 comments in Lok-Report ( Memento from February 14, 2014 in the Internet Archive )
76. ↑ Deutsche Bahn AG: Hall roof of Dresden Central Station and redesign of ICE 1 with "Brunel Award 2008" . Press release from September 30, 2008.
77. ↑ ^{a b} ABB ISI Rail (Ed.): ABB in the rail business (PDF; 3.2 MB), page 8.
78. ↑ ^{a b c} Message ICE multiple unit 111 returns with foreign cars . In: Eisenbahn Magazin , 5/2010, p. 30.
79. ↑ Comprehensive service (PDF; 432 KiB), ABB information brochure, page 7.
80. ↑ Deutsche Bahn AG (Ed.): Future Bahn - Together for more quality, more customers, more success . Autumn. Berlin 2015, p. 23 ( deutschebahn.com [PDF]). deutschebahn.com ( Memento from January 1, 2016 in the Internet Archive )
81. ↑ Mitsubishi supplies traction converters for ICE 2 . In: Eisenbahn-Revue International . No. 2 , 2016, ISSN  1421-2811 , p. 84 .
82. ↑ ^{a b} Class 401 (ICE 1) . In: Locomotive Report . No. 7 , July 2020, ISSN  0344-7146 , p. 17 .
83. ↑ Message ICE runs with air suspension . In: Deutsche Bahn . No. 9/10, 1993, p. 725 f.
84. ↑ Message "Surfing" in the ICE . In: Railway technical review . 48, No. 1/2, 1999, p. 3
85. ↑ Ski transport on the ICE . In: ZUG , No. 2, 1995, without ISSN, p. 10.
86. ↑ Ski compartments . In: ZUG , No. 12, 1995, without ISSN, p. 57.
87. ↑ ^{a b} Peter Lankes: The third generation: The ICE2.2 . In: Eisenbahn-Kurier , No. 278, November 1998, ISSN  0170-5288 , pp. 36-41.
88. ^ ^{A b} Heinz Kurz: ICE 3 and ICE-T - New generation of railcars for Deutsche Bahn . In: Railway technical review . 48, No. 9, 1999, pp. 549-559.
89. ↑ Ansgar Brockmeyer, Thomas Gerhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof: High-speed trains: from power car to distributed traction . In: European Railway Review . Vol. 13, No. 3, 2007, ISSN  1351-1599 , pp. 70, 72.
90. ↑ Lok-Vogel, October 2018 edition
91. ↑ DLR uses ICE intermediate cars as a test vehicle . In: Eisenbahn-Revue International . No. 5 , May 2019, ISSN  1421-2811 , p. 226 .
92. ↑ Deutsche Bahn AG: Group Directive 408.0901, valid from December 10, 2006, point 2
93. ↑ Series 401 . In: Locomotive Report . No. 6 , June 2020, ISSN  0344-7146 , p. 24 .
94. ↑ ^{a b} DB: More and longer ICE 4, freshening up for the ICE 1 . In: Eisenbahn-Revue International . No. November 11 , 2018, ISSN  1421-2811 , p. 586 f .
95. ↑ Eckhard Buddruss: The new ICE 4 will run on the Mannheim line from the end of 2017 . In: Die Rheinpfalz (Pfälzer Tagblatt) . No. 17 , January 21, 2016, p. 4 .
96. ↑ ^{a b} The ICE 1 is getting shorter . In: Eisenbahn-Revue International . No. 1 , January 2018, ISSN  1421-2811 , p. 23 .
97. ↑ Drehscheibe issue 69 (01/1991) page 8
98. ↑ Special train to… In: DB Welt . No. 12 , 2017, p. 20 f .
99. ^ Bob Kise: Amtrak-Siemens ICE train demonstrator 401 064. In: railpictures.net. August 1993. Retrieved December 18, 2018 . 
100. ↑ Amtrak ICE 401 564 1993, loading in Bremerhaven. June 1993, accessed December 18, 2018 . 
101. ^ Message ICE shipped to America . In: Railway technical review . 42, No. 7/8, 1993, p. 547
102. ↑ ^{a b} Message ICE Train North America Tour . In: Railway technical review . 42, No. 11, 1993, p. 756
103. ↑ News Taiwan is testing ICE . In: Railway technical review . 42, No. 7/8, 1993, p. 434
104. ↑ ^{a b c} Report ICE record run with only six traction motors . In: Swiss Railway Review , January 2008 edition, ISSN  1022-7113 , p. 2.
105. ^ ^{A b} Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany . 1st edition. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 , p. 88 .
106. ↑ ^{a b} Association of the Railway Industry V. (Ed.): ICE: InterCityExpress - Facts and Aspects , Frankfurt, 2nd edition, December 1992, p. 25
107. ↑ Eickhoff (2006), p. 22
108. ↑ ^{a b} Board service in the ICE . In: TRAIN . No. 1, 1995, pp. 57 .
109. ^ Peter Kanzler: Rail travel. Unsightly scenes . In: Wirtschaftswoche . No. 14, 1994, ISSN  0042-8582 , p. 80 .
110. ↑ ^{a b} Deutsche Bundesbahn, press and public relations: ICE - the new rail travel experience . In: BahnAkzente , edition 11/1990, p. 11 f.
111. ↑ Without a source
112. ↑ Dieter Jaenichen, Norbert Rudolph, Thomas Weiss: LZB brake panels for inclinations up to ± 40 ‰ . Dresden 2001, p. 32, Annex 7 .
113. Jump up on the roof of the ICE . In: Eisenbahn-Journal . 15, No. 8, 1989, ISSN  0720-051X , pp. 12-13.
114. ↑ Plans for cellular communications without borders . In: Süddeutsche Zeitung , No. 225, 1994, ISSN  0174-4917 , p. 2.
115. ↑ Annual review 1991 of the Deutsche Bundesbahn . In: Die Bundesbahn , vol. 68, issue 1, January 1992, ISSN  0007-5876 , p. 53.
116. ↑ ^{a b} Jan-Peter Böhm, Werner Geier, Peter Lankes, Jürgen Memke: The equipment of the German ICE high-speed trains with ETCS . In: Railway technical review . tape 63 , no. 5 , 2014, ISSN  0013-2845 , p. 49-57 .
117. ↑ Deutsche Bahn AG, DB Systemtechnik: Activity Report 2006 ( Memento of July 18, 2011 in the Internet Archive ) (PDF; 1.6 MiB), p. 42.
118. ↑ ^{a b} Commissioning of the first ICE 1 with ETCS Level 2 . In: Eisenbahn-Revue International. Issue 4/2006, ISSN  1421-2811 , p. 169.
119. ↑ ^{a b} ETCS Level 2 in the start phase . In: Eisenbahn-Revue International. Issue 6/2006, ISSN  1421-2811 , pp. 281-283.
120. ↑ The restart of the 185 series on the Gotthard failed . In: Eisenbahn-Revue International . No. 2 , 2016, ISSN  1421-2811 , p. 80 f .
121. ^ Announcement Switzerland is equipping German trains with ETCS . In: Eisenbahn-Revue International, issue 10/2005, p. 483.
122. ↑ Wagner (2006), p. 37
123. ^ Peter Winter : International conference for the introduction of ERTMS in Málaga . In: Eisenbahn-Revue International . No. 7 , July 2009, ISSN  1421-2811 , p. 350-353 .
124. ^ Germany-Munich: Rail vehicles . Document 2013 / S 235-408817 of December 4, 2013 in the supplement to the Electronic Official Journal of the European Union .
125. ↑ Alstom (Ed.): Alstom equips 40 ICE 1 trains operated by Deutsche Bahn with ERTMS signaling technology ( memo from December 30, 2015 in the Internet Archive ). Press release from September 26, 2014.
126. ^ Germany-Munich: Rail vehicles . Document 2014 / S 183-323918 of September 24, 2014 in the supplement to the Electronic Official Journal of the European Union .
127. ↑ Market Intelligence . In: Railway Gazette International . tape 170 , no. 11 , 2014, ISSN  0373-5346 , p. 18th f . ( other title ).
128. ↑ Conversion of ICE 1 to ETCS . In: The Railway Engineer . tape 65 , no. 6 , 2016, ISSN  0013-2810 , p. 57 .
129. ↑ Alstom guarantees new high-speed operations in Germany with its signal control systems on board the ICEs. (No longer available online.) In: alstom.com. Alstom, December 7, 2017; archived from the original on December 8, 2017 ; accessed on December 7, 2017 . 
130. ↑ Bahn admits missing tests . In: Der Spiegel . No. 51 , 2017, p. 62 ( online - December 16, 2017 ).
131. ↑ New line VDE 8.1 opened . In: Eisenbahn-Revue International . No. 2 , February 2018, ISSN  1421-2811 , p. 70-72 .
132. ↑ Alstom equips another 19 ICE high-speed trains with ETCS. In: alstom.com. Alstom, February 12, 2020, accessed February 15, 2020 . 
133. ↑ Collision of an ICE with two BLS locomotives in Thun . In: Eisenbahn-Revue International. Issue 6/2006, ISSN  1421-2811 , pp. 286-289.
134. ↑ ^{a b c d} Markus Beer, Jean Gross: Final report (…): Collision between ICE No. 278 and an unaccompanied shunting drive with 2 Re 465 in Vst. from Friday, April 28, 2006 in 3600 Thun BE. (PDF; 2 MiB) Accident Investigation Center for Railways and Ships, accessed on February 2, 2020 . 
135. ↑ ^{a b c} Deutsche Bahn AG, DB Systemtechnik: Activity Report 2006 ( Memento from July 18, 2011 in the Internet Archive ) (PDF; 1.6 MiB), p. 13
136. ↑ Report accident in Thun: All cars back in Germany . In: Eisenbahn-Revue International. Issue 7/2006, ISSN  1421-2811 , p. 351.
137. ↑ ^{a b} Electrical operation at Deutsche Bahn in 2007 . In: Elektro Bahnen , Volume 106 (2008), Issue 1–2, p. 32.
138. ↑ The first generation ICE . In: Locomotive Report . February 3, 2013, p. 16 ( ice-fansite.com [PDF]).
139. ^ ^{A b} Deutsche Bahn AG: ICE accident near Fulda . Press release of April 27, 2008
140. ↑ Federal Police (ed.): ICE derailed after colliding with a herd of sheep . Press release of April 27, 2008
141. ↑ ^{a b} Federal Ministry of Transport, Building and Urban Development (Ed.): Investigation report: train collision with subsequent derailment in the Landrückentunnel on April 26th, 2008 . Bonn, May 14, 2010, in particular pp. 12, 17
142. ^ Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7
143. ↑ Vechelder dies on the rails
144. ↑ Federal Police (ed.): ICE derailed after colliding with a herd of sheep . Press release of April 27, 2008
145. ↑ Ansgar Brockmeyer, Thomas Gerdhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof: High-speed trains: from power car to distributed traction . In: European Railway Review . Vol. 13, No. 3, 2007, ISSN  1351-1599 , pp. 70, 72.
146. ↑ Documentation: ICE fire on November 22, 2001 in the main train station. Offenbach fire department, archived from the original on January 7, 2009 ; accessed on January 24, 2018 .  on the website of the Offenbach am Main fire brigade
147. ↑ Out of the tube - rescue operation in the tunnel . In: Frankfurter Allgemeine Zeitung , No. 105, May 6, 2008, page T1.
148. ↑ ICE derailed . In: Eisenbahn-Revue International . Issue 8–9, 2004, ISSN  1421-2811 , pp. 338 .
149. ^ Eisenhüttenstadt: Refugees help refugees
150. ↑ http://www.kfv-eichstaett.de/ Einsatz/19949 /
151. ↑ https://www.fr.de/panorama/basel-ice373-stoppte-gerade-noch-recht Zeiten- 11775968.html
152. ↑ ICE collided with NOB-LINT . In: Eisenbahn-Revue International . Issue 6, 2004, ISSN  1421-2811 , pp. 246 .
153. ↑ ICE shipped to America . In: Railway technical review . tape 42 , no. 7/8 , 1993, pp. 547 .
154. ↑ ICE derailed at Basel train station. Retrieved December 12, 2017 . 

This version was added to the list of articles worth reading on April 23, 2008 .