ICE T

ICE T
ICE-T double traction when passing through Kinding (Altmühltal)
Numbering:	411 001–032 (first series), 051–078 (second series), 080–084 (Switzerland), 4011 090–092 (ÖBB), 415 001–006, 020–024
Number:	411: 59 (60 built) 415: 11
Manufacturer:	Siemens, Bombardier, Alstom
Year of construction (s):	411: from 1996
Axis formula :	411: 2'2 '+ (1A) (A1) + (1A) (A1) + 2'2' + (1A) (A1) + (1A) (A1) + 2'2 ' 415: 2'2' + (1A) (A1) + (1A) (A1) + (1A) (A1) + 2'2 '
Length over buffers:	411: 184.4 m. 415: 132.6 m
Height:	up to 3910 mm
Width:	up to 2850 mm
Trunnion Distance:	19,000 mm
Bogie axle base:	2700 mm
Empty mass:	411: 368 t 415: 273 t
Service mass:	411: 402 t 415: 311 t (other source: 298 t)
Wheel set mass :	approx. 15.5 t
Top speed:	230 km / h
Traction power:	411: 4000 kW 415: 3000 kW
Continuous output :	411: 4000 kW 415: 3000 kW
Starting tractive effort:	411: 200 kN 415: 150 kN
Acceleration:	411: 0.5 m / s² 415: 0.48 m / s²
Performance indicator:	411: 10.9 kW / t 415: 11.0 kW / t
Power system :	15 kV, 16.7 Hz
Power transmission:	two pantographs
Number of traction motors:	411: 8 415: 6
Brake:	Electrodynamic brakes , disc brakes , magnetic rail brakes and spring-loaded brakes
Train control :	Sifa , PZB 90 , LZB 80/16 ; Trains for Swiss traffic: ZUB262 / 121 , Integra-Signum , Eurobalise ETCS
Coupling type:	Scharfenberg
Seats:	411 (first series): 304/53/24 (2nd / 1st / restaurant) 411 (second series): 314/55/20 (2nd / 1st / restaurant) 415: 209/41/0
Floor height:	1250 mm

ICE T , also spelled ICE-T , is the collective name for the high-speed trains used by Deutsche Bahn as series 411 and 415 . These trains with tilting technology were procured as a feeder or supplement to the DB Intercity Express network. In 2006 the ÖBB acquired three of these multiple units from the DB , which are designated as the ÖBB class 4011 .

The trains were originally under the genus Intercity (initially also Interregio ) run, but were later ICE redrawn. Until the beginning of 1999, they were referred to as ICT ( InterCity multiple unit , also InterCity multiple unit ), occasionally also IC NT (for InterCity tilting technology ) and were only redesignated as the ICE in the weeks before commissioning. The ICE-T trains of the 411 series, including the three ÖBB units, are based in the Munich ICE depot , the 415 trains in the Frankfurt-Griesheim ICE plant .

The similar-looking, diesel-electric powered ICE TD was procured for use on non-electrified routes .

General

ICE T exiting an arch. The different angles of inclination of the individual car bodies are clearly visible.

Driver's cab

Driver's desk

It is an operationally inseparable electric multiple unit. They are not designed for use on high-speed routes, but on upgraded routes. Since the alignment of these upgraded routes has far more arcs, a tilting technique is used. Like the previous ICE types, the ICE T get their drive energy electrically from the overhead line.

Originally, these trains were planned as a replacement for conventional locomotive-hauled intercity trains and called " IC T ". Even before completion, the name was changed to ICE T. The " T " stands for multiple unit or multiple unit and is intended to make the difference to the locomotive cover clear. Sometimes the letter is also interpreted as tilt (English for tilt ) or tilt technology .

The ICE T is used by the DB AG in three variants, eleven trains with five cars (series 415), 32 seven-car trains (series 411) of the first and 28 seven-car trains of the second series, which were delivered between 2005 and 2006. From the manufacturer consortium, Bombardier-DWA was the consortium leader for the first series and Siemens was the consortium leader for the second series. Both series reach a top speed of 230 km / h and have a drive power of 3000 kilowatts (five-part train) and 4000 kilowatts (seven-part train). Five units from the first series of the 411 series are equipped for operation in Switzerland (Swiss train control systems Integra and ZUB 121, Swiss radio, etc.). They were used between Stuttgart and Zurich until April 2010.

A special feature of the trains are the lounges in the end cars. Only separated by a pane of glass, passengers can watch the driver at work and look ahead at the route. At times, bicycle parking spaces were installed in some five-part ICE-T.

Seven-part ICE T trains can run in double traction, five-part ICE T also in triple traction (as of 1999). Coupling and joint control of an ICE T and an ICE 3 or ICE TD was also initially possible. In the meantime, this function can no longer be used due to incompatible software.

history

In August 1994, Deutsche Bahn ordered 40 multiple units with tilting technology for intercity and interregional traffic from the ICNT consortium ( Bombardier Transportation , Deutscher Waggonbau (DWA), DUEWAG , Fiat Ferroviaria and Siemens ), which emerged as the winner of the tender. There was also an option for a further 40 trains. The trains were to be delivered between November 1996 and 1998 and also offer more comfort and - using tilting technology - higher travel speeds away from the new lines. The order was changed in autumn 1997 to 43 trains (eleven five- and 32 seven-carriages). The order volume for the 43 trains was around one billion Deutschmarks. Together with 20 ICE TDs ordered at the same time, the order reached a total volume of around 1.28 billion D-Marks (around 650 million euros ).

DWA (later Bombardier) manufactured 138 single cars, including all (2 × 43) end cars, Duewag the remaining 141 (including all 43 converter cars, all 32 restaurant and 11 bistro cars). Siemens supplied the traction and electrical engineering, Fiat the bogies and the tilting technology. The tilting technology of the ICE T supplied by Fiat Ferroviaria was already used in the ETR 460 and ETR 470 , the basic structure corresponds to that of the 610 series . The multiple units are equipped with a distributed drive : the arrangement of the traction motors , brakes and power converters underneath all the wagons of the train means that there are no power cars .

The profitability of the procurement of around 40 additional ICT trains was proven in 1998 and the procurement was then submitted to the board of directors of Deutsche Bahn for a decision. The additional trains were to be used to extend the Munich – Berlin ICE line to Hamburg and the Cologne – Düsseldorf – Essen – Dortmund – Kassel – Erfurt and Berlin – Halle / Leipzig – Erfurt – Frankfurt (Main) –Basel SBB lines. On March 16, 1999, it was decided in Dessau to procure 33 additional ICT trains from the existing option. The additional trains should be used between Dortmund and Stuttgart, among others. The rest of the option lapsed. After the last round of negotiations between DB, Siemens, Bombardier and Fiat no approximation could be achieved about the price of the additional trains, the negotiations were broken off. The DB announced that it would put the procurement of additional tilting technology trains out to tender. According to media reports, the price expectations between DB and industry differed by up to 30 percent. At the end of 1999, the number of 20 tilting ICE trains to be delivered by 2004 was under discussion for the new Europe-wide tender , with an option for a further 50 vehicles.

As part of the TEE Rail Alliance founded in June 2000 , DB, Austrian Federal Railways (ÖBB) and Swiss Federal Railways (SBB) initially planned the joint procurement of around 130 tilting multiple units for long-distance transport. The SBB had promised to convert their 24 RABDe 500 tilting trains for coupling and multiple traction operation with the ICE T and ICE TD. When the procurement of 116 such trains was put out to tender at the beginning of 2001, only the coupling with the ICE T was planned for the new trains to be procured.

In mid-January 2001, DB announced that, as part of a two billion DM modernization program, it would purchase 28 tilting technology trains based on the ICE standard for a total of around 800 million DM - five less than two years previously planned. The negotiations with the industry were not yet completed at this point in time. The additional trains were to be used on the Hamburg – Dortmund – Cologne – Koblenz – Frankfurt, Dortmund – Hanover – Leipzig – Dresden, Dortmund – Erfurt, Berlin – Halle – Erfurt – Frankfurt and Berlin – Hamburg lines. The manufacturer of the trains had not yet been determined.

An option to purchase 40 multiple- system multiple units had not been exercised at the beginning of 1999. After the DB could not agree on the construction of such trains with the IC-T consortium, the contract was put out to tender. When this tender ended in December 1997, there were four offers: In addition to the IC-T consortium (Siemens / DWA / Fiat), Adtranz applied with the Swiss tilting train RABDe 500 (with 611 bogies) as well as ČKD and an Asian provider. The variants of the Swiss tilting train RABDe 500 offered by Adtranz in May 1998 and December 1999 were called ICN or - for the multi-system variant - ICE-TM .

Mileage

Around 2003 the trains of the first series were running around 30,000 kilometers per month or up to 2,000 kilometers per day.

After running 450,000 to 500,000 kilometers per year, all 42 multiple units received their first overhaul by 2005.

According to information from Deutsche Bahn, the trains of the first series had covered more than five million kilometers by 2013.

Special trips worth mentioning

Multiple unit 1502 (left) on the opening run of the Katzenberg tunnel

In May 2009, the end cars of the 1161 multiple unit were covered with advertising for Werder Bremen , the then DFB Cup winner . This multiple unit ran on May 30, 2009 as a special train between Bremen and Berlin, the venue of the final.

On December 4, 2009, during a state visit at the invitation of the Federal Government , the Brazilian President da Silva drove on board the ICE-T multiple unit 1126 from Berlin Central Station to Hamburg Dammtor. The first-class end car was covered in the Brazilian national colors.

On December 4, 2012, multiple unit 1502 was used for the official opening run of the Katzenberg Tunnel .

For the opening of the Erfurt – Leipzig / Halle high-speed line on December 9, 2015, the multiple units 1129, 1173 and 1504 were used on a special trip with invited guests of honor. They drove the route to the Leipzig / Halle Airport train station in parallel at times.

Technical problems and replacement traffic

Due to an acute lack of locomotives following problems with the axles, between October 2008 and June 2009 the ICE lines Dresden – Leipzig – Erfurt – Frankfurt am Main as well as Berlin – Leipzig – Jena – Nuremberg – Munich operated partly locomotive- hauled intercity car trains instead of the ICE T. Only a single ICE-T train pair ICE 1557/1554 ran between Dresden and Frankfurt . For the small timetable change on June 14, 2009, instead of the IC replacement trains, the ICE T ran again, but still without active tilting technology, so that the travel time extensions and delays remained.

According to information from Deutsche Bahn AG, every second ICE-T train on the Berlin – Leipzig – Nuremberg – Munich line was canceled between December 23 and 27, 2009 due to weather-related technical problems. Deutsche Bahn did not name any specific causes. After axle problems when using active tilting technology as well as problems with vehicle availability and delays, ICE-T operations on the Stuttgart – Zurich ( Gäubahn ) line were discontinued on March 21, 2010 and replaced by IC trains with SBB cars. The route is only to be served by ICE-T vehicles again when they are allowed to run again at an arc.

outlook

At the beginning of the 2030s, the multiple units are to be replaced by new vehicles without active tilting technology.

design

Design comparison: ICE 3 (above) and ICE T (below)

The design of the multiple units emerged from the results of a design competition for the ICE T, whereby the designs should be easy to adapt to the ICE 3. The design offices Pininfarina (near Turin ), Designworks ( Los Angeles ) and Neumeister ( Munich ) were invited by Deutsche Bahn in autumn 1994 to submit a design draft within five weeks. The German railroad cars AG ( Goerlitz ) and another design office participated on their own initiative with the procedure. In addition to a precise design study, an interior model on a 1:10 scale was to be developed.

In a briefing to the invited designers in September 1994, DB emphasized that the new vehicles should "make the technical progress and the existence of a new generation of vehicles visible". It is “imperative to give the vehicles a forward-looking design. They have to exceed today's national and international standards, because the main focus of these trains is in the 3rd millennium. ”Compared to previous ICE generations, the designers received a reduced catalog of framework specifications (thus largely free hand for design) after the DB had recognized that in the competition between modes of transport, it would have to focus more on the needs of customers and that its unique selling points should also be more clearly identified in the design. At the beginning of December 1994, after an internal assessment by DB and industry, their designs were submitted to the board of Deutsche Bahn for decision.

A team led by Alexander Neumeister was awarded the contract to design both multiple unit series . The driver's cab and the passenger information system ( Siemens Design & Messe ) as well as (at the request of DB) the seats (Designworks) were designed by other companies. The on-board restaurant was originally designed by Siemens Design. After their proposal was not accepted by the board of DB AG, the Neumeister team quickly developed a new design.

The design conception of the trains was carried out parallel to that of the ICE 3. The seats of the ICE T largely correspond to those of the ICE 2 , with minor changes . In the first half of 1995 the competition draft was further elaborated and refined. After the completion of the floor plans and design elements, two two-meter models of the external shape and an interior segment on a scale of 1:20 were created and presented. This was followed by the construction of several million DM expensive models in original size ( mock-ups ) over a period of three months . The (non-rollable) models of an end car and a middle car were built in a workshop by Siemens Nixdorf in Poing and exhibited together with the model of an ICE 3 on a platform in December 1995 and presented to the railway board. After clarifying more than a hundred details, maintenance and production issues and tests, the detailed and production planning was created. The mock-ups were in the factory near Munich for almost a year and were used, among other things, for customer surveys.

First draft for the ICE T lounge

The interior design elements that are characteristic of the ICE T and ICE 3 include curved, sand-blasted , semi-transparent, glass luggage racks, numerous cladding made of beech wood and the use of chrome , stone and leather . Another novelty was the redesign of the service compartment to the reception or ( ServicePoint ), where the train crew is supposed to help passengers at a counter. At information terminals that also displayed advertising information, travelers could print timetable information. These terminals were later removed.

Originally it was planned to equip the trains exclusively with open-plan areas; In the course of the design development, the DB required the installation of compartments in the first class. A planned lounge concept with a raised driver's cab was not implemented. Plans to display the number of free seats in the dining car were also not implemented.

technical structure

The trains were designed from modules that can be put together to form multiple units with lengths of five to nine cars. Longer units can be achieved by coupling several multiple units. The strips consist of a as a base module 1 designated halfmove of three cars. This consists of a non-powered end car with a driver's cab , transformer and pantograph , a middle car with a converter and two traction motors, and another driven middle car with two traction motors. The axles 2 and 3 of the driven cars are driven by the drive motors attached to the car body via cardan shafts.

The operational multiple units are thus made up of one to three basic modules. To form seven and eight-car trains, a non-powered intermediate car with a high-voltage roof line would be added. For the nine-car train, a non-powered intermediate car with a high-voltage roof line and transformer will be added.

A five-car train for the 415 series and a seven-car train for the 411 series were selected from the possible variants. The 415 series consists of a basic module coupled with the converter and end car of a second basic module, the 411 series consists of two basic modules that are connected to a non-powered intermediate car.

The maximum car body incline is eight degrees . In order not to violate the vehicle gauge when tilting to the side, the ICE T is narrower than ICE trains without tilting technology.

The following table gives an overview of the structure of the ICE-T multiple units:

Serial number	[x8]	[x7]	[x6]	[x5]	[x4]	[x3]	[x2]	[x1]
Class 411 (seven cars)	5 411.0	5 411.1	5 411.2	-	5 411.8	5 411.7	5 411.6	5 411.5
Class 411 (six cars) *	5 411.0	5 411.1	5 411.2	-	-	5 411.7	5 411.6	5 411.5
Class 415 (five cars)	5 415.0	5 415.1	-	-	-	5 415.7	5 415.6	5 415.5

Particularities:

Highlighted cars are powered
Car 5 411.0 / 5 415.0: First class transformer car with a driver's cab (control car) and pantograph
Car 5 411.5 / 5 415.5: Second class transformer car with a driver's cab (control car) and pantograph
Car 5 411.2 / 5 415.7: on-board restaurant (411) / on-board bistro (415)
* The six-car variant was not planned as planned, but technically possible in the first series and at the beginning it was also used in operation when there was a shortage of cars.

Furnishing

Second class open plan area

"Compartment" in first class

In addition to the lounges on both end cars, the so-called third entry - access doors that are about a third of the length of the car from the car crossing and separate open-plan and functional areas (luggage racks, toilets, etc.) on the other side at the end of the car - is a distinctive feature of the trains. A car with a restaurant is queued for six or more cars, a bistro for five or fewer cars. In addition to a mother-child compartment, a multi-purpose compartment for bicycles or skis was provided. The interior and exterior design clearly stands out from the design of the ICE 1 and ICE 2 , which went into service in the early and mid-1990s . With the continuous mirrored ribbon of windows and the characteristic paintwork (red stripes on a white background), however, the key design elements of the ICE family have been retained.

With the exception of two half-compartments in the first class end car - four seats each are separated from the surrounding open space by a wall up to shoulder height - and the mother-child compartment, there are only open- plan seats.

In the five-part units and in the seven-part units of the first series, an audio system was available at almost all seats and a video system was available at all row seats in the first class. Of the six audio channels that could be selected via a module integrated into the seat, three were fed via CD players and three via VHF radios in the conductor's compartment; two more channels were available for video reception. This equipment was omitted without replacement in the second series; it has meanwhile also been expanded in the cars of the first series.

Bicycles can be taken along

Bicycle compartment of an ICE T since 2018

A special feature of the ICE fleet is the so-called quick change area in the second class end car of the five-part ICE T and the seven-part ICE T of the first series. Eight seats (two rows of seats) could be replaced by bicycle or ski stands. In extreme cases, the seats in the entire open-plan area could have been expanded and replaced by 39 bicycle parking spaces. For each omitted seating group (eight seats ), three folding seats would be installed on the side wall opposite the bicycle racks. If the open-plan area had been completely rebuilt, the folding seats would be omitted. The diesel-electric ICE-TD trains also had such an area. These preparatory measures came from the time when it was still planned to run the ICE-T trains as Intercity .

In practice, this option was only used on the multiple units 1580 to 1584 that were used on the Stuttgart – Zurich route. Among other things, this was done at the special request of the Swiss Federal Railways (SBB). From May 30, 1999 (the first scheduled day of use of the ICE-T trains in Germany) to December 14, 2002 (timetable change), eight bicycles (distributed on four double stands) could be transported in each of the second class end cars. In addition, it was also possible to take bicycles with you in a pair of ICE trains on the Stuttgart – Munich route, which was also driven with one of the five ICE T5 trains that were suitable for bicycles. This train performance was due to the circulation, it served the regular transfer of the railcar units used on the Gäubahn to the then only ICE-T home depot in Munich. Only shortly before the train was presented on April 15, 1999 in Stuttgart, at the request of Johannes Ludewig, bicycle stands were installed.

ICE bicycle transport was subject to reservation in German domestic traffic and in cross-border traffic to Switzerland (section Stuttgart – Schaffhausen), within Switzerland, however, bicycles could be taken without a reservation within the framework of the available capacity (section Schaffhausen – Zurich). The eight bicycle parking spaces offered were at the expense of 15 seats (arrangement: 4 + 4 + 4 + 3), but to compensate for the four bicycle stands, there were an additional six folding seats (which could not be reserved). The possibility of replacing six of the eight bicycle parking spaces with two regular four-seater seating groups in winter ("quick change"), however, was not discussed in practice in any of the three and a half possible winters (1999/2000, 2000/2001, 2001 / 2002 and until mid-December 2002).

This was the only case between the introduction of the ICE system in 1991 and the timetable change in 2017, when unpackaged bicycles could be taken on the ICE. Due to the lack of profitability (according to railway information), the bicycle racks in the five ICE T5 trains suitable for Switzerland were removed again after the timetable change in December 2002 and replaced with regular seats.

The ICE 4 offers the possibility of transportation of a total of 8 cycles again from 11 December 2017th According to the transport conditions of Deutsche Bahn, only packaged bicycles (which count as free payload) or folded folding bicycles are allowed in the other series .

The installation of three bicycle parking spaces in the seven-part ICE-T multiple units began in 2018 and is to be completed by April 2019. The conversion takes place in a second class car (411.8) by converting a luggage rack.

Redesign

By December 2015, the 31 seven-car series and the five- car series were modernized as part of a "redesign" in the Nuremberg plant of DB vehicle maintenance . Among other things, the multiple units were given a new exterior paintwork, new carpets and seat cushions. They were also equipped with ETCS and hotspots . In addition, a number of measures to improve reliability were planned. Among other things, additional sealing compound should prevent moisture from penetrating. The end cars of the first class were adapted to the end cars of the second series. Among other things, the cloakrooms in the middle of the car and the doors of the half-compartments were removed.

In October 2013, a trial dismantling of a multiple unit took place at the Nuremberg repair shop in order to determine the scope and costs of this measure. At the beginning of December 2013, the first modernized multiple unit (1129) was presented. In two test cars of this multiple unit, special equipment is to be tested, which may be included in the later redesign of the ICE 3 fleet . These include redesigned on-board catering, an LED-based lighting concept and new washbasins. According to DB information, the reactions and evaluations of the passengers should help decide what the long-distance trains of the future will look like and which functions should be implemented in the ICE 3.

The retrofitting took six to eight weeks per train. The redesign cost a total of 30 million euros.

In December 2013, the series conversion began in Nuremberg with two trains. The first converted series train was the 1109 Güstrow multiple unit . The conversion of this multiple unit was completed on January 10, 2014.

The second series is to be renewed from 2019 ^[obsolete] after the conversion of the ICE 3 .

All 70 multiple units of the 411 and 415 series will receive technical optimization in the areas of propulsion, energy and sealing by 2021. All work, e.g. B. exchange of the contactors , are carried out by MSG Maschinenbau und Service GmbH in Ammendorf .

technology

The driven intermediate cars each have two driven axles, the inner one of a bogie. Each axis is driven by a four-pole, separately ventilated three-phase asynchronous motor with a squirrel -cage rotor . The motors are mounted lengthways below the car body. The power transmission to the driving axles by means of cardan - cardan shafts with bevel gear . The converter and traction motor vehicle are connected to one another via a three-phase busbar; The two converter cars also have a high-voltage roof line so that they can be driven with just one pantograph raised.

Comparison between inclined (above) and inclined (below) car body (demonstration while standing)

The indicator lamp Ü GNT (in the MFA20 from Deuta) signals the ongoing speed monitoring tilting technology .

Motor and trailer bogies are of the same design, carry all components of the active tilting technology and correspond to those of the ETR-460 and ETR-470 trains. The tilting technology is controlled by redundant sensors, the signals of which are processed by computers in each car. These computers control hydraulic cylinders that tilt the car body. The sensors used in each of the two end cars are two gyroscopes in the front bogie and four lateral accelerometers in both bogies. In each car computer, accelerometer - which also record exceeding the maximum limits of the lateral acceleration - and two angle sensors were installed. The car computers are connected to one another via a redundant bus . The bogies are equipped with an active transverse suspension , controlled by the car computer , which centers the car body when negotiating curves. The tilting technology trips, including the maximum permitted speeds, are monitored by the tilting technology speed monitoring system (GNT).

The trains have electromotive brakes (on all driven axles), disc brakes (three shaft brake discs made of nodular cast iron on non-driven wheelsets, two on driven wheelsets) and magnetic rail brakes . The brake control primarily activates the regenerative brakes and only switches on the mechanical brakes in higher braking levels. Spring-loaded brakes serve as parking brakes .

The vehicles each have two pantographs . The pantographs are supported by the car body on the bogie and are therefore not inclined themselves. Due to the low deflection of the contact wire , the trains running to Switzerland have one pantograph each for Germany (with a wide contact strip ) and Switzerland (narrower contact strip).

Converters in the transformer car with an output of 2 × 250 kVA feed the train busbar with a voltage of 670 V. If both converters fail in one half of the train, the busbars between neighboring traction units are coupled through. Car lighting, door and brake control, the passenger information system as well as drive and train control devices are supplied from a 110 V battery busbar. A battery charger converts 670 V to 110 V, supplies the busbar and charges the batteries at the same time.

The train control system is based on the Train Communication Network , which was presented as a draft standard by the International Electronical Commission in 1995. The bus systems are redundant. As a higher-level system, two central control units (ZSGs) in each of the two end cars control and monitor the two traction units. Diagnostic messages are recorded by these devices and forwarded to the train crew.

The passenger information system is controlled from a control center in the conductor's compartment. For communication, a train-wide loudspeaker system, cordless telephones and emergency intercoms (if the control center fails) were set up for the train attendants. For optical communication, displays are available at all entry areas (inside and outside) as well as LED displays in the ceiling area at both ends of the large areas of each car. While the train's course is faded in when the train stops outside , the current speed is temporarily faded in inside, and two to three-line advertising texts are also shown on the large displays at the end of the car. An electronic reservation system with LED displays at every seat informs about reservations.

Public communication, which also included a fax machine in the conductor's compartment, was initially handled via the C network and later via GSM networks. Carriages with cell phone amplifiers (D and E networks) are available on every train . There are service call buttons in the first class area. Terminals for timetable information were available in the first series, but have since been taken out of service.

The steps have been optimized for platform heights of 76 and 55 centimeters.

The air conditioning of the trains (based on the refrigerant R 134a ) is pressure-protected and blows out air in the ceiling, floor and window area. The temperature preselection takes place via the conductor's compartment; the lounges, the mother-child compartment and the conductor's compartment have their own readjustment.

The end cars are 27,450 millimeters long, the intermediate cars 25,900 millimeters. The wheelbase of the bogies is 2700 millimeters. Compared to the ICE 3, the permissible axle load has been reduced from 17 to 16 tonnes with a view to driving at high speeds. For weight reasons, the transformers and pantographs were built into the end cars.

After the equipment of the ICE-T fleet with ETCS had been put out to tender across Europe in August 2009, the order was awarded in December 2010. The order, which also includes the ETCS equipment for the 50 ICE 3, is worth 60 million euros. In the end, three manufacturers had met all technical and commercial requirements. Some of the vehicles in the second series (17 multiple units) were equipped for operation on the Austrian Western Railway and the Lower Inn Valley Railway until the end of 2012. The remaining trains received the equipment until the high-speed line Erfurt – Leipzig / Halle went into operation in December 2015. The equipment includes ETCS cabinets, computers and their electrical connection, speed sensors (wheel sensors and radar), GPS and GSM-R radio data transmission antennas, Transmitting and receiving antennas for ETCS data (balises) in the end cars as well as the replacement of the modular driver's cab display (MFA) with a driver-machine interface (DMI). For the use of the ETCS Level 2 function, which was initially excluded in Germany, a renewed commissioning authorization from the supervisory authority was required according to TEIV. As an option, a subsequent publication of the software used under the EUPL open source license was requested ( openETCS ). An updated version of the vehicle software (according to ETCS Baseline 3 ) should be delivered in 2016. The upgrade to Baseline 3 was still pending at the end of 2017.

In the early development phase, consideration was given to equipping the trains with so-called transition heads, which would have enabled passengers to switch between the train parts during the journey.

Problems with the axles

During a routine examination at the ICE plant in Munich on August 9, 2008, a two millimeter deep crack was found on vehicle 411 163-9 on a drive wheel set shaft. The affected wheelset shaft was then removed and examined further in Kassel . The crack was put on record on October 6, 2008. According to its own information, Deutsche Bahn informed the Federal Railway Authority and the manufacturer consortium on October 14th . The Federal Railway Authority then ordered the maintenance intervals to be shortened. The result was numerous train cancellations; many trains ran shortened. Since October 23, 2008, the multiple units were also only allowed to run with the tilting technology switched off.

With effect from October 25, 2008, Deutsche Bahn withdrew the majority of the ICE-T fleet from service. This resulted in numerous train cancellations, replacement trains and travel time extensions . The reason given by the company was the lack of guarantees from the manufacturers regarding the durability of the wheelset shafts, since the shortened test interval was not acceptable for the railway as a permanent condition. On November 1, 2008, the Federal Railway Authority ordered the further reduction of the maintenance interval to 45,000 kilometers. The inspection of the wheelset shafts, which is now necessary approximately every three weeks, takes around 16 hours per multiple unit. Another noticeable wave was discovered during the inspections.

The former Deutsche Bahn CEO Hartmut Mehdorn demanded the manufacturer several times to binding statements on the necessary maintenance intervals of the axles. Since the trains can only be operated with the tilting technology switched off until the wave problems have been resolved, the resulting extended travel times were taken into account in the 2008/2009 winter timetable at short notice. At the beginning of 2009, a total of around 40 ICE-T trains were shut down due to a lack of ultrasound examinations, including all trains from the 415 series. The suspected causes include the forces and material fatigue that acted during arc-fast travel .

The wheelset shafts affected are made of the steel alloy 30NiCrMoV12, a material similar to the ICE 3 that derailed in Cologne in July 2008. According to Siemens, Alstom supplied all of the bogies for the 411 and 415 series. The wheelset shafts were produced by Lucchini . The delivery of the bogies by Alstom was made at the express request of Deutsche Bahn, as they relied on their many years of Europe-wide experience in high-speed traffic.

Deutsche Bahn (as of February 2009) considered it necessary to replace all wheelset shafts. From the company's point of view, the industry is called upon to take care of it. A complete replacement of the wheelset shafts was expected to cost around ten million euros. The delivery time for new shafts would be around six months, with installation taking around one to one and a half years.

The railway reacted to the shortened maintenance intervals by purchasing additional ultrasonic testing systems. At the beginning of January 2010, the company spoke of having largely reduced the restrictions that customers felt with eleven additional ultrasonic systems, 135 additional employees and the new ICE plant in Leipzig.

The wheelset shaft manufacturer is now part of the Alstom group. In February 2010, Deutsche Bahn announced that it had agreed with Alstom to replace all 1,872 wheelsets for 67 multiple units; the replacement should begin at the end of 2011. It was agreed not to disclose the conditions, in particular who would have to bear the costs of converting the fleet. The new wheelsets should enable both driving with tilting technology and an extension of the test intervals. The conversion should (as of October 2010) be completed in 2014.

After four axle cracks occurred within a year and a half, the Federal Railway Authority reduced the test interval from 30,000 to 21,000 kilometers by decision of March 16, 2010. The reduction is based on experts who thoroughly examined these four cases. For trains that were used on the particularly winding Gäubahn , the interval was reduced from 20,000 to 14,000 kilometers. In March 2013, Deutsche Bahn did not expect a short or medium-term technical solution. The development, testing and approval of the new axles was not yet completed at the beginning of 2013 and was not expected until the end of 2013 at the earliest. The conversion would then take place until 2016. At the end of 2013, the approval process had not yet started. The retrofitting began in autumn 2016 and should be completed by 2019. In June 2017, a quarter of the almost 1900 waves had been swapped. Fast operations will be resumed on the Frankfurt-Würzburg-Nuremberg-Passau, Frankfurt-Eisenach, Nuremberg-Augsburg and between Leipzig and Dresden axes. With the exception of the Frankfurt – Passau axis, where a ten-minute reduction in travel time is expected to improve driving conditions in Austria from December 2017, the only way to improve punctuality is to drive at a fast arc.

Steel 25 CrMo 4 (EA4T) was chosen for the new shafts . Railway boss Rüdiger Grube put the damage to the railway from the problems on the axles of this and other affected series in June 2009 at 250 million euros.

Series 411

The roof section of the first series (Item 1126)

The seven-part trains each consist of two drive units (basic modules) of three cars each, which are connected by an additional intermediate car.

The two three-part basic modules are technically identical - only the interior fittings (first or second class, etc.) differ from each other. The middle car can be removed from the train set to create a six-car train. In the past, this happened when the middle car was defective. In principle, a second intermediate car could also be added, but this has never been used in practice. After a technical change to the multiple units of the first series, a simple release of this intermediate car is no longer possible without further ado.

The power cars of the ICE-M designed in the late 1980s / early 1990s were originally intended to run as the 411 series , but were not implemented.

construction

The original structure of the trains is divided into the following seven cars:

Car 411.0: First class end car with driver's cab, lounge (six seats) and open-plan area (35 seats, 19.0 meters long), a large luggage rack. Five seats at the car crossing were designated as smoking areas, in the open-plan area two compartments with half-height partition walls were installed, each accommodating four seats.
Car 411.1: Intermediate car with 12 first and 47 second class seats, separated by a glass pane, two toilets at the ends of the car. Power converters and two traction motors are located under the car .
Car 411.2: Middle car with on-board restaurant, 24 seats and standing tables. Power converters and two traction motors are located under the car .
Car 411.8: Non-powered intermediate car with 64 second class seats in the open-plan area, large luggage rack in the middle of the car and two toilets at the end of the car.
Car 411.7: Intermediate car with 62 second class seats in the open-plan area, train attendant compartment. Power converters and two traction motors are located under the car.
Car 411.6: Middle car with 62 second class seats in the open seating area. Wheelchair space, two toilets, one of which is barrier-free , can be converted to up to three wheelchair spaces. Power converters and two traction motors are located under the car.
Car 411.5: End car with 63 second class seats, 55 of which are in an open-plan area, 16 smoking places separated by a glass wall, eight of which are in the lounge behind the driver's cab. The large area was designed as a quick-change area that can be converted for transporting bicycles ; there is a large luggage rack.

The end cars each have pantographs, high voltage equipment and a main transformer.

Commissioning of the first series

The first seven-part train was presented on March 26, 1999 in the Wildenrath test center (other source: May 27, 1998 in Wegberg-Wildenrath). Also at the world's largest tourism fair, the ITB , an ICE T was officially presented at the beginning of March 1999 under the motto “Die Bahn und mehr”. In the early summer of 1999, the first seven-part ICE T was available for test drives. After test drives with coupled five- and seven-part multiple units had been undertaken in the summer of 1999, coupling tests with the (technically possible, operationally not intended) configuration of a six- and eight-part train took place on September 9, 1999.

At the beginning of 2000, various seven-dividers across Germany completed a test program. With the timetable change on May 28, 2000, the seven-part ICE T began operating on the Frankfurt – Dresden and Berlin – Munich lines. Numerous technical problems, especially with the couplings, led to train cancellations and delays of more than an hour. The eight pairs of trains on the Dresden line were then broken from June 9th in Leipzig; Replacement trains operated between Leipzig and Dresden. After several drive motor fires, from July 2000 the overcurrent releases were also replaced by conventional motor protection switches. At the beginning of October 2000 ten ICE T5s and all but one ICE T7 were accepted.

On March 22, 2001, a seven-part ICE T (multiple unit 1130) was on the road for test drives in Switzerland for the first time.

Operating history in the early years (1999 to 2004)

From December 19, 1999, the first seven-part ICE T was used on the ICE line 10A (Berlin - Potsdam - Magdeburg - Braunschweig - Düsseldorf). At least three multiple units were required for this. With the timetable change on May 28, 2000, the trains between Munich and Berlin and between Dresden and Frankfurt am Main began operating. They replaced the InterCity trains that had been running on IC line 8 and IC line 9 since 1992 and reduced travel times by around 50 minutes. Initially, eight pairs of trains were served by ICE T, while one pair of IC trains (via Halle) and one Interregio in each direction (Fridays and Sundays) were retained. The new lines were given the names ICE lines 28 and 50. The Munich - Berlin line was also extended to Hamburg as part of this changeover . As early as January 30, 2000, the IC train pair 812/813 (Berlin - Munich) was served by ICE T trains in a preliminary operation (still without tilting technology). From the end of 2000, three pairs of ICE-T trains were used between Frankfurt am Main and Saarbrücken , reducing travel times by ten minutes. On June 10, 2001 these shuttle trains were tied through to Dresden.

During Expo 2000 , ICE T7s were also used as Expo-Express (EXE) between Berlin and Hanover .

With the timetable change from December 15, 2002, Deutsche Bahn also replaced three IC train pairs on IC line 51 ( Dresden - Leipzig - Weimar - Erfurt - Kassel - Paderborn - Hamm - Dortmund - Duisburg - Düsseldorf - Cologne ) with ICE T. In the first year, the ICE-T trains ran three pairs of trains between Düsseldorf via Kassel and Erfurt to Weimar. From the second year of operation they were then extended to Dresden. These pairs of trains were then changed in their timing several times over the course of time and partially switched back to Intercity trains until the last pair of trains, ICE 1758/1759 , was discontinued in December 2006 . Line 50 was also extended via Mannheim to Saarbrücken for this timetable change, but this was later reversed and these trains then ran every two hours to Wiesbaden . When the timetable changed in December 2003, line 50 was reduced to an hourly service.

Delivery of the second series

LED headlights, as is the case with the ICE T of the second series and the ICE T suitable for Austria

2nd series of the ICE T in Mainz main station

On March 2, 2001, Deutsche Bahn placed an order for a series of 28 additional ICE-T trains that were to be delivered by the end of February 2006. In spring 2002, Deutsche Bahn signed the relevant contract with a consortium of Siemens (consortium leader), Bombardier and Alstom. The order volume of around 420 million euros was largely attributable to the consortium leader Siemens Transportation Systems (around 256 million euros) for the complete electrical equipment and the production of 91 intermediate cars (at the Krefeld-Uerdingen location). Bombardier Transportation manufactured all 56 end and 49 intermediate cars at the Görlitz location and thus contributed around 101 million euros. Alstom's share, which supplied trolleys and tilting technology systems from its plant in Savigliano ( Italy ), was around EUR 63 million. The trains were scheduled to be delivered between June 2004 and February 2006. The association was known as the ICT2 consortium . A total of four types of intermediate car were produced.

Production started in 2002. In autumn 2003 the first trains were in final assembly. Delivery and acceptance began in 2004. On December 8, 2004, the first six multiple units received a restricted license; Due to pending running tests, they were initially approved for a maximum speed of 200 km / h. On December 10, 2004, the multiple units were first used in passenger service. Due to the lack of acceptance, the trains were initially rented by Deutsche Bahn from the manufacturer consortium. The first train of the second series was accepted on September 15, 2005. Another train followed every week. The last multiple unit was removed on April 6, 2006. The 28 seven-part multiple units were given the multiple unit numbers 1151 to 1178.

Technically, the trains are the same as those of the first seven-part series, except for various measures to reduce costs and facilitate maintenance. In addition, there are changes to increase the reliability, especially of the tilting technology. Furthermore, some comfort facilities were dispensed with; Reductions in the design of the trains also contributed to the savings. The video and audio system and the footrests (in the second class) were completely eliminated, and the restaurant was equipped with 14 regular passenger seats. With 390 seats, this ICE T has nine more than its predecessor.

The new multiple units were originally delivered with a bistro instead of a full-fledged restaurant. The dining car offer with bar tables and 14 second class passenger seats was hardly accepted by customers and employees. The board of directors of DB Fernverkehr therefore decided in 2005 to convert the trains of the second series to a full-fledged restaurant in line with the trains of the first series. In the summer of 2007, the passenger seating and stand-up bistro area was therefore initially converted into a dining car with 24 seats (analogous to the first series) in a first ICE T of the second series (Item 1153). The other multiple units followed from the beginning of 2008. When the timetable changed on June 14, 2009, all 28 trains had a restaurant. A total of 2.5 million euros was invested in the retrofitting.

The trains can be coupled with the trains of the first ICE-T generation. External recognition features of the trains of the second series were the now painted black strip window instead of the blind window of the first production run as well as LEDs running peak signals . However, in the meantime, vehicles of the first series have also been converted to LED peak signals.

Use of the second series (since 2004)

With the delivery of the second series of seven-part multiple units, the range has been greatly expanded.

From December 12, 2004, line 28 from Munich to Berlin was reduced to an hourly service. In addition, this line was extended to Hamburg via the expanded Berlin-Hamburg railway . There, the ICE T reach their maximum speed of 230 km / h. In addition, a pair of ICE 1740/1741 trains were used on IC line 55 between Dresden and Hanover at the edge of the day during this time. From 2003 to 2006 there were also several pairs of trains between Berlin and Frankfurt, which ran via Halle and Erfurt and were integrated into line 50 from / to Weimar.

From the change in the timetable in December 2005, four trains between Berlin and Hamburg were operated on some weekdays with two instead of one train section; At the same time, the two pairs of trains on the Düsseldorf – Magdeburg – Berlin line were shortened to the Düsseldorf – Magdeburg section due to low demand. For the 2006 World Cup , the seven-part ICE-T multiple units took on a large number of special services in long-distance transport.

In the summer of 2006, two pairs of trains on line 28 were extended via Neustrelitz to Rostock and Warnemünde . At the same time, this ICE-T line was broken every two hours in Berlin, and the ICE T ended in Berlin-Gesundbrunnen, so that a direct connection from Munich via Berlin to Hamburg was only possible every two hours. ICE 1 trains then ran between Berlin and Hamburg in the resulting gaps . Deutsche Bahn justified this measure with the fact that the seating capacity of the first class of the ICE T did not meet the demand for this route (the ICE 1 has a much larger contingent of first class seats than the ICE compared to the second class seats T).

From the timetable change in December 2010, in addition to the existing pair of trains ICE 1740/1741, two more trains ran between Leipzig or Dresden and Hanover as ICE T, some of which ran to Bremen and Oldenburg. Furthermore, a pair of trains ( 1745/1746 ) between Dresden and Düsseldorf was set up again at the same time , which ran via Leipzig-Erfurt-Kassel-Paderborn. In addition, a pair of trains 1509/1208 Stralsund – Berlin – Nuremberg – Munich was set up, giving Stralsund the first ICE connection.

During the redesign of the ICE 2 from 2011 to 2013, some of these multiple units were not available. In the 2010/11 timetable, multiple units of the series 411 and 415 replace some ICE-1 multiple units of the first and ICE-2 multiple units of the second generation on the high-speed line Hanover – Würzburg . These trains ran at a maximum speed of 230 km / h with the same travel times and were recognizable by a four-digit train number. At the same time, around half of the ICE trains between Dresden and Frankfurt Airport on the section between Leipzig and Frankfurt Airport were replaced by Intercity trains.

Area of application (2011)

Status: July 2011

line	Line course	Clocking or train pairs	annotation
ICE line 10	Berlin - Wolfsburg - Hanover - Duisburg - Cologne	Train pair ICE 1640/1645
ICE line 25	Bremen / Hamburg - Hanover - Würzburg - Munich	Several pairs of trains (numbers 108x, 113x and 118x)	drove with two units each .; Train division in Hanover
ICE line 28	Hamburg / Rostock / Stralsund - Berlin - Halle / Leipzig - Nuremberg - Munich (- Innsbruck)	2x every two hours	Alternately every two hours via Halle and Leipzig, additional trains Hamburg – Berlin – Leipzig, some with ICE T single trains from / to Innsbruck
ICE line 50	Wiesbaden - Frankfurt - Erfurt - Leipzig - Dresden	Every two hours
ICE line 51	Düsseldorf; - Dortmund - Paderborn - Kassel - Erfurt - Leipzig - Dresden	Pair of trains ICE 1745/1746	Supplement to IC trains
ICE line 56	Bremen - Hanover - Magdeburg - Halle - Leipzig - Dresden	several pairs of trains	Supplement to IC trains
ICE line 91	Dortmund - Duisburg - Cologne - Koblenz - Frankfurt - / Hamburg - Hanover - Würzburg - Nuremberg - Passau - Linz - Vienna	Würzburg – Nuremberg – Vienna every two hours	Train pair ICE 90/91 deviating from Hamburg via Hanover; three pairs of trains from / to Dortmund via Koblenz

ÖBB 4011

Logo on an ICE T suitable for Austria

Item 1191 Salzburg in Frankfurt Central Station on the way to Vienna

At the end of 2004, plans by the ÖBB became known to use ICE-T multiple units as the successor to the ÖBB series 4010 . At first it remained unclear whether ICE-T trains were to be bought or operated as part of a joint venture . The 1102 set was on the road from October 18-20, 2005 in the Austrian network for test drives to certify trains in Austria.

The purchase contract for three ICE-T sets, which were to be assigned to ÖBB in December 2006, was signed on February 15, 2006. These multiple units were used between December 2006 and December 2008 in inner-Austrian traffic between Vienna , Linz , Salzburg , Innsbruck and Bregenz as well as in cross-border traffic between Vienna and Munich. These were three seven-part multiple units from the first series. The maintenance should still take place in Munich.

From the timetable change at the end of 2007, a two-hour service was implemented between Frankfurt am Main and Vienna. To this end, Deutsche Bahn and ÖBB have formed a joint venture . The multiple units 1102 and 1116 were handed over to the ÖBB for trial operation in 2006; In September 2006, ÖBB train drivers were trained on the series. The first two trains that were permanently handed over to the ÖBB (multiple units 1115 and 1116) were redrawn as 1191 and 1192 and given the ÖBB logos on the side. In December 2007, multiple unit 1114 was renamed 1190 and handed over to the ÖBB as the last of the three planned units.

A vehicle pool of twelve vehicles was formed for the start of operations. DB Fernverkehr is also adding vehicles 1101 to 1105 and 1107 to 1113 to the cooperation (the 1106 multiple unit is not available due to severe fire damage). From 2008, those multiple units of the second series that have been retrofitted with a restaurant will gradually be approved for use in Austria. By the end of 2009, the entire second series was equipped to be ÖBB-compatible. From July 2009, the retrofitting of the locomotives of the first series (1117–1119, 1125–1132) that did not operate in Switzerland was carried out, so that a free schedule is guaranteed. A conversion of the trains of the 415 series or the units suitable for Switzerland (118x) of the 411 series is not planned.

A total of 50 million euros was invested in the project. The purchase price of the three trains for ÖBB is 47.5 million euros.

ICE T of the ÖBB

Some technical changes were necessary for approval in Austria:

Retrofitting of the signal lights: the tip and train ends are replaced by LED lights (similar to the second series of the ICE T)
Adjustments to the vehicle software
- to the upper current limits of the ÖBB (limitation to 600 A per train, regardless of the contact wire used; with contact wire voltages below 13 kV, an upper current limitation becomes effective; the feedback is limited to 500 A)
- Interference currents: In order to comply with the ÖBB specifications, the converter is controlled with a 17 instead of a 9-fold clock
- Extension of the vehicle software with a DB-ÖBB system switchover: The switchover takes place with the main switch and travel switch in position 0 using a softkey on the MMI . The timely changeover is monitored by means of a GPS receiver installed in the converter car .

Before the ÖBB trains came into operation, they received changes to comply with the Austrian Disability Equality Act. Ski mounts and an escape hood (breathing mask) for the driver according to Austrian regulations were also installed.

Deployment to Austria (2006 to today)

Since December 2006 the ICE T have also been running in Austria as planned. At the beginning, the tilting trains ran a pair of trains from Vienna to Bregenz and from Vienna via Salzburg to Munich in preparation for the use of the railjet (line 90). This also served operationally to transfer the plant to Munich. Since the 2007/2008 winter timetable, six pairs of trains have been running every day between Frankfurt and Vienna (ICE line 91) every two hours. Three of these train pairs have also been extended to Dortmund. For the 2010/2011 timetable, the train pair ICE 90/91, formerly “Prinz Eugen”, was reintroduced between Hamburg and Vienna with a route via Hanover – Nuremberg – Passau with seven-part ICE-T multiple units instead of an ICE 1. For this, the pair of trains to Dortmund, which previously ran in the same time slot, was canceled and replaced by an ICE Munich-Dortmund. The connection Vienna – Bregenz was replaced from December 2009 by RJ 660 Wien Westbahnhof - Landeck-Zams , an empty passenger train to Innsbruck and RJ 661 from Innsbruck Hbf to Wien Westbf , subsequently the train pair Vienna - Munich was also taken over by Railjet.

For the 2009/2010 winter timetable, several pairs of trains on line 28 were extended from Hamburg and Rostock to Innsbruck.

415 series

415 021-5 (multiple unit 1521) on October 18, 2009 in Frankfurt (Main) Süd

The trains of the 415 series are the shortest version of the ICE T. They are mainly used as reinforcement units together with a seven-part unit.

Of the eleven ICE T5s procured, six (1501 to 1506) were ordered for domestic traffic, five trains (1580 to 1584) were also approved for the Swiss network. The five-part ICE T was officially presented to the public on April 15, 1999 at Stuttgart Central Station . On track 4, the then railway chairman Johannes Ludewig and the prime minister Erwin Teufel were symbolically presented with the key for the premiere train ICE 1999 (multiple unit 1582). Around 300 invited guests and journalists were on board on the subsequent presentation trip between Stuttgart and Horb .

construction

The BordBistro of the five-part ICE T in Erlangen

The original structure of the trains is divided into the following five cars:

Car 415.0: End car with 41 first class seats, lounge with six seats behind the driver's cab, open-plan area (35 seats, 19 meters long), a large luggage rack. Five seats at the car crossing were designated as smoking areas, in the open-plan area two compartments with half-height partition walls were installed, each accommodating four seats.
Car 415.1: Middle car with bistro and kitchen, sales counter and four standing tables, 16 second class seats with tables, mother-child compartment (six seats), telephone booth, toilet, staff toilet. Power converters and two traction motors are located under the car.
Car 415.7: Intermediate car with 62 second class seats in the open area, large luggage rack in the middle of the car, train attendant compartment and two toilets at the end of the car. There are two traction motors under the car.
Car 415.6: Middle car with 62 second class seats in the open-plan area, wheelchair space, two toilets, one of which is barrier-free , can be converted to up to three wheelchair spaces. Power converters and two traction motors are located under the car.
Car 415.5: End car with 63 second class seats, 55 seats in an open-plan area, 16 smoking seats separated by a glass wall, including eight seats in the lounge behind the driver's cab. The large area was designed as a quick change area that can be converted for transporting bicycles .

The end cars each have pantographs, high voltage equipment and a main transformer.

A power converter and an end car have been added to the three cars of basic module 1 . The inner two of the four axles on the middle three cars are driven.

One to two train running displays with LEDs were attached to each car on both sides. In the first class, the seat spacing of the row seats is 1010 millimeters, the seat divider at table seats is 1980 millimeters. The central aisle measures 636 millimeters. In the second class, the seat spacing is 971 millimeters, the seat divider at tables 1900 millimeters, the width of the central aisle 500 millimeters.

The train has 209 second class and 41 first class seats. Almost all of the seats have sockets and an audio system, and the row seats in the first class also have video screens.

Commissioning and operating history

From October 1997, key components of the train were checked in the Wegberg-Wildenrath test center on a first test vehicle , a class 415 multiple unit with the interior fittings still missing . The knowledge gained was incorporated into the start-up series production. In December 1997, the first multiple unit completed test drives on the layout. During the two-day trials, he reached a speed of 140 km / h. At the beginning of 1998 there were a number of technical problems with the vehicles. At 15.5 t, the axle load on the wagons was above the 14.5 t required for EBA approval for an unbalanced lateral acceleration of 2.0 m / s², and screws proved to be undersized. Between January 12 and February 5, 1998, cars 415 702 and 415 580 were tested in the climatic chamber in Vienna's Arsenal . After the tilting technology computer had arrived in Wildenrath in March 1998, commissioning of the tilting technology could begin.

On April 3, 1998, the symbolic rollout of the first control car took place in the DWA plant in Görlitz . In Wegberg-Wildenrath, the individual wagons built in Görlitz, Halle-Ammendorf and Krefeld-Uerdingen were assembled into trains and put into operation. On May 27, 1998, a first complete multiple unit was presented to the media in Wildenrath. With technical problems and without tilting technology, he reached a speed of 70 km / h on a test drive on the six-kilometer ring route.

In the summer of 1998 one of the first vehicles (series 415) was converted to a test vehicle and used for test drives on the DB network, initially without tilting technology. Operational tests were carried out between Nuremberg and Roth . From October 1998 the tilting technology was tested on the Ingolstadt – Neuoffingen railway line between Donauwörth and Dillingen. Due to computer errors in the tilting technology system, preparations for commissioning were delayed. When driving at high speed on the high-speed route Hanover – Würzburg , it reached the speed of 255 km / h required for approval (230 km / h maximum permitted speed plus ten percent). Further testing took place between Stuttgart and Zurich.

The first five-part ICE T was shown at the Eurailspeed at the end of October 1998 in Berlin. Also at the world's largest tourism fair, the ITB , an ICE T was officially presented at the beginning of March 1999 under the motto “Die Bahn und mehr”.

At the end of January 1999, the 1581 multiple unit test drives began on the Gäubahn and Hochrheinbahn , which reached 176 km / h between Schaffhausen and Singen. In March 1999, the Federal Railway Authority granted the operating license. In the same month, the first trains were officially handed over to Deutsche Bahn. In the following month, test person trips with passengers from Munich followed in order to adjust details before the start-up in May.

The multiple units were first used for the timetable change on May 30, 1999 in regular passenger train services between Stuttgart and Zurich. Of the five available units, three were used as scheduled, while two multiple units served as a reserve. At the same time, two pairs of Cisalpino trains were deployed between Stuttgart and Milan via Zurich.

From January 14, 2005, an ICE T5 operated as an InterCity from Stuttgart to Karlsruhe on Fridays. The class 415 multiple units, which are not suitable for Switzerland, with the road numbers 1501 to 1506 or, since 2007, all class 415 multiple units, are mainly used as a second unit between Frankfurt and Dresden and Frankfurt and Passau. There are train stations between Frankfurt and Dresden whose longest platform is not equipped for a double unit of seven-part ICE T. Since 2010, however, five-part ICE T trains have also been used as a second train section between Munich and Berlin, especially on weekends. Since 2012, there have also been two Passau-Nuremberg-Berlin wing trains on weekends, which are also operated with five-car multiple units.

Area of application (2020)

Status: December 2019

Line course	Clocking or train pairs	annotation
ICE line 11 Leipzig – Berlin	Single move	In double traction with the 411 series
ICE line 13 Stuttgart – Würzburg – Berlin	A pair of trains	Only during the closure of the Mannheim – Stuttgart SFS , runs between Würzburg and Berlin-Spandau without stopping
ICE line 13 Frankfurt – Kassel – Braunschweig – Berlin	A pair of trains	In the direction of Frankfurt in double traction with the 411 series
ICE line 15 Frankfurt – Erfurt – Halle – Berlin	Indent	In double traction with the 411 series
IC line 17 Rostock – Berlin – Dresden	Two pairs of trains	Temporarily until the Stadler KISS was deployed , sometimes in double traction with the 411 series
ICE line 26 Frankfurt – Stuttgart	Indent	In double traction with the 411 series
ICE line 28 Lichtenfels – Coburg – Nuremberg – Munich	Indent	In double traction with the 411 series
ICE line 29 Berlin – Halle – Nuremberg – Munich	A pair of trains	Between Berlin and Nuremberg in double traction with the 411 series on line 91, continues via Augsburg to Munich
IC line 31 Stuttgart – Wiesbaden	Indent
ICE line 41 Munich – Nuremberg	Indent
ICE line 50 Wiesbaden – Frankfurt – Erfurt – Leipzig – Dresden	Every two hours	In double traction with the 411 series
ICE line 91 Dortmund – Cologne – Frankfurt – Nuremberg – Vienna	A pair of trains	In double traction with the 411 series

Use in Switzerland

As early as September 1996, the transport ministers of Switzerland and Germany concluded an agreement that granted the connection between Zurich and Stuttgart the status of a link in the European high-speed rail network. The subsequent studies on the feasibility of this upgrade, drawn up by a joint working group of Deutsche Bahn and Swiss Federal Railways (SBB), laid the foundation for the use of the ICE T on the route. Before the line was upgraded for the new long-distance traffic, a maximum speed of 140 km / h was reached on the 237-kilometer route at a cruising speed of 80 km / h, 94 kilometers of which were single-track. With the exception of the system change at the state border, the ICE T has been running at a maximum speed since the line was converted . In October 2008, the use of the tilting technology was suspended.

Five trains (1580 to 1584) of the 415 series were equipped with additional equipment for driving on the Swiss route network, including a pantograph suitable for Switzerland with a narrow contact strip on the end car 415 080 to 084. The vehicles used in Swiss traffic were equipped with the Integra-Signum and ZUB train control systems 121 equipped. These are automatically activated when the Swiss pantograph is lifted. The GNT tilting train control system is not used in the SBB network.

The trains started operating on May 31, 1999 (timetable change) in ICE traffic between Stuttgart and Zurich . The travel time between Stuttgart and Zurich was reduced by 17 minutes to two hours and 45 minutes. On the German side, the vehicles reached speeds of up to 150 km / h, in Switzerland up to 130 km / h. Together with the ETR 470 from Cisalpino AG in use since March 1, 1998, all locomotive-hauled long-distance trains on the Gäubahn were replaced by multiple units with tilting technology. Due to their comparatively small seating capacity, individual trains were run from Schaffhausen via Winterthur , sometimes also broken in Singen (with a direct connection to an express train). At times (for the first time with the pair of trains ICE 180/185, from December 18, 1999) individual trains were extended to Chur on Saturdays in summer .

Until December 2006 the ICE T5 denied ICE traffic on this route. From then until 2010, the seven-car ICE T7 followed, as the capacity of the five-car trains had proven to be insufficient, while the capacity of the nine-car "Cisalpinos" was underutilized. Existing ICE T7s could not simply be used on this connection, because only ICE T5 numbers 1580 to 1584 were additionally equipped for the Swiss control system and the type of contact line. For technical reasons, these T5s could not be extended by two cars. A different solution was therefore chosen: the Swiss-compatible end and transformer cars of the five-part units were exchanged for those of the seven-part units and redrawn.

After the problems with the wheelset shafts led to a lack of vehicle availability as well as longer travel times and frequent delays, ICE-T operations on the Stuttgart – Zurich ( Gäubahn ) line were discontinued on March 21, 2010 and IC trains hauled by SBB Car replaced.

Overview and condition of the multiple units

The multiple units marked with a _g have a green decorative stripe on both sides of the cars 411.0 and 411.5 with the inscription “Germany's fastest climate protector”. All active trains in the 411 and 415 series have the climate protection design.

Series 411

Multiple unit number naming	Commissioning redesign (current status)	Foreign approvals and special features	Conversions or conversions	Accidents or special occurrences General remarks
Item 1101 _g Neustadt an der Weinstrasse (since June 26, 2003)	January 7, 2000 November 30, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1102 _g Neubrandenburg (since September 30, 2003)	August 25, 2000 February 14, 2014 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Car 411206-6 for cars 411202-5 ; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	Presentation train for the local information and entertainment portal
Item 1103 _g Paderborn (since June 25, 2003)	May 31, 2000 February 27, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1104 _g Erfurt (since November 21, 2002)	December 17, 1999 July 31, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Car 411006-0 for cars 411004-5 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in the car series 411.8	Buffer stop ramp in April 2009 in Vienna
Item 1105 _g Dresden (since December 20, 2002)	May 27, 2000 October 10, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Car 411572-1 for cars 411505-1 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in the car series 411.8
Tz 1106 Passau (from March 27, 2003 to September 14, 2004)	Disbanded October 30, 2000 on September 14, 2004		destroyed cars 411 806 and 706 were withdrawn from service	The 1106 multiple unit was damaged by a fire in the Leipzig storage facility on the night of January 5th to 6th, 2004 around 2.30 am to such an extent that it is no longer operational. The spared end cars of this multiple unit are occasionally used as a replacement for defective end cars of other multiple units. The name "Passau" was given to the 1159 multiple unit.
Item 1107 _g Pirna (since June 14, 2003)	December 17, 1999 August 8, 2014 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Car 411720-6 for cars 411707-3 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in coach series 411.8
Item 1108 _g Hanseatic City of Wismar (from August 2, 2003 to December 12, 2004) Berlin (since December 12, 2004)	December 17, 1999 December 4, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	The end cars 411 008 and 411 508 had the “DB Literature Train” sticker for a short time in October 2019 at the Frankfurt Book Fair .
Item 1109 _g Güstrow (since June 21, 2003)	December 17, 1999 January 10, 2014 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Car 411820-4 for cars 411809-7 ; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1110 _g Naumburg (Saale) (since November 22, 2003)	October 15, 1999 September 11, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1111 _g Berlin (from October 31, 2002 to December 12, 2004) Hanseatic City of Wismar (since December 12, 2004)	December 17, 1999 June 24, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with Wi-Fi HotSpots (railnet) Equipped with bicycle stands in the 411.8 series
Item 1112 _g Free and Hanseatic City of Hamburg (since November 6, 2002)	December 17, 1999 November 3, 2014 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	On July 31, 2009, the multiple unit as ICE 1501 collided with the buffer stop on track 15 in Munich Central Station and moved it by about four meters. The driver was slightly injured and passengers were not harmed. There was a major damage to the buffer stop and the surrounding platform.
Item 1113 _g Hanseatic City of Stralsund (since May 24, 2003)	December 17, 1999 August 14, 2015 (active)	Austria (incl. ETCS) (lettering "in cooperation with ÖBB ")	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	On January 13, 2012, a door loosened on multiple unit 1113, en route as ICE 109 from Berlin to Munich on the high-speed line Nuremberg – Ingolstadt – Munich. As a result, all ICE T trains had to be examined. At times, all (unchecked) ICE-T traction vehicles were only allowed to run at 200 km / h.
Item 1114 Bamberg (from May 10, 2003 to November 28, 2007)	Disbanded December 20, 1999 on November 28, 2007 ; renamed ÖBB Item 1190
Item 1115 Coburg (from October 6, 2003 to November 8, 2006)	Disbanded December 20, 1999 on November 8, 2006 ; renamed ÖBB Item 1191			On March 1, 2000, multiple unit 1115 derailed as ICE 1146 at 11.45 am during a transfer trip without passengers to the ICE plant Berlin-Rummelsburg on the Berlin light rail. A defective check valve in the hydraulic line at the car transition blocked the oil return flow from a tilting technology cylinder and caused the third car body to twist . The DB parked all ICE T trains that evening. The valves required by the DB to simplify maintenance have been replaced by simple connections. On March 6th, the multiple units returned to scheduled service.
Item 1116 Halle (Saale) (from December 6, 2002 to November 8, 2006)	Disbanded January 21, 2000 on November 8, 2006 ; renamed ÖBB Item 1192
Item 1117 _g Erlangen (since June 30, 2004)	January 21, 2000 September 12, 2014 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1118 _g Plauen / Vogtland (since March 11, 2004)	January 28, 2000 July 3, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	Measurement runs in 2011
Item 1119 _g Meissen (since November 9, 2003)	February 2, 2000 March 14, 2014 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1120 Gotha (from April 28, 2003 to November 8, 2006)	Disbanded February 11, 2000 on November 8, 2006		Conversion to Item 1520
Item 1121 Homburg / Saar (from July 9, 2003 to November 8, 2006)	Disbanded February 25, 2000 on November 8, 2006		Conversion to Item 1521
Item 1122 Torgau (from May 12, 2004 to January 2, 2007)	Dissolved February 28, 2000 on January 2, 2007		Conversion to Item 1522
Item 1123 Hanseatic City of Greifswald (from September 26, 2003 to November 8, 2006)	Disbanded March 17, 2000 on November 8, 2006		Conversion to Item 1523
Item 1124 Hanseatic City of Rostock (from September 20, 2003 to September 12, 2006)	Disbanded March 24, 2000 on September 12, 2006		Conversion to Item 1524
Item 1125 _g Arnstadt (since May 1, 2004)	March 31, 2000 April 14, 2015 (active)	Austria (incl.ETCS)	Car 411004-5 for cars 411025-0 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in the car series 411.8
Item 1126 _g Leipzig (since December 13, 2002)	March 31, 2000 December 1, 2014 (active)	Austria (incl.ETCS)	Car 411202-5 for cars 411226-4 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in the car series 411.8	On September 24, 2006, a smoldering fire broke out in the on-board restaurant of the 1126 Leipzig multiple unit between Erlangen and Bamberg (en route as ICE 1612 ). There were no injuries, the property damage amounted to around 200,000 euros. As a result of the fire, the dining car of the damaged locomotive was swapped for that of the 1102 multiple unit.
Item 1127 _g Weimar (since January 17, 2003)	April 14, 2000 May 29, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1128 _g Reutlingen (since November 30, 2004)	May 16, 2000 November 9, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1129 _g Kiel (since November 20, 2002)	May 5, 2000 January 3, 2014 (active)	Austria (incl.ETCS)	Car 411222-3 for cars 411229-8 ; first redesigned multiple unit; Equipped with two test cars for market research for ICE 3 redesign. Equipped with WLAN hotspots (railnet). Equipped with bicycle rack in the 411.8 series	On December 9, 2015, multiple unit 1129 with the lettering Leipzig was used for the official opening run of the Erfurt – Leipzig / Halle high-speed line
Item 1130 _g Jena (since November 27, 2002)	December 1, 2000 January 26, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1131 _g Trier (since May 11, 2004)	May 22, 2000 October 23, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1132 _g Wittenberge (since August 24, 2004)	May 26, 2000 March 13, 2015 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	This multiple unit was used for the premiere run on 78074022000 ♠June 16, 2017 on the high-speed line from Nuremberg to Erfurt .
Item 1151 _g Elsterwerda (since June 19, 2011)	December 8, 2004 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	On the occasion of a press event on April 18, 2011 in Dresden, this multiple unit was labeled with the name Görlitz because multiple unit 235 was not available.
Item 1152 _g Travemünde (since December 13, 2008)	December 8, 2004 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1153 _g Ilmenau (since September 1, 2007)	March 23, 2006 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1154 _g Sonneberg (since September 27, 2008)	December 8, 2004 (active)	Austria (incl.ETCS)	Car 411262-9 for cars 411254-6 ; Equipped with Wi-Fi HotSpots (railnet) Equipped with bicycle rack in car series 411.8	Buffer stop and platform approach on February 16, 2017 in Frankfurt-Griesheim The transformer car 411 554-9 was badly damaged. The multiple unit is now back in service.
Item 1155 _g Mühlhausen / Thuringia (since September 5, 2015)	December 8, 2004 (active)	Austria (incl.ETCS)	Car 411071-4 for cars 411055-7 ; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	Buffer stop ramp in December 2010 in Leipzig; As a result of the Mortimer storm on September 30, 2019, this multiple unit collided with a tree while traveling as ICE 299 near Fallersleben . The driver was slightly injured, the transformer car 411 071 was damaged in the area of the windscreen and the driver's cab.
Item 1156 _g Waren (Müritz) (since May 20, 2006)	December 8, 2004 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1157 _g Innsbruck (since December 12, 2009)	December 8, 2004 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1158 _g Falkenberg / Elster (since August 15, 2009)	February 2, 2005 (active)	Austria (incl.ETCS)	Conversion prototype for ETCS in Austria Equipped with WiFi HotSpots (railnet) Equipped with bicycle rack in the 411.8 series	On September 4, 2006 the multiple unit 1158 collided with a tree as ICE 1616 on the Berlin-Hamburg railway . The transformer car 411 558 was badly damaged. Until 2008, this multiple unit therefore operated with the transformer car 411 506 of the decommissioned multiple unit 1106. Presentation train for the local information and entertainment portal
Item 1159 _g Passau (since February 28, 2005 - name taken from Item 1106)	February 28, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1160 _g Markt Holzkirchen (since May 26, 2007)	February 28, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1161 _g Andernach (since October 17, 2009)	June 15, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1162 _g Vaihingen an der Enz (since July 3, 2010)	June 15, 2005 (active)	Austria (incl.ETCS)	Car 411254-6 for cars 411262-9 ; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1163 _g Ostseebad Binz (since June 17, 2011)	July 29, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	Cracks in the axle of 411 1163-9 indicated the axle problems.
Item 1164 _g Rödental (since October 13, 2012)	July 29, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1165 _g Bad Oeynhausen (since May 17, 2006)	June 20, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1166 _g Bingen am Rhein (since March 24, 2012)	July 14, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1167 _g Traunstein (since August 1, 2010)	July 20, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1168 _g Ellwangen (since March 29, 2014)	July 20, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1169 _g Tutzing (since July 21, 2010)	September 25, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1170 _g Prenzlau (since May 4, 2013)	September 17, 2005 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	On October 12, 2019, there was heavy smoke in the second car of multiple unit 1170, on the journey as ICE 1744 from Hannover Hbf to Stralsund Hbf, between Hamburg Hbf and Schwerin Hbf. The train crew cleared the car during the journey; the train was completely evacuated in Schwerin Hbf. The cause of the smoke development is a defective, completely overheated drive mechanism in the area of the bogies.
Item 1171 _g Oschatz (since March 30, 2006)	March 17, 2006 (active)	Austria (incl.ETCS)	Car 411055-7 for cars 411071-4 equipped with Wi-Fi hotspots (railnet) equipped with bike rack in coach series 411.8	On 18 June 2011, the train set in 1171 derailed as ICE 1207 on the way from Berlin to Innsbruck between Hochzirl and Kranebitten after on the Mittenwaldbahn one in the field of an avalanche gallery Mure had gone, who had captured the first two cars of the train. None of the 25 passengers were seriously injured.
Item 1172 _g Bamberg (since November 2007 - name taken from Item 1114)	September 30, 2005 (active)	Austria (incl.ETCS)	Car 411592-9 for cars 411572-1 ; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1173 _g Halle (Saale) (since October 2006 - name taken from Item 1116)	February 3, 2006 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	On December 9, 2015 the multiple unit 1173 Halle (Saale) was used for the official opening of the high-speed line Erfurt – Leipzig / Halle .
Item 1174 _g Hanseatic City of Warburg (since June 28, 2014)	February 3, 2006 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1175 _g Villingen-Schwenningen (since September 15, 2012)	March 10, 2006 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1176 _g Coburg (since October 2006 - name taken from Item 1115)	March 10, 2006 (active)	Austria (incl.ETCS)	Equipped with Wi-Fi HotSpots (railnet) Equipped with bicycle rack in car series 411.8
Item 1177 _g Rathenow (since July 15, 2006)	March 17, 2006 (active)	Austria (incl.ETCS)	Equipped with Wi-Fi HotSpots (railnet) Equipped with bicycle rack in car series 411.8	On the evening of December 24, 2018, the ICE 3 multiple unit 306 collided with the ICE T multiple unit 1177 at the Munich ICE plant at around 25 km / h. The transformer car 411 077 was significantly damaged. The multiple unit has been back in service since mid-October 2019.
Item 1178 _g Ostseebad Warnemünde (June 12, 2007)	March 3, 2006 (active)	Austria (incl.ETCS)	Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1180 _g Darmstadt (since November 8, 2006)	November 8, 2006 June 13, 2014 (active)	Austria (incl. ETCS) Swiss equipment including additional pantographs removed during redesign	formed from renamed end cars from Item 1580 and intermediate cars from Item 1120; Trolley 411 707 for trolley 411 720; Trolley 411 821 for trolley 411 820; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1181 _g Horb am Neckar (since November 8, 2006)	November 8, 2006 May 9, 2014 (active)	Austria (incl. ETCS) Swiss equipment including additional pantographs removed during redesign	formed from renamed end cars from Item 1581 and intermediate cars from Item 1121; Trolley 411 809 for trolley 411 821; Trolley 411 505 for trolley 411 581; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series	When entering Munich Hauptbahnhof on December 23, 2014 , as ICE 1627 coming from Hamburg, an oil leak occurred on car 411 581, which ignited on the bogie. As a result, the multiple unit was parked outside the station hall, evacuated and a fire service was triggered. A 74-year-old woman was injured during the evacuation, there were no other injuries. Apart from the affected transformer car, no further damage to the multiple unit is known.
Item 1182 _g Mainz (since January 23, 2007)	January 23, 2007 November 28, 2014 (active)	Austria (incl. ETCS) Swiss equipment including additional pantographs removed during redesign	formed from renamed end cars from Item 1582 and intermediate cars from Item 1122; Trolley 411 229 for trolley 411 222; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1183 _g Oberursel (Taunus) (since November 29, 2006)	November 29, 2006 July 3, 2014 (active)	Austria (incl. ETCS) Swiss equipment including additional pantographs removed during redesign	formed from renamed end cars from Item 1583 and intermediate cars from Item 1123; Trolley 411 581 for trolley 411 583 Equipped with WiFi HotSpots (railnet) Equipped with bicycle rack in the 411.8 trolley	For a test run on March 28, 2015, this multiple unit was the first series ICE to run on the Erfurt – Leipzig / Halle high-speed line . It served as a test train until the timetable change in December 2015 and was stationed in Leipzig. On November 12, 2015, this multiple unit was used for a presentation run for journalists from Leipzig to Erfurt. Parked in Munich on July 1, 2017 after a flank drive . The cars 411 583 and 411 623 were badly damaged. Since February 2019 it has been in use again with a replaced transformer car.
Item 1184 _g Kaiserslautern (since September 12, 2006)	September 12, 2006 August 14, 2014 (active)	Austria (incl. ETCS) Swiss equipment including additional pantographs removed during redesign	formed from renamed end cars from Item 1584 and intermediate cars from Item 1124; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series

4011 series

Multiple unit number naming	Commissioning redesign (current status)	Foreign approvals and special features	Conversions or conversions	Accidents or special occurrences General remarks
Item 1190 Vienna (since December 8, 2007)	November 28, 2007 December 23, 2014 (active)	Austria (incl.ETCS)	formed from ex-Item 1114; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Item 1191 Salzburg (since December 9, 2006)	November 8, 2006 February 10, 2015 (active)	Austria (incl.ETCS)	formed from ex-Item 1115; Equipped with WLAN hotspots (railnet) Equipped with bicycle rack in the 411.8 series
Tz 1192 Linz (since August 22, 2008)	November 8, 2006 October 9, 2014 (active)	Austria (incl.ETCS)	formed from ex-Item 1116; Carriages 411 606 and 411 506 instead of carriages 411 692 and 411 592; Equipped with WiFi hotspots (railnet)	On the morning of March 1, 2008, multiple unit 1192 drove as ICE 23 near Brühl into a tree that had fallen over by hurricane Emma . Car 4011 592 was severely damaged in the driver's cab and the driver was injured. Tz 1192 has been 77719317675 ♠active again since April 11, 2008, the damaged transformer car was replaced by the 411 506.

415 series

Multiple unit number naming	Commissioning redesign (current status)	Foreign approvals and special features	Conversions or conversions	Accidents or special occurrences General remarks
Item 1501 _g Eisenach (since May 13, 2003)	May 15, 2001 July 17, 2015 (active)	with ETCS equipment	Equipped with WiFi hotspots (railnet)
Item 1502 _g Karlsruhe (since December 18, 2002)	August 20, 1999 August 28, 2015 (active)	with ETCS equipment	Equipped with WiFi hotspots (railnet)	On December 4, 2012, multiple unit 1502 was used for the official opening run of the Katzenberg Tunnel.
Item 1503 _g Altenbeken (since July 11, 2003)	August 20, 1999 October 9, 2015 (active)	with ETCS equipment	Equipped with WiFi hotspots (railnet)
Item 1504 _g Heidelberg (December 5, 2002)	November 26, 1999 January 16, 2015 (active)	with ETCS equipment	Equipped with WiFi hotspots (railnet)	On December 9, 2015 the multiple unit 1504 with the lettering Erfurt was used for the official opening of the Erfurt – Leipzig / Halle high-speed line
Item 1505 _g Marburg / Lahn (since June 5, 2003)	December 17, 1999 March 31, 2015 (active)	with ETCS equipment	Equipped with WiFi hotspots (railnet)
Item 1506 _g Kassel (since December 17, 2002)	May 27, 2000 April 30, 2015 (active)	with ETCS equipment	delivered with intermediate car from Item 1582; Equipped with WiFi hotspots (railnet)
Item 1520 _g Gotha (since November 8, 2006)	November 8, 2006 June 19, 2015 (active)	with ETCS equipment	formed from redrawn end cars from Item 1120 and intermediate cars from Item 1580; Equipped with WiFi hotspots (railnet)
Item 1521 _g Homburg / Saar (since November 8, 2006)	November 8, 2006 May 13, 2015 (active)	with ETCS equipment	formed from redrawn end cars from Item 1121 and intermediate cars from Item 1581; Equipped with WiFi hotspots (railnet)
Item 1522 _g Torgau (since January 2, 2007)	January 2, 2007 July 31, 2015 (active)	with ETCS equipment	formed from redrawn end cars from Item 1122 and intermediate car from Item 1582 equipped with WiFi hotspots (railnet)	delivered with intermediate car from Item 1506; From the beginning of 2010 to September 2011 with the anniversary sticker 175 years of German railways instead of the baptismal name.
Item 1523 _g Hanseatic City of Greifswald (since November 8, 2006)	November 8, 2006 March 13, 2015 (active)	with ETCS equipment	formed from redrawn end cars from Item 1123 and intermediate cars from Item 1583; Equipped with WiFi hotspots (railnet)
Item 1524 _g Hanseatic City of Rostock (since September 12, 2006)	September 12, 2006 October 2, 2015 (active)	with ETCS equipment	formed from redrawn end cars from Item 1124 and intermediate cars from Item 1584; Equipped with WiFi hotspots (railnet)
Item 1580 Darmstadt (from November 30, 2002 to November 8, 2006)	Disbanded May 28, 1999 on November 8, 2006	Switzerland	rebuilt in Item 1180
Item 1581 Horb am Neckar (from June 23, 2003 to November 8, 2006)	Disbanded May 29, 1999 on November 8, 2006	Switzerland	rebuilt in Item 1181
Tz 1582 Mainz (from January 17, 2003 to January 23, 2007)	Disbanded September 30, 1999 on January 23, 2007	Switzerland	rebuilt in Item 1182
Item 1583 Oberursel (Taunus) (from May 9, 2004 to November 29, 2006)	Disbanded May 28, 1999 on November 29, 2006	Switzerland	rebuilt in Item 1183
Item 1584 Kaiserslautern (from March 26, 2003 to September 12, 2006)	Disbanded May 28, 1999 on September 12, 2006	Switzerland	rebuilt in Item 1184

literature

DB Reise & Touristik AG, ICE T consortium (Ed.): ICE T. BR 411, 415 and 605 . Hestra-Verlag, Darmstadt 2000, ISBN 3-7771-0288-1 .
Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany . EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 .

Web links

Commons : ICE T - collection of pictures, videos and audio files

Description of the ICE T on bahn.de
Information about the ICE T from www.hoch SPEEDSZUEGE.com
Information about the ICE T from www.bogenschneller.de
Information on the former bicycle / multi-purpose compartment of the ICE T5 on the website of the General German Bicycle Club
Interactive 360 ° panorama tour through an ICE T in Flash and HTML5

Individual evidence

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Georg Wagner: InterCityExpress - The star trains in long-distance transport of the DB. EK-Verlag, Freiburg 2006, ISBN 3-88255-361-8 , p. 13 f.

↑ ^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 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.

↑ ICE-T at high-speed trains.de

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Rolf Hanke: Technology and operation of the ICE T. Pure luxury and in a flash . In: Railway technical review . 49, No. 5, 2000, pp. 307-312

↑ ICE-T-Text on Lok-Report.de ( Memento of the original from February 14th 2014 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
↑ ^a ^b ^c ^d Roll-out of the ICT control car in Görlitz. In: Eisenbahn-Revue International . No. 5, 1998, pp. 196-199
↑ A very quick family. In: TRAIN . No. 11, 1995, pp. 16-22.
↑ ^a ^b ^c ^d ^e look ahead. In: Der Spiegel . Issue 7/1995, February 13, 1995, p. 92.
↑ ^a ^b ^c The train that loves curves. In: mobile . April 1999, pp. 12-14.
↑ ^a ^b ^c spirit of optimism also at the railway. In: mobile . February 1999, p. 3.
↑ Eisenbahnkurier Edition EK-Aspects 32 “DB Locomotives and Railcars” as of July 1st, 2011
↑ ^a ^b ^c ^d ^e Without author: ICE T. Start in Stuttgart. In: Railway courier . No. 321, June 2001, pp. 6-9.
↑ ^a ^b ^c ^d ^e Long-distance tilting train ICE-T of the DB AG presented. In: Eisenbahn-Revue International . Issue 6, year 1999, pp. 246–250.
↑ ICE T: faster around the curve with tilting technology. Deutsche Bahn website , accessed on October 28, 2013.
↑ Deutsche Bahn orders 40 multiple units. In: Süddeutsche Zeitung . No. 189, 1994, p. 22.
↑ German Bundestag: Answer of the federal government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology. (PDF; 335 kB). Printed matter 13/2130 of August 10, 1995
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j The trains with tilting technology from Deutsche Bahn. In: Railway technical review . 49, No. 5, 2000, pp. 295-306.
↑ ^a ^b ^c ^d ^e ^f ^g Dieter Eikhoff: Everything about the ICE. transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71277-5 , pp. 53-62.
↑ ^a ^b ^c On the way to the ICT multiple unit ICT. In: Eisenbahn-Revue International . Issue 7/8, 1998, p. 298 f.
↑ ^a ^b Message redeeming the ICE options. In: Eisenbahn-Revue International . Issue 5, year 1999, p. 170
↑ Message No ICE-T replica. In: Eisenbahn-Revue International . Issue 11, year 1999, p. 460.
↑ Announcement New ICE-T tender. In: Eisenbahn-Revue International . Issue 12, year 1999, p. 507.
^ Announcement of new tender for ICE tilting technology. In: Railway technical review . 48, No. 11, 1999, p. 705.
↑ TEE Rail Alliance: Alliance in international passenger transport. In: Eisenbahn-Revue International . Issue 7/2000, p. 316 f.
^ Tilting trains advertised for TEE alliance. In: Eisenbahn-Revue International . Issue 3/2001, p. 132.
^ Announcement of the investment offensive for long-distance transport. In: Eisenbahn-Revue International . Issue 3/2001, p. 98.
↑ ^a ^b Timetable Perspectives. In: Eisenbahn-Revue International . Issue 4/2001, p. 186 f.
↑ Announcement Four bidders for multi-system IC-T. In: Eisenbahn-Revue International . Issue 1/2, 1998, p. 2.
↑ Daniel Forrer: The Swiss tilting train ICN and its entry into history. In: Eisenbahn-Revue International . Issue 12/2004, pp. 558-566.
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Ansgar Brockmeyer: The ICT2 - evolution instead of revolution in intercity traffic. In: Eisenbahn-Revue International . Issue 11/2003, pp. 485-487.
↑ Electrical operation at Deutsche Bahn in 2005. In: Elektro Bahnen . Volume 104 (2006), Issue 1–2, p. 36.
↑ ^a ^b ^c pit stop for the ICE T . In: mobile . January 2014, ZDB -ID 1221702-5 , p. 28 .
↑ Martin Weltner: The ICE - Chronicle of the fastest German train. Geramond-Verlag, Munich 2010, ISBN 978-3-7654-7320-3 , p. 91.
^ Deutsche Bahn AG: Weather-related restrictions on the ICE line Berlin-Leipzig-Nuremberg-Munich. Traffic report from December 22, 2009
↑ Deutsche Bahn cannot provide replacement ICE trains. Mirror online. December 23, 2009
↑ Frank Schwaibold: Train passengers to Zurich still need a lot of patience. Stuttgarter Nachrichten, February 10, 2013
↑ ^a ^b Rolling stock crisis in DB long-distance traffic. In: Eisenbahn-Revue International . 2010, issue 3, p. 126 f.
↑ ICE-T should run as fast as an arc from 2012. In: Eisenbahn-Revue International . Issue 4, 2010, p. 183
↑ Tilting technology in Germany in the dead end . In: Eisenbahn-Revue International . No. 8 , August 2019, ISSN 1421-2811 , p. 438 f .
↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Drucksache 19/8818 . Future areas of application for rail vehicles with track curve-dependent car body control - future of "tilting technology" in Germany. tape 19 , no. 9802 , April 29, 2019, ISSN 0722-8333 ( BT-Drs. 19/9802 ).
↑ ^a ^b ^c ^d ^e ^f Alexander Neumeister: The outer face. In: DB Reise & Touristik AG, ICE T consortium (ed.): ICE T. BR 411, 415 and 605. Hestra-Verlag, Darmstadt 2000, ISBN 3-7771-0288-1 , pp. 24-27.
↑ ^a ^b Michael Krische: "An optimal compromise". In: BahnExtra: 20 years of ICE. Issue 6, 2004, ISBN 3-89724-175-7 , pp. 48-52.
↑ ^a ^b Dieter Eikhoff: Everything about the ICE. transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71277-5 , pp. 41-52.
↑ ^a ^b Elke Trappschuh: Faster, further, more beautiful. In: Alex Buck (Ed.): Alexander Neumeister. Designer monographs 8. Verlag Form, Frankfurt am Main 1999, pp. 16–51.

↑ ^a ^b Alexander Neumeister: The interior design. In: DB Reise & Touristik AG, Consortium ICE T (ed.): ICE T. BR 411, 415 and 605. Hestra-Verlag, Darmstadt 2000, ISBN 3-7771-0288-1 , pp. 28-32.

↑ ^a ^b Volker Albus, Achim Heine: Die Bahn. Brand culture positions. Nicolaische Verlagsbuchhandlung, Berlin 2002, ISBN 3-87584-055-0 , p. 62 ff.

↑ ^a ^b ^c ^d Interview with Alex Neumeister: The more complex, the better. In: Buck (1999), pp. 69-81.

↑ biography. In: Buck (1999), p. 82.

↑ ^a ^b ^c Armin Scharf: The ICE 3 and the German Pendolino. In: raised ground floor . 1997, No. 4, p. 36 f.

↑ The new hits. In: TRAIN . No. 11, 1996, pp. 20-24.

↑ DB Reise & Touristik: The new InterCityExpress with tilting technology. Gain time. Enjoy comfort. Advertising brochure, 1999

↑ ^a ^b ^c ^d ^e message ICE-T: Since the end of May 1999 at the schedule operation. In: Railway technical review . 48, No. 6, 1999, p. 398.

^ ^A ^b Daniel Riechers: ICE - New Trains for Germany's Express Service. transpress-Verlag, Stuttgart 2001, ISBN 3-613-71172-9 , p. 179 f.

↑ The new one: Put through its paces . In: DB World . No. 11 , November 2017, p. 08 .

↑ Bicycle parking spaces in the ICE-T, WLAN for IC 2 . In: Eisenbahn-Revue International . No. 10 , October 2018, ISSN 1421-2811 , p. 501 .

↑ ^a ^b ^c Arno Stoffels: Bahn completes the ICE-T modernization . In: Nürnberger Nachrichten . December 12, 2015, p. 13 .

↑ ^a ^b ^c Modernization of the ICE-T fleet has started . In: Eisenbahn-Revue International . No. 2 , 2014, p. 102 f .

^ D-Munich: Seats for rail vehicles. Document 2013 / S 121-208168 of June 25, 2013 in the supplement to the Electronic Official Journal of the European Union .

^ ^A ^b DB Mobility Logistics AG (ed.): Deutsche Bahn starts modernizing its ICE-T trains. Press release from December 6, 2013.

^ Eisenbahn-magazin 11/2013, p. 23.

^ Eisenbahn-magazin 1/2014, p. 21

↑ Pictures of the redesign

↑ Johannes Hirschlach: Fresh on the slopes . In: Eisenbahn Magazin . No. 3 , 2016, p. 31 .

↑ ICE-T are technically optimized In: Der Eisenbahningenieur . , Volume 70, No. 10, 2019, ISSN 0013-2810 , p. 59.

↑ D-Munich: Electrical signaling devices for rail traffic. Document 223751-2009 of August 12, 2009 in the Electronic Official Journal of the European Union

↑ ^a ^b DB awards ETCS on-board contract. Railway Gazette International (online edition), December 22, 2010.

↑ ^a ^b Klaus-Rüdiger Hase: Open Source Software for ETCS . In: Your train . tape 41 , no. 1 , 2013, ISSN 0948-7263 , p. 16-21 .

^ ^A ^b André Daubitz, Frank de Gavarelli, Marcus Schenkel: A major project on the home straight - the new line between Erfurt and Leipzig / Halle . In: Railway technical review . tape 64 , no. 12 , 2015, p. 33-42 .

↑ New line VDE 8.1 opened . In: Eisenbahn-Revue International . No. 2 , February 2018, ISSN 1421-2811 , p. 70-72 .

↑ The secret of the axis. ( Memento of the original from February 20, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. In: Süddeutsche Zeitung . November 22, 2008. @1@ 2

↑ ^a ^b tendency to crack . Süddeutsche Zeitung , May 17, 2010, accessed on August 14, 2020 . .

↑ ICE trains overcrowded until the end of next week. Mirror online. October 16, 2008.

↑ Bahn partially shut down ICE fleet. In: Spiegel online. October 24, 2008.

^ ICE manufacturers attack Deutsche Bahn. In: The world . October 27, 2008.

↑ New ICE breakdown axis - rail traffic disrupted until Christmas. In: Spiegel online. October 31, 2008.

↑ Breakdown axes - railway disruption will last months. In: Spiegel online. November 2, 2008.

↑ Eight test systems will go into operation by summer. In: DB Welt , March 2009 edition, p. 6.

↑ Eberhard Happe: Slab tracks do not spring. In: Frankfurter Allgemeine Zeitung , November 4, 2008, p. 9 ( faz.net ).

↑ Andrea Bongiovanni: The tilting system and the bogies of the BR 411 and 415. In: DB Reise & Touristik AG, Consortium ICE T (Ed.): ICE T. BR 411, 415 and 605. Hestra-Verlag, Darmstadt 2000, ISBN 3-7771 -0288-1 , p. 76.

^ Rail finds crack again in ICE axis ( Memento from October 18, 2008 in the Internet Archive ) Financial Times Deutschland from October 16, 2008

^ Deutsche Bahn - debate about ICE fleet. In: Siemens AG (Ed.): Mobility Live. Edition November 2008, p. 2

↑ New axes for Mehdorn. In: Frankfurter Allgemeine Sonntagszeitung . No. 8, 2009, p. 38, February 22, 2009

↑ Bahn accelerates inspections of the ICE axes. In: Handelsblatt . February 23, 2009

↑ Bahn wants to replace ICE axles as a precaution. In: Handelsblatt . February 23, 2009

↑ This is how railway chief Grube drives to work. Berlin newspaper . January 6, 2010

↑ Dispute about ICE axles before the solution. In: Handelsblatt . October 12, 2009

↑ Grube: "Agreement on ICE T-axles important progress for Deutsche Bahn". Deutsche Bahn press release, February 18, 2010, bahnaktuell.net.

↑ Investments in rail projects strengthen the infrastructure in Baden-Württemberg. bahnaktuell.net, press release from October 18, 2010.

↑ ICE trains are checked more frequently. In: The world . (Online edition), March 31, 2010.

↑ Notification of test intervals for ICE tilting trains further shortened. In: Eisenbahn-Revue International . Issue 5, 2010, p. 248.

^ DB Mobility Logistics AG (Ed.): Deutsche Bahn is developing a new long-distance transport concept for the Stuttgart – Zurich line (Gäubahn). ( Memento of the original from July 29, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Press release from March 6, 2013. @1@ 2

↑ Deutsche Bahn AG (Ed.): Annual Report 2012 (= Annual Report ). 2012, ZDB -ID 2117244-4 , p. 110 ( online [PDF]). Annual Report 2012 ( Memento of the original from October 24, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
↑ International reports . In: Eisenbahn-Revue International . No. 12 , 2013, p. 634 .
↑ ^a ^b ICE-T again in an instant . In: The Railway Engineer . tape 67 , no. 8 , August 2017, ISSN 0013-2810 , p. 80 .
↑ Thomas Wüpper: Old ICE trains have technical problems. In: ksta.de. June 9, 2017. Retrieved June 10, 2017 .
↑ The railroad steel returns. In: Frankfurter Allgemeine Zeitung . May 9, 2010.
^ Klaus Ott: Expensive broken axle. ( Memento from March 9, 2010 in the Internet Archive ) In: Süddeutsche Zeitung. June 26, 2009, p. 21.
^ Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, pp. 58-67.

↑ Description of the interior of the BR 411 on the ICE fansite ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / ice-fansite.com
↑ ^a ^b Message ICE 3 to touch. In: TRAIN . No. 12, 1998, p. 7.
↑ Announcement of the first ET 411 is here. In: Eisenbahn-Revue International . Issue 7/8, year 1999, p. 283
↑ Report test drives with ICE-T. In: Eisenbahn-Revue International . Issue 11, year 1999, p. 451.
↑ Report 411 testing. In: Eisenbahn-Revue International . Issue 4/2000, p. 149.
↑ Report failed ICE-T premiere. In: Eisenbahn-Revue International . Issue 7/2000, p. 290.
↑ Message New problems with the ICE-T. In: Eisenbahn-Revue International . Issue 8-9 / 2000, p. 339.
↑ ^a ^b ICE acceptance notification is progressing. In: Eisenbahn-Revue International . Issue 12/2000, p. 530.
Jump up ↑ Report measurement runs with the ICE-T series 411. In: Eisenbahn-Kurier . No. 345, June 2001, p. 31.
^ Message ET 411 in the plan service. In: Eisenbahn-Revue International . Issue 1/2000, p. 5
^ Announcement of the ICE-T line Berlin - Düsseldorf. In: Eisenbahn-Revue International . Issue 2/2000, p. 51
↑ ^a ^b New times, new trains. In: mobile . May 2000, p. 10.
↑ Annual review 1992: Passenger traffic. In: Deutsche Bahn. No. 1, 1993, pp. 32-40.
↑ Notification of travel time savings with ICE-T. In: Eisenbahn-Revue International . Issue 5/2000, p. 195.
↑ Report of a failed ICE-T start. In: Eisenbahn-Revue International . Issue 3/2000, p. 98
↑ Message ICE T makes traveling faster. In: Railway technical review . 49, No. 5, 2000, p. 270.
↑ Announcement Another 28 ICE-T for DB AG. In: Eisenbahn-Revue International . Issue 6/2002, p. 258.
↑ Message ICT2: Admission with conditions. In: Eisenbahn-Revue International . Issue 2/2005, p. 52 f.
↑ Report a dispute about ICE acceptance: Agreement only with ICE-T. In: Eisenbahn-Revue International . Issue 11/2005, p. 502.
↑ ^a ^b ^c Travel in comfort and dine with pleasure. In: DB World . June 2009 edition, p. 6.
↑ Message Small timetable change. In: Eisenbahn-Revue International . Issue 7/2005, p. 308.
↑ World Cup championship champions without problems. In: Eisenbahn-Revue International . Issue 8–9 / 2006, pp. 417–419.
↑ ICE-TD and ICE-T to the ÖBB? In: Eisenbahn-Revue International . Issue 1/2005, p. 27.
^ Report to ICE-T in Vienna. In: Eisenbahn-Revue International . Issue 12/2005, p. 598.
↑ ^a ^b ÖBB invest in new vehicles for passenger trains. In: Eisenbahn-Revue International . Issue 4/2006, p. 176 f.
↑ ^a ^b ^c ^d without author: New areas of application for the ICE T. In: VORAUS. (Journal of the Union of German Locomotive Drivers ). Edition October 2006, ISSN 1438-0099 , p. 27 f.
↑ bizeps.or.at
↑ Message Serious problems with IC-T. In: Eisenbahn-Revue International . Issue 4, 1998, p. 116
↑ Report vehicles in the research facility in Vienna-Arsenal. In: Eisenbahn-Revue International . Issue 4, 1998, p. 159
↑ ^a ^b The new faces of the ICE family. In: TRAIN . No. 11, 1998, pp. 16-19.
↑ DVD film 20 years of ICE in Germany. Eisenbahn-Kurier-Verlag, Freiburg 2007.
↑ Report ICT on the Gäubahn. In: Eisenbahn-Revue International . Issue 3, 1999, p. 60 f.
^ Message ICE-T as relief IC Stuttgart - Karlsruhe. In: Eisenbahn-Revue International . Issue 6/2005, p. 257.
↑ Train formation plan A -Reihung- (ZpAR) 2020. Accessed on January 6, 2020 .
^ Message ICE-T from Stuttgart to Chur. In: Eisenbahn-Revue International . Issue 2/2000, p. 85
↑ Wagner (2006), pp. 86-88
↑ Without a source
↑ Presentation of "Germany's fastest climate protector"
↑ ^a ^b ^c Since the end of October 2002 ICE trains have been given the names of cities that would like to sponsor. Dirk Ubbing: ICE names. (PDF; 591 KiB ) In: LOKReport. Retrieved May 26, 2017 .
^ Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 .
↑ http://www.ice-fansite.com/index.php?option=com_content&view=article&id=98:allg-hannberl&catid=57:hann-wue&Itemid=77
^ Munich: ICE rams a buffer stop in the station hall.
↑ ICE door releases at 230 kilometers per hour
^ ICE-T derailment in Berlin. In: Eisenbahn-Revue International . Issue 4/2000, p. 184.
↑ Press release - Deutsche Bahn starts modernizing its ICE-T trains. ( Memento of the original from December 21, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
↑ - ( Memento of the original from June 20, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.mdr.de
↑ ICE collides on schedule in Frankfurt . In: Eisenbahn-Revue International . No. 4 , 2017, ISSN 1421-2811 , p. 211 .
↑ https://www.fr.de/panorama/sturmtief-mortimer-rast-umkippenden-baum-13052581.html
↑ https://schwerin-lokal.de/feuerwehreinsatz-an-ice-im-schweriner-hauptbahnhof
↑ Mittenwaldbahn back in operation. In: ORF.at . Retrieved November 5, 2012 .
↑ After mudslides on the railroad tracks: Free travel again from Monday. (No longer available online.) Tiroler Tageszeitung Online, archived from the original on December 12, 2013 ; Retrieved November 5, 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.tt.com
↑ Restrictions on use after the ICE 3 fire near Dierdorf . In: Eisenbahn-Revue International . No. 2 , 2019, ISSN 1421-2811 , p. 69 .
↑ Alarm at the main station: ICE from Hamburg is burning. In: tz.de. December 23, 2014, accessed December 24, 2014 .
↑ youtube.com
^ Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 .
↑ ICE crashes into a tree, man killed in car. In: Spiegel online. March 1, 2008
^ Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7

[ek-bild-2006-13-1] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Georg Wagner: InterCityExpress - The star trains in long-distance transport of the DB. EK-Verlag, Freiburg 2006, ISBN 3-88255-361-8 , p. 13 f.

[etr-1999-549-2] ↑ ^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 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.

[3] ICE-T at high-speed trains.de

[etr-2000-307-4] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ Rolf Hanke: Technology and operation of the ICE T. Pure luxury and in a flash . In: Railway technical review . 49, No. 5, 2000, pp. 307-312

ICE T

General

history

Mileage

Special trips worth mentioning

Technical problems and replacement traffic

outlook

design

technical structure

Furnishing

Bicycles can be taken along

Redesign

technology

Problems with the axles

Series 411

construction

Commissioning of the first series

Operating history in the early years (1999 to 2004)

Delivery of the second series

Use of the second series (since 2004)

Area of ​​application (2011)

ÖBB 4011

Deployment to Austria (2006 to today)

415 series

construction

Commissioning and operating history

Area of ​​application (2020)

Use in Switzerland

Overview and condition of the multiple units

Series 411

4011 series

415 series

literature

Web links

Individual evidence

Area of application (2011)

Area of application (2020)