ICE 4

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DB class 412 (ICE 4)
Multiple unit 9013 in Cologne Central Station
Multiple unit 9013 in Cologne Central Station
Number: 37 seven-part units
50 twelve-part units
50 thirteen-part units
Manufacturer: Siemens Mobility ( Bombardier with a supplier share of around 30%)
Year of construction (s): from 2013
Axis formula : 2'2 '+ Bo'Bo' + 2'2 '+ Bo'Bo'
+ Bo'Bo '+ 2'2' + 2'2 '(seven parts)

2'2' + Bo'Bo '+ Bo'Bo '+ 2'2'
+ Bo'Bo '+ Bo'Bo' + 2'2 '+ Bo'Bo'
+ 2'2 '+ Bo'Bo' + 2'2 '+ 2'2'
(twelve parts)

2 '2' + Bo'Bo '+ Bo'Bo' + 2'2 '
+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + 2'2 '
+ Bo'Bo' + 2'2 '+ Bo 'Bo' + 2'2 '+ 2'2'
(thirteen parts)
Gauge : 1435 mm (standard gauge)
Length over coupling: seven-part: 202 m
twelve-part: 345.731 m
middle car: 28.75 m
end car: 29.106 m
Height: 4115 mm
Width: 2852 mm
Trunnion Distance: 19.50 m
Empty mass: twelve-part:
620.142 t ready for operation
Service mass: K1n: 455 t
twelve-part:
754.973 t normal payload
823.325 t maximum payload
Wheel set mass : twelve-part:
18.50 t normal payload
20.01 t maximum payload
Top speed: seven parts: 250 km / h
twelve parts: 250 km / h
thirteen parts: 250 km / h
Short term output: twelve parts: 13500 kW
Continuous output : seven-part: 4950 kW
twelve-part: 9900 kW
thirteen-part: 11550 kW
Starting tractive effort: 225 kN (seven divider)
Acceleration: K1n: 0.55 m / s²,
twelve parts: 0.53 m / s²
Braking delay: maximum 1.4 m / s²
Driving wheel diameter: 920/840 mm (new / worn)
Impeller diameter: 825/750 mm
Power system : 15 kV, 16.7 Hz
Power transmission: Overhead line
Number of traction motors: seven parts: 12
twelve parts: 24
thirteen parts: 28
Drive: electric
Brake: Compressed air brake, electrodynamic regenerative brake (feedback), magnetic rail brake , Fe
Train control : ETCS , LZB , PZB
Coupling type: Scharfenberg, type 10
Seats: seven-part: 456 of
which first class : 77
twelve-part: 830 of
which first class: 205
thirteen-part: 922 of
which first class: 205
ICE 4 in summer 2018 in Wahnebergen (Verden district)

As ICE 4 , Deutsche Bahn designates a type of high-speed Intercity-Express (ICE) for long-distance passenger transport that has been in use since 2017. Until September 2015, the trains were operated under their project name as ICx . In 2011, Siemens Mobility was commissioned to develop and build 170 trains . The series designation for the railcars is 412 and for the non-powered intermediate and control cars 812 . A twelve-part variant has been in regular operation since December 2017, and a seven-part variant should be ready for use from December 2020.

vehicles

The trains are multiple units (without locomotives ) for passenger transport . Unlike the first two ICE series, they are powered by several independent powered cars that are distributed over the length of the train. The inner and outer shape of the vehicles essentially corresponds to the ICE standard. In contrast to all previous ICE trains, the 28 meters longer car bodies of the ICE 4 fleet are made of steel. Laser welding technology is used for the first time in steel rail vehicle construction.

At the InnoTrans 2012, Deutsche Bahn presented a 1: 1 model of part of the ICE-4 end car for the first time. A 1: 1 model of an end car and another car has been on display in the DB Museum in Nuremberg since the end of 2013 .

The design was jointly developed by Deutsche Bahn, Bombardier and Siemens. The exterior design of the trains received the Red Dot Design Award in 2015. The ICE 4 was also awarded the German Design Award 2016 in the Transportation category for its exterior design. Because of its front design, the train is known internally as " Angelina Jolie ".

Configurations

Bicycle compartment

The five- to fourteen-part trains are made up of six car types: non-powered end cars (control cars), powered intermediate cars (seating cars, service cars with pantographs), non-powered intermediate cars (seating cars, seating cars with pantographs, on-board restaurant). In addition to the basic configurations of seven or twelve carriages, 22 other combinations of 5 to 14 carriages are planned by the manufacturer. Two seven-part multiple units can run in double traction. Five-part units are to be formed with two driven cars, six- and seven-part units with three, eight- and nine-part units with four, ten to twelve-part units with five, and thirteen and fourteen-part units with six driven cars. Initially, four of these additional variants are to be approved. A fourteen-part unit would be 400 meters long. The sets are to be formed from five different types of car. The intermediate cars in the second class are identical in both variants. The middle car, first class, used only in the ten-piece car, is derived from this type.

The middle cars are 27.9 meters long, the end cars 28.6 meters. This makes them longer than most of the previous intercity cars, which are 26.4 meters long. Due to the elongated carriages, a 200-meter-long train no longer consists of eight but of seven cars. With the same length of train, the train has one less car transition, which creates space for five additional rows of seats. Space for additional rows of seats was created through a modified seating concept, the elimination of larger electronic cabinets in the passenger compartment and a modified arrangement of functional areas (e.g. bicycle compartments).

The outer car body width is 2852 millimeters, the inner 2642 millimeters.

The entrances are designed for platform heights between 550 and 760 millimeters above sea ​​level . The trains are designed for ambient temperatures between -25 and +45 ° C designed.

The following overview shows the technical data of the planned and built configurations:

configuration K1n (seven parts) K1s (seven parts) K3s (ten parts) K3s (twelve parts) K4s (thirteen parts)
Planning year 2011 2018 2011 2014 2018
Number of powercars 3 5 6th 7th
Number of cars per train 7th 10 12 13
Length of the train 202 m 288 m 346 m 373 m
Power systems 15 kV, 16.7 Hz
25 kV, 50 Hz
1.5 kV
3 kV		 15 kV, 16.7 Hz
TSI class 2 1 2 1
Top speed 230 km / h 250 km / h 249 km / h 250 km / h 250 km / h
Maximum acceleration 0.55 m / s² 0.53 m / s² 0.53 m / s² 0.54 m / s²
Traction performance 4950 kW 8250 kW 9900 kW 11550 kW
Baggage volume / seat approx. 0.12 m³ approx. 0.2 m³ approx. 0.12 m³ approx. 0.2 m³ approx. 0.2 m³
Number of seats (total / 1st class / restaurant) 499/80/17 456/77/17 724/210/23 830/205/23 920/205/23
Number of bicycle spaces 8th 8th 8th 8th 8th

DB series 412 and 812

construction

The twelve-part multiple units are assigned multiple unit numbers that start at 9001 . They are made up of powered intermediate cars from the 412 series and non-powered intermediate and end cars from the 812 series. The seven-part multiple units are given multiple unit numbers , their counting from 9201 to 9237 , the thirteen-part multiple units are to receive multiple unit numbers 9451 to 9500 .

The following table gives an overview of the (planned) structure of the ICE 4 multiple units. Powered wagons are highlighted, those with pantographs in italics. In the case of the seven-part multiple unit, the first digit of the serial number is different because it is scheduled to run in multiple units.

Car class 1st Class 2nd Class
comment Driver's cab On-board restaurant on-board
bistro		 Pantograph service
trolley		 Pantograph Driver's cab
Serial number 14th 12 11 10 9 8th 7th 6th 5 4th 3 2 1
thirteen-part multiple unit (9451 ff.) 0812.0 1812.0 1412.0 8812.0 6412.0 9812.0 2412.0 2412.3 4812.0 2412.x 2412.x 2412.x 5812.0
Serial number 14th 12 11 10 9 7th 6th 5 4th 3 2 1
twelve-part multiple unit (9001 ff.) 0812.0 1812.0 1412.0 8812.0 6412.0 9812.0 2412.0 2412.3 4812.0 - 2412.5 2412.8 5812.0
Serial number x 7 x 6 x 5 x 4 x 3 x 2 x 1
seven-part multiple unit (9201 ff.) 6812.2 - - 8812.2 7412.2 - - 3412.2 3812.2 - - 3412.7 7812.2
six-part experimental train (9201) 6812 201 - - 7412 201 - - 3412 201 3812 201 - - 3412 701 7812 201
End car, entry area
  • The driver's cab ends of the control cars, like all multiple units of the high-speed traffic, receive Scharfenberg couplings of type 10, the end cars 6812.2 and 7812.2 for the seven-part units because of the intended use in multiple units.
  • The service car contains a toddler compartment, family area, wheelchair area and service rooms for the on-board staff.

Since 2018 there have been three preferred variants that can be formed from a twelve-part train. All three variants should be approved in 2018 so that they can be used in the following year if necessary. In March 2019, multiple unit 9014 was experimentally equipped with a thirteenth car, another power car from the 2412 series, between car 3 and car 4 in order to carry out test drives, among other things, to measure interference current and braking distance. On the other hand, in the case of the first 9451 multiple unit produced entirely as a 13-car unit, the 2412 751 car, which was added compared to the 12-part multiple unit, is in position 2 after the 2nd class end car. The first 9201 multiple unit, planned as a seven-part, was put together for test purposes as a six-part test train, in which the 8812 201 (bistro) car was still missing during the test and approval runs in March 2019.

Furnishing

Seats in the dining car
Presentation of the drinks on offer in the on-board bistro

The twelve-car class 412 multiple units have 830 regular seats and two folding seats. The cars are designed as pure open-plan cars. In contrast to earlier ICE trains, the ICE 4 no longer have any regular compartments, apart from toddler compartments. Deutsche Bahn justified this with a decline in demand for compartment spaces since the 1980s.

The seat numbers are attached to the back of the aisle and have a tactile surface ( Braille ) that is legible for the blind. When you lean back, the seats no longer fold back; instead, the seat slides forward in its seat shell. There are also windowless “wall window seats” on the trains. Around every third “window seat” has no window or a limited view. A flexible construction should, for example, allow the subsequent adjustment of seat spacing.

There are two entry areas (four outside doors) per car, with the exception of the dining car, which is equipped with loading doors on both sides. A lift for wheelchair users is available on both sides of the service car. There are 22 seats in the on-board restaurant of the dining car, and there is also a stand-up bistro and wheelchair spaces in the same car. The trains have 24 toilets (two per car with the exception of the restaurant car, including a staff toilet and a barrier-free toilet in the service car). The service car also houses a conductor's compartment and a break room.

The trains have on- board internet access . The external connection is made via several mobile phone providers at the same time. Cellular amplifiers were also installed.

In addition to the main white lighting, the ceiling of the car also has daytime lighting using red, green and blue LEDs. 152 different light accents are possible. In addition to colored light, pure white light is also generated.

First class

The first car class has 205 seats, which is a quarter of the available seats on the multiple unit. These are located in the four cars 10 to 14, with the car 10 also accommodating the on-board restaurant and bistro. The wagons 11 to 14 each have “compartment-like areas” at one end of the wagon, with six to eight separate open-plan spaces in each case. The first class end car is designated as a rest area.

The seat spacing of the row seats is 930 mm in the first class and thus corresponds to the seat spacing of the second class in ICE 1 & ICE 2 ; the seat divider opposite is 2000 mm. The knee clearance is given as 900 mm. The clear width in the center aisle in the first class is 620 mm and thus roughly corresponds to the width of the center aisle in the second class of earlier ICE models (ICE 1 and ICE 2). In the first class, the backrest can be tilted up to 38 degrees and the seat can be pulled out by five centimeters. Each first class seat has its own power socket. Reading lights are an exclusive first-class feature in the ICE 4.

  • First class open seating car with accent lighting

  • Seat extended to the front

  • "Compartment-like area"

Second grade

The first eight cars of each multiple unit are in the second car class, with 627 seats. With the exception of the toddler compartment, these are only arranged in open plan areas. Cars two to seven each had 88 seats in 26 rows, interrupted by four large luggage racks (offset from one another).

The end cars of the second class have 61 seats (two of which are folding seats), eight of which are in a large area called a “compartment area” behind the driver's cab. In contrast to most of the other ICE series, the ICE 4 has eight bicycle parking spaces in this car.

The service car (car 9), which connects to the on-board bistro, has 38 seats. 33 of these are allocated to a large room that is mainly designated as a family area, but also includes the four wheelchair spaces. Eight seats can be found in the toddler compartment. There are spaces for prams here and in the family area.

The seat spacing in the second car class is 856 mm for the row seats, which is a good 7 cm narrower than in previous ICE generations (example ICE 1); the seat divider for face-to-face seats is 1900 mm. At 460 mm, the seat width between the armrests is insignificantly smaller than in the previous ICE series. The knee clearance is given as 826 mm. At just 509 mm, the aisle width is a good ten centimeters less than in the ICE 1. The armrest width has also been greatly reduced, to just 40 to 60 millimeters. The backrests of the second class seats can be tilted by up to 32 degrees. The seat depth is no longer adjustable. One socket is available for each double seat in the second class.

  • Second class open plan with luggage racks

  • Display with distance and speed indication

  • Wheelchair spaces

  • Children's compartment

  • Compartment area in the end car

Original planning / order changes

configuration K1n (seven parts) K1s (seven parts) K3s (ten parts) K3s (twelve parts) K4s (thirteen parts)
Planning year 2011 2018 2011 2014 2018
Operational use from 12/2016 12/2020 (1st delivery series)
12/2023 (2nd delivery series)		 12/2016 12/2017 12/2021
Total planned number of vehicles 45 37 85 50 50

The original design of the trains was to set a new German record with 2.5 passengers per meter of train length. After the DB board had examined a 1: 1 model of the planned passenger area, they criticized the high density of seats, the limited luggage storage options and the narrow entry areas, especially when taking bicycles with you . Also, the customer advisory board of DB criticized in his view too narrow pitch, which was subsequently amended.

According to the original plans, the end cars of the first class should have 52 seats, the end cars of the second class 63 seats as well as eight bicycle parking spaces and two folding seats . Additional second class intermediate cars (powered and non-powered) were supposed to accommodate 100 seats each. In the dining car of the seven-part units, 29 first-class seats and 17 seats in the restaurant were provided; the dining car of the ten-car units should have 23 first class seats and 23 seats in the restaurant. The service cars of the seven-divider were to have 47 second class seats, six seats in a multifunctional compartment and two wheelchair spaces; in those of the ten-piece car, 43 seats and three wheelchair spaces were provided in addition to an equally large multifunctional component. The intermediate cars of the first class, which only appear in the ten-part configuration, have 66 seats (powered cars) or 69 seats (non-powered cars).

Twelve toilets were planned for the seven-car trains, and 18 for the ten-car trains (two for each middle and end car in the second class, two in the end car in the first class, as well as a staff toilet and a barrier-free toilet in the service car). You should also receive a “WC defective” message.

The basic technical configuration should remain the same over the entire series. In order to distinguish between the categories Intercity and Intercity-Express, differentiations were planned for the interior , especially in the area of ​​the dining car . The trains are to have an on-board bistro and an on-board restaurant.

The supervisory board of Deutsche Bahn decided on March 5, 2013 to increase the ICE-4 order due to the increased number of passengers forecast. The previously ten-part sets will be expanded to twelve cars. The total of 170 additional cars increases the number of seats per train from 724 to 830. The technical requirements have been increased to TSI class 1. The top speed was increased from 249 to 250 km / h. The interior was designed to be higher quality and should offer more space for luggage, the light color should adapt to the time of day. The corridors are to be enlarged.

The additional costs of the package of measures were put at 600 million euros. Bombardier's share in this is 336 million euros. The planned changes will delay the start of operations for the twelve-car trains by one year and for the seven-car trains by four years.

In the case of the seven-divider, the number of seats was reduced from 499 to 456, and the trains were no longer equipped for various power systems. The trains can no longer be used in the Netherlands.

The first series of 130 multiple units was to include 45 seven- and 85 twelve-part multiple unit units. So far, however, only twelve-part multiple units have been put into operation. They are intended to replace the Intercity sets with cars from the years of construction 1971 to 1991. Approval for Germany and Austria for all ICE 4s and also for Switzerland for the twelve-car multiple units is planned.

The planned 59 sets of the second series were to replace the current ICE 1 and ICE 2 trains by 2025. In the long-distance transport concept presented by Deutsche Bahn in March 2015, the procurement of this second series is not planned until 2030. The trains of the second series are to be approved for Germany, Austria and Switzerland. Approval for France, Luxembourg, Italy, Poland and the Czech Republic is planned as an option.

An optional third tranche would serve as a replacement for the ICE 3 . For this purpose (as of 2011) 80 sets with a maximum speed of 249 km / h are planned.

The first series from the framework agreement, which runs until December 31, 2030, was called up when the contract was signed, the procurement of the second series is firmly planned. The option for the third tranche can be redeemed at any time.

At the beginning of April 2017, the contract was revised again and the order was changed to 100 twelve- and 19 seven-part units. This change was made with a view to the expected higher number of travelers.

In June 2018, the DB's supervisory board should decide whether additional ICE 4 multiple units should be ordered. In order to cope with an increase in passenger numbers that exceeds previous plans, 18 additional ICE 4 trains are to be procured. Another 50 ICE 4 trains are to be expanded from 12 to 13 cars. The planned addition of a powered 2nd class car will create around 90 additional seats and increase the traction performance of the trains in order to ensure problem-free use on the new Cologne-Rhine / Main line.

An increase in the maximum speed to 265 km / h was considered from 2018 and announced in February 2020; the approval processes are running. This is intended to make use of the vehicle's reserves, with 265 km / h being the highest speed that the vehicle could achieve with its current technical level. In January 2021, the trains are to receive software that will enable the release of 265 km / h. Their use depends "on various requirements".

In September 2018, funding was approved to purchase an additional 18 seven-dividers, seven fewer than originally planned. The rest remained unchanged. The delivery of the 13-piece is to begin in 2021 after the delivery of the 12-piece. The seven dividers that have been reordered will be delivered from 2023. The total value of the order is EUR 610 million, around a third of which goes to Bombardier. A total of 1,511 cars have been ordered, from which 50 twelve-car, 50 thirteen-car and 37 seven-car trains are formed. The remaining two end cars serve as a reserve.

The seven dividers that have been ordered - the number of which has been increased from 19 to currently 37 - will replace the ICE 2, which will be withdrawn from 2022.

technology

Driver's cab

The driven intermediate cars are known as powercars and each accommodate a transformer, a traction converter, an auxiliary converter and four traction motors . The railcars of the two train variants only differ in their gear ratio for the two intended maximum speeds.

Transformer and converter are cooled by a common cooling system with oil or water. The direct current components of the multi-system trains are installed in non-powered intermediate cars under the floor. The installed traction power per driven intermediate car is 1.65 megawatts. The greatest permissible slope is 35 ‰. Each train has two pantographs for the network of DB and ÖBB , which are housed on intermediate car 2 and drive car 2 ZUB. K3s trains with SBB equipment have a pantograph on each of these wagons for the SBB network .

The first two variants to be delivered are designed for an occupancy of up to four people per square meter.

The maximum gradient is 40 per thousand, the smallest negotiable arc radius 150 meters.

The seven-part trains are designed according to TSI class 2, the twelve- part trains according to class 1. The approval according to class 1 requires, among other things, extended braking equipment and axle bearing monitoring. Furthermore, the requirements for air pressure fluctuations are greater.

For passenger information are up to six screens per car provided. In the carriages, there are TFT screens (19 inch) in the ceiling pods, and 15 inch displays in the entry areas. The passenger information system can generate automatic, multilingual announcements.

The air conditioning systems in the trains should be designed for outside temperatures of −25 to +45 ° C. Outside temperatures of −20 to +40 ° C should be able to be processed without any comfort restrictions. Two cold vapor compact air conditioning units are provided for each car in the roof area, which can also work individually. They are delivered by Faiveley Transport .

A passive pressure protection system is provided. The interval for ultrasonic testing of the wheelsets should be 240,000 kilometers.

As a train control systems which are point- (PZB) and the linear automatic train control (LZB) and ETCS provided. At the beginning of November 2018, the approval for ETCS operation in Germany was announced, the operating license for Switzerland was still pending at the time.

Communication within the wagons and within the train set takes place via Ethernet ( Siemens rail automation system Profinet ). Access to individual components is via web-based access. A network was also set up via Ethernet, with which, for example, WLAN or entertainment offers are transmitted. By separating the networks for vehicle control and passenger information, it should be possible to respond more quickly to new requirements.

The energy consumption per passenger should initially decrease by 30 percent compared to the ICE 1, and according to later information by 22 percent. A reduction in mass, greater seating density, improved aerodynamics and improved recovery of braking energy should contribute to this . The better bogies with reduced running resistance should also contribute to this. The trains should also be quieter than previous trains.

In contrast to earlier ICE series, the driveless cars run on (lighter) running bogies with internally mounted wheel sets. The motor bogies were designed by Siemens on the basis of the SF500. The running bogies are to receive an active wheelset control for the radial adjustment of the wheelsets in the curve. They are supplied by Bombardier Transportation .

A modular structure enables entire assemblies to be exchanged and repaired outside the train.

With fully functional brakes, the multiple units have 195 brake hundredths ( brake position R ei + Mg), 175 brake hundredths (brake position R I ) and 141 brake hundredths (R).

The floor pans are given an impact protection coating against flying ballast .

history

prehistory

In 2003, Deutsche Bahn had already planned to tender 1000 new Intercity cars. The Federal Cartel Office had forbidden plans according to which the successful bidder should have taken over the Delitzsch repair shop . The new vehicles were to replace vehicles built in 1971 to 1991 from 2015. These had been modernized from 2002 for use by then. The tender was ultimately not implemented.

Tender

The tender for the ICE 4 trains took place under the working title ICx from summer 2008. According to the company's own information, this was the company's largest tender to date. The plans from 2008 envisaged that the sets of the Intercity / Eurocity trains should be replaced with the new multiple units by around 2020 , and the ICE 1 and ICE 2 vehicles by 2025. Later, the ICE 3 could also be optionally replaced by ICE -4 trains are replaced. The approximately 300-page, technical-functional specification sheet of the tender is based on around 8900 individual requirements. These were derived from around 900 aspects of an operational and commercial specification sheet of the future operator, whereby here it is, for example, use, appearance, seats, comfort, but also maintenance. The detailed, functional specifications are intended to guarantee quality; the manufacturing industry is responsible for implementing these specifications. 27 percent of the criteria must be met, 22 percent are desirable from the purchaser's point of view, three percent are optional. Schedule concepts and demand concepts for the years 2015, 2020 and 2025 were incorporated into the concept. For the ICE successor trains, a maximum speed of 250 km / h was initially envisaged in the tender. A top speed of 280 km / h was optional. According to the planning status of 2009, two pre-series trains were to be used in test operations as scheduled from 2012.

The development costs are to be borne entirely by the industry. In addition, the trains should only be paid for when they are accepted. Pre-financing, as has been the norm up to now, is not provided. Deutsche Bahn expects the constant utilization of production capacities over a long period of time to significantly lower costs per seat than with the previous ICE trains. In 2009 (at the 2015 price level), costs per seat of around EUR 25,000 were aimed for - a little above the level of high-quality regional transport . The quality of the trains procured is to be ensured via so-called quality milestones.

Seven industrial companies have requested the tender documents. The contract should be awarded to a single provider, but not to a consortium , in order to avoid additional costs and unclear responsibilities.

Award

Six bidders showed interest, including Alstom with the AGV and the TGV Duplex . Two bidders made specific offers that were negotiated: A consortium made up of Siemens and Bombardier demanded around six billion euros for the 300 or so trains, while Alstom came up with various equipment variants ranging from five to eight billion euros. The Alstom offer did not meet the requirements of the tender.

After Siemens was named as the preferred provider at the end of January 2010 , it was planned that Bombardier, as a supplier to Siemens, would provide more than a third of the services for the entire order. Price negotiations followed. The order should come into effect from 2013/2014 and utilize Siemens' production capacity at the Krefeld - Uerdingen location by 2025. The Uerdingen plant is to be expanded for this purpose.

According to the planning status from January 2010, the trains should initially be ordered by June 16, 2010. In mid-2010, the company had expected to award the contract in autumn 2010. According to industry information, at the end of July 2010 the price expectations of DB and industry were still far apart. Railway boss Rüdiger Grube did not rule out a new tender for the contract if no agreement could be reached. According to information from the company, DB insisted on a price per seat of 30,000 euros in the negotiations.

At the end of 2010, Deutsche Bahn said it had not yet agreed on the price with Siemens. The main controversial issues were liability rules with which Deutsche Bahn intends to protect itself comprehensively after its experience with ICE breakdowns.

procurement

Mock-up on a scale of 1: 1, DB Museum in Nuremberg

On April 11, 2011, the board members of DB and Siemens reached an agreement on the purchase. On April 21, 2011 the Supervisory Board of Deutsche Bahn approved the contract. The order volume is five billion euros. Deutsche Bahn immediately ordered 130 train sets, which were to be delivered from the end of 2016. As part of the contract, which runs until 2030, conditions for the purchase of additional trains are set. Bombardier acts as the preferred supplier , accounting for around a third of the total order. The purchase price is to be paid in installments, no deposit is required. 60 percent of the purchase price is paid upon delivery.

On May 9, 2011, the eight-thousand-page contract was signed at the DB Academy in Potsdam, in the former Kaiserbahnhof , by DB's CEO, Rüdiger Grube , and the CEO of Siemens AG, Peter Löscher . The order volume for the first 220 multiple units is EUR 6.3 billion. The supplier Bombardier accounts for 2.1 billion euros.

It is the largest order ever placed in Germany for the rail industry, the largest order from Deutsche Bahn and the largest order for Siemens.

According to the framework agreement, up to 300 trains including deliveries after 2020 were originally planned. 130 firmly ordered trains are to be delivered as planned between 2017 and 2020. In mid-September 2013, a press report announced that Deutsche Bahn had already reduced the number of trains to be procured after 2020 by 31 to 59 as part of “service changes” at the beginning of 2013. The value of these trains was given as a total of one billion euros. Bombardier plans to purchase double-decker trains in place of the trains. This could save several hundred million euros.

First, a demonstration model of an end car on a scale of 1: 1 was produced in order to have test subjects test the usability of the seating arrangements and comfort facilities.

The provision of a corresponding simulator was planned for the training. The simulator, which cost around 1.8 million euros, was to be built in Fulda . Its construction began in April 2017. A second simulator should follow in Karlsruhe in September 2017.

Production and commissioning

Transfer of an end car in June 2015 at Rheydt

The ICE-4 multiple units were developed at the Siemens locations in Erlangen and Krefeld - Uerdingen as well as at the Bombardier locations in Hennigsdorf and Siegen . Large parts of the assembly, including most of the intermediate cars, as well as the commissioning of the plant are also carried out at the Siemens plant in Krefeld-Uerdingen . The motor bogies come from the Siemens factory in Graz .

After completing the design and construction phase at Siemens and Bombardier , production of the first pre-series train began in April 2014. Bombardier in Görlitz and Wrocław are supplying the shell of the steel car bodies . Bombardier assembles all end cars and some intermediate cars in the Hennigsdorf plant. The running bogies are manufactured by Bombardier in Siegen.

Before delivery of the first series, according to the planning status from mid-2012, two pre-series trains should be delivered from September 2015 , which will be tested for 14 months under real conditions: initially two months without passengers and then twelve months with passengers. In February 2018, the trains ran in regular service from Hamburg-Altona (partly also from Kiel) to Munich Hbf and back and from Hamburg-Altona / Kiel to Stuttgart Hbf and back.

The first pre-series train should be ready by January 2015 at the latest and then put into operation. The approval drives were planned for autumn 2015. (Status: June 2014) The first train should be presented to the public in summer 2015 (status: October 2014). From mid-2016, this train was to be used in trial operation with passengers, but it has only been in trial operation since 2017. With the timetable change on December 10, 2017, it was used in regular passenger traffic. 50 of the 130 multiple units are to be monitored more closely during a seven-year monitoring phase. In the end, seven pre-series trains were built.

The planned useful life of the trains is 30 years.

At the beginning of 2012 a 1: 1 model was made out of wood. Construction of the first components should begin in 2012 (as of April 2012). Production of the pre-series trains should start in mid-2013. The delivery was planned for 2014, after which they should be tested in operation for eleven months. Series production should start in 2015. The trains were to be formed in the Wegberg-Wildenrath test center . 20 trains are to be manufactured per year. The trains are manufactured at six Siemens and Bombardier locations. Siemens manufactures in Krefeld, Nuremberg and Graz; Bombardier in Hennigsdorf near Berlin, Görlitz and Siegen as well as in Breslau.

On March 6, 2014, the first painted car body was transported on the road from Görlitz to Krefeld. The first five-part unit left the factory in Hennigsdorf on December 22, 2014 and was transported to Wegberg-Wildenrath. In July and August 2015, four ICE-4 cars were subjected to temperatures between −30 and +45 ° C in tests in the climatic chamber in Vienna's Arsenal. From August 2015, high-speed trips with a twelve-part unit were planned.

The trains should be approved according to a new, simplified procedure. The closer project team comprises around 60 employees. In the wider environment, including the developers, around 500 employees are involved in the project. Tens of thousands of people are involved in the project, including manufacturers among subcontractors.

The trains were named ICE 4 in a tender in mid-2015 . At the end of September 2015, the CEO of DB Rüdiger Grube announced that the trains , which had previously been run under the working title ICx , would be referred to as ICE 4 .

A twelve-part ICE 4 on a test drive near the Cologne-Kalk Nord marshalling yard

On September 25, 2015, an ICE 4 was on the public rail network for the first time as part of DB Systemtechnik's high-speed runs. With the trains 9001 to 9006, proof of approval is provided.

On December 4, 2015, Federal Transport Minister Alexander Dobrindt and Railway Chief Rüdiger Grube presented a train in Berlin. A 14-month trial operation was planned from autumn 2016 on the Hamburg – Munich line, 12 months of which were with passengers. The trains are to run on the schedule of an ICE 1 and be replaced by them at short notice in the event of failures. One pair of trains will travel between Nuremberg and Munich on the high-speed line Nuremberg – Ingolstadt, the other via Augsburg. Detected defects should be eliminated during production.

As part of trials in spring 2016, the evacuation of an ICE 4 with 243 passengers was tested within three minutes. The approval drives were completed in the first half of 2016. Training for train and maintenance personnel is to begin by July 2016.

Official presentation of the ICE 4 on platform 2 in Berlin Hauptbahnhof (low) on September 14, 2016

On September 14, 2016, the official presentation of the ICE 4 took place on the lower level of Berlin Central Station . Unit 9005 served as the demonstration vehicle.

In the trial run, apart from defective garbage cans and slow sensors on doors, no problems initially arose. At the end of January 2017, after 140,000 kilometers, vibrations occurred for the first time, in individual cars and at speeds of at least 230 km / h. The cause is suspected to be a less than optimal wheel-rail contact as a result of a changed rail profile and smooth rails. According to the manufacturer and operator, it is purely a comfort problem. The Federal Railway Authority demands that the effects of the wear behavior of wheel profiles be reassessed. If no permanent technical solution is found by autumn 2017, the wheelsets would have to be turned off more frequently. At the end of July 2017, various technical solutions were tested. The vibrations should be avoided by changing the wheel profiles. In the case of new bridges such as the Wendlingen Neckar Bridge , the risk of resonance with the ICE 4 is now assessed separately.

According to Siemens, seven pre-series trains have been produced. Series production has started and is on schedule (as of April 2017). Six more trains were delivered from September 2017. Seven more trains were accepted in autumn 2017.

Tests of the ICE 4 took place in Switzerland until the end of September 2017, which are necessary for the associated approval package and cross-border traffic. I.a. pantographs and driving technology were tested, for this the train was equipped with twelve measuring wheelsets.

According to DB Fernverkehr, the delivery was on schedule at the beginning of 2018. By the end of 2018, 25 trains were in use, 19 of which were in scheduled operation and 6 as a reserve and for training purposes. From December 2018, an additional 25 multiple units should be in service on the routes Berlin – Leipzig – Erfurt – Frankfurt (Main) –Stuttgart – Munich, Hamburg – Berlin – Leipzig – Erfurt – Munich and Berlin – Halle (Saale) –Erfurt – Munich. In March 2019, 23 of the 27 multiple units delivered by then were in scheduled use.

In April 2019, the acceptance of further trains by Deutsche Bahn was stopped. The reason is faulty welded joints that were discovered during incoming goods inspections. According to the company, the 25 trains that have already been delivered are not impaired in a safety-relevant manner. Nevertheless, a report was sent to the Federal Railway Authority and alternative concepts were drawn up in the event that the trains had to be withdrawn from service. It is said to be an incorrectly executed form of weld seams on the base plate of wagons already in use. The mileage of the affected vehicles is said to have been limited to 600,000 km. Previously, there should have been delays in delivery due to the need for re-welding. On July 17, 2019, Bombardier and Siemens announced that DB would “immediately” resume acceptance and operation of additional ICE-4 trains. Five multiple units were to be accepted at short notice, so that a total of 30 multiple units would be available. The companies had agreed with DB and EBA on an improvement and testing concept with which the defects should be corrected during ongoing operations between 2020 and 2023 as part of the guarantee by Bombardier. According to DB information from the end of October 2019, the delivery is on schedule.

In mid-June 2019, DB expected that trains with a mileage of more than 600,000 km would be shut down by the EBA. From September 1, 2019, side members should be exchanged for every two trains. This should take around three months per train, which means that around twelve trains should be “at a standstill”.

In February 2019, test drives of the first seven-part car were run, still in a six-part configuration (without on-board bistro). The first seven dividers are to be used in passenger operations in Germany and Austria from the end of 2020. 19 seven-part ICE 4 are to be delivered in 2020, and delivery of 13-part ICE 4 is expected to begin in 2021. The first seven-divider (412 206) was shortly before acceptance in mid-April 2020, the delivery of the first seven-divider is scheduled to begin in mid-2020 to be used from December 2020.

The ICE 4 trains have been in service in Switzerland since December 15, 2019, initially on the Hamburg – Basel – Zurich – Chur route. The Berlin – Basel – Bern – Interlaken line is to follow from June 2020. The multiple unit 9017 had already been transferred to Zurich on August 5, 2019 for the purpose of staff training.

For the annual timetable that comes into force in December 2019, 34 ICE 4 multiple units are required. By then, around 41 multiple units should be available.

Production is scheduled to be completed in 2023.

To implement the second expert draft of the Deutschland-Takts , 123 additional high-speed train units would be needed for a speed of 300 km / h. ICE 4 is not suitable for this because of its lower top speed.

Naming

The multiple units are to be named after German regions, rivers or mountains.

The original plan was to name the trains after German historical (deceased) personalities from the fields of culture, politics, science, business and sport. Proposals could be submitted to Deutsche Bahn for naming the 25 trains that will be delivered in 2018 and 2019. A jury selected 25 names from the 19,400 submissions with over 2,500 name suggestions. This project was abandoned because the planned christening of a train with the name "Anne Frank" had met with criticism. The multiple unit, already baptized “Martin Luther”, is to keep its name.

business

ICE 4 on an employee test drive in October 2016 at Berlin Central Station

Around 14,000 employees registered for test drives in autumn 2016. Regular train operations began gradually in December 2017. It was possible to take bicycles with you from December 10, 2017. According to the initial planning from 2011, the first ICE 4 trains were to be used on the following lines:

  • Hamburg – Rhine / Ruhr – Rhine / Main – Southern Germany (from 2016)
  • Berlin – Hanover – Amsterdam (from 2016)
  • Berlin – Kassel – Rhein / Main – Stuttgart – Munich (from 2016)
  • Berlin – Kassel – Rhein / Main – Basel (from 2016)
  • Hamburg – Berlin – Leipzig / Halle – Erfurt – Nuremberg – Munich (after the completion of the Nuremberg – Erfurt high-speed line in 2017).

From 2019, twelve-car ICE-4 multiple units are to be used on the new Cologne – Rhine / Main line. From 2020, an hourly sprinter connection between Berlin and Munich is to be set up, as long as the delivery of the ICE 4 proceeds according to plan. From December 2020, a new, two-hour ICE Sprinter line between Berlin and Cologne will also be offered.

After the implementation of the first two stages, according to the planning status in 2011, around 70 percent of DB Fernverkehr’s turnover should be generated with ICE 4 multiple units. Manufacturers and operators plan to exchange operating data on the reliability of the vehicles over a period of seven years.

In 2018, complaints about seat quality increased. Tall travelers in particular criticize the seats as being uncomfortable, especially on longer journeys over four hours. According to DB, work is being carried out on improved ergonomics. 280 complaints were received between January 2017 and October 2018. With modified upholstery, the seats should be more comfortable. After tests with several hundred test subjects had positive results, optimized upholstery should be tested in a multiple unit from December 2018. The results of accompanying surveys should not be completed before spring 2019 at the earliest. The seat spacing, the impression of the room and the equipment standard with regard to seating comfort and interior design were also criticized. In October 2019, the DB announced that from 2020 a total of almost 60,000 seats in ICE 3 and 4 will be replaced with a new type. The seats were more comfortable and had previously been tested by 600 people in the seating laboratory and 5800 passengers.

The thirteen-part ICE 4 is to be used on line 42 (Dortmund – Stuttgart – Munich) and, from 2021, gradually on line 20 (Hamburg – Hanover – Frankfurt – Basel, Switzerland).

A number of improvements aimed at simplifying the operation of the trains for drivers were implemented by 2019.

maintenance

The main plant for maintenance is the ICE plant in Hamburg . All maintenance levels on the 100 planned multiple units are to be processed there. 60 million euros are to be invested in modernizing the plant by the end of 2020. During the trial operation, the trains were to be maintained in the ICE plants in Hamburg and Munich .

The first planned maintenance location for the multiple units is the Berlin-Rummelsburg depot . According to Deutsche Bahn, an expansion of the ICE depot in Cologne-Nippes at a cost of 220 million euros will primarily serve to maintain the ICE 4 trains.

As a result of staff shortages in both plants, maintenance is carried out with the support of Siemens.

At the beginning of 2020, the ICE 4s were in the factories longer and more frequently than originally expected.

Multiple unit overview and international approval

As the first ICE series, the ICE 4 are factory-equipped with WiFi.

table
Multiple unit number
naming 		Commissioning
redesign
(current status) 		Foreign
approvals
and special features 		Conversions or conversions Accidents or special occurrences
General remarks
Item 9001 April 18, 2015 Switzerland Austria Pre-series unit, twelve parts
Item 9002 May 22, 2015 Switzerland Austria Pre-series unit, twelve parts
Item 9003 June 15, 2015 Switzerland Austria Pre-series unit, twelve parts
Item 9004 23rd September 2015 Switzerland Austria Pre-series unit, twelve-part - was on the road in 2016 and 2017 to test new types of bogies with other vibration dampers (in blue paintwork)
Item 9005 20th October 2015 Switzerland Austria Pre-series unit, twelve parts
Tz 9006
Martin Luther
(since November 7, 2016) 		November 6, 2015 Switzerland Austria Pre-series unit, twelve parts
Item 9007 February 1, 2016 Switzerland Austria Pre-series unit, twelve-part - was on the road for approval drives in Switzerland in March and April 2018
Item 9008 July 14, 2017 Switzerland Austria
Item 9009 g 16th August 2017 Switzerland Austria
Item 9010 5th September 2017 Switzerland Austria
Item 9011 18th October 2017 Switzerland Austria
Item 9012 16th October 2017 Switzerland Austria
Item 9013 15th February 2018 Switzerland Austria
Item 9014 January 10, 2018 Switzerland Austria completed ETCS test drives on the VDE8 from March to June 2018 for the approval of the vehicle devices , in March 2019 on a test basis with a thirteenth intermediate car (power car) for test drives on the road.
Item 9015 February 2, 2018 Switzerland Austria
Item 9016 March 12, 2018 Switzerland Austria for filming from May 31, 2018 to June 7, 2018 in Leipzig Hbf 0
Item 9017 March 27, 2018 Switzerland Austria completed approval drives in July 2018. Multiple unit from the Sendung-mit-der-Maus report July / August 2018
Item 9018
Free State of Bavaria
(since July 18, 2018) 		April 28, 2018 Switzerland Austria
Item 9019 May 25, 2018 Switzerland Austria
Item 9020 June 28, 2018 Switzerland Austria
Item 9021 19th July 2018 Switzerland Austria
Item 9022 August 14, 2018 Switzerland Austria
Item 9023 11th September 2018 Switzerland Austria
Item 9024 g 28th September 2018 Switzerland Austria
Item 9025
North Rhine-Westphalia
(since November 30, 2018) 		October 8, 2018 Switzerland Austria
Item 9026 g
Lake Zurich
(since November 23, 2019) 		23 October 2018 Switzerland Austria
Item 9027 February 18, 2019 Switzerland Austria
Item 9028 g
Free State of Saxony
(since March 2, 2020) 		February 27, 2019 Switzerland Austria Approval by DB on July 17, 2019
Item 9029 March 26, 2019 Switzerland Austria
Item 9030 April 8, 2019 Switzerland Austria
Item 9031 May 7, 2019 Switzerland Austria
Item 9032 May 21, 2019 Switzerland Austria
Item 9033 June 11, 2019 Switzerland Austria
Item 9034 g June 28, 2019 Switzerland Austria
Item 9035 July 24, 2019 Switzerland Austria
Item 9036 July 30, 2019 Switzerland Austria
Item 9037 20th August 2019 Switzerland Austria
Item 9038 September 9, 2019 Switzerland Austria
Item 9039 4th October 2019 Switzerland Austria
Item 9040 18th October 2019 Switzerland Austria
Item 9041 g
Baden-Württemberg
(since January 8, 2020) 		October 31, 2019 Switzerland Austria
Item 9042 22nd November 2019 Switzerland Austria
Item 9043 December 10, 2019 Switzerland Austria
Item 9044 January 15, 2020 Switzerland Austria
Item 9045 January 20, 2020 Switzerland Austria
Item 9046 February 14, 2020 Switzerland Austria
Item 9047 17th February 2020 Switzerland Austria
Item 9048 17th March 2020 Switzerland Austria
Item 9049 4th May 2020 Switzerland Austria
Item 9050 May 25, 2020 Switzerland Austria
Item 9201 Pre-series unit, seven-part - put into operation from February 2019 for Siemens approval drives
Item 9202 Pre-series unit, seven-part - put into operation from February 2019 for Siemens approval drives
Item 9203 Pre-series unit, seven-part - put into operation from February 2019 for Siemens approval drives
Item 9204 Pre-series unit, seven-part - put into operation from February 2019 for Siemens approval drives
Item 9205 March 26, 2020 Austria
Item 9206 March 26, 2020 Austria
Item 9207 19th June 2020 Austria
Item 9208 July 9, 2020 Austria
Item 9451 Pre-series unit, thirteen parts - put into operation from March 2019 for Siemens approval drives
  • The multiple units marked with a g have a green decorative stripe, some with the inscription “Germany's fastest climate protector”. The 9024 was put into service from the start with a green instead of red trim. For the Find the green ICE prize campaign , the 9012 multiple unit was provided with green decorative stripes from February to May 2018. However, this was removed again after the action.

Awards

  • Red Dot Design Award 2015
  • German Design Award 2015

Web links

Commons : ICE 4  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d Martin Offer: ICx - The innovation in high-quality long-distance passenger transport. (PDF; 1.7 MB) Siemens AG , April 8, 2013, accessed on July 5, 2013 .
  2. ↑ a b c d e f g h i j The ICx - the new DB platform. Technical data section (basic versions). In: siemens.com. Siemens AG, accessed on July 24, 2017 .
  3. ↑ a b c Short ICE 4 as a double train on a test run . In: Eisenbahn-Revue International . No. 8-9 , August 2019, ISSN  1421-2811 , p. 394 .
  4. ↑ a b c d e f g h i j k l Siegfried Graßmann: ICE 4 as planned in the approval process . In: Electric Railways . tape 114 , no. 3 , 2016, p. 110–112 ( excerpt [PDF]).
  5. ↑ jus / AFP : What the new ICE 4 brings to passengers. Light-flooded carriages, more space for passengers and finally also parking spaces for bicycles: Deutsche Bahn promises its customers more travel comfort in the new ICE 4. The innovations in the overview. In: Spiegel online . September 13, 2016, accessed July 24, 2017 .
  6. ↑ a b c d e f g h i j k l m n o p The ICx - A new era in long-distance transport for Deutsche Bahn. (PDF; 7.37 MB) 24-page presentation. In: siemens.com/mobility. Siemens / Deutsche Bahn AG, September 11, 2011, archived from the original on September 11, 2011 ; accessed on July 24, 2017 .
  7. ↑ a b c d e f g h Michael Bromm: The new backbone of HGV long-distance traffic . In: Your train . tape 44 , no. 5 , 2016, ISSN  0948-7263 , p. 18-22 .
  8. ↑ Peter Thomas: Soon it will be the turn of the powercars. In: Frankfurter Allgemeine Zeitung . March 29, 2015, accessed January 19, 2018 .
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  10. ↑ ICx: the future of long-distance traffic at the DB Museum Nuremberg. (No longer available online.) In: dbmuseum.de. DB Mobility Logistics AG, December 4, 2013, archived from the original on January 12, 2016 ; Retrieved December 5, 2013 .
  11. ^ Bertram Freisinger: The new ICx in Nuremberg. In: br.de. Bayerischer Rundfunk , December 4, 2013, archived from the original on December 11, 2013 ; accessed on October 10, 2015 .
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  17. ↑ a b c d e f g h i j ICx - the new long-distance train for Deutsche Bahn . In: Eisenbahn Österreich , pp. 296–300.
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  19. ↑ a b c d e f g h i j k l m Short ICx only from 2020 and only in a single-system version . In: Eisenbahn-Revue International . No.  5 , 2013, p. 248 .
  20. ↑ 44th SFT 2017 - Rail Vehicle Conference Graz. Retrieved on March 19, 2019 (German).
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  22. ↑ a b Class 412 (ICE4) . In: Locomotive Report . No. 5 , May 2019, ISSN  0344-7146 , p. 17 .
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  25. ↑ a b c d e f g h i j The new ICx from Deutsche Bahn (part 2) . In: ahead , issue 7/2011, pp. 30–32. ISSN  1438-0099 .
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  28. ↑ a b c d e Vehicle dictionary for long-distance transport (PDF). (PDF) October 19, 2017, pp. 103–118 , accessed May 30, 2018 .
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  31. ↑ It's better to make calls on the ICE. October 12, 2016, accessed May 30, 2018 .
  32. ↑ How does ... the accent light in the ICE 4 actually work . In: DB World . No.  1 , January 2017, p. 7 .
  33. ↑ a b Panorama tour ICE 4. Accessed on May 30, 2018 .
  34. ↑ Railway board unsatisfied with ICx model. (No longer available online.) In: The mobility manager. October 15, 2012, archived from the original on September 21, 2013 ; Retrieved April 11, 2013 . 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 / dmm.travel
  35. ↑ Jasper Wenzel: Listen, please . In: mobil . No. December 12 , 2018, ISSN  0949-586X , ZDB -ID 1221702-5 , p. 128-130 .
  36. ↑ a b c d e f ICx - the new train family for long-distance traffic . In: Bahnech , No. 02, 2008, pp. 13–14 ( PDF ( Memento from December 6, 2008 in the Internet Archive ), 2.2 MiB).
  37. ↑ Questions to the DB . In: mobile . No. 5 , May 2015, ZDB -ID 1221702-5 , p. 56 ( online [accessed June 19, 2015]). Questions to the DB ( Memento of the original from September 27, 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@ 2Template: Webachiv / IABot / mobil.deutschebahn.com
  38. ↑ Deutsche Bahn AG (ed.): More customer comfort in the new ICx generation of trains . Press release, March 5, 2013.
  39. ↑ On course with the ICX . In: DB World . No.  December 12 , 2013, p. 14 .
  40. ↑ a b c Bombardier receives follow-up order as a partner and supplier from Siemens for the major ICx project for Deutsche Bahn . Press release of April 8, 2013.
  41. ↑ a b c Nikolaus Doll: The new ICE trains - more space, more luxury. In: Welt online . February 21, 2013, accessed January 19, 2018 .
  42. ↑ ICx: first series only as a single-system train . In: The Railway Engineer . tape  63 , no. 5 , May 2013, p. 112 .
  43. ↑ a b c d e New ICx to make long-distance rail fleets weatherproof from 2016 . In: Reuters Germany , April 16, 2011.
  44. ↑ a b Bahn is buying fewer ICx trains from Siemens. In: FAZ.NET . September 20, 2013, accessed January 19, 2018 .
  45. ↑ More rail for metropolises and regions - the largest customer offensive in the history of DB long-distance transport. In: Deutsche Bahn AG. March 18, 2015, archived from the original on March 20, 2015 ; accessed on January 19, 2018 (press release).
  46. ↑ a b c d e The new ICx from Deutsche Bahn (part 1) . In: ahead , issue 6/2011, pp. 32–33, ISSN  1438-0099 .
  47. ↑ a b c Siemens Mobility / Deutsche Bahn AG (ed.): Green light for the most modern train in the world. Press release from May 9, 2011.
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  49. ↑ a b ICE4 fleet grows to 25 trains by the end of the year. In: ksta.de. April 24, 2018, accessed May 6, 2018 .
  50. ↑ Dieter Fockenbrock: The railway mobilizes all reserves . In: Handelsblatt . No. 103 , June 1, 2018, p. 6 ( similar version ).
  51. ↑ Keith Fender: DB confirms plan for ICE 4 order as ICE 1 refurbishment begins. In: railjournal.com. August 30, 2018, accessed September 7, 2018 .
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  55. ↑ Martin Korte: Deutsche Bahn is planning XXL-ICE with almost 1000 seats. February 25, 2020, accessed on February 25, 2020 (German).
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  57. ↑ Improvements for the engine driver . In: Union of German Locomotive Drivers (Ed.): Advance . No. November 11 , 2019, ISSN  1438-0099 , p. 26 .
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  63. ^ A b Peter-Michael Ziegler: Express service . In: C't . No. 18 , 2016, p. 68-72 .
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  67. ↑ Christian Siedenbiedel: The train is punctual as rarely in its history. In: Frankfurter Allgemeine Sonntagszeitung . May 26, 2012. Retrieved January 19, 2018 .
  68. ↑ Technical differences between the ICE trains BR 403/406, 407 and 412 (part 1) . In: Union of German Locomotive Drivers (Ed.): Advance . No. 4 , April 2019, ISSN  1438-0099 , p. 24-26 .
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  71. ↑ a b c Now on the drawing board: the next generation of vehicles . In: DB World . No.  November 11 , 2008, pp. 8-9 .
  72. ↑ a b c d e f ICE reissued . In: Deutsche Bahn AG (Ed.): Deutsche Bahn: Moving people - connecting worlds . ( Memento of October 2, 2013 in the Internet Archive ) (PDF; 7 MiB). Berlin 2009, pp. 92-97.
  73. ↑ Improve quality - focus on our customers. Half-yearly press conference 2010. ( Memento of the original from March 5, 2016 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. (PDF; 1.5 MiB) Speech by Rüdiger Grube , Chairman of the Board of Management, at the company's half-year press conference on July 28, 2010, Deutsche Bahn AG / DB Mobility Logistics AG (ed.), P. 12. @1@ 2Template: Webachiv / IABot / www1.deutschebahn.com
  74. ↑ a b c Grube wants to order ICX by June 16. In: Eurailpress. January 21, 2010, archived from the original on February 6, 2011 ; accessed on October 10, 2015 .
  75. ↑ Deutsche Bahn AG: DB continues to modernize its vehicle fleet . Press release from January 25, 2010.
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  77. ↑ Carsten Brönstrup: Bahn and Siemens want to end the breakdown series . In: Der Tagesspiegel . No. 20888 , February 14, 2011, p. 17 (including date online ).
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  79. ↑ Martin Röse: Krefeld: Billions for Siemens. ( Memento of the original from April 26, 2011 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: Rheinische Post (online edition), around April 23, 2011. @1@ 2Template: Webachiv / IABot / www.rp-online.de
  80. ↑ Thomas Wüpper: Serious allegations against industry . In: Stuttgarter Zeitung . June 21, 2010 ( online ).
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  86. ↑ a b Carsten Brönstrup: 8000 pages contract for a train . In: Der Tagesspiegel . No. 20971 , May 10, 2011, p. 16 (including date online ).
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  127. ↑ The ICE 4 travels to Switzerland . In: Union of German Locomotive Drivers (Ed.): Advance . No. November 11 , 2019, ISSN  1438-0099 , p. 24 f .
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  130. ↑ Will there be an ICE called “Lother Späth”, Mr. Huber? In: Der Spiegel . No. 42 , 2017, p. 58 ( online ).
  131. ↑ The ICE 4 names have been determined. (No longer available online.) In: DB Inside Bahn. October 27, 2017, archived from the original on October 28, 2017 ; accessed on October 28, 2017 . 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 / inside.bahn.de
  132. ↑ ICE 4: Names searched and found. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, October 27, 2017, archived from the original on October 28, 2017 ; accessed on October 27, 2017 . 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.deutschebahn.com
  133. ↑ David Hesse: A train drove her to her death. In: Tages-Anzeiger , November 1, 2017.
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  137. ↑ Profit increases to 2.15 billion euros. In: m.focus.de. March 9, 2018, accessed March 11, 2018 .
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  140. ↑ German Bundestag (ed.): Answer of the Federal Government to the small question of the Members Ralph Lenkert, Sabine Leidig, Dr. Gesine Lötzsch, another MP and the DIE LINKE parliamentary group. - Printed matter 19/5982 - . Health problems due to new seats in the ICE 4th volume 19 , no. 6513 , December 14, 2018, ISSN  0722-8333 , p. 1-3 ( BT-Drs. 19/6513 ).
  141. ↑ Self- experiment of a train driver - Why the desire to travel on the ICE 4 falls by the wayside. In: deutschlandfunkkultur.de. February 12, 2019, accessed October 20, 2019 .
  142. ↑ 60,000 more comfortable seats for ICE 4 and ICE 3: the conversion will start in early 2020. In: deutschebahn.com. Deutsche Bahn, October 23, 2019, accessed on October 24, 2019 .
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  144. ↑ Improvements for the engine driver (part 1) . In: Union of German Locomotive Drivers (Ed.): Advance . No. 9 , September 2019, ISSN  1438-0099 , p. 19 .
  145. ↑ a b Personnel shortage slows ICE plant in Cologne-Nippes . In: Eisenbahn-Revue International . No. 58 , February 2019, ISSN  1421-2811 , p. 58 .
  146. ↑ Reconstruction of the plants in Langenfelde and Eidelstedt in Hamburg . In: Electric Railways . tape 116 , no. 8-9 , 2018, ISSN  0013-5437 , p. 338 .
  147. ↑ DB Mobility Logistics AG (Ed.): Deutsche Bahn presents plans for the most modern ICE plant in Cologne in Germany . Press release from October 15, 2013.
  148. ↑ Kerstin Schwenn: The rush of customers is growing, but trains are missing. In: faz.net. January 28, 2020, accessed January 31, 2020 .
  149. ↑ Address on the multiple unit
  150. ↑ Matthias Körnich: The page with the mouse - railway. August 11, 2018. Retrieved August 13, 2018 .
  151. ↑ Deutsche Bahn: 20 percent more capacity towards Switzerland - ICE 4 baptized Lake Zurich
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  153. ↑ Presentation of "Germany's fastest climate protector"
  154. ↑ Prize campaign : Find the green ICE
  155. ↑ ICE 4 receives award at the German Design Award 2016