DB class 605

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DB class 605 (ICE TD)
ICE-TD double traction on the way to Copenhagen in Berlin Ostbahnhof
ICE-TD double traction on the way to Copenhagen in Berlin Ostbahnhof
Numbering: 605 001-020
Number: 20th
Manufacturer: Siemens Verkehrstechnik
Bombardier
Year of construction (s): 1997-1999
Retirement: until 2017
Axis formula : 2'Bo '+ Bo'2' + 2'Bo '+ Bo'2'
Gauge : 1435 mm ( standard gauge )
Length over coupling: 106.7 m
Height: 4205 mm (from SOK to roof plate)
Width: 2842 mm
Trunnion Distance: 19,000 mm (turning center distance)
Bogie axle base: 2600 mm
Smallest bef. Radius: 150/125 m (coupled / single wagon)
Empty mass: 219 t
Service mass: 237 t
Wheel set mass : 15.5 t
Top speed: 200 km / h
Installed capacity: 4 × 560 kW
Traction power: 1700 kW
Starting tractive effort: 160 kN
Performance indicator: 10.3 kW / t
Wheel diameter: 860/790 mm (new / worn)
Motor type: Diesel engines with charge air coolers and exhaust gas turbochargers
Power transmission: electric
Brake: KE-R + E + Mg
Train control : Sifa , PZB90 , LZB 80/16 , ZUB262 (includes GNT and ZUB 121 ), Integra-Signum , ATC (Denmark)
Coupling type: Scharfenberg
Seats: 195
Floor height: 1250 mm
Classes : 1st and 2nd class

The rail vehicles of the 605 series (also: ICE TD , VT 605 , initially also ICT-VT ) are four-part diesel-electric tilting multiple units from Deutsche Bahn AG for passenger transport on long-distance routes . The ICE  TD (TD = "multiple unit" diesel or TD = "tilting" diesel) is the fastest diesel multiple unit in Germany . During test drives on January 13, 2000, it reached a new German record for diesel multiple units with 222 km / h.

The 1996 ordered 20 trainsets were from 2001 in regular service used , but withdrawn from the market in 2003 due to technical problems. They were then parked for years and only in 2006 were trains of this type used again for passenger journeys. From 2007 onwards, most of the trains were used in long-distance traffic between Hamburg and Denmark. The use of trains on this connection was reduced to a pair of trains in December 2016 and finally stopped on October 2, 2017.

At the end of 2016, four multiple units were still operational. 15 were for sale with no matching buyer. Using the trains beyond 2017 would not be economical, according to Deutsche Bahn.

Two multiple units were taken over by DB Systemtechnik in 2018 and are to be put back into operation as test vehicles. The first multiple unit has been operating as an Advanced TrainLab since November / December 2018 , the second is to follow soon.

The majority of the multiple units will be scrapped from December 2019.

history

Vehicle design

With an ICE variant with tilting technology and diesel-electric drive, travel times on winding, non-electrified routes were to be shortened and passengers were offered a high level of comfort.

The intended areas of application for the multiple unit were the topographically difficult Saxony-Franconian Magistrale from Dresden to Nuremberg and the Munich-Zurich route . For the first time in several decades, diesel multiple units should be used again in high - speed long-distance transport , because the class 605 multiple units are the first diesel multiple units for long-distance passenger transport procured in Germany since the 1950s ( DB ) and 1960s ( DR ) .

In order to utilize the passenger potential in long-distance transport on some non-electrified routes, Deutsche Bahn informally inquired about possibilities for a four-part diesel multiple unit with tilting technology and long-distance transport equipment in November 1994. A corresponding invitation to tender followed in February 1995. In the summer of 1995, the specifications were revised, in particular to adapt the design and equipment to the ICE T and ICE 3. At the end of October 1995, DB AG received correspondingly revised offers. The functional performance tender included a maximum speed of 200 km / h, 195 seats and a maximum axle load of 14.5 t.

Order

At the beginning of July 1996, Deutsche Bahn signed a letter of intent with the ICT-VT consortium for the procurement of 20 units of the VT 605 series . The order worth 280 million D-Marks was awarded to the ICT-VT consortium consisting of Siemens AG as lead manager, its subsidiary Duewag AG and Deutsche Waggonbau AG . Later adaptations, for example a full galley instead of the originally intended small bistro kitchen, were reordered later as design changes. The equipment for all trains for Switzerland (train protection, train radio, front signals) was also ordered later.

Engineering, construction and design of the four-part diesel - trainset were in large parts of the commissioned in 1994 ICE T derived. Major changes were necessary to accommodate the diesel-electric drive system and its auxiliary equipment. The acoustic requirements played an important role: in the interior, the sound pressure level at 200 km / h should not exceed 70 dB (A), in the surrounding area 84 dB (A). The trains should be used from autumn 1999.

On the part of DB AG, the development of the train was coordinated by the DB Research and Technology Center in Munich.

Variant for Australia

Siemens had offered a 200 km / h fast diesel-electric variant of the ICT at the end of the 1990s for a planned but not realized high-speed line between Sydney and Canberra . The company was subject to the Speedrail consortium led by Alstom , which offered TGV trains at 320 km / h .

construction

The car bodies for the end cars were made by Alstom Ferroviaria (formerly Fiat ), the final construction was carried out by Bombardier in Ammendorf . Siemens-Duewag built the intermediate cars for the train in Krefeld . Acceptance and handover to Deutsche Bahn took place in the Wegberg-Wildenrath test center .

Contrary to the original consortium agreement, the trains received a newly developed electrical tilting technology from Siemens. After the car bodies for the end cars could not be manufactured at the Bautzen site due to delays in the construction of the 612 series , the car bodies were manufactured at the Alstom site in Savigliano and taken to Ammendorf by road for interior fitting.

Installation

On August 29, 1998, the first completed end car was transferred to the Munich-Freimann Research and Technology Center. Three -week driving tests were planned on the roller dynamometer there before the car was to be transferred to Halle-Ammendorf for completion.

In February 1999 the first multiple unit , still known as ICT-VT , arrived at the Wegberg-Wildenrath test center. At this point in time it was planned to start commercial operation with the trains in the course of the 1999/2000 timetable year on the Saxony-Franconia Magistrale and on parts of the Allgäu Railway between Munich and Lindau. On April 21, 1999, the 5501 multiple unit completed its first test drives in the test center. The first training trips for train drivers took place in May 1999.

On August 18, 1999, a speed of 200 km / h was reached for the first time on the Hamm – Minden line between Rheda and Oelde . From November 22nd to December 3rd, 1999, measurement runs at 200 km / h took place on the high-speed line from Hanover to Würzburg . During a technical approval run on the morning of January 13, 2000, unit 5502 between Göttingen and Hanover set a new German speed record for internal combustion rail vehicles with 222 km / h . The train exceeded the record of 217 km / h set in April 1975 by a vehicle of the 602 series between Celle and Uelzen. Before Easter 2000, acoustic test drives between Augsburg and Donauwörth followed . From May 10th to May 12th, 2000, an ICE TD was for the first time test drives in Switzerland.

On February 9, 2000, the manufacturer consortium announced delays in commissioning due to capacity bottlenecks. The introduction of trains on the Sachsen-Franken-Magistrale, planned for November 5, 2000, was postponed to autumn 2001; the Interregio operation on the axis should be extended accordingly. The commissioning between Munich, Lindau and Zurich planned for autumn 2000 has also been postponed to a later date. Two months later, further delays became foreseeable, because the braking system had turned out to be undersized and the DB demanded a corresponding design change.

Due to capacity problems in Wegberg-Wildenrath, the commissioning of individual trains was temporarily shifted to a rented facility in Hückelhoven-Ratheim in the spring of 2000 .

On April 22, 2000 the train was presented in Hof and it was announced that the ICE-TD trains would be serviced there. The new series was officially presented in September 2000 at the InnoTrans . In autumn 2000 all vehicles were still not approved for passenger transport. At the end of 2000, half of the 20 trains were still not approved by the Federal Railway Authority. By early 2001, all 20 multiple units had been completed.

In April 2001 an ICE TD completed approval runs in Switzerland. On May 4, 2001, an ICE TD, along with three other new vehicles used in Bavaria, was presented at Munich Central Station under the motto "Four strong pieces for Bavaria".

From April 2001 to February 2007, all ICE-TD trains were based at the ICE plant in Munich Hbf. In February 2007, they were in view of the Denmark-traffic , the ICE station Hamburg umbeheimatet.

business

At the end of April 2001, all 20 multiple units were operational, but had not yet been fully approved. From April 23, 2001, two IR train pairs between Nuremberg and Dresden and between Dresden and Zwickau were served with ICE TD.

With the timetable change on June 10, 2001, the trains were officially put into operation on the then newly created ICE line 17 . The opening train ICE 1568 was christened Richard Hartmann . From this day onwards, a two-hour service between Dresden and Nuremberg was offered. The trains replaced the trains on Interregio Line 27 that previously operated on this section. The scheduled journey time between Nuremberg and Dresden was reduced by up to 80 minutes. Between Munich and Zurich, a pair of trains was initially served daily with ICE TD. After the expansion for arc-fast driving on the Allgäu route had not been foreseeable, their use primarily served to increase comfort and less to shorten travel times.

Right from the start there were difficulties with the operation on the Saxony-Franconia main line. For example, the Federal Railway Authority's approval for driving at high speeds on the Nuremberg – Dresden route was only granted on the day before the official timetable change in June 2001. In operation, the brakes again proved to be undersized, although the DB had already requested a design change in 2000. In the first week of operation, there were delays of an average of 15 minutes per train journey after the tilting technology control had proven to be over-sensitive. Because minor malfunctions were rated as a failure of the tilting system and required a restart of the on-board systems. These problems had not occurred during the test drives.

In September 2001, car 605 009 fell off a lifting platform at the Hof Bahnbetriebswerk as a result of a defect in a jack system . The neighboring intermediate car 605 109 was slightly damaged. The badly damaged end car was brought to the Bombardier plant in Ammendorf in 2002 and dismantled down to the shell in order to prepare a repair offer. As it had not been reprocessed, both vehicles were taken out of service on December 31, 2002 and the remains were stored as spare parts at the Chemnitz plant. The vehicles 605 209 and 605 509, which remained undamaged, were transported to Chemnitz on low-bed trucks until spring 2004 . In July 2011 the train was also transported by road from Chemnitz to Hagen and stored there.

The damage caused by the flood disaster in August 2002 in the northern part of the Franconia-Saxony main line forced ICE line 17 to be restricted to the Nuremberg – Chemnitz section.

On December 2, 2002 at 1:22 am, the dispatcher at Gutenfürst station noticed sparks on the ICE 1799. After the train had stopped, it turned out that the third car of the train (605 203) with a bogie was traveling at a speed of around 120 km / h was derailed. A fatigue breakage of a wheelset shaft at the hub of the wheel disc was identified as the cause . As an immediate measure, the Deutsche Bahn, in coordination with the EBA, ordered the shutdown of the tilting technology and an ultrasonic test of all wheelset shafts for all ICE-TD trains. After the investigations had revealed that the limit values ​​were exceeded several times, from December 6th only vehicles with proven crack-free wheelsets were allowed to be used in passenger traffic. As a result, the ICE TD multiple units were replaced at short notice by locomotive-hauled trains; Between Nuremberg and Chemnitz, the lack of tilting technology resulted in delays of up to 20 minutes. After a few days, operation was released again with the tilting technology deactivated, and the ICE TD was used again between Nuremberg and Dresden as well as Munich and Zurich.

According to external experts, serious dimensioning errors were the cause of the fatigue failure.

Because the cause of the axle breakage had not yet been found in spring 2003 and the trains continued to run without tilting technology, a transitional timetable was put into effect on April 27, 2003. With departure and arrival times in Chemnitz shifted by around 35 minutes, connections were to be maintained in Hof and Nuremberg; the travel time between Nuremberg and Chemnitz was thus increased from 194 to 230 minutes. Two pairs of trains were canceled without replacement; With one exception (ICE 1666), all trains ran via Marktredwitz instead of Bayreuth . This made shorter travel times possible.

Shutdown

On July 24, 2003, the Federal Railway Authority withdrew the train's operating license with immediate effect. The authority relied on an expertise from a Fraunhofer Institute .

After a positive vibration test and after the wheel profile of the trains had been rounded to a greater extent, the operating license was granted again on August 15th. On the Sachsen-Franken-Magistrale, the trains were only to be used after the tilting technology had been restarted. The necessary reconstruction work on the trains' axles was completed on October 30, 2003. Between mid-August 2003 and December 13 of the same year, a pair of ICE-TD trains ran between Munich and Zurich - due to the lack of track equipment, it was not possible to travel at a high speed .

After the trains had been equipped with wheelsets with rounded grooves, the technical requirements for use with tilting technology were in place. The Federal Railway Authority approved the rapid deployment on November 12, 2003. Nevertheless, the trains were shut down when the timetable changed in December 2003. The reason for this was presumed to be poor economic efficiency.

DB Fernverkehr bought 17 trains from the last series of the 612 series from its sister company for traffic on the Franconian-Saxony Mainline . They then received the color scheme from DB Fernverkehr. During a strike by ÖBB staff in November 2003, several ICE TD units were deployed between St. Margrethen and Lindau. After the trains were shut down for the timetable change in December 2003, the trains made regular trips without passengers in order to avoid damage caused by downtime. The vehicles were parked in spring 2004 in Hagen (six multiple units), Munich (four multiple units), Delitzsch (six multiple units) and Nuremberg (five multiple units). In addition to debt servicing, the costs for maintenance and storage were put at around 80,000 euros per month. As of spring 2005, there were 14 trains in Hagen and five in Munich. Most of the trains parked in Munich (5506, 5510, 5516, 5517, 5520) were kept operational and were occasionally used for presentation and training trips. The 5510 multiple unit was used for several weeks of commissioning runs on the new Nuremberg – Ingolstadt line .

As a result, DB AG made several attempts to sell the trains abroad.

In 2003 the establishment of a joint venture with the state railway of Iran was under discussion in order to bring the trains into operation there. Negotiations to sell the trains to Iran failed, according to Deutsche Bahn, because of the high costs for the necessary retrofitting for the Iranian rail network.

From the end of 2004, the ÖBB considered using the trains in national and international long-distance traffic. In cross-border traffic, a deployment in Slovakia ( Trnava ) and Croatia ( Zagreb , Split ) was considered. On December 8, 2004, multiple unit 5517 was transferred from Munich to Vienna for demonstration and testing. A presentation trip on December 16, 2004 took him to Bruck an der Leitha . At the beginning of 2005, consideration was given to using the trains from December 2005 in triple traction in place of the previous Eurocity trains between Vienna, Budapest and Munich. The plans failed in the spring of 2005 due to the maintenance prices demanded by DB. According to a media report, these were based on implausible figures; Among other things, costs for changing pantographs were set, although the ICE-TD has no pantographs.

reactivation

At the end of 2005, the Hessischer Rundfunk reported that the multiple units should be reactivated for the 2006 World Cup in order to transport several national teams. Furthermore, operations in northern Germany and in traffic to Denmark are being considered.

In preparation for the 2006 soccer World Cup , part of the ICE TD fleet was reactivated; 605 016 was the first train to be repaired from the beginning of 2006. In a first step, two sample trains were reactivated. One vehicle was parked in a hall in Hagen , the other outdoors in Munich. The measures necessary to restart the ICE TD fleet were examined on the two trains, which were exposed to different environmental conditions during their three-year stoppage. In the first half of the year, staff training trips followed at almost all DB Fernverkehr bases. Trains 5517 and 5516 were already on test drives between Munich and Donauwörth in September 2005. On December 15, 2005, a test drive of 5510, 5516 and 5517 in triple traction took place on the same route.

A double ICE-TD unit in Neustadt (Dosse)

In the end, 13 trains were repaired. In particular, all moving components of the diesel engine hydraulics had to be replaced, which had been damaged by the long service life. Starter batteries also had to be changed, which had lost capacity during the idle time. Smaller changes were made to the software for controlling the coupling process and the replacement of pictograms with luminescent copies. New software was installed for the passenger information system and the traffic in the triple traction (planned for the first time for passenger traffic). At Easter 2006 there was another trip with passengers for the first time; By then, seven trains had already been reactivated, and two more trains followed up to the start of the World Cup on June 9, 2006.

These first planned assignments took place on the Hamburg-Cologne route. The speed of 200 km / h was reached on schedule. Never before has a flat train with diesel traction been traveling at such high speed in Germany.

During the 2006 Football World Cup, some of the trains were used for charter services for groups of foreign football fans. Among other things, the initially nine reactivated trains carried football fans from Brazil and Mexico . As planned, they were used on Fridays and Sundays on the Hamburg – Cologne route (via Hanover).

In spring 2009 the DB offered PKP Intercity to service the Berlin-Warszawa-Express with the nine ICE TDs that had not yet been reactivated. The PKP turned down this offer and suggested using the multiple units for new routes, for example between Berlin and Piła . In the same year, DSB withdrew an option to retrofit three more trains for operation in Denmark.

At the beginning of February 2010, Deutsche Bahn announced that it would put the remaining six parked units into operation as replacement trains for other ICEs. This reactivation did not take place due to cost reasons.

In 2011, the overhaul and reactivation of the three multiple units 5508, 5513 and 5515 was commissioned to serve as an operating reserve. Since the tilting technology should not be used in the planned operation and in order to simplify maintenance, the active components of the tilting technology were removed from the trains. Due to this far-reaching change, however, the trains lost their EBA approval, which is why the wagons were parked until approval was granted again. Because no such approval had been granted by May 2014, it was decided to equip these multiple units with tilting technology and put them back into service immediately. The background was the fact that general inspections were pending on the remaining multiple units and that DB feared bottlenecks in passenger service as a result.

The other three parked units (5501, 5502 and 5512) were partly used as spare parts dispensers; a restart was therefore considered unlikely.

A multiple unit parked in Hagen has served as a “standing” train laboratory since November 2014. DB Fernverkehr is testing various product innovations here. B. would not receive approval in the company or that are not yet ready for the market.

The last remaining pair of ICE-TD trains from Hamburg via Flensburg to Jutland was replaced by DSB-IC3 sets when the timetable changed in December 2015 . The trains that became vacant were initially to be used on the Vogelfluglinie between Copenhagen and Hamburg from June 2016 and gradually replaced by IC3.

In the long-distance transport concept of Deutsche Bahn for 2030, the ICE-TD trains are no longer provided. The decommissioning was planned for 2016 and the revision inspections - with the exception of those of the active multiple units 5517 and 5519 (2016) - continued until 2017 at the latest. No further new revisions were planned.

As part of a feasibility study, the DB investigated whether to tow the multiple units from class 101 or 120 locomotives. The considerations were rejected.

In the meantime, however, the multiple units 5517 (in October 2015) and 5519 (in January 2016) were nevertheless examined in Halle (Saale) and are available for an inspection for a further six to eight years.

The three remaining multiple units were last used on the pair of trains ICE 1230/1233 between Hamburg and Copenhagen. ICE-TDs were last used in the plan service on September 30, 2017.

Decommissioning and scrapping

On November 8, 2017, the ICE-TD was officially adopted with a special trip for employees entrusted with the trains. 605 017 drove from Hamburg to Puttgarden and back, adorned with German and Danish flags. To the sound of Time to Say Goodbye , the train left Hamburg Central Station for the last time. On January 11, 2018, this multiple unit finally drove from Hamburg to Mukran for storage.

The multiple units 5517 and 5519 were transferred to Halle-Ammendorf in spring 2018 and are to serve there as an advanced TrainLab as a test vehicle for new rail technologies.

In the 2010s, the multiple units 5501, 5502, 5509, 5513 and 5520 were dismantled.

All other multiple units were behind in Mukran at the end of 2018. They are to be scrapped from December 2019. Parts that can be used for the ICE T are to be removed beforehand. This applies to multiple units 5503 to 5508, 5510 to 5512, 5514 to 5516 and 5518.

The 5510 multiple unit was handed back to DB Fernverkehr on January 3, 2020 by the standstill management. A work-up is not planned.

commitment

The ICE TD operated the Zurich - St. Gallen - Lindau - Munich route in 2001/2002 and 2002/2003 . When the fleet was shut down, this line, which continued to operate as an "ICE connection" until the next timetable change, was operated with EuroCity sets.

Special train from Berlin to Warnemünde

From April 13, 2006, the seven multiple units that had been put back into operation were used as weekend repeater trains between Cologne and Hamburg. For the first time since December 2003, the trains were thus back in passenger service. At the same time, this was the first commercial use of the trains in triple traction. On the way as IC 2760, the units 5510, 551 and 5520 reached a speed of 200 km / h at km 50.2 on the route between Osnabrück and Bremen on the opening day. For the first time in Germany, passengers were traveling at this speed in a diesel-powered commercial passenger train. The tilting technology of the trains was still deactivated. In the same month, staff training trips followed throughout Germany.

In addition, they were used to reinforce the scheduled traffic at special events. The multiple units 3, 4, 6 and 17 were used in April 2007 in special traffic to the Hanover Fair .

Denmark traffic

DSB and DB logo on a Denmark-compatible ICE-TD

In December 2006, Deutsche Bahn announced for the first time about plans to use the diesel ICE in Denmark.

The Danish State Railways (DSB) and Deutsche Bahn AG have entered into a corresponding cooperation . The travel time between Berlin and Aarhus should be reduced to under seven hours. Among other things, some stops should be canceled and the maximum speed in Denmark increased from 140 to 180 km / h. The trains were to u. a. retrofitted with the Danish ATC train control system. On April 24, 2007, a test run with a set took place for the first time in the hold of two Vogelfluglinie ships , and on April 25, the 605 010 multiple unit was loaded in Puttgarden as part of an official press event. The 45-minute ferry crossing over the Fehmarnbelt was the first time that an ICE was scheduled to run in the hold of a ship. With a length of 106 m, the trains fit on the railroad track of the ferries.

By December 2007, five ICE-TD units had been converted for Danish traffic in the DB depots in Krefeld (exterior renovations) and Hamburg (interior work, electronics). Five more trains followed later. The ten multiple units that are suitable for the Danish market ran on a seven-day schedule . Two trains served as a reserve. If there was a corresponding demand, three more vehicles could have been converted.

On December 9, 2007, the ICE-TD from Aarhus to Berlin was the first ever scheduled ICE to arrive at Flensburg station .

Since the timetable change on December 9, 2007, an ICE TD has been running in double traction from Berlin to Hamburg. After a train split in Hamburg, part of it continued via Lübeck to Copenhagen. At the beginning of January 2008 a daily connection from Hamburg to Copenhagen was added, from March 2008 a connection to Aarhus. Since mid-March 2008, trains in the Danish section from and to Nykøbing Falster have been reinforced by a second multiple unit.

As part of the 13-year contract between DB and DSB, DSB paid a usage fee per kilometer in Denmark and gave investment grants. The cost of retrofitting amounted to around one million euros per unit, plus the cost of approval. The Danish train drivers received a 14-day course on the ICE. In December 2007, according to information from Deutsche Bahn, 18 percent more travelers were recorded between Germany and Denmark than in the same month of the previous year. The contract was later extended to 2021.

ICE-TD on the ferry between Puttgarden -Rødby

After the start of operations, a mixed operation between the Danish MF and the German ICE-TD was initially operated . From mid-March 2008, two ICE-TDs operated daily on the Hamburg - Aarhus route , completely replacing EC traffic. On the Hamburg – Copenhagen route , mixed traffic with two ICEs and two ECs a day initially continued. The travel time between Berlin and Copenhagen was six hours and 51 minutes. Before the start of operations, Deutsche Bahn anticipated an increase in the annual number of passengers between Hamburg and Copenhagen by 30 percent to 330,000 passengers. Since the timetable change in December 2009, the route towards Copenhagen has been served by four ICE-TDs and one more EC. Another EC drove in the 2014 summer season.

In Denmark traffic, the vehicles on the Berlin-Hamburg railway reached their top speed of 200 km / h. Between Hamburg and the German border in Flensburg and the Puttgarden ferry port , the maximum speed was 140 km / h in each case, and up to 180 km / h on Danish territory. According to DB, the diesel consumption on the new route was 2.2 liters per person and 100 kilometers, with an occupancy rate of 40 percent.

Decommissioning

Deutsche Bahn planned to end leasing the trains to DSB in December 2016. The reasons given were increased maintenance requirements and the need for a fundamental overhaul of the trains. Deutsche Bahn offered the trains to the DSB for sale, which they refused. Instead of the ICE TD, other trains should be used in Denmark in the future, according to the railway. An upcoming revision and ecological requirements that have to be met speak against further use of the trains. The associated investments made economic use beyond 2017 impossible.

When the timetable changed in December 2016, 4 of the 20 multiple units were still operational. Initially, a pair of trains with ICE TD was offered. In the 2017 timetable year, the ICE TD continued to run until October 1 with the ICE 1230, 1232 and 1233 between Hamburg and Denmark.

Since October 2, 2017, the ICE TD no longer runs as scheduled in passenger traffic.

Two of the multiple units have now been scrapped (as of December 2016). On December 16, 2016, the last delivered unit 605 020 was transferred from Hamburg-Eidelstedt to Espenhain for scrapping.

Possible reactivation

A sale of 15 multiple units to Thailand for a low double-digit million amount failed. A put option available until February 2018 was not redeemed.

On March 26, 2018, two multiple units were transferred to Halle-Ammendorf by means of a tow locomotive to be refurbished there.

There were considerations to use the multiple units between Leipzig and Chemnitz, but this option failed because of the price and space.

Use as a test vehicle

ICE-TD as "Advanced train lab" in Nuremberg main station

The multiple units 605 017 and 605 019 were taken over by DB Systemtechnik on September 1, 2018. After questions about the procurement of spare parts have been clarified, the trains are to serve as "advanced TrainLab", among other things within the framework of the European research funding program Shift2Rail. Is provided u. a. the testing of automated driving (degrees of automation 2 to 4), components ( e.g. from ETCS , infrastructure status acquisition, location), the implementation of aerodynamics and acoustic measurements as well as type tests for approval.

The former ICE-TD multiple unit 605 517 has been in operation as an "advanced TrainLab" since November 2018. The vehicle serves as a test vehicle for Deutsche Bahn AG for joint technical developments with industrial and research partners.

construction

The second class in the ICE-TD
The first class

The trains are divided into four cars:

  • 2nd class end car (series 605.0): driver's cab with lounge (eight seats), open plan area (55 seats). The front, 4.8 m long part of the large area can be converted into a bicycle area as a so-called "quick change area" - instead of 15 seats, 10 bicycle parking spaces would be offered. However, this option has not yet been used.
  • Intermediate car, 2nd class (class 605.1): open-plan area (45 seats), mother / child compartment (6 seats), telephone booth with answering machine, one barrier-free and one conventional toilet.
  • Intermediate car, 2nd class (class 605.2) with an open-plan area (40 seats, initially smokers), galley , conductor's compartment and one staff and one passenger toilet.
  • 1st class end car (series 605.5) with driver's cab, lounge (six seats) and open-plan area (35 seats, including two compartments with four seats each, which are separated from the open-plan area by half-height walls). The car was initially designed as a mixed smoking and non-smoking car; five places at the interchange were intended for smokers.

The two end cars of the 106.7 m long trains are 27.0 m long, the intermediate cars 25.0 m. The three car crossings measure 90 cm. The car bodies are 2,842 mm wide, the height of the cars above the upper edge of the rails is up to 4,205 mm, the floor height is 1,200 mm.

The seat spacing (row seating) is a uniform 971 mm in 2nd and 1010 mm in 1st class. With the exception of the service trolley (605.2), there is a luggage rack in each trolley.

Up to three trains of this series can be coupled with one another to form multiple units . Coupling and joint control with an ICE T and ICE 3 was also initially possible. A connection with ICE T and ICE 3 is no longer possible due to incompatible software (status: 2014). The diesel multiple units could theoretically be extended by one car. This would require the conversion of the train-wide bus system (as with ICE-T / ICE 3). The possibility of converting the train into a two-motor vehicle via a carriage equipped with a pantograph , high-voltage equipment, transformer and rectifier was not taken up.

In the course of the TEE Rail Alliance founded in June 2000 , the SBB had agreed to convert their new tilting technology trains for coupling and multiple traction operation with the ICE TD and ICE T. When 116 such trains were put out to tender at the beginning of 2001, these plans had already been rejected.

Bicycles can be taken along

The ICE-TD were the only ICE multiple units (in addition to the five-part ICE-T and the seven-part ICE-T of the 1st series and, more recently, the ICE 4 ) that were prepared for the transport of bicycles. A quickly convertible area in the large section of the end car of the 2nd class (in railway jargon: quick change area ) was prepared for the installation of bicycle stands. For each omitted group of seats (eight seats), three folding seats would have been installed on the side wall opposite the bike racks. In practice, no use was made of the option of installing up to ten bicycle parking spaces.

technology

Bogie of an ICE-TD

Unlike the ICE T, the tilting technology of the trains was developed by Siemens Verkehrstechnik. The car body dimensions are identical to those of the ICE-T.

The diesel engines have an output of 559 kW, after subtracting the auxiliary power , a traction output of 425 kW each. For the four-part unit, this results in a power on the wheel of 1700 kW. Two cars of the multiple unit form a (operationally inseparable) traction unit. Each of the four cars can hold up to 1,000 liters of diesel fuel .

To save weight, initially only five magnetic rail brakes per train were provided and one brake disc was dispensed with in each of the motor bogies. The spring-loaded brakes were designed to prevent the vehicle from rolling down a 25 ‰ gradient with a safety factor of 1.4.

Asynchronous - traction motors , brakes and other components have been mounted underneath the passenger compartment and transversely distributed over the length of the train. With the power heads eliminated , so-called lounges could be set up at both ends of the trains . Only separated by a (cloudable) pane of glass, passengers can watch the driver at work and look ahead at the route.

The bogie center distance is 19,000 mm, the smallest passable radius of the trains is 150 m (single wagon: 125 m).

Technical retrofitting for Denmark traffic

ICE-TD double set with DSB and DB colors. Copenhagen Østerport , July 2014.

The trains were u. a. equipped with the Danish train control system ATC ( ZUB 123 ), Danish train radio and a GPS- assisted positioning system (TRIT). An additional switch cabinet at the intercar transition in each end car accommodated the new components in the passenger compartment. A luggage rack was removed to accommodate the additional technology. An additional bracket was attached to the outer bogie of the end car to accommodate the PZB antenna, while the ATC antenna was attached to the original PZB bracket. The tachometer and the recorder for the ATC were now on the first axle of this bogie. Due to the modifications, the apron of the car body had to be cut out by around 30 cm to ensure freedom of movement. Two additional antennas were also installed on the roof of the end cars for the Danish train radio system. The windows of the lounges were also mirrored so that Danish train drivers could not be observed at work. In Germany, however, these panes could be switched transparently. 50 additional components with a total weight of around 270 kilograms per end car were installed in each end car. The trains should be used between Hamburg and Copenhagen for at least 13 years. The innovations in the driver's cab included a key switch and indicator lights for system change, an additional speedometer for the ATC system and an additional data input device ( DSB ); For the first time, a cup holder found its way into an ICE driver's desk. In addition, Danish texts have been added to the passenger information system and additional information in Danish has been placed in the passenger compartment. During the crossing, the train's bus bar was fed from the ship via a 1000-volt power line. At the beginning of the crossing, travelers left the train via platforms.

The thirteen multiple units 5503 to 5507, 5510 and 5511, 5514 and 5516 to 5520 were equipped for traffic to Denmark . In 2009/10, Item 5511 and 5514 were retrofitted. The remaining six multiple units remained parked (Krefeld 5501, Halle-Ammendorf 5502 and 5513 - as of August 2010).

Naming

City name Rendsburg of multiple unit 5520

Since the end of October 2002, ICE trains have been given the names of cities that would like to sponsor. So far, these have been the following series 605 trains: After all vehicles of the 605 series had been parked in December 2003, the original city name was transferred to other ICE multiple units on February 20, 2004.

Multiple unit
number
internal
train first name
City name Baptism date City name transition
Item 5501 FRITZ regensburg January 28, 2003 Name transfer to multiple unit 115
Item 5502 HERMANN
Item 5503 OTTO
Item 5504 FRANZ-JOSEF Nuremberg November 19, 2002 Name transfer to multiple unit 111
Item 5505 ERICH Memmingen
Ostseebad Heringsdorf
July 15, 2003
July 31, 2010
Name transfer to multiple unit 112
Second name was not transferred to any other multiple unit
Item 5506 HILDE
Item 5507 LUDWIG Aarhus September 12, 2008 Christening name was not transferred to any other multiple unit
Item 5508 RUDOLF
Item 5509 EMMA
Item 5510 HANS Wehrheim (Taunus) September 27, 2007 Christening name was not transferred to any other multiple unit
Item 5511 HEINZ Mühldorf am Inn September 20, 2003 Name transfer to multiple unit 104
Item 5512 FRANZ
Item 5513 TINE
Item 5514 WERNER
Item 5515 EVA
Item 5516 ANDREAS
Item 5517 PEOPLE Hanseatic City of Lübeck
København
August 19, 2003
December 7, 2007
Name transfer to multiple unit 302 The
second name was not transferred to any other multiple unit
Item 5518 JUTTA Jever October 18, 2008 Name transfer to multiple unit 102
Item 5519 KLAUS-DIETER
Item 5520 CHRISTIANE Westerland / Sylt
Rendsburg
January 29, 2003
April 21, 2010
Name transfer to multiple unit 331
Name transfer to multiple unit 177
First name of the ICE multiple unit 5511 HEINZ 2013 09 04.jpg
Item 5511 HEINZ
First name of the ICE multiple unit 5516 ANDREAS 2013 09 04.jpg
Item 5516 ANDREAS
First name of the ICE multiple unit 5519 KLAUS – DIETER 2013 09 14.jpg
Item 5519 KLAUS-DIETER
First name of the ICE multiple unit 5514 WERNER 2013 09 13.jpg
Item 5514 WERNER

Overview and condition of the multiple units

Multiple unit
number
Decrease Approvals equipment is shut
reduction
Comments, modifications and
special occurrences
Item 5501 April 22, 2001 DE & CH January 1, 2011 Car 605 101 was discontinued in Item 5516. The
multiple unit was deleted from the inventory in 2015.
Item 5502 May 16, 2001 DE & CH November 28, 2014 On January 13, 2000, multiple unit 5502 reached a top speed of 222 km / h during a test drive between Göttingen and Hanover, thus replacing the record for an internal combustion engine from the DB class 602 from 1975 at 217 km / h.
The 5502 multiple unit was officially retired on November 28, 2014. Its components were to be used for the recommissioning of multiple units 5512 & 5513.
Item 5503 May 7, 2001 DE & DK December 23, 2016 On December 2, 2002, a wheelset shaft broke on multiple unit 5503 in intermediate car 605 203 when this multiple unit was on the way as ICE 1799 at Gutenfürst. No one was injured in the subsequent derailment at a speed of 130 km / h. As a result of the derailment, the tilting technology was switched off on all ICE-TDs. Between July 24, 2003 and August 13, 2003, the EBA even withdrew the operating license at times. Only an axle exchange led to a new registration with tilting technology on December 1, 2003. Children's compartment expansion in Sep. 2011
Item 5504 April 22, 2001 DE & DK 23rd November 2016 Expansion of children's compartment in December 2011
Was transferred by MEG from Mukran to Opladen on July 30th and 31st, 2020 to be dismantled by the Bender company.
Item 5505 June 1, 2001 DE & DK October 24, 2016 Children's compartment expansion in Sep. 2012
Item 5506 May 5, 2001 DE & DK December 23, 2016 Expansion of the children's compartment in July 2012. Since March 18, 2014 drove in the blue-gray corporate colors of the DSB
Item 5507 June 1, 2001 DE & DK April 13, 2017 Tilting technology was expanded in Berlin in 2012, resulting in loss of EBA approval after removal of the tilting technology. Measurement runs by DB Systemtechnik for EBA series approval ("NT upgrade BR 605"). In January 2013, during test drives with a measuring axis damage in Haste. Approval could not be obtained. In 2014, mechanical parts of the tilting technology were reinstalled in the bogies. Since December 2014 the train has been in regular use again. Expansion of the children's compartment in November 2011
Item 5508 June 7, 2001 no admission 4th February 2016 was in the reactivation program (revision carried out December 11, 2012). After expansion of the tilting technology, EBA approval expired. An approval procedure on the 5507 model conversion train was unsuccessful. The decommissioning of the multiple unit was stipulated on February 4, 2016.
Item 5509 June 16, 2001 DE & CH retired December 31, 2002 In September 2001, car 605 009 fell off a lifting platform at the Hof Bahnbetriebswerk as a result of a defect in a jack system . The neighboring intermediate car 605 109 was slightly damaged. The badly damaged end car was brought to the Bombardier plant in Ammendorf in 2002 and dismantled down to the shell in order to prepare a repair offer. As it had not been reprocessed, both vehicles were taken out of service on December 31, 2002 and the remains were stored as spare parts at the Chemnitz plant. The vehicles 605 209 and 605 509, which remained undamaged, were transported to Chemnitz on low-bed trucks until spring 2004 . In July 2011, the train was transported, also by road, from Chemnitz to Hagen by heavy haulage and is now stored there. In June 2016, the intermediate cars 605 209 and 605 509 were dismantled in Hagen.
Item 5510 April 22, 2001 DE & DK December 23, 2016 December 2012 to January 31, 2013 remodeling in Berlin (including expansion of children's compartments and window strip renovation), January 2020: takeover by DB Fernverkehr, transfer to Halle (MSG)
Item 5511 April 22, 2001 DE & DK December 23, 2016 retrofitted with DSB package in 2009/10 , expansion of children's compartment in July 2015 by MSG Ammendorf in Halle (Saale) (as the last conversion vehicle ordered)
Item 5512 April 22, 2001 DE & CH July 7, 2010
Item 5513 May 3, 2001 no admission 4th February 2016 in the reactivation program (revision carried out February 10, 2012). Tilting technology was expanded in Krefeld in 2012, no EBA approval after removal of the tilting technology, dismantled in Espenhain in September 2016
Item 5514 April 22, 2001 DE & DK 5th October 2017 retrofitted with DSB package in 2009/10, expansion of children's compartment in May 2015 by MSG Ammendorf in Halle (Saale)
Item 5515 May 31, 2001 no admission 4th February 2016 in the reactivation program (revision carried out April 25, 2012). Tilting technology was expanded in Krefeld in 2012, no EBA approval after removing the tilting technology
Item 5516 April 22, 2001 DE & DK December 23, 2016 Trolley 605 101 instead of 605 116 ; Expansion of the children's compartment in September 2012
Item 5517 May 3, 2001 DE & DK November 12, 2017 Expansion of children's compartments in August 2012
On October 8, multiple unit 5517 ran as a special trip (ICE 2599 and ICE 2588) between Hamburg and Puttgarden. That was the officially last use in passenger transport of this series in the DB network. On January 11, 2018, the train drove independently to Mukran. From November / December 2018: Use as a test vehicle "advanced TrainLab".
Item 5518 April 22, 2001 DE & DK December 23, 2016 On December 1, 2010, on the Lübeck – Puttgarden railway line near Heringsdorf (Ostholstein), multiple unit 5518 collided with a truck at a level crossing . The truck driver died, the driver was injured; the approximately 70 passengers remained unharmed. Children's compartment expansion in March 2015 by MSG Ammendorf in Halle (Saale)
Item 5519 April 22, 2001 DE & DK 5th October 2017 Expansion of children's compartment in July 2011, ribbon window renovation in December 2016 in Berlin. 2018: Takeover by DB Systemtechnik. The train is used to obtain spare parts.
Item 5520 June 6, 2001 DE & DK 4th February 2016 Children's compartment expansion in November 2012; After moisture damage and shortly before the overhaul was completed in May 2016, this multiple unit was shut down. The name Rendsburg was given to an ICE 1 multiple unit. Disassembled in Espenhain in spring 2017.

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 .
  • M. Maier, V. Kottenhahn, B. Rath: Diesel-electric express multiple unit VT 605 (ICE-TD) for Deutsche Bahn AG. Eisenbahn-Revue International (ERI), 2000, No. 10, p. 444 ff.
  • H. Kurz: Diesel express railcars with tilting technology for long-distance traffic for Deutsche Bahn - development completion and construction start. Eisenbahn-Revue International (ERI), 1998, No. 3, p. 98 ff.
  • Heinz Kurz: InterCityExpress. The development of high-speed traffic in Germany. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7

Web links

Commons : DB Series 605  - Collection of Pictures, Videos and Audio Files

Individual evidence

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