InterCityExperimental

from Wikipedia, the free encyclopedia
InterCityExperimental
InterCityExperimental on the road near Munich, September 25, 1985
InterCityExperimental on the road near Munich,
September 25, 1985
Numbering: 410 001-2 (power end 1)
810 001-8 (measuring car)
810 002-6 ( intermediate car)
810 003-4 ( intermediate car)
410 002-0 (power end 2)
Number: 1
Year of construction (s): 1983 to 1985
Retirement: 01/01/2000
Gauge : 1435 mm ( standard gauge )
Length over coupling: 20,810 mm (powered end
car) 24,340 mm (intermediate car)
Length: approx. 114 m
Height: 3820 mm (powered end car)
3650 mm (intermediate car)
Width: 3070 mm (powered end)
2930 mm (intermediate car)
Smallest bef. Radius: 120 m (coupled)
Empty mass: 78.2 t (power cars )
46.6 t (810 001-8)
45.0 t (810 002-6)
50.5 t (810 003-4)
Top speed: 350 km / h / 406.9 km / h
Continuous output : 7280 kW (9900 PS)
Starting tractive effort: 135 kN (per power car)
Wheel diameter: 920 mm (new)
870 mm (worn)
Power system : 15 kV, 16.7 Hz
Power transmission: Pantograph / overhead line
Number of traction motors: 8th
Seats: 60 (1st class)
27 (2nd class)
Floor height: 1,150 mm
Classes : 2

The InterCityExperimental (also ICE / V - " V " for test -, ICExperimental ; in the configuration also R / S-VD for wheel / rail testing and demonstration vehicle ) was an experimental Triebzug the German Federal Railroad for the testing of high-speed traffic , and Forerunner of today's Intercity Express trains operated by Deutsche Bahn . The train, designed from the end of 1979 and built between 1983 and 1985, served numerous technical tests until it was retired on January 1, 2000. Its maximum speed of 350 km / h was higher than that of all subsequent ICE trains and was exceeded in various demonstration and record runs. With the top speed of 406.9 km / h achieved during the ICE world record run on May 1, 1988 , it was the fastest wheel-rail vehicle in the world until December 1989 and still holds the speed record for wheel-rail vehicles in Germany.

construction

The multiple unit was made up of two traction units of the series  formed 410 and up to three intermediate car of the series 810th While one car was designed as a measuring car , two cars were initially used to demonstrate the capabilities of modern high-speed trains. An intermediate car (810 001) was converted from a measuring car to a demonstration car in the summer of 1986. After a power car failed for a long time due to a derailment on September 3, 1986, an intermediate car was equipped with a provisional driver's cab for ten weeks in order not to delay the schedule for the test program any further.

history

background

Locomotives of the series 103 (here in a photo from 2007) went from the mid-1960s, fast-distance trains up to 200 km / h. Faster vehicles were required for the sensible use of the high-speed routes planned from the end of the 1960s and designed for 300 km / h.

Extensive research preceded the development of the InterCityExperimental. For example, as part of the wheel / rail research program funded by the Federal Ministry for Research and Technology (BMFT) from 1968, the technical and economic possibilities for high-speed traffic in the Federal Republic were examined. The high-performance Schnellbahn study published in 1971 showed the need for higher speeds on German rails. From 1972 the BMFT took over the lead in researching new rail technologies; At the same time, a “wheel / rail” working group was formed at the Minden central railway office. Initially, research focused on the Transrapid magnetic levitation train , which u. a. into the Transrapid test facility in Emsland , built from 1980 .

The former Federal Railroad was skeptical of magnetic levitation technology and for its part pushed research into high-speed traffic on the wheel / rail system. On a 28 km long test section of the Hamm – Minden railway line, which was available from 1973 , specially converted locomotives of the 103 series already reached speeds of 250 km / h. During the test drives, numerous insights into the effects of high-speed travel were gained. These findings were initially incorporated into the scheduled 200 km / h operation of the intercity trains. As early as the late 1960s, the Federal Ministry of Transport, as part of the preparatory work for the 1973 Federal Transport Infrastructure Plan, designed a network of around 2000 km of new and upgraded routes for express rail traffic.

At the beginning of 1974, the industry, with the involvement of the Federal Railroad, set up the “Community office 300 km / h train”, which examined more than 30 concept variants for high-speed trains, especially with regard to the costs per square kilometer. After ten concepts had been shortlisted, the first results were presented in April 1975. A three-part test vehicle with 12 MW drive power and a top speed of 400 km / h was also proposed, but was not implemented for reasons of cost. In 1978, a design by MBB (also not implemented) followed , which envisaged a 300 km / h multiple unit for 200 to 600 passengers.

In 1975 the Federal Railways, industry and science agreed a three-stage research strategy. Based on theoretical investigations, laboratory tests should be carried out in a second phase. Among other things, the Munich-Freimann roller test stand was built on which vehicles could be accelerated to simulated speeds of up to 500 km / h while stationary. Test drives followed in a third phase. A planned national test facility for traffic engineering failed in the second half of the 1970s.

The newly founded research association wheel / rail (from railways, industry and universities) resumed work on a wheel / rail test vehicle, whereby user and benefit aspects should now also be included. On 19 December 1979, the Working Group finally put one as test vehicle one designated test vehicle in front. Rolling attempts were made on the three-axle wagon. In mid-1980, the designation test vehicle 2 was still common for a three-part train designed for 350 km / h . This should also be used on the Rheine – Freren railway test facility, which was then under construction . Building on the dry tests with test vehicle 1, preparations began in the early 1980s for the construction of a test multiple unit, now known as the wheel / rail test and demonstration vehicle (R / S-VD). In August 1982 the board of directors of the Deutsche Bundesbahn decided to contribute 12 million D-Marks to the R / S-VD project of the Federal Ministry of Research and to change its name to IC Experimental . The series train to be derived from the InterCityExperimental (ICE) should be called the high-speed train (HGZ) according to the planning status from the beginning of 1985 .

Development and manufacturing

The conception of the test train for high-speed traffic started at the end of 1979. As part of a study funded by the BMFT, the DB developed a concept in cooperation with several companies. After detailed analyzes, a multiple unit with two powered end cars and several intermediate cars was considered and planned. Based on this project description, the BMFT's funding for such a train system was published on February 10, 1981 in the Federal Gazette . The Bundesbahn-Zentralamt (BZA) in Munich then evaluated the offers received by September 1981. Although the then Federal Railroad Board of Directors voted for the immediate realization of the train, this was initially on hold, as the involvement of industry and railroad expected by the Ministry of Research could not initially be ensured. Financing was not secured until September 6, 1982, and the prerequisites for the building were thus created. On the same day the RS-VD was renamed Intercity-Experimental ( ICE for short ). Right from the start, the time schedule for the development and production of the ICE forerunner train was geared towards being able to present the finished train for the 150th anniversary of the German railroad in 1985.

A multiple unit consisting of two powered end cars and six intermediate cars was originally provided for in the 1982 deployment requests. One of the six wagons was to serve as a measuring car, the remaining five as demonstration cars with different interior fittings. Up to 400 passengers should use this train as part of demonstration runs. In November 1982, the number of intermediate cars was reduced to two for reasons of cost. In March 1983 the board of directors of DB decided to have a third car built on their own account in order to be able to test more seat and offer variants (especially 2nd class).

The award of the contract on September 6, 1982 was followed by project planning work under the project management of the BZA Munich. Completion should take place by 1985, the 150th anniversary of the railway in Germany.

Federal railways and industry developed the train together, funded by the BMFT. The development of technical components for express rail traffic, which were finally brought together for testing in the InterCityExperimental, took a total of twelve years. At the same time, the development of a high-speed maglev was promoted as part of the same program.

The development work for the train that was ultimately built began in September 1983 under the direction of the Central Railway Office in Munich. At the end of 1983 the construction of the InterCityExperimental began. The mechanical part of the power cars was developed, designed and manufactured by Krupp (lead management), Henschel and Krauss-Maffei , the electrical part by Siemens (lead management), AEG and BBC . The two identical power cars were manufactured by Friedrich Krupp in Essen (power head 410 001, factory number 5.566) and Thyssen-Henschel in Kassel (power head 410 002, factory number 32.850). In October 1984 the power cars were ready to assemble the electrical equipment. In January 1985 the motor bogies were connected to the car body .

In 1984 the DB commissioned Messerschmitt-Bölkow-Blohm (MBB) to develop and build the intermediate car. The two demonstration cars 810 001-8 (D1, serial number MBB 01 119/1985) and 810 002-6 (D2, serial number MBB 01 121/1985), as well as the measuring car 810 003-4 (serial number MBB 01 120) were made by Duewag in Krefeld - Uerdingen built in the shell, then equipped by Linke-Hofmann-Busch in Salzgitter and brought to Donauwörth for final assembly on its own wheels . Their electrical equipment began at the end of 1984.

The development and procurement of the InterCityExperimental cost 77 million DM (price as of 1984). The Federal Ministry of Research spent 44 million DM , 17 million DM the Federal Railroad and 16 million DM the industry (other source: 94 million DM development and construction costs, around 60 percent borne by the BMFT, the rest by the Federal Railroad and the manufacturers). The Federal Ministry of Research and industry financed the two power cars, the measurement vehicle and a demonstration vehicle. The total cost of DM 77 million included the cost of the third car, financed by the DB, which amounted to DM 4.6 million.

Installation

First driving tests of a powered end car near Munich in July 1985. The trailing class 139 locomotive pulled the train back to the beginning of the route after each test run.
Both power cars, still without an intermediate car, in August 1985

At the end of February 1985, the powered end car 410 002-0 was shown for a photo session for the first time shortly in front of the Henschel workshop.

The first powered end car rolled out of the Thyssen-Henschel factory in Kassel at the beginning of 1985. On March 19, 1985, it was officially handed over to the Federal Railroad at Krupp in Essen as part of a festive “ rollout ” in front of invited guests, experts and media representatives. The second power car followed a few days later at Thyssen-Henschel in Kassel.

Shortly after the presentation, the power cars were transferred to the Munich-Freimann repair shop . The first power car arrived there on March 28, the second on April 3, 1985. Commissioning then began. The functional check of control circuits and the power electronics was followed by the first driving tests on June 2, 1985 on the Munich Nordring . Shortly thereafter, the train reached a speed of 100 km / h for the first time during a test drive between Munich and Freising . This was followed by adjustment work on the train control, which made it possible to run both power cars in a train at the same time. The two vehicles were then presented, still without an intermediate car, in a photo session on July 4, 1985. As early as June 21, 1985, the two power cars received a provisional operating license up to 160 km / h.

For the handover of the intermediate car , which took place on July 31, 1985 on the MBB factory site in Donauwörth , the power car 410 001-2 was driven under its own power. During a ceremony with high-ranking representatives of the Federal Railways at the time, from politics and the press, the powered end car 410 001-2, followed by the intermediate car, symbolically broke through a wall made of rigid foam blocks and rolled in front of the audience. After the speeches, two of the three cars were available for inspection.

The vehicles were then again transferred to Freimann. The technical checks were followed by the first test drives, followed by the commissioning and approval phase. After missing components had been installed, the complete train was put together in September 1985. On September 26, 1985, it was for the first time as a five-part set on the Munich Nordring, between Milbertshofen and Olching . The first public trip led from Munich to Ingolstadt and back on September 27th . Members of a delegation from the SNCF were on board as guests . In the further course of the test drives were extended beyond the Munich Nordring into the Regensburg / Plattling area.

The first long-distance trip took place on October 20th. The train ran under the train number Dsts 83 846 from Passau to the Federal Railroad Central Office in Minden . The following day, the approval attempts began in the Brackwede - Neubeckum section ( Hamm – Minden railway line ). Up to the presentation and record runs scheduled for the end of November, the speed was steadily increased over four weeks. During this time, the train was stationed at the Hamm depot . At that time, the train was officially based in the Frankfurt  1 depot .

First record run

On November 26, 1985, the InterCityExperimental was officially presented to the public with a record run. At 11:17 a.m., the ICE forerunner train left Bielefeld. At 11:29 am, the train, which was fully occupied with passengers, reached a speed of 317 km / h on the Gütersloh - Hamm section ( Hamm - Minden railway line ), and another 316 km / h on the same afternoon. The ICE set a new German record for wheel / rail vehicles as well as a world record for three-phase rail vehicles. Federal Research Minister Werner Dollinger and the North Rhine-Westphalian Prime Minister Johannes Rau attended the trip . The train exceeded the world speed record for three-phase vehicles that was set by the 120 001 locomotive with 265 km / h in the previous year . For the first time in Germany, a rail vehicle with passengers officially exceeded the 300 km / h mark. The shortness of the available high-speed test section initially did not allow higher speeds.

The record run, like the previous high-speed runs, took place under considerable safety precautions: For each run, all signals in the test section were set to run (green) and the adjacent track was blocked. After each trip, the rails were checked by an ultrasound test train, and a railcar was ready to repair the overhead line. In the record run, a scared locomotive drove ahead of the ICE forerunner train, another followed it. All bridges and stations along the route were also guarded.

The date for this record run had already been set during the construction phase and accompanied the celebrations for the 150th anniversary of the railway in Germany. On November 14, 1985, the train had (unofficially) exceeded the 300 km / h mark for the first time. He had already reached the highest speed of the test series before the official record run with invited guests on November 19, 1985 between Rheda-Wiedenbrück and Oelde with 324 km / h. This record was initially kept under lock and key. Shortly after the official record, the train reached another 313 km / h in the Brackwede - Neubeckum section . Test drives at higher speeds only became possible in 1986 on a section of the new high-speed line from Hanover to Würzburg .

The record run was followed on the same day by a tour of Germany through the whole of Germany and a trip to Basel SBB , which ended on December 21 in Munich. The highlights of the tour included encounters with the eagle (on November 30th at Herford train station , on December 6th in Fürth ) and the presentation of the train in the Nuremberg repair shop on December 7th, 1985 as part of a TV program on the ZDF for the 150th anniversary of the railroad in Germany.

commitment

410 002-0 during the IVA 1988 in Hamburg
InterCityExperimental at Frankfurt Main Station (July 1992)

In January 1986 an extensive measuring program was started. In the same year, test drives were carried out on new high-speed lines for the first time. In the years that followed, the new systems were tried out in their interaction at previously unattained speeds. From the extensive results of the test program, it should finally be possible to develop needs-based vehicles for the express transport designed from the 1990s onwards.

Initially, the first section of the high-speed line Hanover – Würzburg between Burgsinn and the Hohe Wart tunnel , completed in summer 1986, was used. For the first time the wrong train to Hochtastfahrten when four car unit September 3, 1986 on the track. After the powered end car 410 001-2 derailed at 15 km / h in the Burgsinn depot due to a switch that was thrown under the train, the test program was canceled again on the evening of the same day. The train returned to the line as a three-part unit, with a powered end car 410 002-0 and two intermediate cars, for high-speed runs as well as running and braking tests from September 10 to 19 (the third intermediate car was being converted at the Freimann repair shop at the time) . From November 3 to 14, 1986, the now five-part multiple unit (both power cars and three intermediate cars) did high-speed rides up to 350 km / h. The numerous investigations during this period included attempts to transfer energy from the overhead contact line and, at speeds of up to 280 km / h, aerodynamic measurements of the forces that occur when trains meet.

On November 17, 1986, the InterCityExperimental reached a speed of 345 km / h during a presentation run for journalists as a five-part unit. The train thus set a new world speed record for three-phase vehicles. The train had previously approached its permitted maximum speed of 350 km / h in steps of 10 km / h. Due to the shortness of the test route, higher speeds were not possible until further notice.

With the still five-part multiple unit, measurements of noise emissions and numerous aerodynamic measurements followed in December, including when train encounters. The next test runs on the line took place in March 1987, when the now four-part train (two powered end cars and two intermediate cars) was used to investigate the effects of the eddy current brake on the rail temperature and track vacancy detection systems . In May, investigations into the drive and energy transmission from the overhead line at up to 310 km / h were carried out with the four-part multiple unit. Encounter trips followed on June 25, during which various measures to improve pressure on passenger coaches with the four-part multiple unit were tested.

From April 8, 1987, the test program was temporarily relocated to the newly completed Graben-Neudorf - Mannheim section of the Mannheim-Stuttgart high-speed line. Due to its somewhat greater length, technical running tests in particular could be handled better here. The multiple unit ran as a four-part unit (a demo car had been outsourced), including an open-plan car of the type Bpmz 291.2 and a measuring car for optimizing the bogie of the type MD 522. With speeds of 305 and 360 km / h, new speed records were set for passenger trains - or measuring car set up. With the start of scheduled operations between Mannheim and Karlsruhe on May 30, 1987, the test drives returned to the section north of Würzburg. Initially, however, the InterCityExperimental was used on May 30th, alongside an InterCity, for the opening run of the section between Mannheim and Graben-Neudorf. A series of shuttle trips followed on the same day.

The changing compositions of the multiple unit can be explained by the changing Z positions of individual wagons and power heads (and different requirements for the measurement runs). Since such short-term stoppages interrupted the maintenance periods that had to be observed, these measures made it possible to use the multiple unit for the comprehensive test program as long as possible before passenger train operations between Fulda and Würzburg began in the summer of 1988. It was not until May 4, 1990, four and a half years after commissioning, that the entire train received a major overhaul (level E 2) in the Nuremberg repair shop.

Train destination sign of the world record run

As part of the ICE world record run on May 1, 1988 , the InterCityExperimental set a world record for rail vehicles with 406.9 km / h as a four-part unit on the high-speed route Hanover – Würzburg near Gemünden am Main (route km 287.956). The world record run was preceded by numerous high-speed runs from April 22nd.

On May 27, 1988, the multiple unit was one of four vehicles that opened the Fulda - Würzburg section of the new Hanover - Würzburg line as part of a parallel journey.

On the following two days the multiple unit commuted between Würzburg and Fulda.

The train ran in France between October 4th and 7th, 1988. Connected to a TGV with an emergency coupling , the towed, three-part InterCityExperimental on the LGV Sud-Est between Villeneuve and Le Creusot reached a speed of 280 km / h. Another source speaks of a one-week deployment in towing the TGV and emphasizes that this is the basic proof that the ICE is suitable for France (with regard to the ICE-M project ).

When the ICE 1 multiple units were ordered at the beginning of 1989, the train had fulfilled its main task in the field of vehicle testing. After individual components for the ICE 1 series trains were initially tested, the train received new measuring equipment in the late summer of 1990 and was now primarily used as an inspection and measuring vehicle for the high-speed lines that went into operation in 1991. The idea of ​​converting the train to a multi-system multiple unit was not implemented . On March 13, 1991, the train derailed in Goddelau-Erfelden during a test run.

In 1994 a Talgo unit pulled by the ICE-V reached a speed of 360 km / h on the high-speed route between Hanover and Göttingen.

The InterCityExperimental played a small role as a test vehicle for individual components of the ICE 2, which went into operation in 1996 and was designed as a detachable half-train . In 1994 the InterCityExperimental received new front hatches made of glass fiber reinforced plastic and a regular Scharfenberg coupling . This was followed by investigations into the aerodynamic loads in the area of ​​the clutches. The two heads of the ICE-V were temporarily coupled to one another and lined up together with the three intermediate cars in an ICE 1.

technology

The smooth outer skin at the intercar junction was one of the special features of the InterCityExperimental that was not implemented in the ICE series trains
Bogie on an intermediate car of the InterCityExperimental

The technology of the InterCityExperimental represented a leap in development in many respects compared to the vehicles of its time. The basic technologies used in the InterCityExperimental included composite materials and lightweight metal constructions , microprocessors , power electronics and information systems .

The vehicle cells of the intermediate cars were built in solid aluminum integral construction, new drives should look for a lower superstructure stress care and wear reduction. The outer shell of the power heads was in steel - lightweight created that the intermediate cars made of aluminum.

The maximum output of the traction motors per power car was 4,200 kW ( continuous output 3,640 kW), the transformer 5,120 kW (3,480 kW continuous output ). The train reached a length of 114.64 m with three intermediate cars. The technical basis for the two powered end cars designed for 350 km / h was the somewhat reduced performance of the three-phase locomotive of the class 120.

Electrodynamic brakes were used as brakes in the power cars . Each driven bogie also had disc brakes (three solid discs per wheelset ) and two eddy current brakes . The intermediate cars received two eddy current brakes per bogie and two brake discs per wheelset. The interaction of the brake systems was controlled by an electronic brake control computer. The eddy current brake is one of the components that were initially not used in the ICE 1 series trains.

The interior of the car should be variable and be able to be converted in a short time. The interior design should also be significantly improved, including through larger, improved seats and audiovisual passenger information. The design of the car provided the possibility of being able to flexibly exchange and change the interior fittings as required. In addition to row seating with four (2 + 2) or three (2 + 1) seats per row, seating (with tables, etc.) was also planned for small groups, compartments and club rooms. Sound and heat insulation accounted for around ten percent of the weight of the middle car.

Another innovation was the passenger information system , which monitors via broadband - coaxial cables were fed from a central computer in the measuring carriage. Information about train and wagon numbers, train route , seat reservations, arrival time and connecting trains were displayed as well as the current speed and advertising of the Federal Railroad. Five audio channels could be played via loudspeakers and headphones. Travelers could call service personnel at the push of a button. Other offers included screen text, video programs and on-board telephones. It was also planned to mark occupied seats in 1st class with a pictogram on the backrests.

For the first time in a Bundesbahn vehicle, an electronic, vehicle-internal diagnosis system was also used. The train's systems were linked by a data bus . Among other things, the three-phase drive , the electronic drive and brake control , an electronic diagnosis and passenger information system and a train bus with fiber optics found their way into series production . The air conditioning technology was derived from the Airbus .

The intermediate cars were supplied with 1000  V 16 2/3  Hz alternating current via two independent train busbars . Transformers provided a voltage of 220 or 230 volts for some auxiliary and ancillary equipment. Battery-assisted lighting and control and regulating devices were supplied with a voltage of 110 V.

The rear of the power cars and the intermediate cars are equipped with automatic Scharfenberg couplings that could not be separated operationally. The front of the power cars received a hidden emergency coupling. The front end of the engine was already clad from fiberglass-reinforced composite material .

design

Drawing of the two demonstration cars for the InterCityExperimental. Above is the 1st class car with a business compartment from the original order (left). Below is the car that was later reordered by the DB. In an attempt to create smaller room units, this was given a double toilet in the middle of the car.

In mid-1981, a team led by Alexander Neumeister began designing the train. As early as 1969, he had been involved in the work of the high-performance express train study in MBB's traffic engineering department as a designer , from which ICE and Transrapid later emerged. Only the seats were Designworks , on behalf of the manufacturer ( Grammer designed). In 1982 he was commissioned to carry out the first studies on the design of the intermediate car of the ICE forerunner train. This resulted in mock-ups , model studies and two different concepts for interior design. One of the intermediate cars was developed in close cooperation between Neumeister and the Federal Railroad's Design Center . He received the order to design a second intermediate car after a design competition in which he prevailed against other invited design offices.

In 1982, Neumeister designed the exterior design of the cars and the interior fittings with variably usable passenger areas in one step. A first mock-up in original size and with complete equipment was presented to the public in 1983. In the ICE forerunner train, new standards should be set in terms of comfort and service and the possibilities of new technologies demonstrated. In competition with another German design office, the Neumeister office developed additional interior fittings based on changed vehicle dimensions. Two room units with 20 seats each were created around a block of toilet, electronic units and lockers in the middle of the car. Another feature was the generously designed, fully glazed entry area. According to Neumeister, this design was so convincing that the Federal Railroad - parallel to the original design concept - ordered an additional car in the new design. In a further development stage, the interior fittings of the two passenger cars were coordinated and optimized. When the construction of the ICE forerunner train began at the end of 1983, the final design was not yet certain. The final decision on the color concept was not made until the end of 1984.

The shape of the vehicle with a distinctive "snout", flush-fitting, partially mirrored windows and flush car transitions , which reflected the far-reaching aerodynamic optimization, was striking . The characteristic bow design of the ICE was the result of aerodynamic , ergonomic and manufacturing considerations. The aerodynamic engine design emerged from a series of calculations and empirical studies by the German Aerospace Center , which was optimized in collaboration with the design. After Neumeister's team had developed various formal bow variants and presented them in models and photo simulations, the Federal Railroad's Design Center worked out the final solution in several steps. A major innovation in rail vehicle construction was also the flush glued windows to achieve a closed outer skin. The InterCityExperimental thus already had the design features that characterize the image of the ICE family to this day: streamlined power end shape (with the tip of the two power end cars being slightly more rounded than on the successor trains, the ICE 1 , the ICE 2 and the ICE S ), Continuous, mirrored window band (Neumeister called it "optical flash") and the white outer shell with red stripes. The white outer skin, which is still characteristic of the ICE today, interrupted by a continuous signal strip of blue- red and wine-red (today: traffic red ), was intended to underline the uniqueness of the new train. The red stripe should also remind of the red paintwork of the DB long-distance trains at that time.

For the first time, the designers were given a largely free hand to design the forerunner ICE train. Due to the popularity of the train, large parts of the design were adopted in the later series trains. The special features that were not implemented in the later series trains include the interlocking car transitions and the carriages , which are slightly lower than the power cars. The vehicle dimensions were essentially based on the vehicle outline of the International Union of Railways . The width of the power cars was thus limited to 3,070 mm, that of the intermediate car to 2,930 mm, whereby the car length had to be limited to 24.3 m (later ICE trains: 26.4 m). Originally a width of 3,200 mm was envisaged in order to be able to significantly improve comfort, especially in 2nd class. For aerodynamic considerations, the height of the cars was set at 3,650 mm above the top of the rails, 400 mm lower than usual. To accommodate the electrical equipment, the height of the power cars had to be subsequently increased to up to 3,820 mm in order to accommodate the converters of the 120 series. The heads were lowered towards the wagons. A more space-saving new development of the converter was ruled out for reasons of time. The electronic train route signs, designed as liquid crystal displays, which interrupted the otherwise continuous window strip next to the oval entry windows, were only implemented from the ICE 2 onwards.

While the exterior design was carried over to the series trains with only minor changes, the interior design underwent numerous changes. The seating arrangement was varied and the seats themselves changed. Among other things, the open, transparent interior design, cloakrooms in the middle of the car, glass automatic doors (inside) as well as audio modules at all and video modules at some of the seats have been incorporated into the series. In the series not implemented were u. a. special work & ride large compartments, lockable overhead luggage racks in 1st class and telephones at the seat.

  • Various seating areas in 1st class

  • 2nd class seating area

  • Work & Ride section

  • Lockable overhead luggage racks

  • Two seats were equipped with a monitor and telephone

Neumeister's concept originally envisaged painting the entire train in silver based on the “ Silver Arrows ”. For technical production reasons - it was feared that it would not be possible to design large areas in this color without stains - the decision was made to use a white outer shell with a continuous stripe of two red tones. The German railway has transferred this fundamental principle of the red-white designs later not only on their entire fleet of vehicles, but also in the corporate design integrated as corporate colors. The idea of ​​underlining the uniqueness of the train with an orange paint job was ruled out because the French TGV was already using this color.

In 1987 the InterCityExperimental received the Brunel Award , an international design award for rail vehicles and infrastructure named after the English engineer Isambard Kingdom Brunel . The train was one of 104 proposals from 13 European railway companies.

tasks

Technology testing

In the InterCityExperimental, numerous technologies of high-speed rail traffic that emerged from a research program of the Federal Ministry for Research and Technology that has been running since the early 1970s were tested in their interaction. Numerous newly developed components for high-speed traffic were thus brought to series production. For example, the DSA-350 S pantograph, newly developed by Dornier for the ICE series trains, was tested in the InterCityExperimental until the beginning of July 1989. The multiple unit was sometimes also used for timetable studies.

Presentation trips

On-the-fly overhaul of a scheduled InterCity at 250 km / h (1988)
One of the numerous shuttle trips for the opening of the new line section between Fulda and Würzburg ( Bartelsgrabentalbrücke , May 29, 1988)

At home

In addition, the vehicle was used in numerous presentation drives to check the passenger acceptance of future high-speed trains. a. in regular intercity traffic with travelers. The train made its first journeys with regular passengers during two weeks in the second half of January 1986. It was first used as a follow-up to the InterCity trains 120/121 between Munich and Frankfurt am Main, then on to IC 678/179 between Frankfurt and Main Hanover. As part of the trips, various studies and customer surveys were carried out on the acceptance of the new train.

The vehicle was also used for numerous special and presentation trips. The InterCityExperimental had a special appearance on June 15, 1989, when the then Soviet head of state and party leader Mikhail Gorbachev used the train for a trip from Bonn to Dortmund and back to Düsseldorf during a state visit . For this occasion, the flags of North Rhine-Westphalia and the Soviet Union were attached to the power cars. This trip was the culmination of a series of special trips for politicians and transport ministers from other nations.

The countless other missions with prominent guests included a trip by 20 members of the Bundestag Committee for Research and Technology with DB President Reiner Gohlke from Bonn to Mannheim in the summer of 1988. More than 30 consular representatives followed in the same year as part of the International Transport Exhibition Corps of an invitation to a presentation trip by the Federal Railroad, Senate Chancellery Hamburg and exhibition management. On the Hamburg – Bremen railway line , the train overtook a scheduled InterCity with a speed of up to 253 km / h. Such “on-the-fly” overhauls took place three times a day between June 1 and 12, 1988 during the exhibition. The previous ICE train was overtaken at the beginning of a three-track section in Buchholz and then overtook the train again before the end of the section was reached in Rotenburg . The consistently fully booked trips ran directly from the Sternschanze exhibition center . Railway boss Reiner Gohlke and Otto Arndt , the GDR's transport minister , also attended a trip on the first day of the fair, at which 251 km / h were reached .

After the presentation in Berlin, the InterCityExperimental will pass the Anhalter Güterbahnhof

From December 2nd to 4th, 1988, the train was a guest in Berlin at the Museum of Transport and Technology . The train was towed by several Reichsbahn diesel locomotives. The reason was the planned, but postponed, signing of an agreement on the construction of the high-speed line Hanover – Berlin .

Abroad

The InterCityExperimental has also been shown repeatedly abroad. As part of the 125th anniversary of the Strasbourg - Kehl railway line, the multiple unit commuted between the two cities several times on May 3rd and 4th, 1986. He met the TGV for a symbolic “photo session” on the Rhine bridge in Kehl . On October 17 and 18 of the same year, on the occasion of the 50th anniversary of the station building, there was another encounter with the French high-speed train in Stuttgart Central Station. For the 150th anniversary of the railway in the province of Liège ( Belgium ), the train was also seen next to a TGV on June 17, 1988.

On January 10 and 11, 1987, the train was first seen (beyond Basel) in Switzerland. A tour took him from Basel via Zurich to Lucerne . Its second trip to Switzerland took the ICE predecessor to a parade of vehicles on the occasion of the 100th anniversary of the Rhaetian Railway on May 20, 1989 ; In Austria, the train was shown in Vienna on October 2, 1987 on the occasion of the 150th anniversary of the railway in the Alpine republic .

In December 1989, then Federal Chancellor Helmut Kohl used the train for a trip from Bonn to Basel, where he met the French President François Mitterrand . He traveled with the TGV Atlantique , which shortly before (as part of the world record run on December 5, 1989 ) had broken the ICE's world speed record from the previous year.

Whereabouts

After the commissioning of the ICE 1, the InterCityExperimental was renamed "ICE V" and used for further tests. In 1993, major modifications were made in the front area to test the new bow flaps and couplings of the ICE 2 as well as modifications to the bogies.

The train was parked on the grounds of the Research and Technology Center (FTZ) Munich-Freimann because the deadline expired on May 4, 1998 . An intermediate car was to continue to be used as a measuring car, otherwise it could be used in a museum. The ICE S took the place of the InterCityExperimental .

After retiring the individual cars were uncoupled and in various depots off the DB. The vehicles were on 1 June 1998 provided z and retired to 1 January 2000. In May 2000 the train was transferred to Hamburg. The powered end car 410 001-2 and demonstration car 1 (810 001-8) were refurbished for further use in a museum. In mid-2000, no decision had yet been made about the further use of the other three vehicles.

Today the powered end car 410 001-2 with the intermediate car 810 001-8 is a monument in the FTZ Minden. It was parked roughly in the middle of the factory premises (at 52 ° 17 ′ 27.9 ″  N , 8 ° 56 ′ 22.9 ″  E ). It is not open to the public, but can be viewed from the outside from the west side of the site.

The powered end car 410 002-0 was transferred to Munich-Freimann and brought from there to the traffic center of the Deutsches Museum on the night of April 6th to 7th, 2006 .

Two intermediate cars, including the measuring car, were on the premises of the Nuremberg repair shop for several years and were to be transferred to a vehicle depot at the DB Museum in Nuremberg (as of April 2008). Later one of the two cars was scrapped. After attempts to establish a stable coupling connection between the wagon to be transferred and the locomotive had failed, this wagon was released for scrapping. Previously, some seats were removed and stored (as of early June 2010). In autumn 2010 the second car was also scrapped after it had been parked in the open for years and damaged by vandalism and classified as no longer worth preserving.

During its 13 years of operation, the train covered around 1.2 million kilometers.

  • The powered end car 410 001-2 with intermediate car parked in Minden (around 2005)

  • Front view of the powered end car 410 002-0 on display in Munich

  • Rear view of the 410 002-0

See also

Web links

Commons : InterCityExperimental  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f g h i j k Dieter Eikhoff: Everything about the ICE . transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71277-5 , pp. 15-17.
  2. ↑ a b c d e f g Heinz Kurz: The German high-speed train "Intercity-Experimental" (ICE) . In: Swiss Railway Review , No. 5/1985, pp. 164–170.
  3. ^ ICE world record run on May 1st, 1988
  4. ↑ a b c d e f g h i j k l m n Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell Füssli Verlag, Zurich and Wiesbaden 1991, ISBN 3-280-01994-X , pp. 95-108
  5. ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag Matthias Maier, Rüdiger Block: ICE. InterCity Experimental. InterCity Express . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 58-67.
  6. ↑ a b Marcus Niedt: With the ICE into the year 2000? . In: Eisenbahn-Kurier , 23, No. 185, February 1988, ISSN  0170-5288 , pp. 10-18.
  7. ↑ a b c d e f g h i j k l m n o p q Horst J. Obermayer: The development of the InterCityExperimental . In: ICE - InterCityExpress at the start . Eisenbahn Journal , special edition 1/1991, ISBN 3-922404-17-0 , pp. 14-27.
  8. ↑ Deutsche Bundesbahn and Deutsche Eisenbahn-Consulting GmbH (ed.): About the means of transport of the future , 44 A4 pages, approx. 1986, p. 36
  9. ↑ a b c d e f g h i j k l Heinz Kurz: 15 years ICE. Part 1: From Intercity Experimental to ICE 1 . In: Eisenbahn-Kurier , 4, No. 403, April 2006, ISSN  0170-5288 , pp. 58-63.
  10. ^ Diethard Affeldt: Railway test facility Rheine – Spelle – Freren . In: Eisenbahntechnische Rundschau , Volume 29, Issue 10, pp. 685–696
  11. ↑ a b Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad . ( Taschenbuch Verkehrswirtschaft , Schienenschellverkehr 3 ), R. v. Decker's Verlag, G. Schenk, Heidelberg 1990, p. 26
  12. ↑ a b Deutsche Bundesbahn, main administration (ed.): The new railway. About us. , Brochure, 86 A4 pages, Frankfurt am Main, May 1985, p. 78 f.
  13. ↑ a b c The ICE and other future projects of the DB . In: Eisenbahn-Kurier , 20, No. 155, August 1985, ISSN  0170-5288 , pp. 30-33.
  14. ↑ a b Message ICE reaches 317 km / h . In: Railway technical review . 34, No. 12, 1985, p. 846
  15. ↑ a b c d e message Public presentation of the ICE . In: Railway technical review . 34, No. 11 ;, 1985, p. 844
  16. ^ A b c Horst J. Obermayer: Intercity-Experimental of the Deutsche Bundesbahn . In: Lok Magazin , Issue 6, 1985, pp. 429–446.
  17. ↑ a b c d source is missing
  18. ↑ Message The ICE set a world record . In: The Federal Railroad . 1988, No. 6, p. 566 f.
  19. ↑ Report of the first "ICE" power head completed . In: Railway technical review . 34, No. 3, 1985, p. 261.
  20. ↑ Important milestone reached in the ICE project . In: Railway technical review . 34, No. 4, 1985, p. 351 f.
  21. ↑ a b c d e f Report ICE intermediate car handed over to the Deutsche Bundesbahn . In: Railway technical review . 34, No. 7/8, 1985, pp. 618-620
  22. ↑ a b c d e f Eikhoff (2006), pp. 63–96
  23. ↑ Message ICE TRAIN OF THE FUTURE . In: Eisenbahntechnische Rundschau 34, Issue 12, 1985, p. 908
  24. ↑ a b Message series 410 . In: Eisenbahn-Kurier , No. 160, January 1986, ISSN  0170-5288 , pp. 70 f.
  25. ↑ a b c d e f g h Georg Wagner: InterCityExpress - The star trains in long-distance transport of the DB . EK-Verlag, Freiburg 2006, ISBN 3-88255-361-8 , p. 5
  26. ↑ The final triumph . In: Murray Hughes: The High Speed ​​Story . alba-Verlag, Düsseldorf 1994, ISBN 3-87094-151-0 , p. 216.
  27. ↑ a b c d e f g Hörstel / Niedt (1991), pp. 88-94
  28. ↑ Large railway festival on the occasion of the commissioning of the new Mannheim – Stuttgart line, section Mannheim – Graben-Neudorf . Four-page brochure, 1987.
  29. ^ Uwe Hielscher: Electric traction vehicles . In: The locomotive review . 22 year, issue 129, July / August 1990, ISSN  0170-379X , p. 10.
  30. ^ Gerhart Kessler: Opening of the Fulda - Würzburg express train line . In: The train and the car . No. 4, 1988, ISSN  0933-4599 , p. 12
  31. ↑ InterCity Express in Euro version . In: Die Bahn informs , Issue 1, 1989, p. 9
  32. ^ KD Holzborn: New DB lines . In: Der Modelleisenbahner , Heft 3, 1993, p. 22 f.
  33. ↑ Talgo 350 reaches 300 km / h . In: Eisenbahn-Revue International , issue 1/2001, ISSN  1421-2811 , p. 22 f.
  34. ^ Eisenbahn-Journal Extra 1/2007, The DB in the 80s , ISBN 978-3-89610-172-3 .
  35. ^ Daniel Riechers: ICE: New trains for Germany's express traffic . Transpress-Verlag, Stuttgart 2001, p. 47
  36. ↑ a b c d e Brigitte Beil, Alexander Neumeister : Design InterCityExperimental, MagLev Transrapid: Design for the fast traffic of the future, projects by Neumeister-Design Munich , 63-page exhibition brochure , Stuttgart, 1986, pp. 11–24.
  37. ↑ a b c Elke Trappschuh: Faster, further, more beautiful . In: Alex Buck (Ed.): Alexander Neumeister. Designer monographs 8 . Verlag Form, Frankfurt am Main 1999, pp. 16–51.
  38. ↑ Interview with Alex Neumeister: The more complex, the better . In: Buck (1999), pp. 69-81.
  39. ↑ a b c d e f g Michael Krische: "An optimal compromise" . In: BahnExtra: 20 years of ICE . Issue 6, 2004, ISBN 3-89724-175-7 , pp. 48-52.
  40. ↑ a b Nikolaus Doll: 20 years - why the ICE was white and not silver . In: Welt am Sonntag , May 29, 2011.
  41. ↑ Volker Albus, Achim Heine: Die Bahn. Brand culture positions . Nicolaische Verlagsbuchhandlung, Berlin 2002, ISBN 3-87584-055-0 , p. 62 ff.
  42. ^ Message "Brunel Award" for the IC Experimental . In: Railway technical review . 36, No. 10, 1987, p. 616.
  43. ↑ The InterCity Express - result of the funding of rail research by the BMFT . In: Eisenbahntechnische Rundschau , 40 (1991), issue 5/6, p. 378
  44. Jump up on the roof of the ICE . In: Eisenbahn-Journal . 15, No. 8, 1989, ISSN  0720-051X , pp. 12-13.
  45. ^ Report on the ICE trip with members of the Bundestag Committee for Research and Technology . In: The Federal Railroad . No. 8, 1988, p. 749
  46. ^ Report to the consular corps in the ICE . In: The Federal Railroad . No. 8, 1988, p. 749
  47. ↑ Jens-Olaf Griese-Bandelow, Dierk Lawrenz: IVA '88 . In: Eisenbahn-Kurier , issue 7/1988, pp. 14-16.
  48. ^ Message goodbye to the intercity experimental . In: Eisenbahn-Revue International , Issue 12, 1998, ISSN  1421-2811 , p. 507
  49. ^ Announcement ICE-V in Hamburg . In: Eisenbahn-Revue International , Issue 8–9 / 2000, ISSN  1421-2811 , p. 344.
This article was added to the list of excellent articles on January 19, 2009 in this version .