DB class 407

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DB class 407 (Velaro D)
Set in the Wegberg-Wildenrath test center
Numbering: Multiple units 701 to 717
Number: 17 (eight pieces each)
Manufacturer: Siemens
Year of construction (s): 2009–2012
Axis formula : Bo'Bo '+ 2'2' + Bo'Bo '+ 2'2'
+ 2'2 '+ Bo'Bo' + 2'2 '+ Bo'Bo'
Gauge : 1435 mm ( standard gauge )
Length over coupling: 200,720 mm
Height: 4,343 mm (above SOK )
Width: 2924 mm
Trunnion Distance: 17.375 m
Fixed wheelbase: 2500 mm
Empty mass: 454 t
Service mass: 463.257 t without passengers
500.057 t with passengers
Wheel set mass : up to 17.06 t
Top speed: 320 km / h (alternating current)
200 km / h (direct current)
Hourly output : Maximum power:
10,650 kW 15 kV
10,125 kW 25 kV
6,000 kW direct current
Continuous output : 8000 kW (alternating current)
4200 kW (direct current)
Starting tractive effort: 300 kN
Acceleration: 0.53 m / s² (0–60 km / h)
0.52 m / s² (60–120 km / h)
Braking delay: up to 1.69 m / s²
Power system : 15 kV 16.7 Hz ~
25 kV 50 Hz ~
1.5 kV =
3 kV =
Power transmission: Overhead line
Number of traction motors: 16
Brake: Dynamic brake , eddy current brake , indirectly acting compressed air brake , spring-loaded brake
Train control : ETCS , LZB , PZB , TBL 1 and 2, TVM , ATB , KVB RSO (France)
Coupling type: Scharfenberg coupling
Seats: Total: 460
1st class : 111
2nd class: 333
Bistro: 16
Floor height: 1,240 mm (above SOK )

The 407 series is a series of high-speed trains in the ICE fleet of Deutsche Bahn . The manufacturer of these trains , Siemens Rail Systems , calls them Velaro D ( D for Germany ). The trains were assigned to the ICE 3 fleet by Deutsche Bahn and referred to as " ICE 3 (MS) " or " new ICE 3 ". They are very similar to the ICE 3M built by Siemens and Bombardier , but a new design, since the sole manufacturer Siemens could not take over the patents from Bombardier. The Velaros are - after the trains for Spain , China and Russia - the fourth variant of the Velaro platform from Siemens Rail Systems .

The four-system vehicles are used in traffic in Germany and France. After several delays in delivery, the first passenger deployment in domestic German traffic took place shortly before Christmas 2013. The permits required for journeys in France were issued in summer 2015. Approval for Belgium was still pending at the beginning of 2020.

history

Planning and ordering

An intensive and controversial discussion within DB Fernverkehr resulted in an operational and technical specification sheet on which the invitation to tender issued at the beginning of October 2007 was the basis. Four European rail vehicle companies then submitted the relevant documents and at the end of 2007 received the complete tender documents, in which TSI- compliant four-system multiple units were requested for a maximum speed of 320 km / h. The more than 6000 individual requirements of the tender for the four-system multiple units (for Germany, France, Belgium and optionally to Switzerland) included at least 420 seats to be provided and a possible load of up to 150 percent of the seat capacity. The trains should be approved ex works for Germany, France and Belgium, later approval for the Netherlands and traffic to London should follow. The delivery of the first train was scheduled for exactly three years after the contract was signed.

In order to enable a “real bidder competition”, the formation of consortia was excluded. According to DB, " TGV designs should also have a real chance for the first time ". On March 18, 2008, DB received various main and secondary offers from two manufacturers. According to DB, a double-decker TGV multiple unit (RGV 2N2) from Alstom , a further development of the TGV Duplex, was considered "negotiable" according to DB . DB rated the withdrawal of the two remaining bidders as "disappointing".

Siemens was awarded the contract at the end of November 2008. On December 17, 2008, Hartmut Mehdorn , then CEO of Deutsche Bahn, and Peter Löscher , then CEO of Siemens, signed the contract for an initial 15 eight-car Velaro trains with a total value of around 495 million euros. All 15 multiple units should be delivered by 2012, the first trains should be delivered in December 2011.

In spring 2011, Deutsche Bahn ordered another multiple unit to replace an ICE 3M that was damaged in an accident in August 2010. The contract contained an option for additional trains that could be redeemed within two years; In January 2014, DB made use of this option and ordered another Velaro D.

Production and approval

The multi-system trains were manufactured in the Siemens factory in Krefeld-Uerdingen between autumn 2009 and May 2012. The Velaro D was presented to the public for the first time at the InnoTrans 2010 in Berlin. The set consisted of one end car and two middle cars, which could also be viewed from the inside during the press days. A second end car with a blue instead of a red guide stripe was also on display, but it was not part of the presentation train.

In September 2010, the part of the train exhibited at InnoTrans arrived at the Wegberg-Wildenrath test center to perform test drives there. In mid-January 2011, test drives with the first complete train began at the Wegberg-Wildenrath test center. On April 18, 2011, the first multiple unit (4702) left the Siemens test center in Wildenrath. This was followed by test drives for technical running approval and test drives in Germany. During a test drive, the train reached its operational top speed of 320 km / h for the first time. By May 2013, the trains had completed around 250,000 kilometers of test drives. Two wagons of a multiple unit were brought by low-loader to the climatic chamber of the Institute Rail Tec Arsenal (RTA) in Vienna for climatic studies in order to prepare the mechanics and electronics for perfect function in humidity and temperatures between −25 ° C and 45 ° C. These attempts should last from the beginning of April to the end of June 2011. In August 2011, a multiple unit on the new Nuremberg – Ingolstadt line reached a speed of 352 km / h during a test drive. Test drives ran in France at the end of 2011. For the desired approval in France, a multiple unit completed at least 12,000 kilometers of test drives.

On June 4, 2012, the Federal Railway Authority granted approval for operation in Germany in single traction .

One and a half years later, on December 20, 2013, the Federal Railway Authority granted series approval for operation in double traction in Germany. The next day, the 717 multiple unit, which ran as the ICE 817 from Cologne Hbf to Frankfurt Hbf, was first used with passengers. At this point in time, the first four multiple units (711, 713, 715 and 717) had been delivered to Deutsche Bahn. Approval for France was granted at the end of March 2015. The first commercial trips were made in early June 2015. On July 23, 2015, a presentation trip took place from Frankfurt Airport to Paris, after which the cooperation in Franco-German high-speed traffic was extended by five years. In December 2016, the approval for journeys in double traction followed.

Delivery delays, delivery and operation

New ICE 3 during testing in 2012 in Aachen Hbf
A new ICE 3 in December 2011 in Besançon on the LGV Rhin-Rhône , next to an Alstom AGV , before the new line went into operation.
Coupled trains (Nürnberg Hbf, December 2015)

In April 2011 it was reported that Deutsche Bahn was expecting a delivery delay of up to six months. Instead of the planned seven multiple units, only three multiple units should initially be available for the timetable change in December 2011. According to media reports from June 2011, the delivery of the multi-system trains would be delayed due to difficulties with a supplier. Accordingly, three trains for domestic traffic should initially be delivered in 2012, the first train for international journeys should not be available until the end of 2013 and delivery should extend to 2015. After the manufacturer Siemens had denied delivery delays in April 2011, it confirmed delays due to supply problems in June 2011, which should, however, only last up to three months. The first trains should therefore be delivered in February 2012. A total of 14 trains would be handed over during 2012.

After a discussion in the Ministry of Transport on September 9, 2011, it was announced that three trains would be available in spring 2012. By August 2012, 13 of the 16 trains ordered should be delivered. Other media reported that even for the three trains, the date in the spring was no longer mentioned. It was said that a total of 12 trains should be approved by August 2012.

In January 2012 it was announced that the railway should receive at least the first ten ICE trains in autumn 2012; The cause of the delay were problems with the approval of the train protection system at a supplier. The reasons given for the repeated delivery delays included problems with brakes, air conditioning and the water drainage in the on-board restaurant. In the course of the approval process, 230 technical adjustments were also made to the trains due to changed technical regulations.

In mid-May 2012, Siemens announced that it would have at least eight multiple units ready for the timetable change on December 9, 2012 for domestic German operation in double traction. Reasons for the further delay are unresolved technical questions and new permit requirements. Statements about international use were no longer made; the multiple units should initially strengthen the vehicle reserve of Deutsche Bahn. At the end of September 2012, Deutsche Bahn no longer expected internally to be able to use the trains for the 2012/13 winter timetable; According to the Siemens schedule, the first trains would not have been available until February 2013.

After consulting with the railways and the Federal Railway Authority, Siemens decided in November 2012 to comprehensively revise the software due to the deficiencies. The then Siemens boss Peter Löscher named comparatively complicated approval procedures as the main reason for the delivery delays.

By May 2013, the Federal Railway Authority requested 2900 changes. The authority justified the high testing effort with the complex construction by Siemens. The commercial commissioning of the trains was not foreseeable. Siemens intended to apply for final approval once the software issues have been resolved and the brakes have been externally assessed. Since August 1, 2013, experts from Siemens, DB and the Federal Railway Authority have been meeting in Krefeld for the approval process. In the same month the software problems were fixed and new test drives in double traction began. According to DB information from September 30, 2013, Siemens had promised to deliver eight multiple units by April 2014. After test drives, they should be integrated into the timetable from summer 2014. International approval is no longer planned for the first trains. In 2014, the approval for mixed operation with trains of the 403 and 406 series of the ICE 3 is still open .

At the beginning of November 2013, Deutsche Bahn accepted multiple units 13 and 17 and then used them for training purposes. Shortly before Christmas 2013, the Federal Railway Authority finally granted approval for operation in double traction within Germany. The approval applies to multiple units that have received serial approval. By the end of December 2013, four multiple units had been handed over to Deutsche Bahn. On April 2, 2014, the eighth multiple unit from Siemens was symbolically handed over to Deutsche Bahn at Berlin Central Station. Federal Transport Minister Dobrindt and Head of Railways Grube attended the ceremony. Since April 12th, the multiple units have been used in a schedule , for which four multiple units are required. The multiple units will also be used in double traction for the first time. With the timetable change on June 15, 2014, the operations were extended to Munich. This should also allow more journeys in double traction between Dortmund, Frankfurt am Main and Munich to be offered.

The remaining eight multiple units (702 to 708 and 714) will initially remain with the manufacturer Siemens for test drives in Belgium and France and the associated approval process. According to a press report, the nine trains are to be used for test drives abroad by 2016 and will be used from the timetable change in December 2016 (as of February 2014). These trains are intended for international traffic, the other eight trains are to be retrofitted later for international use. According to a press report from mid-2014, two trains should go into operation in 2016, five in 2017 and the remaining trains in 2018. The trains were ready at the end of 2014, but without approval. Deutsche Bahn and Siemens do not want to give a date for the commissioning. The remaining nine trains are expected to be delivered in the course of 2015 (as of November 2014). According to information from Deutsche Bahn from March 2015, all 17 new ICE 3 trains should be operational in 2016. Two multiple units went into operation in 2016.

As a result of the delays in delivery, Deutsche Bahn claimed damages, including for lost sales as well as systems and employees that were acquired or hired for the maintenance of the new multiple units but were not yet needed. A 17th ICE with a new drive, which Siemens wanted to build for its own purposes, was to be given to Deutsche Bahn free of charge instead of a contractual penalty due to the delays in delivery (as of January 2012). According to DB, the delivery of a 17th train was firmly agreed in mid-January 2014. The formal award decision was published on January 24, 2014. The additional 17th train set is to be offset against the expected damages of 50 to 60 million euros (as of August 2012). It is considered unlikely that this 17th multiple unit will be sufficient as compensation. The purchase agreement limits the amount of the penalty to 15 percent of the purchase price (around 70 million euros). According to Siemens, the delivery difficulties cost Siemens 300 million euros at the end of 2014.

Deutsche Bahn initially planned not to purchase any further class 407 multiple units (as of March 2016). Until further notice, new ICE vehicles should only be accessed via the ICE 4 framework agreement .

From July 3, 2016, the multiple units will also be used between Stuttgart and Paris. The trains were previously on the move between Frankfurt and Paris.

In November 2018, the equipment of the multiple units with ETCS ( ETCS Baseline 3 ) was put out to tender. The trains are to be used with ETCS from December 2022 in Germany, France, Belgium and cross-border routes. The contract was awarded to Alstom in 2019. The order value of more than 30 million euros includes the installation of the new system, the dismantling of the old system and six years of service. The multiple units will thus have access to the Belgian network, be able to travel on the high-speed line Stuttgart – Ulm and between Strasbourg and Paris. From December 2022, the multiple units will run with the new ETCS in Germany, Belgium, France and the cross-border routes to Switzerland.

As a result of the onset of winter in France, several class 407 multiple units were severely damaged by gravel flight on the high-speed line between Paris and Strasbourg from 23 January 2019. At times, 10 out of 17 multiple units were no longer operational.

Abandoned plans of a traffic to London

In October 2010, Deutsche Bahn presented one of its ICE 3 trains at London's St Pancras station and announced that it would open a direct train connection from Frankfurt via Cologne through the Eurotunnel to London from the end of 2013, using trains of the new ICE type 407. To this end, a line with three daily train pairs was to be set up between Frankfurt and London, via Cologne , Brussels and Lille . Another line branch was planned between Amsterdam and London, via Rotterdam and Brussels. The trains coming from Germany and the Netherlands should be connected or disconnected at Bruxelles Midi station and run as a train to London (and vice versa). According to DB information, stops in Ebbsfleet and Ashford are conceivable. Stops in Aachen and Liège were considered for a later date .

The company wanted to set up the security areas necessary for operations at the train stations in Frankfurt, Cologne, Amsterdam and Rotterdam. In addition, there were considerations to develop an alternative to stationary security checks for less frequented stops. A reservation requirement was provided. It was planned that departures from London should take place in the morning, at noon and in the afternoon. A travel time of around five hours between Frankfurt and London and just under four hours between Cologne and London was estimated. It should be less than four hours between London and Amsterdam. Initially, six hours were estimated between London and Cologne; the travel time was reduced through cross-border optimization. The start of operations between Frankfurt and London has already been checked for 2012 (as of October 2010).

Use in the Eurotunnel and on the subsequent High Speed ​​One was already taken into account in the design phase of the trains . For use in the Eurotunnel, similar to the Velaro RUS , systems for fire detection and fighting are installed in the underground area. In addition, the installation of additional special external doors is optionally possible. Siemens assumes that a 16-car series 407 train with appropriate fire fighting systems could meet the requirements. For operation through the tunnel, however, the requirement that existed in 2010, according to which passenger trains in the Eurotunnel must have a continuous length of at least 375 m (distance between the cross tunnels), would have to be changed. It was assumed that Deutsche Bahn is aiming for approval of 200-meter trains in the tunnel by means of appropriate safety evidence. A change in the safety rules was initiated in 2010 due to the order for Velaro trains of the Eurostar 320 type by the transport company Eurostar International . In March 2011, the European Railway Agency (ERA) approved the proposals of the Tunnel Safety Commission IGC to allow trains with distributed propulsion - like the Velaro from Siemens - to pass through the tunnel. After the IGC had declared this to be the official guideline in June 2010, on July 12, 2011 Deutsche Bahn applied to the IGC Tunnel Safety Commission for approval of ICE trains for the Channel Tunnel. A safety study was also submitted for this purpose. A second expert also carried out evacuation simulations, in which u. a. Evacuation tests in the Eurotunnel from October 2010 have been received. The railway expected approval for February 2012, it was granted by the IGC in June 2013.

At the beginning of 2013, Deutsche Bahn expected that traffic to London would not be able to start until 2016. The company blames the manufacturer for the delays. He emphasized that the changes required for UK traffic had not yet been commissioned. According to the railway, a retrofit for London traffic has been requested, but there is no offer from Siemens (as of February 2014). According to a press report, the upgrade will not be completed before 2016. It is as good as impossible that traffic through the Eurotunnel could be started in December 2018 (as of February 2014). According to a report published in February 2014, the project will no longer be pursued. The causes are technical problems and excessive train path costs in the French section. According to another report, the profitability calculation of the project was completely unrealistic. Among other things, expenses for an maintenance base in London were not even taken into account. In 2017, Deutsche Bahn continued to plan to start operating to London in the medium term.

In 2018, however, the company announced that it would not offer any services to London for the foreseeable future. As a reason, the company cited the pending Belgium approval and the changed economic environment due to low-cost airlines.

maintenance

The trains will be in the depot in Frankfurt-Griesheim maintained that an additional hall with three to tracks has been expanded.

Ultrasonic inspections of the wheelsets are planned every 240,000 kilometers, and due to the larger wheelset bearings, the inspection interval has been increased from 1.1 to 1.6 million kilometers compared to the previous series.

By the end of 2018, multiple units 2 to 9 had a total mileage of between 0.8 and 1.5 million kilometers. In 2019 these multiple units will receive their first general inspection - due to the commissioning problems after a period of eight years, before the mileage limit of 1.6 million kilometers has expired. Due to expired eight-year deadlines and several trains waiting for the main inspection, there were increased ICE failures in the summer of 2019. In mid-June 2019, DB expected to have to park nine trains by September 1 due to an expired overhaul, and by March 1, 2020 the entire fleet should be "at a standstill". Due to the COVID-19 pandemic in Germany and the associated suspension of high-speed traffic to Paris, the backlog of the upcoming main inspections in spring 2020 was less noticeable. In April 2020, two multiple units were in the main inspection, with three others the main inspection was still pending.

Reorder

After the number of ICE-3 multiple units of the 403 series had been reduced to 49 units as a result of the ICE fire near Dierdorf in October 2018, Deutsche Bahn announced in September 2019 that up to 90 each 300 to 320 km / h would be fast and to procure detachable high-speed trains with the 407 series.Template: future / in 2 years

In July 2020, Deutsche Bahn placed an order for 30 of these new trains from Siemens for around one billion euros in order to increase the number of high-speed connections as part of the corporate strategy “Strong Rail”. 10 trains of the Velaro type are to be delivered from the end of 2022 to 2023, the other 20 by 2026. The first trains are to run between North Rhine-Westphalia, Frankfurt and Munich. There is an option for 60 more multiple units. It is currently unclear whether this can also be used for the successor model Velaro Novo .

The multiple units are based on the 407 series, but have some changes. Two outer doors were added on each side (a total of twelve instead of ten), and the number of seats was reduced by 20. The number of seats in 2nd class increased from 333 to 347, and that in 1st class decreased from 111 to 93. The trains are to have eight bicycle and two wheelchair spaces, modified on-board catering and panes that are permeable to mobile radio signals.

Furnishing

Interior view 1st class
2nd class interior view
Driver's cab

With 460 seats (including 111 in 1st class and 16 in the bistro area), the eight-part Velaro D should, according to the manufacturer, offer the same seating comfort as the ICE 3 with more seats. This is to be achieved by rearranging several equipment cabinets and eliminating compartments in favor of open-plan trolleys. At times, consideration was given to abandoning the dining car in order to create a total of 485 seats. Compared to the original plan, the number of seats was ultimately increased by four second-class seats to a total of 464 seats.

Compared to the previous ICE 3 trains, the level of comfort has been reduced. The previous toddler compartment is being replaced by a "functional area for families", a normal seating area in the open plan area with storage space for prams. Wall spaces without windows are also provided in both classes. There are also other design options that allow the seat configuration to be converted, for example with additional face-to-face arrangements with tables, in a few hours.

Structure of the multiple units
Wagon number
(class)		 description Mass
(in tons)		 Seats
29/39 (Apmzf 407.0) 1st class end car 57.5 42 (1st class)
28/38 (Apmz 407.1) 1st class intermediate car 58.8 51 (1st class)
26/36 (ARmz 407.2) On-board restaurant 59.5 18 (1st class)
16 (restaurant)
25/35 (Bpmbsz 407.3) Second class and service cars 53.9 45 (2nd class)
24/34 (Bpmz 407.8) 2nd class intermediate car 53.9 76 (2nd class)
23/33 (Bpmz 407.7) 2nd class intermediate car 55.3 80 (2nd class)
22/32 (Bpmz 407.6) 2nd class intermediate car 59.0 72 (2nd class)
21/31 (Bpmzf 407.5) 2nd class end car 57.7 64 (2nd class)

Cars 22/32 and 28/38 take transformers, the following cars 23/33 and 26/36 power converters.

The middle cars have a length of 24,175 mm, the end cars of 25,735 mm. With a wheelbase of 2500 mm, the bogie centers of each wagon are 17.375 mm apart.

The trains, which are around 200 meters long, should also run in double traction and be able to be coupled with the ICE 3. Compared to its predecessors, the roof of the Velaro D has been raised by 40 cm, apart from the ends of the end cars. This continuous high roof is intended to improve aerodynamics . It accommodates pantographs , high-voltage systems, parts of the air conditioning system and braking resistors that are aerodynamically adapted. This should also counteract the tunnel bang . The previously continuously cylindrical outer skin is abandoned by using flat instead of curved window panes.

Behind the respective driver's cab , instead of the previous lounge for travelers, there is now a technical room, in particular for the components of the control and train control technology. The driver's desk in the driver's cab has been comprehensively changed compared to the previous ICE 3 trains and is divided into seven modules.

The trains have ten doors on both sides for getting in and out (two doors per converter car; other cars: one door each) and - as the first DB high-speed train - each has its own on-board lift (load capacity: 350 kg). Loading doors are not provided. A traction lock is engaged when the doors are open.

Eleven toilets - ten for travelers and one for staff - are distributed across the train. Passenger information is provided via monitor gondolas attached to the ceiling. Car numbers (at the car crossing) and seat numbers were highlighted in Braille . Handles are provided on the seats . Each train has two wheelchair spaces. Footrests are only available in 1st class.

The seat spacing (large, row seats) is 915 mm in 2nd class and 1010 mm in 1st class. The seats are 465 or 500 mm wide (2nd / 1st class) and 640 mm deep in both classes. The center aisles are typically 670 mm wide in 1st class and 520 mm wide in 2nd class. A passage width of at least 800 mm is provided in the wheelchair area.

The rest areas are arranged in the end car of the 2nd class and in part of the end car of the 1st class.

technology

The trains made of aluminum car bodies were designed according to the current TSI guidelines. This includes the new aluminum construction of the head area of ​​the end car body, which has been changed in favor of the introduction of crash modules (impact protection). In the case of the bow flaps, the previously vertical division is replaced by a horizontal division; there is no need to push the coupling forward using a telescopic rod.

The planned maximum speed is 320 km / h for operation with alternating current and 220 km / h for operation with direct current . The trains are approved for 200 km / h when operated with direct current. The SF 500 motor and trailer bogies already used in all other Velaros have been extensively revised and are also used in the Velaro D. The wheelset shafts were redesigned for this purpose and equipped with a chassis monitoring and diagnosis system. In addition to regenerative brakes, the multiple units will have eddy current brakes and pneumatic friction brakes with disc brakes. With fully functional brakes, the multiple units have 194 brake hundredths ( brake position R + WB) or 152 brake hundredths (brake position R). The first, third, sixth and eighth carriages are driven in a multiple unit. The pulling power and traction power have been designed for gradients of up to 40 ‰.

The trains will be able to run under four traction current systems (25/15 kV AC, 1.5 / 3 kV DC). The planned traction power under alternating current is 8 MW per half train, under direct current it is 4.2 MW. The maximum electrical feedback is given as 8.8 MW. The two AC current collectors for 15 and (another two) 25 kV are arranged on the intermediate cars 4 and 5. The two DC current collectors are arranged on transformer cars 2 and 7. In AC operation, each of the two main transformers supplies the converters , which in turn feed two traction motors via two independent branches. In direct current operation, the electrical energy is fed directly into the inverter's intermediate circuits. The forced air induction motors are water-cooled IGBT -Stromrichtern about DC - DC links supplied.

Compared to the previous ICE 3 trains, the design of the cars has been reduced to two basic shapes (end and middle cars). An emergency control system that is independent of the control technology is intended to enable continued travel in the event of a fire or fault with restrictions. Compared to the existing ICE 3 fleet, the safety loops have been supplemented by a fire alarm loop with which the electrical underfloor containers are monitored. The previous radio telephones for the train crew are no longer required and are being replaced by fixed intercoms. The first Velaro variant receives the Velaro D peak signals in LED technology.

According to the manufacturer, the multiple unit consumes 0.33 liters of gasoline equivalent per seat per 100 kilometers.

  • Some external differences to the ICE 3 series 403 and 406

  • Aerodynamic structure from the rear of the end car

  • Redesigned, horizontally split bow hatch

  • Broadened bow

  • Passenger door without the classic oval window design

  • LED headlights

Velaro D with synchronous drive

In addition to the 16 Velaro Ds ordered by Deutsche Bahn, Siemens built another Velaro D. In contrast to the other trains, this should not be equipped with three-phase asynchronous machines , but with three-phase synchronous machines as traction motors. In this way, the manufacturer promises to save drive units while maintaining the same output. Because of the delays in delivery, Siemens was to give Deutsche Bahn this multiple unit free of charge. The project was rejected in 2013. Instead, a 17th asynchronous drive train was ordered by DB in 2014.

Overview and condition of the multiple units

Multiple unit number
(naming) 		Commissioning
(current status) 		Foreign
approvals 		Conversions or conversions Others
Item 701 I. As multiple unit 4701, this train was originally part of the delivery series for Deutsche Bahn. Due to technical deviations from the other series trains, it was not accepted by Deutsche Bahn. Siemens then used it as a demonstration multiple unit in Turkey , where it has been on the road for TCDD since 2013 .
Item 701 II g June 20, 2016 (active) France Equipped with WiFi hotspots (railnet) In June 2016, Siemens delivered another multiple unit to DB. This was given the number 701 and replaced the originally planned 4701 multiple unit . As of November 2016, all 17 multiple units have been delivered.
Item 702 g Feb 14, 2011 (active) France Equipped with WiFi hotspots (railnet) On April 18, 2011, the multiple unit, then known as 4702, was the first to leave the Siemens test center in Wildenrath for test drives. It was the first Velaro D to reach 320 km / h. During further test drives on August 4, 2011, the same multiple unit between Ingolstadt and Nuremberg reached a speed of 357 km / h.
Item 703 g Dec 14, 2014 (active) France Equipped with WiFi hotspots (railnet)
Item 704 g 22 Sep 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 705 g 0July 1, 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 706 0Aug 1, 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 707 g Aug 27, 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 708 g 19 Sep 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 709 g Nov 21, 2011 (active) France Equipped with WiFi hotspots (railnet)
Item 710 0Jan. 9, 2012 (active) France Equipped with WiFi hotspots (railnet)
Item 711 0Jan. 2, 2012 (active) France Equipped with WiFi hotspots (railnet)
Item 712 g
Dillingen ad Donau
(since December 2, 2019) 		Feb 13, 2012 (active) France Equipped with WiFi hotspots (railnet)
Item 713 May 12, 2012 (active) France Equipped with WiFi hotspots (railnet)
Item 714 g 0June 2, 2012 (active) France Equipped with WiFi hotspots (railnet) The multiple unit was damaged and repaired in the Wegberg-Wildenrath test center .
Item 715 0July 2, 2012 (active) France Equipped with WiFi hotspots (railnet) For the 175th anniversary of Ferneisenbahn Leipzig – Dresden , this multiple unit ran on April 7, 2014 as a special train ICE 2582 and special train ICE 2583 with invited guests between Leipzig and Dresden. For this purpose, it was given a special sticker for the occasion.
Item 716 g July 30, 2012 (active) France Equipped with WiFi hotspots (railnet)
Item 717
Paris
(since May 31, 2017) 		03rd Sep 2012 (active) France Equipped with WiFi hotspots (railnet) First class 407 multiple unit, which was in commercial service on December 21, 2013 as ICE 817 Cologne – Frankfurt.
  • The multiple units marked with g have a green decorative stripe on both sides with the inscription "Germany's fastest climate protector" on carriages 407.0 and 407.5

Web links

Commons : DB Class 407  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b c d e f BR 407 - the Velaro D for Germany (part 1) . In: ahead , Volume 62 (2010) Issue 6 (June), pp. 25-27, ISSN  1438-0099 .
  2. ↑ a b c d e f g h i j k l m n o p q r Frank Panier: New DB high-speed multiple units for international use . In: Eisenbahntechnische Rundschau , Issue 9/2010, September 2010, ISSN  0013-2845 , pp. 520-530.
  3. ↑ a b c In the open-plan car to the Mediterranean: the new 407 series . In: turntable . No. 224, 2010, pp. 15-17
  4. ^ Vehicle lexicon for long-distance transport. DB, August 8, 2019, p. 91 ff. , Accessed on September 28, 2019 .
  5. ↑ a b c d e f g Heinz Kurz: InterCityExpress: The development of high-speed traffic in Germany . EK-Verlag, Freiburg 2009, ISBN 978-3-88255-228-7 , p. 222 f.
  6. ↑ a b Rüdiger Köhn: Deutsche Bahn is getting new ICEs - finally . In: Frankfurter Allgemeine Zeitung . No. 297 , December 21, 2013, ISSN  0174-4909 , p. 11 (similar version online ).
  7. ^ D-Munich. Rail vehicles. No. S 191-232897. In: Electronic Official Journal of the European Union. October 4, 2007, accessed February 11, 2009 .
  8. ↑ a b c d e f g Martin Steuger: Velaro - customer-oriented further development of a high-speed train . In: Zevrail , Volume 133, Issue 10, October 2009, pp. 414–425.
  9. ↑ a b Deutsche Bahn AG (ed.): Moving the future - connecting people ( PDF file ( Memento from December 24, 2013 in the Internet Archive ), 10.5 MB). Berlin, 2010, pp. 40 f, 86.
  10. ↑ Siemens receives order for 15 high-speed trains for Deutsche Bahn. (No longer available online.) In: Siemens Mobility, press release 115/2008. December 17, 2008, archived from the original on February 6, 2009 ; Retrieved February 11, 2009 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / w1.siemens.com
  11. ^ Bahn orders new ICE from Siemens. In: Frankfurter Allgemeine Zeitung . November 24, 2008, accessed February 11, 2009 .
  12. ↑ a b 16. Velaro ordered . In: Eisenbahn-Revue International , edition 6/2009, ISSN  1421-2811 , p. 287.
  13. ↑ Bahn buys new ICE generation from Siemens . In: Süddeutsche Zeitung . Munich December 17, 2008.
  14. ^ TED announcement. TED (Tenders Electronic Daily), January 24, 2014, accessed January 24, 2014 .
  15. ↑ Nikolaus Doll: Bahn boss fights against more rights for passengers. Die Welt, January 22, 2014, accessed on January 24, 2014 : "The delivery of a 17th train was firmly anchored in the contract a few days ago."
  16. ↑ Bahn demands 50 million euros in damages from Siemens  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Stern , May 20, 2012.@1@ 2Template: Toter Link / www.stern.de  
  17. ↑ "Velaro D" is the new generation of ICE trains. Tagesschau.de, September 22, 2010, archived from the original on September 25, 2010 ; Retrieved December 21, 2012 .
  18. ↑ a b Michael Heckers: Wegberg: Endurance test for the new ICE Velaro ( memento of the original from December 8, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . In: Rheinische Post (online edition), September 29, 2010. @1@ 2Template: Webachiv / IABot / www.rp-online.de
  19. ↑ Siemens: Velaro D on test drive  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . News from January 21, 2011 on eurailpress.de , accessed on January 21, 2011.@1@ 2Template: Dead Link / www.eurailpress.de  
  20. ↑ a b Jonas Meister, Jörg Philipii-Gerle: The ghost trains from Wegberg . In: Express . May 16, 2013 ( online ).
  21. ↑ a b ICE in the climatic chamber . In: Die Zeit online, May 6, 2011.
  22. ↑ Krefeld: Minus 20 degrees - ICE in the cold test ( Memento of the original from May 8, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Rheinische Post (online edition), around May 5, 2011. @1@ 2Template: Webachiv / IABot / www.rp-online.de
  23. ^ Siemens & April Fool's Day 2011. Bahnnews Austria, April 2, 2011, accessed on May 23, 2011 .
  24. ↑ Where everyone keeps talking about the weather . faz.net , May 13, 2011.
  25. ↑ Full speed ahead . In: como , edition 8, May 2012, ZDB -ID 2478309-2 , pp. 34–39.
  26. ↑ Without a source
  27. ↑ DB Systemtechnik (Ed.): DB Systemtechnik carries out tests on driving technology with the new ICE 3 in France . Press release from August 28, 2014.
  28. ↑ Heike Schmidt, Moritz Huckebrink: Federal Railway Authority approves the first Velaro D for operation in Germany. Federal Railway Office, June 4, 2012, archived from the original on January 5, 2013 ; Retrieved June 4, 2012 .
  29. ↑ Authorization de mise en exploitation commerciale du Velaro D - BR 407 en version SW3.70.1. Établissement public de sécurité ferroviaire, April 1, 2015, accessed on April 4, 2015 (French).
  30. ↑ The DB class 407 is finally going to Paris . In: Eisenbahn-Revue International . No. 10 , 2015, ISSN  1421-2811 , p. 490 f .
  31. ^ France: Velaro D is allowed to drive in multiple units. In: eurailpress.de. December 20, 2016, accessed December 29, 2016 .
  32. ↑ a b Bahn fears new travel chaos . Spiegel online , April 9, 2011.
  33. ^ Deutsche Bahn AG (ed.): 20 years of high-speed traffic in Germany . Press release from May 27, 2011.
  34. ↑ Leo Klimm: Delayed ICE: Siemens makes Deutsche Bahn wait ( memento from June 26, 2011 in the Internet Archive ). In: Financial Times Deutschland (online edition), June 24, 2011.
  35. ↑ UPDATE: Siemens denies the extent of the delivery problems with the ICE 3 . In: Finanz.net , June 24, 2011.
  36. ^ Carsten Brönstrup: Politics is putting pressure on Siemens and Bombardier . In: Der Tagesspiegel (online edition), September 9, 2011.
  37. ^ Kerstin Schwerin: Deutsche Bahn is losing patience with Siemens and Bombardier . faz.net , September 9, 2011.
  38. ↑ Georg Meck, Christian Siedenbiedel: Vain attempt to build an ICE . FAZ.net , November 24, 2012.
  39. ↑ There is no end to the wait for the new ICE ( memento of the original from December 28, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Message from May 16, 2013 on dmm.travel . @1@ 2Template: Webachiv / IABot / dmm.travel
  40. ↑ Nikolaus Doll (ed.): Siemens finally delivers eight ICEs to the railway . In: Die Welt (online edition), May 16, 2012.
  41. ^ Daniela Kuhr: Top meeting for the ICE . In: Süddeutsche Zeitung , November 24, 2012 ( online ), p. 29.
  42. ↑ "I like the role of leader" . In: Frankfurter Allgemeine Sonntagszeitung . No. 52 , December 30, 2012, p. 31 .
  43. ↑ Dieter Fockenbrock: Delays also with the double-deck IC . In: Handelsblatt . No. 93 , May 16, 2013, ISSN  0017-7296 , p. 17 .
  44. ↑ Daniel Goffart, Olaf Opitz: We drive on edge . In: Helmut Markwort , Uli Baur (Ed.): Focus . No. 36 . Hubert Burda Media , September 2, 2013, ISSN  0943-7576 , p. 66-73 ( online ).
  45. ↑ Siemens wants to deliver in spring . In: Der Tagesspiegel . No. 21826 , October 1, 2013, p. 13 ( online ).
  46. ^ Christian Schlesinger: The new ICE will only be ready for use in April . Wirtschaftswoche online, October 1, 2013.
  47. ↑ a b Wolfgang Hanke: Hope run. The new generation of ICE . In: Eisenbahn Magazin . April 2014, ISSN  0342-1902 , p. 24, 25 .
  48. ↑ International reports . In: Eisenbahn-Revue International . No. 12 , 2013, ISSN  1421-2811 , p. 644 .
  49. ↑ a b Federal Railway Office (ed.): Heike Schmidt: EBA: "Velaro D" now also fit for double traction. Press release from December 23, 2013. Federal Railway Office, April 2020, accessed on April 3, 2020 .
  50. ^ DB Mobility Logistics AG (ed.): The new ICE 3: More comfort for passengers . Press release from February 18, 2014.
  51. ^ DB Mobility Logistics AG (ed.): Deutsche Bahn and Siemens present the new ICE 3 together with the Federal Minister of Transport in Berlin . Press release from April 2, 2014.
  52. ↑ a b All 17 Velaros only in use in 2018 ( Memento of the original from July 28, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . DMM Travel , July 8, 2014. @1@ 2Template: Webachiv / IABot / dmm.travel
  53. ↑ News about the small timetable change . In: DB World . No. 6 , 2014, p. 7 .
  54. ↑ a b c d e f g h DB AG and Siemens present ICE 3 replica . In: Eisenbahn-Revue International . No. 6 , 2014, ISSN  1421-2811 , p. 170-174 .
  55. ↑ Peter Thomas: running with eight megawatts . In: Frankfurter Allgemeine Zeitung . No. 47 , February 27, 2014, ISSN  0174-4909 , p. T5 ( online ).
  56. ^ Siemens AG (publisher): ICE trains for Deutsche Bahn receive approval for Germany . Press release from December 23, 2013.
  57. ↑ a b c Nikolaus Doll: New Super-ICEs have communication problems . In: The world . No. 28 , February 3, 2014, ISSN  0173-8437 , p. 10 (similar version online ).
  58. ↑ a b From Krefeld into the world . Handelsblatt online, December 9, 2014.
  59. ↑ Nikolaus Doll: Despite ICE super-axles, there is a problem with railways in the winter . Welt online , November 13, 2014.
  60. ↑ DB Mobility Logistics AG (Ed.): More rail for metropolises and regions: The largest customer offensive in the history of DB long-distance transport ( Memento from March 20, 2015 in the Internet Archive ). Press release 011/2015 JK / BS from March 18, 2015.
  61. ↑ Deutsche Bahn AG (Ed.): DB Group Our Fleets and Networks 2016 . December 31, 2016, p. 11 ( PDF file [accessed March 25, 2017]). DB Group Our fleets and networks 2016 ( Memento of the original from March 26, 2017 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.deutschebahn.com
  62. ^ A b Nikolaus Doll: Bahn wants 50 million damages from Siemens . Welt online , August 8, 2012.
  63. ↑ a b Siemens is to give the DB a super train . ( Memento of the original from November 4, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. The Mobility Manager, January 29, 2012. @1@ 2Template: Webachiv / IABot / dmm.travel
  64. ^ "DB receives 17th Velaro as compensation for delayed payment" . Eurailpress, notification dated February 2, 2012.
  65. ^ A b B. Röder, J. Petermann: Siemens delivers one more ICE . In: Bayerische Staatszeitung . January 24, 2014, ISSN  0341-3993 , p. 17 .
  66. ^ Germany-Munich: Rail vehicles . Document 2014 / S 017-026720 of January 24, 2014 in the supplement to the Electronic Official Journal of the European Union .
  67. ↑ 100 days NBS Erfurt - Leipzig / Halle: interim balance and outlook . In: Eisenbahn-Revue International . No. 4 , 2016, ISSN  1421-2811 , p. 224 .
  68. ↑ "Alleo" is about Karlsruhe . In: DB World . No. 7 , 2016, p. 1 .
  69. ^ Germany-Frankfurt am Main: parts for railway or tram locomotives or rolling stock; Equipment for rail traffic control. In: ted.europa.eu. November 3, 2018, accessed November 4, 2018 .
  70. ↑ Alstom equips 17 ICE3s with ETCS. In: alstom.com. Alstom, September 23, 2019, accessed September 27, 2019 .
  71. ↑ a b Germany-Frankfurt am Main: parts for railway or tram locomotives or rolling stock; Equipment for rail traffic control. Document 2019 / S 184-449300. In: Supplement to the Electronic Official Journal of the European Union . September 24, 2019, accessed on September 27, 2019 (German).
  72. ↑ Gravel flight in France damages ICE trains . In: Eisenbahn-Revue International . No. 3 , March 2019, ISSN  1421-2811 , p. 156 .
  73. ↑ Olaf Krohn: A real European . In: mobile . October 2010, pp. 56–60.
  74. ↑ a b c Deutsche Bahn AG (Ed.): ICE premiere in London / First safety exercise in the Channel Tunnel successfully completed / New direct DB connections from Frankfurt and Amsterdam planned . Press release from October 19, 2010.
  75. ↑ a b c d Keith Fender: DB unveils plans for London services . In: Modern Railways . Vol. 67, No. 747, 2010, ISSN  0026-8356 , p. 68 f.
  76. ^ A b c Marco Dalan, Tina Kaiser: The ICE is dragging itself to London . In: Die Welt , October 10, 2010.
  77. ^ DB on track for London in 2013 . In: Modern Railways . Vol. 68, No. 755, 2011, ISSN  0026-8356 , p. 116.
  78. ↑ Starting with a blank sheet . In: Railway Gazette International . tape 167 , no. 5 , 2011, ISSN  0373-5346 , p. 74 f .
  79. ↑ a b Keith Fender: Class 407 - the fourth generation ICE . In: Modern Railways . Vol. 67, No. 747, 2010, ISSN  0026-8356 , p. 72 f.
  80. ^ Announcement New ICE unveiled . In: Modern Railways . Vol. 67, No. 741, 2010, ISSN  0026-8356 , p. 88 f.
  81. ↑ ICE trip through the Eurotunnel is coming biztravel, March 22, 2011
  82. ^ Bahn evacuates an ICE under the English Channel Die Zeit online, October 17, 2010
  83. ^ Deutsche Bahn AG (ed.): Deutsche Bahn applies for general approval of ICE trains for channel tunnels . Press release from July 12, 2011. ( online )
  84. ↑ Deutsche Bahn seeks approval to run ICE trains through the Channel Tunnel Globalrailnews, July 12, 2011
  85. ↑ a b Kerstin Schwenn: The train is behind schedule . Frankfurter Allgemeine Zeitung (online edition), December 8, 2011.
  86. ↑ Passenger traffic: Deutsche Bahn is allowed through the Channel Tunnel with ICE 3. In: eurailpress.de. June 13, 2013, accessed August 16, 2014 .
  87. ↑ Deutsche Bahn AG (Ed.): Annual Report 2012 (=  Annual Report . Volume 2012 ). 2012, ZDB -ID 2117244-4 , p. 110 ( online [PDF; accessed March 25, 2017]). Annual Report 2012 ( Memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.rail.dbschenker.de
  88. ↑ Gernot Zielonka: Deutsche Bahn gives up London plans for the time being. (No longer available online.) In: dmm Mobility Manager. zi communications inc., February 20, 2014, archived from the original on November 6, 2014 ; accessed on August 16, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / dmm.travel
  89. ^ Keith Fender: DB "Still interested" in London - Frankfurt services. In: railjournal.com. Retrieved March 10, 2017 (English).
  90. ^ DB confirms London services not likely for many years, if ever . In: Today's railways Europe . No. 272 , 2018, ISSN  1354-2753 , p. 9 .
  91. ↑ Modern access technology for the maintenance of the DB ( Memento of the original from August 19, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. DeinBahn.online, Bahn Fachverlag. Without a date. @1@ 2Template: Webachiv / IABot / www.deine-bahn.de
  92. ↑ New ICE plant planned in Frankfurt-Griesheim . In: DB Welt , issue 12/2009, p. 15.
  93. ↑ Expansion of the Frankfurt-Griesheim ICE plant. (No longer available online.) Eurailpress, July 12, 2010, formerly in the original ; Retrieved July 31, 2010 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.eurailpress.de  
  94. ↑ Access technology: Maintenance of the ICE 3 with modular work platforms. In: GIT security. Wiley-VCH Verlag, April 23, 2014, accessed on August 16, 2014 .
  95. ↑ First general inspections for the 407 series ICE . In: Eisenbahn-Revue International . No. 5 , May 2019, ISSN  1421-2811 , p. 268 .
  96. ↑ Buga-ICE with many lost days . In: Eisenbahn-Revue International . No. 8-9 , August 2019, ISSN  1421-2811 , p. 402 .
  97. ^ Arno Luik : Damage in the overhead line . 2nd Edition. Westend-Verlag , Frank am Main 2019, ISBN 978-3-86489-267-7 , pp. 142 .
  98. ↑ Series 407 (Velaro D) . In: Locomotive Report . No. 7 , July 2020, ISSN  0344-7146 , p. 17 .
  99. ↑ Restrictions on use after the ICE 3 fire near Dierdorf . In: Eisenbahn-Revue International . No. 2 , 2019, ISSN  1421-2811 , p. 69 .
  100. ^ Germany-Frankfurt am Main: Rail vehicles. Document 2019 / S 186-453090. In: Supplement to the Electronic Official Journal of the European Union . September 26, 2019, accessed on September 27, 2019 (German).
  101. ↑ Corporate circles - Bahn buys 30 ICE trains from Siemens . In: Reuters . July 13, 2020 ( reuters.com [accessed July 13, 2020]).
  102. ↑ 30 + 60 ICE 3neo ordered for 320 km / h . In: Rail Business . No. 30 , July 20, 2020, ISSN  1867-2728 , ZDB -ID 2559332-8 , p. 21 .
  103. ↑ a b Uwe Ebbinghaus: In the new ICE . In: Frankfurter Allgemeine Zeitung . No. 126 , June 2, 2014, ISSN  0174-4909 , p. 9 (similar version online ).
  104. ↑ Velaro D high-speed train (BR 407). (PDF) Siemens, accessed April 16, 2015 .
  105. ↑ a b The wait is over . In: mobile . No. 2 , February 2014, ISSN  0949-586X , ZDB -ID 1221702-5 , p. 24 .
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  107. ↑ a b c d BR 407 - the Velaro D for Germany (part 2) . In: ahead , Volume 62 (2010) Issue 7 (July / August), pp. 24–26, ISSN  1438-0099 .
  108. ↑ Technical differences between the ICE trains BR 403/406, 407 and 412 (part 1) . In: Union of German Locomotive Drivers (Ed.): Advance . No. 4 , April 2019, ISSN  1438-0099 , p. 24-26 .
  109. ^ Frank Feuchter, Frank Panier: Fast trains for Europe . Presentation slides, Dresden May 8, 2009, p. 36.
  110. ↑ “Are ICE trains moving to London because of forgetfulness?” ( Memento of the original from November 4, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . dmm.travel , notification from January 17, 2012. @1@ 2Template: Webachiv / IABot / dmm.travel
  111. ↑ Brochure Technology ICE 3, published by the GDL ( Memento of the original from March 16, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.gdl.de
  112. ↑ Velaro from Siemens for Turkey (TCDD)
  113. ↑ New ICE 407 on a test drive at 357 km / h ( Memento of the original from July 16, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / dmm.travel
  114. ^ A large station for the Dillinger ICE
  115. ↑ Archive link ( Memento of the original dated June 8, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / dmm.travel
  116. ↑ Early Christmas present for DB ( Memento of the original from January 21, 2017 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . News from DMM Travel , December 22, 2013. @1@ 2Template: Webachiv / IABot / dmm.travel
  117. ↑ Presentation of "Germany's fastest climate protector"
Siemens Velaro

Velaro E (AVE S-103) • Velaro CN (CRH3) • Velaro RUS (Sapsan) • Velaro D (BR 407) • Velaro e320 (Eurostar 320) • Velaro TR (HT80000)