ICE 1 4592701 223272774 2008-07-03T10:23:22Z 74.39.144.70 /* ICE Train North America Tour */ {{Proofreader needed|ICE 1|de}} {{Infobox Train |name=ICE&nbsp;1 |image=ICE 1 Hannover-Berlin Gardelegen.jpg |imagesize=300px |caption= |Manufacturer=various| |Operator=[[DB Fernverkehr]] |Depots=[[Hamburg]]-Eidelstedt |yearconstruction=1989 to 1993 |Built=60 |Refurbishment=2005 to 2008 |Designation=Tz 01 to 20<br />Tz 51 to 90 |Formation=2 power cars, <br />12 intermediate cars (up to 14 possible) |MaxSpeed= 280 km/h |Weight= 849 t (12 car trainset) |Gauge=1435 mm |Voltage=15 kV 16.7 Hz AC |Power=9,600 kW |Capacity=743 seats (12 car trainset) |SafetySystem=[[Dead-man's vigilance device|Sifa]], [[PZB90]], [[LZB]] (all trainsets)<br />[[Integra-Signum]] and [[ETCS]] (trainsets for service in Switzerland) }} The '''ICE&nbsp;1''' is the first series of German [[high-speed train]]s and one of five in the [[InterCityExpress]] family. Revenue service at speeds up to 280&nbsp;km/h started in 1991, although to top speed has been lowered to 250&nbsp;km/h for reasons of energy consumption. Trainsets consist of two [[power car]]s ('''Class 401''') and up to 14 intermediate cars ('''Classes 801 to 804'''). Occasionally, power cars and intermediate cars of the [[DBAG Class 402|ICE&nbsp;2]] are used as well (Classes 402, 805 to 808). Unlike later ICE generations, trainsets always operate as a whole train, units cannot be coupled in regular service. One of the 60 trainsets was destroyed in the [[Eschede train disaster]]. The others received a refurbishment in the years 2005 to 2008. Refurbished trainsets will remain in service for ten to fifteen additional years. == Formation == ICE&nbsp;1 trains consist of two powerheads and 9 to 14 intermediate cars. Because trainsets remain coupled for several years, they are [[multiple unit]]s from an operational point of view. During the current refurbishment, scheduled to be completed in 2008, trainsets are being standardized to 12 intermediate cars. Until the refurbishment is complete, there are three different configurations of ICE&nbsp;1 trainsets: * Refurbished trainsets consist of two power cars and 12 intermediate cars. These include four cars first class, including the service car with the conductors' compartment (numbered 9, 11, 12, 14), one [[restaurant car]] (8) and seven cars second class (1 to 7)<ref name="ej-1991-1-28"/>. Smoking is prohibited in all cars, cars 1, 3, 9, 11 and 14 are equipped with [[cellular repeater]]s. * Non-refurbished trainsets for domestic service consist of three cars first class (11, 12 and 14), seven cars second class (1 to 7), a service car (9) and a restaurant car (10). Car number 7 may be one of three types: An original second-class-car of the ICE&nbsp;, a second-class-car from the ICE&nbsp;2 or a first-class-car from the ICE&nbsp;1, marked a second class. The first class car number 13 was removed; this was one of two first class cars for smokers, but without the additional equipment of car 14 (video, telephone)<ref name="zug-1995-6-3">{{de icon}} {{cite journal|title=Dialog|journal=ZUG|issue=Nr.&nbsp;5|date=1995|pages=p.&nbsp;3}}</ref> * Non-refurbished trainsets for service into [[Switzerland]] consist of four cars first class (11 to 14) and six cars second class (1 to 6) plus service- and restaurant cars (9 and 10) Because the trainset running a specific train is only known for a short time in advance, it is not possible to reserve seats in cars 7 and 13 as it cannot be guaranteed that these are present in the train. A train consisting of 14 cars has a length of 410,70&nbsp;meters. Prior to the refurbishment this train would have had 192 seats in first class, 567 seats in second class and 40 seats in the restaurant car plus four in the conference compartment. There are two storing positions for [[wheelchair]]s.<ref name="ej-1991-1-28"/> Most cars of the ICE&nbsp;1 offer both compartments and rows of seats, just like the seating in German [[InterCity]] cars.<ref name="ej-1991-1-28" /> Cars at the ends of the trainsets were smoking areas. There are "silence" cars as well as cars that were later equipped with cell phone repaeters.<ref name="bundesbahn-1988-8-747" /> Some seats were designed to turn them facing the direction of travel, but this was never used in revenue service.<ref name="ej-1991-1-28" /> === Power Cars (Class 401) === {{Infobox Locomotive| name=DB Class 401 (ICE 1 Power Car)| powertype=electric| image=ICE 1 Nürnberg.jpg| caption=ICE 1 power car at Nuremberg| builder=[[Krauss-Maffei]] (body)<br />[[Krupp]], [[Henschel & Son|Henschel]]<br />[[AEG]], [[Asea Brown Boveri|ABB]], [[Siemens AG|Siemens]] (electrics)| builddate=1989—1993| totalproduction=120| roadnumber=401&nbsp;001 to 401&nbsp;020<br />401&nbsp;051 to 401&nbsp;090<br />401&nbsp;501 to 401&nbsp;520<br />401&nbsp;551 to 401&nbsp;590| uicclass=Bo'Bo'| length=20.56 m| weight=77.5 t| electricsystem=15 kV 16.7 Hz AC| topspeed=280 km/h| poweroutput=4,800 kW| tractiveeffort=200 kN| }} The class 401 [[power car]] includes the cab and the engine compartment. Besides the driver's seat and controls, the cab features a second seat and several controls behind the seats. The engine compartment has a central corridor with door at both ends as well as a door on each side of the power car. Both [[bogie]]s are powered by two forced-air cooled [[traction motor]]s each. Each motor has a continuous [[power rating]] of 1,250&nbsp;kW,<ref name="ej-1991-1-28"/> the [[International Union of Railways|UIC]] power rating of the vehicle is 4,800&nbsp;kW, the largest [[tractive effort|starting tractive effort]] 200&nbsp;kN. The drive system uses [[Variable-frequency drive|asynchronous three-phase AC motors]] pioneered in the Henschel-BBC DE&nbsp;2500 locomotives as well as the [[InterCityExperimental]]. These motors are fitted between bogies and frame using pneumatics that are electronicly adjusted depending on the current speed („Umschaltbare Antriebsmasse UmAn“ ''switchable drive mass'')<ref name="ej-1991-1-28"/>. The power cars are directly derived from the [[DB Class 120|Class 120 locomotives]]. At the time they entered into service, the power cars' were considered exceptionally advanced technology. Each power car had ten computer systems. Displays on both sides of the driver's console allowed controlling operating conditions and entering failiure messages, that were automatically reported to the maintenance facility via radio.<ref name="ej-1991-1-28"/> While the InterCityExperimental's power cars ware higher then the intermediate cars, both heights could be adjusted for the ICE&nbsp;1 series. A significant change to the predecessor is the pressure-sealed cab.<ref name="ej-1991-1-28"/> Power cars 001 to 020 and 501 to 520 had conventional [[power converter]]s. All other power cars (051 to 090 and 551 to 591) have power converters that use [[Gate turn-off thyristor|GTO thyristors]] which are responsible for the distinctive "melody" when the power car is brought up to speed.<ref name="ek-bild-2006-6">{{de icon}} {{cite book|first=Georg|last=Wagner|title=InterCityExpress − Die Starzüge im Fernverkehr der DB|publisher=EK-Verlag|location=Freiburg|year=2006|isbn=3-88255-361-8|pages= p.&nbsp;6–9}}</ref> Power cars with conventional power converters weigh about 80.4&nbsp;t, those with GTO power converters two and a half tons less.<ref name="ej-1991-1-28"/>. In October 2007, Deutsche Bahn tendered refitting two power cars with [[Insulated Gate Bipolar Transistor|IGBT]] power converters instead of the GTOs. After field testing, up to 36 additional power cars could be converted.<ref name="eurailpress-2007-10-08">{{de icon}} {{cite web|title=Neue Stromrichter für ICE 1|url=http://www.eurailpress.com/news/news.php3?id=18638|publisher=Eurailpress|accessdate=2007-10-08}}</ref> The power converters are rated to 7.6&nbsp;MW. The [[transformer]]s output 5.2&nbsp;MW: 4.5&nbsp;MW for traction and 700&nbsp;kW for heating, air-conditioning and auxiliary circuits.<ref name="ej-1991-1-28"/> On the front, power cars have a [[Coupling_(railway)#Scharfenberg_coupler|Scharfenberg coupler]] underneath a cover. Unlike all other ICE trains, the coupler is for towing only and is not used in regular service.<ref name="ej-1991-1-28"/> The ICE&nbsp;2 power cars (Class 402) are compatible to the inermediate cars of the ICE&nbsp;1 and are used with ICE&nbsp;1 trains when necessary. Two ICE&nbsp;2 power cars were ordered specifically for powering ICE&nbsp;1 trains (402&nbsp;045 and 402&nbsp;046). Power cars for service into Switzerland are equipped with a second [[Pantograph (rail)|pantograph]] matching Swiss specifications and the Swiss [[Integra-Signum]] safety system as well as [[ETCS]]. The other power cars are prepared for fitting a second pantograph.<ref name="ej-1991-1-28"/> Usually the power car 401&nbsp;0xx is coupled to the first class cars, while the power car 401&nbsp;5xx is coupled to the second class end of the train.<ref name="voraus-2006-04">{{de icon}} {{cite journal|last=no author given|title=Modernisierung des ICE 1 (Teil 2)|journal=VORAUS (Zeitschrift der [[Gewerkschaft Deutscher Lokomotivführer]]|issue=April 2006|issn=1438-0099|pages=p.&nbsp;25–27}}</ref> <gallery> Image:DB 401 Frankfurt.jpg|ICE Power Car ''401&nbsp;072-4'' in [[Frankfurt am Main]] Image:Führerstand ICE 1.jpg|Cab of a Class&nbsp;401 Power Car Image:Drehgestell 401 Triebkopf.jpg|Closeup of a bogie Image:Luftpresser ICE1.jpg|[[Air compressor]] inside the engine compartment Image:ICE 1 Hannover-Berlin Wustermark.jpg|Power car and intermediate cars with distinctive „bend“, 1,8&nbsp;m above the rails Image:ICE 1 Havelkanalbrücke.jpg|Aerodynamic front. In the lower part the coupler cover can be seen Image:Stromabnehmer ICE 1.jpg|ICE&nbsp;1 Pantograph </gallery> === First Class Intermediate Car (Class 801) === {{Infobox Train | background = | name = First Class Intermediate Car | image = | imagesize = | caption = | interiorimage = | interiorcaption = | Manufacturer = [[Linke-Hofmann-Busch|LHB]], [[DUEWAG]], [[Waggon-Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]] | Factory = | Family = | Built = | Refurbishment = | Replaced = | Formation = | Designation = | Operator = | Depots = | LinesServed = | yearconstruction = | yearservice = | yearscrapped = | numberconstruction = | numberbuilt = | numberservice = | numberscrapped = | CarBody = [[aluminium]]-[[silicon]] [[alloy]] | CarLength = 26.4&nbsp;m<ref name="ej-1991-1-28"/> | CarWidth = 3.02&nbsp;m<ref name="ej-1991-1-28"/> | CarHeight = 3.84&nbsp;m<ref name="ej-1991-1-28"/> | floorheight = 1.21&nbsp;m<ref name="ej-1991-1-28"/> | platformheight = | entrylevelorstep = | art-sections = | doors = | MaxSpeed = | Weight = 52.8&nbsp;t (pre-refurbishment, incl. 800&nbsp;l water) | Capacity = 53 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu">{{de icon}} {{cite web|url=http://www.ice-fanpage.de/ice_service/sitzplaene_ice1neu_frame.htm|title=Seat map|publisher=ice-fanpage.de|accessdate=2008-05-02}}</ref><br />48 (pre-refurbishment)<ref name="ice-fanpage-sitzplan-alt">{{de icon}} {{cite web|url=http://www.ice-fanpage.de/ice_service/sitzplaene_ice1.htm|title=Seat map|publisher=ice-fanpage.de|accessdate=2008-05-02}}</ref> | Auxiliaries = | Power-supply = | Gauge = | Brakes = }} When delivered, these cars were divided into two main areas. One area had rows of seats in a 2+1 arrangement further divided by a coatrack in the middle of the area. Seats were spaces 1.114&nbsp;m apart, the aisle was .636&nbsp;m wide.<ref name="ej-1991-1-28"/><ref name="bundesbahn-1990-10" /> The other area comprised three compartments with five seats each. Between the compartments and the doors were the toilet, three display cabinets, lockers and several trash cans. The first order of ICE&nbsp;1 trains (41 trainsets) included 105 cars of this type.<ref name="ej-1991-1-28" /> === First Class Intermediate Car with Special Equipment (Class 801.8) === These cars are equal to the class 801 car, except for a [[C-Netz]] telephone, that was placed between the toilet and the first compartment.<ref name="ej-1991-1-28" /> The first order of ICE&nbsp;1 trains included 41 cars of this type.<ref name="ej-1991-1-28" /> <br clear="both" /> === Second Class Intermediate Car (Class 802) === {{Infobox Train | background = | name = Second Class Intermediate Car | image = | imagesize = | caption = | interiorimage = | interiorcaption = | Manufacturer = [[Linke-Hofmann-Busch|LHB]], [[DUEWAG]], [[Waggon-Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]] | Factory = | Family = | Built = | Refurbishment = | Replaced = | Formation = | Designation = | Operator = | Depots = | LinesServed = | yearconstruction = | yearservice = | yearscrapped = | numberconstruction = | numberbuilt = | numberservice = | numberscrapped = | CarBody = [[aluminium]]-[[silicon]] [[alloy]] | CarLength = 26.4&nbsp;m<ref name="ej-1991-1-28"/> | CarWidth = 3.02&nbsp;m<ref name="ej-1991-1-28"/> | CarHeight = 3.84&nbsp;m<ref name="ej-1991-1-28"/> | floorheight = 1.21&nbsp;m<ref name="ej-1991-1-28"/> | platformheight = | entrylevelorstep = | art-sections = | doors = | MaxSpeed = | Weight = 53,6&nbsp;t,<br />incl. 1&nbsp;t of water and supplies (before refurbishment)<ref name="ej-1991-1-28"/> | Capacity = 71 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu" /><br />66 (pre-refurbishment)<ref name="ice-fanpage-sitzplan-alt" /> | Auxiliaries = | Power-supply = | Gauge = | Brakes = }} These cars are divided into two main areas as well. One part is comprised of two toilets and four passenger compartments with six seats each. The other part is fitted with rows of seats in a 2+2 arrangement, divided in two halves by a coatrack. Prior to the refurbishment, this area had six tables with seats arranged on both sides. This has been reduced to four in favor of additional seats. Seats were spaces 1.02&nbsp;m apart before the refurbishment, and the backrests could be reclined up tp 40 degrees. Each car was designed in one of three different sets of colors for carpets and seat covers.<ref name="bundesbahn-1990-10" /><ref name="ej-1991-1-28" /><ref name="bundesbahn-1988-8-747" /> Some units, running as car number 1 (smokers' car second class), had one compartment refitted for storing luggage containers for the [[AIRail Service]]. This was used for airline passengers travelling between [[Stuttgart]] and [[Frankfurt (Main) Flughafen Fernbahnhof|Frankfurt Airport]]. These special compartments were remuved during the refurbishment. The first order of ICE&nbsp;1 trains (41 trainsets) included 246 cars of this type.<ref name="ej-1991-1-28" /> <gallery> Image:Großraum 2 Klasse ICE 1 alt.jpg|Pre-refurbishment: Two coatracks divide the part with tables from the rows of seats. The aisle in the to the right leads to four compartments Image:ICE1 Abteil alt.jpg|Pre-refurbishment: Compartment with six seats Image:WC 2 Klasse ICE 1 alt.jpg|Pre-Refurbishment: Toilet </gallery> === Second Class Car with Special Configuration (Class 802.9) === The order for the ICE&nbsp;2 trainsets in October 1993 included additional cars to be coupled into ICE&nbsp;1 trainsets. 24 second class cars (class 806.9) and one first class car (class 805.9) were collectively designated ''class 802.9'' and coupled into ICE&nbsp;1 trainsets as car number 7, after two years of passenger service had shown that second class capacity was too low.<ref name="eikhoff-22">{{de icon}} {{cite book|author=Dieter Eikhoff|title=Alles über den ICE|publisher=transpress-Verlag|location=Stuttgart|year=2006|isbn=978-3-613-71277-5|pages=p.&nbsp;22&nbsp;f.}}</ref> === Service Car (Class 803) === {{Infobox Train | background = | name = Service Car | image = | imagesize = | caption = | interiorimage = | interiorcaption = | Manufacturer = [[Linke-Hofmann-Busch|LHB]], [[DUEWAG]], [[Waggon-Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]] | Factory = | Family = | Built = | Refurbishment = | Replaced = | Formation = | Designation = | Operator = | Depots = | LinesServed = | yearconstruction = | yearservice = | yearscrapped = | numberconstruction = | numberbuilt = | numberservice = | numberscrapped = | CarBody = [[aluminium]]-[[silicon]] [[alloy]] | CarLength = 26.4&nbsp;m<ref name="ej-1991-1-28"/> | CarWidth = 3.02&nbsp;m<ref name="ej-1991-1-28"/> | CarHeight = 3.84&nbsp;m<ref name="ej-1991-1-28"/> | floorheight = 1.21&nbsp;m<ref name="ej-1991-1-28"/> | platformheight = | entrylevelorstep = | art-sections = | doors = | MaxSpeed = | Weight = | Capacity = 35 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu" /><br />45 (pre-refurbishment)<ref name="ej-1991-1-28"/> | Auxiliaries = | Power-supply = | Gauge = | Brakes = }} Prior to the refurbishment, the ''class 803'' service car had 39 seats second class, two wheelchair positions and a conference compartment with four seat. Additionally, there is the conductors' compartment, one compartment for employees of the restaurant car and a [[accessible toilets|wheelchair-accessible toilet]] including a [[changing table]]. The door are 10 centimeters wider than in other cars to improve accessibility for wheelchars.<ref name="bundesbahn-1990-10" /> There is an additional toilet reserved for employees of the restaurant car to ensure [[food safety]].<ref name="voraus-2006-04" /> The second class seats were arranged just like in the usual second class intermediate cars. Originally, these cars also held the train's second [[phone booth]].<ref name="ej-1991-1-28"/> At the time of commissioning, the conference compartment was equipped with a large table, four freely movable chairs, an electronic [[typewriter]], a [[fax machine]] a telephone and power sockets.<ref name="zug-1995-1-57">{{de icon}} {{cite journal|title=Bord-Service im ICE|journal=ZUG|issue=1|year=1995|pages=p.&nbsp;57}}</ref> It could be used, if at least three seats were reserved. Originally, first-class tickets were necessary. When there were no reservations in the conference compartment, it could be user at the head conductor's discretion. In the year 1992, demand was high: The conference compartments were booked 8197 times. A year later, that number dropped to 4400.<ref name="wiwo-1994-14-80">{{de icon}} {{cite journal|first=Peter|last=Kanzler|title=Bahnreisen. Unschöne Szenen|journal=[[Wirtschaftswoche]]|issue=14|year=1994|issn=0042-8582|pages= p.&nbsp;80}}</ref> Bis zur Umrüstung der Triebzüge waren die einzigen für Reisende nutzbaren Steckdosen im Konferenzabteil zu finden. The train's information displays are controlled from the conductor's compartment. It is also the place where announcements are usually made. The first order of ICE&nbsp;1 trains (41 trainsets) included 41 cars of this type.<ref name="ej-1991-1-28" /> <gallery> Image:ICE1 Inneneinrichtung alt.jpg|Interior pre-refurbishment. Two storing positions for wheelchairs on the left, in front of the wall. </gallery> === Restaurant Car (Class 804) === {{Infobox Train | background = | name = Restaurant Car | image = Bordrestaurant.jpg | imagesize = 300px | caption = | interiorimage = | interiorcaption = | Manufacturer = [[Linke-Hofmann-Busch|LHB]], [[DUEWAG]], [[Waggon-Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]] | Factory = | Family = | Built = | Refurbishment = | Replaced = | Formation = | Designation = | Operator = | Depots = | LinesServed = | yearconstruction = | yearservice = | yearscrapped = | numberconstruction = | numberbuilt = | numberservice = 59 | numberscrapped = | CarBody = [[aluminium]]-[[silicon]] [[alloy]] | CarLength = 26.4&nbsp;m<ref name="ej-1991-1-28"/> | CarWidth = 3.02&nbsp;m<ref name="ej-1991-1-28"/> | CarHeight = 4.295&nbsp;m<ref name="ej-1991-1-28"/> | floorheight = 1.21&nbsp;m<ref name="ej-1991-1-28"/> | platformheight = | entrylevelorstep = | art-sections = | doors = | MaxSpeed = | Weight = | Capacity = 24 (Restaurant area)<br />16 + 10 standees (Bistro area)<ref name="ice-fanpage-sitzplan-alt"/> | Auxiliaries = | Power-supply = | Gauge = | Brakes = }} The restaurant car (class 804, also referred to as ''Bordrestaurant'', former spelling ''BordRestaurant'') has a total to 40 seats. On the side facing the first class cars is a dining area, where guests are served at eight tables with 24 seats in a 2+1 arrangement. The central part of the car is comprised of the [[galley (kitchen)|galley]] that is connected to a counter facing the ''BordBistro'' area (formerly referred to as ''Bord-Treff'' "on-board meeting point"). This self-service area is designed to 16 sitting and 10 standing guests.<ref name="ej-1991-1-28"/> The restaurant car can be easily recognized by its roof which is raises 45&nbsp;cm above the rest of the train. The raised roof was necessary to fit all the kitchen equipment. Unlike all other intermediate cars, the restaurant car has no doors for passengers. There is a door in the kitchen area that can only be opened from inside.<ref name="ej-1991-1-28"/> In the refurbishment program, the galley was redesigned. It now includes a [[microwave oven]], storage space for containers and a new multi-purpose [[coffeemaker]].<ref name="voraus-2006-04"/> There is one restaurant car in every ICE&nbsp;1 trainset. Originally, it was planned to serve meals at the tables of the neighoring first-class-car as well, if all seats in the restaurant car were taken.<ref name="ej-1991-1-28"/> == History == The trains are based on the experimental vehicle [[InterCityExperimental]] that was completed in 1985. Project planning of the series had already started the year before. [[Specification]] and a project schedule were completed in 1985, but because of the lack of practical experience it was considered provisional. After many details were changed, [[Deutsche Bundesbahn]] published tender documents on 2 January 1986.<ref name="eikhoff-18">{{de icon}} {{cite book|author=Dieter Eikhoff|title=Alles über den ICE|publisher=transpress-Verlag|location=Stuttgart|year=2006|isbn=978-3-613-71277-5|pages=p.&nbsp;18&nbsp;f.}}</ref> === Procurement === A first series of 41 trainsets was eventually orders after lengthy discussion between the Bundesbahn and the [[Federal Ministry of Transport, Building and Urban Affairs (Germany)|Federal Ministry of Transport]]. The development of the power cars was tendered in March of 1986, development of the intermediate cars in June. By the end of the year, all contracts were awarded.<ref name="eks-21-58">{{de icon}} {{cite journal|author=Matthias Maier|coauthors=Rüdiger Block|title=ICE. InterCity Experimental. InterCity Express|journal=Eisenbahn-Kurier|issue=Special: Hochgeschwindigkeitsverkehr (Nr.&nbsp;21)|year=1991|pages=p.&nbsp;58–67}}</ref> At the delivery ceremony of the first [[DB Class 120|Class 120 locomotive]] on 13 January 1987, [[Werner Dollinger]], the federal minister for transport, said: "I hereby empower the board of the Deutsche Bundesbahn to order the first ten units of the series version of the ICE from the industry at once. Financing is assured." („''Hiermit ermächtigte ich den Vorstand der Deutschen Bundesbahn, sofort zehn Exemplare der Serienausführung des ICE bei der Industrie in Auftrag zu geben. Die Finanzierung ist gesichert.''“) Prior to that statement there had been speculation that the federal government would not provide funding for the trains that were necessary to effectively use the high-speed lines that were designed for speeds of 250 km/h. Whene the high-speed lines were to be opened in 1991, plans called for 40 to 50 ICE trainsets ready for service.<ref name="etr-1987-1-3">{{de icon}} {{cite journal|title=Hochgeschwindigkeitszug der Bundesbahn geht in Serie|journal=Eisenbahntechnische Rundschau|issue=36, Nr.&nbsp;1/2|year=1987pages=p.&nbsp;3}}</ref> The power output of the power cars was designed for trains with 14 intermediate cars at a speed of 250 km/h, while bogies and brakes were designed to 280 km/h.<ref name="eikhoff-18"/> Using a [[letter of intent]], Bundesbahn ordered 82 power cars in September of 1987 and 482 intermediate car in July of 1988<ref name="1989-3-261" /> (different source: 492 intermediate cars<ref name="ej-1991-1-28" />). The Federal Ministry of Transport approved of the order in July of 1988.<ref name="bundesbahn-1989-1-64">{{de icon}} {{cite journal|title=Jahresrückblick 1988|journal=Die Bundesbahn|issue=1/1989|pages=p.&nbsp;64}}</ref> The contracts were officially awarded to the [[consortium]]s in 20 January (power cars) and 20 February 1989 (intermediate cars). Delivery of the first power car was planned for August 1989, the first intermediate car was to be deliveres in April 1990<ref name="1989-3-261" /> testing of the trains was to start in spring of 1990.<ref name="bundesbahn-1988-8-747" /> The purchase price of the first 41 trainsets ordered was about 1.8 billion [[Deutsche Mark|DM]]<ref name="bundesbahn-1990-9" />, about 1.2 billion DM of which for the electric equipment.<ref name="bundesbahn-1989-11-1003" /> The Bundesbahn claims to have reduced the price by about 300 million DM during purche negotiations.<ref name="bundesbahn-1988-8-747">{{de icon}} {{cite journal|title=Bundesbahn bestellte 41 ICE-Züge|journal=Die Bundesbahn|year=1988|issue=Nr.&nbsp;8|pages=p.&nbsp;747}}</ref> One [[power car]] cost 8.7 millions, a [[restaurant car]] four million, a service car three million and a regular intermediate car 2.7 million DM.<ref name="bundesbahn-1990-10" /> In July 1990, Bundesbahn ordered 19 additional trainsets of two power cars and twelve intermediates cars (including one service car) for another billion DM<ref name="eikhoff-18"/><ref name="bundesbahn-1990-9">{{de icon}} {{cite journal|title=Bundesbahn bestellt 19 weitere ICE-Züge|journal=Die Bundesbahn|issue=9/1990|pages=p.&nbsp;913}}</ref> These 19 trainsets were homolongated for service in [[Switzerland]]. This makes services past [[Basel]] via [[Berne]] to [[Interlaken]] and to [[Zurich]] possible. Delivery of these units started in the fall of 1991.<ref name="eikhoff-18"/> A further development of the ICE&nbsp;1 into a multi-system train for international services was specified as ''ICE-M''. While this concept was later implemented in the [[Siemens Velaro|ICE&nbsp;3M]], plans for a fast freight train for pieced goods based on the ICE&nbsp;1 (called ''ICE-G'') were shelved. ==== Power Cars ==== Production of the power cars began in the fall of 1988, based just on a letter of intent. The production contract became legally binding much later.<ref name="eks-21-58"/> The first 82 power cars received fleet numbers 401&nbsp;001 to 020, 401&nbsp;051 to 071, 401&nbsp;501 to 520 and 401&nbsp;551 to 571.<ref name="ej-1991-1-28" /> When production of the power cars started in the fall of 1988, [[bogie]]s and other parts were already in production. The skeletons of the bodies were built at [[Krauss-Maffei]] at Munich. Further construction of the bodies was shared in equal parts between Krauss-Maffei, [[Krupp]] (Essen) and [[Henschel & Son|Thyssen-Henschel]] (Kassel). A [[consortium]] of [[Asea Brown Boveri|ABB]] ([[Brown, Boveri & Cie|BBC]]), [[AEG]] and [[Siemens Transportation Systems|Siemens]] supplied the electrical equipment.<ref name="ej-1991-1-28">{{de icon}} {{cite book|author=Horst J. Obermayer|chapter=Die Serienfahrzeuge des InterCityExpress|editor=Hermann Merker|title=Eisenbahn-Journal special 1/91. ICE – InterCityExpress am Start|publisher=Verlag Hermann Merker|location=Fürstenfeldbruck|year=1991|ISBN=3-922404-17-0|pages=p.&nbsp;28–51}}</ref><ref name="eikhoff-18"/> The first power car of the serial production was officially delivered to Bundesbahn on 26 September 1989 at Krauss-Maffei's factory at [[Munich]]. Numerous guests of honor were present for the ceremony, including the federal minister of transport [[Friedrich Zimmermann]], the federal minister of research [[Heinz Riesenhuber]] and Bundesbahn CEO [[Reiner Gohlke]]. Delivery of the first 41 trainsets was planned to be completed by April of 1991,<ref name="bundesbahn-1989-11-1003">{{de icon}} {{cite journal|title=Erster ICE-Triebkopf fertig|journal=Eisenbahntechnische Rundschau|issue=Nr.11|year=1989|pages=p.&nbsp;1002&nbsp;f.}}</ref>, while in early 1989 complete delivery had been planned for September of 1991.<ref name="1989-3-261">{{de icon}} {{cite journal|title=ICE-Fertigung läuft bereits auf Hochtouren|journal=Die Bundesbahn|issue=3/1989|pages=.&nbsp;261}}</ref> Commissioning of the first vehicle began shortly after delivery.<ref name="eks-21-58"/> One power car was delivered every week.<ref name="eikhoff-18"/> After some initial delays, delivery was back on schedule by spring of 1990. By the end of May 1990, 35 power cars had been delivered. In the spring of 1990, 401&nbsp;015 and 401&nbsp;515 were delived, which were the first power cars equipped with additional pantographs for service in Switzerland.<ref name="lokrundschau-1990-129-42"/><ref name="lokrundschau-1990-129-10">{{de icon}} {{cite journal|author=Uwe Hielscher|title=Elektrische Triebfahrzeuge|journal=Die Lok-Rundschau|issue=22 Jg., Heft 129, Juli/August 1990|issn=0170-379X|pages=p.&nbsp;10.}}</ref> The first presentation of the ICE outside Europe was the ''Technogerma'' exposition at [[Seoul]] from 27 February to 9 March 1991. Power car 401&nbsp;555 and one intermediate car were brought there by ship.<ref name="eikhoff-19">{{de icon}} Eikhoff (2006), p.&nbsp;19</ref> ==== Intermediate Cars ==== Development and production of the intermediate cars was lead-managed by [[Linke-Hofmann-Busch|LHB]] ([[Salzgitter]]). Main partners were [[DUEWAG|Duewag]] ([[Uerdingen|Krefeld-Uerdingen]]), [[Waggon Union]] ([[Berlin]]), MHB and [[Messerschmitt-Bölkow-Blohm|MBB Verkehrstechnik]] ([[Donauwörth]]).<ref name="ej-1991-1-28"/><ref name="eikhoff-18"/> [[MAN AG|MAN]] and several smaller companies were involved as well. Preparations for production began in mid-1988, actual production started one year later.<ref name="ej-1991-1-28"/> The bodies were a lightweight construction made from large [[extrusion|extruded profiles]] of an [[aluminium]]-[[silicon]] [[alloy]], the base plan was built as a hollow chamber profile,<ref name="ej-1991-1-28"/> The first car (of class 802) was delivered by MBB at [[Donauwörth]] on 2 July 1990. The first cars of classes 801 and 803 were delivered by Duewag at Krefeld-Uerdingen on 13 August. The first restaurant cars followed in the fall of the same year.<ref name="ej-1991-1-28"/><ref name="bundesbahn-1990-10">{{de icon}} {{cite journal|title=ICE: Roll-out der ersten Zwischenwagen in Salzgitter|journal=Die Bundesbahn|issue=10/1990|pages=p.&nbsp;1001&nbsp;f.}}</ref><ref name="eikhoff-18"/> === Commissioning === When the first ICE&nbsp; power cars were commissioned in late 1989, the intermediate cars were not yet available. Instead, they were coupled to retired [[couchette car]]s (type ''yl'') that were homolongated for 200&nbsp;km/h. These were fitted with special couplings for compatibility to the power cars. Usually, [[DB Class E 10|Class 110 locomotives]] served as ''Angstlok'' as well as for pulling the train on the return trip. For braking tests, the locos were sometimes coupled between two power cars, with match wagons on both sides. The test runs usually started at the [[Opladen]] repair workshop and used lines in the vicinity. Fast runs at up to 200&nbsp;km/h lead to [[Bielefeld]] and [[Bremen]]. Because of time pressure, some power cars ware used for tests that had not yet been accepted by Bundesbahn. For longer test runs, two "dummy trainsets" comprised of eleven couchette cars and ten InterCity car (type ''Bm&nbsp;235'') respectively were used to replace the missing intermediate cars.<ref name="lokrundschau-1990-129-42">{{de icon}} {{cite journal|author=Jürgen Prem|title=Die ersten Schritte – Neues vom ICE|journal=Die Lok-Rundschau|issue=Heft 129, Juli/August 1990|issn=0170-379X|pages=p.&nbsp;42–44}}</ref><ref name="ek-bild-2006-22">{{de icon}} Wagner (2006), p.&nbsp;22</ref> Besides the test runs, the first power cars were user for various other purposes. 401&nbsp;006 was sent to the Bundesbahn school at [[Aubing-Lochhausen-Langwied|Munich-Aubing]] for three weeks in April 1990, later the same month 401&nbsp;005 was used for fine-tuning the new depot at Hamburg-Eidelstedt to the trains. Starting 22 May, 401&nbsp;504 and 401&nbsp;008 were used to train drivers for acceptance runs at Nuremberg. At the same time, 401&nbsp;503 was sent to Nuremberg for a test disassembly. In early June 1990, 401&nbsp;010 was sent to the environmental test chamber at the Austrian Research ans Test Center [[Arsenal (Vienna)|Arsenal]].<ref name="lokrundschau-1990-129-42"/> When the first intermediate cars became available, the first complete ICE&nbsp;1 trains underwent trials between [[Fulda]] and [[Würzburg]] on the [[Hanover-Würzburg high-speed rail line]], where they reached speeds up to 310&nbsp;km/h<ref name="ej-1991-1-28"/> === Distinctive Features === [[Image:ICE1 Audiosystem.jpg|thumb|Controls for reclining the backrest (large black button) and the audio system at a seat inide a ICE&nbsp;1 prior to the refurbishment]] [[Image:FIS ICE 1 alt.jpg|thumb|Information display next to a door.]] Compared to the [[InterCity#Germany|InterCity]], the new train had several distinctive features. Besides the increased top speed (250 instead of 200&nbsp;km/h), travelling comfort was improved significantly. The ICE&nbsp;1's cars are 20&nbsp;centimeters wider than the newest IC cars at the time, the number of seats per second class car was reduced from 88 to 66 while the car length remained the same.<ref name="bundesbahn-1990-10" /> All passenger cars were [[air conditioning|air conditioned]]. The passages between the cars were wide and without doors. The seat pitch of 102 (second class) and 111&nbsp;cm (first class) was larger then on any other German train. The doors were unusually wide and featured steps that deployed automatically when the doors were opened to make entry as convenient as possible. The glass doors dividing the two major areas of the intermediate cars were opened by [[proximity sensor]]s. The ICE&nbsp;1 was the first German train, where smokers and non-smokers were separated not into different parts of each cars but to different cars altogether.<ref name="ej-1991-1-28" /> Each seat featured a standard [[TRS connector|3.5&nbsp;mm audio jack]] with controls for switching between eight channels: Three radio programs from [[public broadcasting#Germany|public broadcasters]], three programs played from [[Compact Disc]] and two audio channels for video programs. In both classes, some seats featured video monitors in the backrests for the seats. Luggage could be stored both above and below the seats, the main part of the car was divided by a coatrack.<ref name="bundesbahn-1988-8-747" /> Every seat had its own reading lamp. Information monitor in the entrance areas switched between displaying the train's route and the current speed. Because they were conceived in the 1980s, the trainsets had no power sockets available to travellers except for the conference compartment prior to the refurbishment. The few power sockets were placed with cleaning equipment in mind and were usually disabled during the journey.<ref name="voraus-2006-04" /> === Start of Operation === [[Image:ICE stamp 1991.jpg|thumb|For the start of ICE services, a [[postage stamp|stamp]] was issued in 1991. It featured a power car with [[motion blur]].]] Service trials of the first ICE&nbsp;1 trainsets started in the fall of 1990, about a year later than originally planned.<ref name="eks-21-58"/> On 28 February 1991 the ICE&nbsp;1 was officially presented to the press at [[Fulda]], on 8 March the press was invited for a run from [[Hamburg]] to [[Ulm]] and back.<ref name="ej-1991-1-28"/> For the inauguration of the ICE system on 2 June 1991, ICE&nbsp;1 trainsets operated on one ICE line from [[Hamburg]] to [[Munich]], via [[Hanover]], [[Fulda]], [[Frankfurt]], [[Stuttgart]] and [[Augsburg]] at hourly intervals. This coincided with the inauguration of the first two German high-speed rail lines [[Mannheim-Stuttgart high-speed rail line|Mannheim-Stuttgart]] and [[Hanover-Würzburg high-speed rail line|Hanover-Würzburg]]. This operation required 18 trainsets. At the time of the inauguration a total of 25 trainsets were available.<ref name="eks-21-58"/> Originally, the trainsets were coupled from 13 intermediate cars: Four first class, restaurant car, service car and seven cars second class.<ref name="ej-1991-1-28" /> In 1991 and 1992, ICE&nbsp;1 trainsets gradually took over additional services between Hamburg/[[Bremen]] and Munich line. On 31 May 1992, this IC service was officially transferred to the ICE.<ref name="ek-bild-2006-6"/> On the same day, the [[InterCityExpress#ICE-Sprinter|ICE Sprinter]] service was introduced. In 1992 and 1993, the IC service from Hamburg to [[Basel]] via Frankfurt and [[Karlsruhe]] was gradually transferred to the ICE&nbsp;1. Starting 27 September 1992, some trains continued into Switzerland to [[Zurich]] for the first time.<ref name="ek-bild-2006-6"/> Since 23 May 1993, some ICE services started in [[Berlin]] instead of Hamburg or Bremen. With three lines operating, the planned requirements of rolling stokc increased to 48 trainsets. On 28 May 1995, some services were extended to [[Interlaken]], on 24 May 1998 an ICE service to [[Vienna]] was introduced.<ref name="ek-bild-2006-6"/> === Further Development === On 12 August 1995, the Chinese head of state [[Jiang Zemin]] travelled onboard the ICE from [[Ludwigsburg]] (near Stuttgart) of [[Rolandseck railway station|Rolandseck]] (near [[Bonn]]). For this purpose, a special trainset had been coupled from two power cars and six intermediate car, one of which had been converted to a palace car. The Guest of the State was accompanied by the Federal Minister of Transport [[Matthias Wissmann]], DB chief of passenger operations Klaus Daubertshäuser and several board members of AEG and Siemens. The train reached a maximum speed of 280&nbsp;km/h. A visit to the cab that was scheduled for five minutes was extended to about 30 minutes by the Guest of the State. The companies involved hoped to sell ICE technology for the 1300&nbsp;km [[High-speed rail in China|Beijing to Shanghai connection]].<ref name="sz-1995-159-2">{{de icon}} {{cite journal|title=Teufel: China steht in hohem Ansehen|journal=[[Süddeutsche Zeitung]]|issue=Nr. 159|year=1995|issn=0174-4917|pages=p.&nbsp;2}}</ref><ref name="zug-1995-8-31">{{de icon}} {{cite journal|title=Ein Zug als Zugnummer für Chinas Nummer eins|journal=ZUG|issue=Nr. 8|year=1995|pages=p.&nbsp;31}}</ref> [[Image:ICE1 Schellenberg.jpg|thumb|ICE&nbsp;1 outside the Schellenbergtunnel on the [[Nuremberg-Munich high-speed rail line]]. Some ICE&nbsp;1 trains are allowed to travel the line at 280&nbsp;km/h.]] Starting 29 May 1995, ICE&nbsp;1 trains were allowed to travel at their top speed of 280&nbsp;km/h. This was used on ICE line 3 (Hamburg–Frankfurt–Basel) in conjunction with other measures to cut travel time by a total of 17 minutes. This significantly improved the trains' connections for Switzerland's [[synchronized timetable]].<ref name="zdzkft-3-90">{{de icon}} {{cite book|author=Wolfgang Henn, Eberhard Jänsch|chapter=Hochgeschwindigkeitsverkehr in Deutschland − eine Zwischenbilanz|editor=Wolfram O. Martinsen, Theo Rahn|title=ICE – Zug der Zukunft|publisher=Hestra-Verlag|location=Darmstadt|year=1997|pages=p.&nbsp;90–99}}</ref><ref name="sz-1995-118-12">{{de icon}} {{cite journal|title=ICE noch schneller|journal=[[Süddeutsche Zeitung]]|issue=Nr. 118|year=1995|issn=0174-4917|pages=p.&nbsp;12}}</ref><ref name="zug-1995-5-16">{{de icon}} {{cite journal|title=Fahrplanwechsel am 28. Mai: Schneller auf neuen Strecken|journal=ZUG|year=1995|issue=Nr.&nbsp;5|pages=p.&nbsp;16}}</ref> In 1998, the top speed was again lowered to 250&nbsp;km/h. Since mid-2006, single ICE&nbsp;1 services on the [[Nuremberg-Munich high-speed rail line]] travel at 280&nbsp;km/h. In 2008, the ICE&nbsp;1 service ICE&nbsp;783 uses its top speed on the Hanover–Würzburg line. Since 1 September 2007, smoking is prohibited in all of [[Deutsche Bahn]]'s trains. Smoking areas had gradually been reduced to both cars at the very ends of the ICE&nbsp;1 trainsets (cars 1 and 14). Until 30 September 2006, smoking was allowed in the Bistro area of the restaurant car. The restaurant area had always been smoke-free. Starting in late 2005, smoking in the first class cars of refurbished trains had already been limited to the three compartments of car 14. === Refurbishment === [[Image:Redesign AW Nürnberg.jpg|thumb|Prototype for the refurbishment of ICE&nbsp;1 intermediate cars at the Nuremberg facility (2005)]] By mid-2005, each ICE&nbsp;1 trainset had travelled 6.5 to 7.9 million kilometers<ref name="voraus-2006-03">{{de icon}} {{cite journal|title=Modernisierung des ICE&nbsp;1 (Teil&nbsp;1)|journal=VORAUS (Zeitschrift der [[Gewerkschaft Deutscher Lokomotivführer]]|issue=Ausgabe März 2006|issn=1438-0099|pages=p.&nbsp;24}}</ref> and had been in revenue service for up to 14 years. In the summer of 2005 a refurbishment program was started, referred to by Deutsche Bahn as "Redesign". It is planned to toughen up all trainsets for anouther 10 to 15 years of service at the Nuremberg main railway workshopuntil December 2008. For the refurbishment, trainsets are taken out of service for five weeks (25 work days). Refurbishing a single ICE&nbsp;1 trainsets costs about three million Euro, a fraction of the cost of buying new trains. The entire program costs about 180 million Euro. About 80 percent of the materials are re-used, including 16,000 tons to steel and 1,200 tons of copper from the power cars' [[traction motor]]s. Compared to buying new trains, the program saves about 1.3 billion Euro. about 35,000 tons of carbon dioxide emissions are avoided as well as about 500,000 tons of industrial waste.<ref name="mobil-2007-7-54">{{de icon}} {{cite journal|title=„16000 Tonnen Stahl eingespart“|journal=mobil|issue=Nr.&nbsp;7|year=2007|pages=p.&nbsp;54}}</ref> After several weeks of testing, the first refurbished ICE&nbsp;1 (trainset 11 "Nürnberg") went back into service on5 August 2005. By March 2006, eleven trainsets had been refurbished,<ref name="voraus-2006-03" /> by Februray 2007 half the fleet (30 trainsets),<ref>{{cite press release|publisher=Deutsche Bahn AG|title=Halbzeit bei Modernisierung der ICE-1-Flotte|date=2007-02-09|language=German}}</ref> by June 2007 37 of the 59 trainsets.<ref>{{cite press release|publisher=Deutsche Bahn AG|title=Zwei Jahre ICE 1-Redesign im Bahnwerk Nürnberg|date=2007-06-14|language=German}}</ref> In 2005, nine trainsets were refurbished, in 2006 and 2007 20 each. Until the end of 2007, two trains underwent refurbishment at the same time. The remaining trainsets are refurbished one-by-one. The refurbishment program uses the full capacity of the Nuremberg workshop with 320 jobs.<ref name="etr-2004-251">{{de icon}} {{cite journal|title=ICE <!--sic!-->1-Redesign im Instandhaltungswerk Nürnberg|journal=Eisenbahntechnische Rundschau 53|issue=Nr.&nbsp;5|year=2004|pages=p.&nbsp;251}}.</ref> In each of the 708 intermediate cars, about 3500 parts are removed, processed or replaced and reinstalled. This included 42,000 seats, 40,000 square meters of carpets, 5000 tables, 42,000 reservation displays and 11,000 window shades. The interior design is adapted to the newer ICE generations. Interior changes include: * new colors, brighter lights * panelling from [[teak]] wood, similar to the second-generation ICE&nbsp;3 interior<ref name="voraus-2006-04" /> * reduction to the seat pitch in second class to 920&nbsp;mm. This allows the installation of 60 additional seats per trainset. Because the window arrangement was not changed, this results in some "wall window seats": Window seats without windows next to them. * power sockets on the seats and luggage racks in the center of the car. For supplying the power sockets, four additional power circuits were installed in each car.<ref name="voraus-2006-04" /> [[Image:Reservierungsschilder ICE 1 alt.jpg|thumb|After the refurbishment, seat reservations are shown on small displays insted of pieces of paper.]] * passenger information displays were modernized and now include displays indicating reserverd seats. * new design of the restaurant car, which now resembles the restaurant cars of the first series [[Siemens Venturio|ICE&nbsp;T]]<ref name="voraus-2006-04" /> * the accessible toilet now features a panic button, buttons to call for assistance have been installed at the wheelchair storage positions.<ref name="voraus-2006-04" /> During the refurbishment, the audio and video systems were removed as well as the phone booths, the footrests in second class, the terminals for timetable information and the buttons in first class that were used to call the conductor. The backrests in second class compartments do not recline anymore, those in second class row seats only by a limited amount. The seat cushion can still be moved to the front ba about five centimeters. The power cars received new bogie frames and a new powwer supply for the air conditioning. The power cars of trainsets 01 to 20 were refit with [[gate turn-off thyristor|GTO]] [[power converters]]. Smaller measures included diagonosis and subsequent repair of the driver's brake valve, the installation of new relais into some safety circuits and some software changes.<ref name="voraus-2006-03" /> After the refurbishment, all trainsets are coupled to a standardized combination of 12 intermediate cars. During the refurbishment, seats that differ between both versions cannot be reserved. === Field Tests === Starting in mid-1993, a newly developed bogie with [[air suspension]] was tested in a first class intermediate car (801&nbsp;088-6) in scheduled service. The two-year trial was to prove that the bogie that was homolongated for 300&nbsp;km/h was ready to go into produtions for the [[DBAG Class 402|ICE&nbsp;2]]<ref name="deutschebahn-1993-725">{{de icon}} {{cite journal|title=ICE fährt luftgefedert|journal=Die Deutsche Bahn|issue=Nr.&nbsp;9/10|year=1993|pages=.&nbsp;725&nbsp;f}}</ref> Since 1995, two ICE&nbsp;1 trainsets were used as so-called ''idea trains'' ("Ideenzüge") on services from Hamburg to Basel and Stuttgart. These trainsets were user to test [[cellular repeaters]], returnable bottles in the restaurant car and different concepts for in-train Internet access.<ref name="etr-1999-3">{{de icon}} {{cite journal|title=„Surfen“ im ICE|journal=Eisenbahntechnische Rundschau. 48|issue=Nr.&nbsp;1/2|year=1999|pages=p.&nbsp;3}}</ref> Later these trainsets were user in regualar ICE service, without test being conducted. During the refurbishment, the additional installations were removed. For the early-morning service ''Ernst Barlach'' from Hamburg to Munich, two compartments in cars 1 and 7 were reserved for the storage of [[ski]]s in early 1995. In each compartment, racks for 28 pairs of ski were installed. This service was offered at no extra cost, reservation of storage space was not possible.<ref name="zug-1995-2-10">{{de icon}} {{cite journal|title=Skitransport im ICE|journal=ZUG|issue=Nr. 2|year=1995|pages=p.&nbsp;10}}</ref> From 13 January to 23 March 1996, the same service was offered in a comparment of car 5 of ICE trains 585 and 588 from Hamburg to [[Garmisch-Partenkirchen]] and back. On a pair of ICE trains between [[Berlin Zoologischer Garten railway station|Berlin Zoo]] and Interlaken this was offered as well on specific dates from mid-December 1995 to mid-April 1996<ref name="zug-1995-12-57">{{de icon}} {{cite journal|title=Ski-Abteile|journal=ZUG|issue=Nr. 12|year=1995|pages=p.&nbsp;57}}</ref> In 1995, some ICE&nbsp;1 cars were used to field-test new air conditioning units that used air as cooling agent and therefore did not require spcial [[refrigerant]]s. These units were later installed in the [[Siemens Velaro|ICE&nbsp;3]].<ref name="etr-1999-549">{{de icon}} {{cite journal|author=Heinz Kurz|title=ICE 3 und ICE-T – Neue Triebwagengeneration für die Deutsche Bahn|journal=Eisenbahntechnische Rundschau]] 48|issue=Nr.&nbsp;9|year=1999|pages=p.&nbsp;549–559}}</ref> In the late 1990s, trainset 13 had [[DBAG Class 402|ICE&nbsp;2]] power cars and a new intermediate car with traction motors for testing the ''distributed traction'' concept. The train was referred to as ''ICE&nbsp;D''.<ref>{{cite journal|author=Ansgar Brockmeyer, Thomas Gerdhard, Edzard Lübben, Manfred Reisner, Monika Bayrhof|title=High-speed trains: from power car to distributed traction|journal=European Railway Review|volume=Vol. 13|issue=No. 3|year=2007|issn=1351-1599|pages=p.&nbsp;70, 72}}</ref> === ICE Train North America Tour === In June of 1993, an eight-car trainset was shipped from [[Bremerhaven]] to the [[United States]]. The trainset included two power cars, three intermediate cars and one service car secons class, one restaurant car and one intermediate car first class. The train had been adapted to service on the [[Northeast Corridor]] since April. Changes included adaptations to the 11&nbsp;kV, 25&nbsp;Hz electrification system and changed wheel profiles. The trainset did presentation runs to 25 cities in the USA and [[Canada]]. Starting 4 October, it was used in [[Metroliner]] service between [[Washington, D.C.]] and [[New Your City]] for two months. On other lines the train was pulled by diesel locomotives. [[Siemens AG|Siemens]] and [[AEG]]-[[Westinghouse Electric Corporation|Westinghouse]] hoped to win a contract by [[Amtrak]] for 26 trainsets for a fast Boston–New York–Washington service that would eventually become the [[Acela Express]]. Had the bid been won, the trainsets would have been built at five plants of the [[Electro-Motive Diesel|GM Electro-Motive Division]] in the United States.<ref>{{de icon}} {{cite journal|title=ICE nach Amerika verschifft|journal=Eisenbahntechnische Rundschau 42|issue=Nr.&nbsp;7/8|year=1993|pages=p.&nbsp;547}}</ref><ref name="etr-1993-11-756">{{de icon}} {{cite journal|title=ICE Train North America Tour|journal=Eisenbahntechnische Rundschau 42|issue=Nr.&nbsp;11|year=1993|pages=p.&nbsp;756}}</ref> Other attempts to sell ICE&nbsp;1 technology outside Germany remained unsuccessful as well. In 1993/1994 AES and Siemens offered the ICE to [[Taiwan]], hoping to win an order for 45 trainsets valued at about 3.5 million DM. The Taiwanese Minister for Transport [[Liu Chao-shiuan]] tested the ICE in the summer of 1993, while in Germany.<ref name="etr-1993-78-434">{{de icon}} {{cite journal|title=Taiwan testet ICE|journal=Eisenbahntechnische Rundschau 42|issue=Nr.&nbsp;7/8|year=1993|pages=p.&nbsp;434}}</ref> === Swiss Speed Record === On 8 November 2007, trainset 89, which had been shortened to about 200&nbsp;m, set a Swiss land speed record for railed vehicles during trial runs for the [[ETCS]] cab signalling inside the [[Lötschberg Base Tunnel]]. The trainset reached 288&nbsp;km/h. The trainset had a modified pantograph, but two of the eight [[traction motor]]s had been disabled.<ref name="ser-2008-01-2">{{de icon}} {{cite journal|title=ICE-Rekordfahrt mit nur sechs Triebmotoren|journal=Schweizer Eisenbahn-Revue|issue=Ausgabe Januar 2008|issn=1022-7113|pages=p.&nbsp;2}}</ref> == Technology == [[traction (engineering)|Traction]] of the ICE&nbsp;1 trainsets is achieved by the eight driven axles of both power cars. Because relatively few axles have tracion, the steepness of a [[grade (slope)|grade]] the trains can safely negotiate are limited. The ICE&nbsp;1 is limited to grades of about 3.5%. Steeper grades cannot be negotiated safely, because the wheels could slip because of the low [[adhesion]] under adverse conditions, which may lead to a stopped train becoming stuck on a grade. This is one of the reasons the ICE&nbsp;1 is not homolongated for the [[Cologne-Frankfurt high-speed rail line]], which has grades of up to 4%. The intermediate cars sit on type ''MD&nbsp;530'' [[bogie]]s with steel suspension and a axle base of 2500&nbsp;mm. New wheels have a diameter fo 920&nbsp;mm, they are replaced when they reach a diameter of 860&nbsp;mm. The cars are coupled 900&nbsp;mm above the rails by a semi-automatic [[coupling (railway)|coupling]] that was designed specifically for the ICE&nbsp;1. It couples two brake pipes, two electric trainlines, cables and two [[optical fibre|fibre optic cables]]. The passage between two cars is 1.1&nbsp;m wide and 2.05&nbsp;m high.<ref name="ej-1991-1-28"/> Unlike on the InterCityExperimental, they are not positive locked on the outside. [[Image:Schnellbremsung ICE1.jpg|thumb|Emergency braking of a ICE&nbsp;1 north of the Auditunnel. Note the cloud to the right of the train.]] The acceleration distance of a trainset with 14 cars to 100&nbsp;km/h − starting at standstill, on level terrain − is given as 900&nbsp;m (66 seconds), to 200&nbsp;km/h on 6.850&nbsp;m (200&nbsp;s) and to 250&nbsp;km/h on 18.350&nbsp;m (380&nbsp;s).<ref name="zug-1995-1-57"/> Braking distance of a service stop under LZB control (0,5&nbsp;m/s²) from 250&nbsp;km/h is given as 4820&nbsp;m that of a fast braking (1,05&nbsp;m/s²) at 2300&nbsp;m. For [[railway brake|braking]] all cars have [[disc brake]]s. Additionally, the power hads use [[Dynamic braking|regenerative brakes]], the intermediate cars have electromagnetic [[track brake]]s. The power cars have spring-loaded parking brakes, intermediate cars use screw brakes for the same purpose. The bogies facilitate replacing the track brakes with [[eddy current brake]]s.<ref name="ej-1991-1-28"/> The [[pantograph]] type ''DSA-350&nbsp;S'' was specifically developed by [[Dornier Flugzeugwerke|Dornier]] for use in the ICE&nbsp;1. At 100&nbdp;kg they were considered very leightweight with minimal [[resonance]].<ref name="ej-1989-8-12">{{de icon}} {{cite journal|title=Dem ICE aufs Dach gestiegen|journal=Eisenbahn-Journal 15|issue=Nr.&nbsp;8|year=1989|issn=0720-051X|pages=p.&nbsp;12–13}}.</ref> Unlike its predecessor InterCityExperimental, the ICE&nbsp;1 does not have a high-voltage connection of both power cars. Because of this, the pantographs of both power cars are raised during operation.<ref name="ej-1991-1-28"/> In the 1990s, the two phone booths inside each trainset were connected to Deutsche Telekom's [[C-Netz]] by 13 so-called ''Funkfeststationen''. Inside the tunnels of the first two hig-speed lines, repeaters were installed at a distance of 1500 meters that communicated with the trains using [[leaky feeder]]s. Between the tunnels, directional antennas were used. Inside the trains, antennas were installed in the service cars. Calls cost 0.7 DM per time unit.<ref name="sz-1994-225-2">{{de icon}} {{cite journal|title=Pläne für den Mobilfunk ohne Grenzen|journal=[[Süddeutsche Zeitung]]|issue=Nr. 225|year=1994|issn=0174-4917|pages=p.&nbsp;2.}}</ref> The same time unit cost 0.23 DM when using a landline. === ETCS Cab Signalling === The 19 ICE&nbsp;1 trainsets used for service into Switzerland were equipped with the [[European Train Control System]] (ETCS) in 2007<ref name="db-systemtechnik-2006-42">{{de icon}} Deutsche Bahn AG, DB Systemtechnik: [http://www.db-systemtechnik.de/site/shared/de/dateianhaenge/berichte/systemtechnik__taetigkeitsbericht__2006.pdf Tätigkeitsbericht 2006] (PDF, 1,6&nbsp;MB), S.&nbsp;42</ref> The cost of 34 millionen [[Swiss Franc]]s was paid by the Swiss government. Spending tax money for refitting foreign trains has been a target for criticism. Switzerland paid for the equipment after Deutsche Bahn had announced the it would not convert any of their high-speed lines to ETCS cab signalling within then following ten years. Because of this, DB claimed to have not interest in refitting ICE trainsets with ETCS. If ETCS is used on any high-spped line in Germany within ten years, Switzerland has to be paid back part of the cost. ETCS is used in Switzerland on the newly built Mattstetten–Rothrist line that is used by ICE&nbsp;1 trains since 10 December 2006.<ref name="ek-bild-2006-37">{{de icon}} Wagner (2006), p.&nbsp;37</ref> Currently, the line is used by three to four pairs of ICE trains each day, including one intra-Swiss ICE from Berne to Basel. == Design == [[Image:ICE altes Farbkonzept.jpg|thumb|Throughout the 1990s ICE&nbsp;1 trains had a dual-colored ornamental strip in ''oriental red'' and ''pastell violet''. Note the small blind windows between the real ones]] The exterior design of the [[InterCityExperimental]] by [[Alexander Neumeister]] was applied to the series production with only minor adjustments. Neumeister's concept for the interior however was not used.<ref name="neumeister-1999-69">{{de icon}} {{cite book|chapter=Interview mit Alex Neumeister: Je komplexer, desto besser|editor=Alex Buck|title=Alexander Neumeister. Designermonographien 8|publisher=Verlag Form|location=Frankfurt am Main|year=1999|pages=p.&nbsp;69–81}}</ref> The interior was designed by [[Jens Peters]]. The same team had designed the [[InterRegio]] trains in the mid-1980s. [[aerodynamics|Aerodynamic]] reasons led to the design of the power cars' front as well as the flush fitting of the windows and the low skirts. In places without windows, 6&nbsp;mm thick glass is used to continue the ribbon glazing.<ref name="ej-1991-1-28"/> The exterior design is very similar to that of the [[DBAG Class 402|ICE&nbsp;2]]. A major difference to all other ICE generations is the raised roof of the restaurant car. The ICE&nbsp;1 is the only ICE without electronic displays for route information of the outside; the car numbers are indicated by adhesive labels. ICE&nbsp;1 trainsets have car numbers ranging from 1 to 14, while all other ICE trains have car numbers from 21 to 44. == Operation == [[Image:ICE 1 Ingolstadt Hbf.ogg|thumb|right|An ICE&nbsp;1 train leaves [[Ingolstadt Hauptbahnhof]] towards [[München]].]] [[Image:IMGP1256.ogg|thumb|right|An ICE&nbsp;1 eading towards [[Nuremberg]] on the [[Nuremberg-Munich high-speed rail line|Nuremberg–Ingolstadt high-speed line]]at 250&nbsp;km/h.]] [[Deutsche Bahn]] is the sole operator and owner of ICE&nbsp;1 trains. There are currently 59 units of twelve intermediate cars. At about 750 seats and a length of 360 meters, the ICE&nbsp;1 trainsets are the longest ICE trains that have been built yet. Other ICE trains have the same length and capacity when two (sometimes three) trainsets are coupled. The trainsets are used in synchronized schedules on the [[Hanover-Würzburg high-speed rail line]]: # Hamburg-Altona via Hannover–Göttingen–Kassel-Wilhelmshöhe–Frankfurt (Main)–Mannheim–Karlsruhe–Baden-Baden–Freiburg to Basel (ICE&nbsp;line&nbsp;'''20''') or to Stuttgart (branching off at Mannheim, ICE&nbsp;line&nbsp;'''22''') # Berlin via Wolfsburg–Braunschweig–Hildesheim–Göttingen–Kassel-Wilhelmshöhe–Fulda–Hanau–Frankfurt (Main)–Mannheim to Karlsruhe–Offenburg–Basel (ICE&nbsp;line&nbsp;'''12''') or Stuttgart–Ulm–Augsburg–Munich (ICE&nbsp;line&nbsp;'''11''') # Hamburg-Altona via Hannover–Göttingen–Kassel-Wilhelmshöhe–Würzburg–Nuremberg–Ingolstadt to Munich (ICE&nbsp;line&nbsp;'''25''') # Hamburg-Altona to Berlin (part of ICE&nbsp;line '''28''') Additionally, there are single trains of other ICE lines serviced by ICE&nbsp;1 trainsets. Until December of 2007, ICE trains from Germany to [[Innsbruck]] and [[Vienna]] were ICE&nbsp;1 services as well. Because they exceed the UIC [[loading gauge]], ICE&nbsp;1, ICE&nbsp;2 and [[Metropolitan (train)|Metropolitain]] trainsets are collectively referred to as ''ICE&nbsp;A'' in internal use.<ref>Deutsche Bahn AG: Corporate Policy 408.0901, valid since 10 December 2006, Paragraph 2</ref> All 59 trainsets are based at Hamburg-Eidelstedt. == Names == Since October 2002, ICE trainsets receive the names of cities: {| | valign="top" width="40%" | * Tz&nbsp;01&nbsp;– Gießen * Tz&nbsp;02&nbsp;– Flensburg * Tz&nbsp;04&nbsp;– Mühldorf a. Inn * Tz&nbsp;05&nbsp;– Offenbach am Main * Tz&nbsp;06&nbsp;– Itzehoe * Tz&nbsp;07&nbsp;– Plattling * Tz&nbsp;08&nbsp;– Lichtenfels * Tz&nbsp;09&nbsp;– Aschaffenburg * Tz&nbsp;10&nbsp;– Gelsenkirchen * Tz&nbsp;11&nbsp;– Nürnberg * Tz&nbsp;12&nbsp;– Memmingen * Tz&nbsp;13&nbsp;– Frankenthal/Pfalz * Tz&nbsp;14&nbsp;– Friedrichshafen * Tz&nbsp;15&nbsp;– Regensburg * Tz&nbsp;16&nbsp;– Pforzheim * Tz&nbsp;17&nbsp;– Hof * Tz&nbsp;19&nbsp;– Osnabrück * Tz&nbsp;20&nbsp;– Lüneburg * Tz&nbsp;52&nbsp;– Hanau * Tz&nbsp;53&nbsp;– Neumünster * Tz&nbsp;54&nbsp;– Heppenheim/Bergstraße | valign="top" width="40%" | * Tz&nbsp;55&nbsp;– Rosenheim * Tz&nbsp;56&nbsp;– Freilassing * Tz&nbsp;57&nbsp;– Landshut * Tz&nbsp;58&nbsp;– Gütersloh * Tz&nbsp;59&nbsp;– Bad Oldesloe * Tz&nbsp;60&nbsp;– Mülheim (Ruhr) * Tz&nbsp;61&nbsp;– Bebra * Tz&nbsp;62&nbsp;– Geisenheim/Rheingau * Tz&nbsp;67&nbsp;– Garmisch-Partenkirchen * Tz&nbsp;68&nbsp;– Crailsheim * Tz&nbsp;69&nbsp;– Worms * Tz&nbsp;73&nbsp;– Timmendorfer Strand * Tz&nbsp;74&nbsp;– Zürich * Tz&nbsp;76&nbsp;– Bremen * Tz&nbsp;77&nbsp;– Basel * Tz&nbsp;78&nbsp;– Bremerhaven * Tz&nbsp;80&nbsp;– Castrop-Rauxel * Tz&nbsp;84&nbsp;– Bruchsal * Tz&nbsp;85&nbsp;– Hildesheim * Tz&nbsp;87&nbsp;– Fulda * Tz&nbsp;88&nbsp;– Rüdesheim am Rhein * Tz&nbsp;90&nbsp;– Ludwigshafen am Rhein |} (Tz&nbsp;xx&nbsp;= trainset number (''Triebzugnummer''); printed above each bogie) {{Commonscat|DBAG Class 401|ICE 1}} == Sources == <references /> {{High-speed rail}} {{German EMUs}} {{translated|url=http://de.wikipedia.org/w/index.php?title=ICE_1&oldid=45565777|language version=German}} [[Category:German electric multiple units|401]] [[Category:High-speed trains]] [[Category:InterCityExpress]] [[de:ICE 1]] [[hu:ICE 1]] [[zh:ICE-1列車]]