Неміс жол жүргіншісі ICE 1: Тарихы мен ерекшеліктері

German high speed train type
the high speed train

The ICE 1 is the first batch produced German high speed train and one of six in the Intercity Express family. Revenue service at speeds up to started in 1991. It was raised to in May 1995 and temporary reduced to again, as a result of the Eschede accident. Trainsets consist of two power cars (Class 401) and up to 14 intermediate cars (Classes 801 to 804). Occasionally, power cars and intermediate cars of the ICE 2 are used as well (Classes 402, 805 to 808). Trainsets always operate as a whole train and cars cannot be coupled in regular service. One of the 60 trainsets (trainset 51) was destroyed in the Eschede train disaster. The others were refurbished between 2005 and 2008 and will remain in service for ten to fifteen additional years.

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 coat rack in the middle of the area. Seats were spaced apart and the aisle was wide.

A first series of 41 trainsets was eventually ordered after lengthy discussion between the Bundesbahn and the Federal Ministry of Transport. The development of the power cars was tendered in March 1986, with development of the intermediate cars in June. By the end of the year, all contracts were awarded. At the delivery ceremony of the first 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 When the high speed lines were to be opened in 1991, plans called for 40 to 50 ICE trainsets ready for service. The power output of the power cars was designed for trains with 14 intermediate cars at a speed of , while bogies and brakes were designed to The contracts were officially awarded to the consortiums on 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 delivered in April 1990, One power car cost 8.7 million, a restaurant car four million, a service car three million and a regular intermediate car 2.7 million DM. These 19 trainsets were approved for service in Switzerland and made services past Basel via Bern to Interlaken and to Zürich possible. Delivery of these units started in the fall of 1991. while in early 1989 complete delivery had been planned for September 1991. Commissioning of the first vehicle began shortly after delivery,

The first presentation of the ICE outside Europe was the Technogerma exposition at Seoul from 27 February to 9 March 1991. Power car 401 555 and one intermediate car were brought there by ship.

Development and production of the intermediate cars was lead managed by LHB (Salzgitter). Main partners were Duewag (Krefeld Uerdingen), Waggon Union (Berlin), and MBB Verkehrstechnik (Donauwörth). Besides the test runs, the first power cars were used for various other purposes. 401 006 was sent to the Bundesbahn school at Munich Aubing for three weeks in April 1990. Later the same month 401 005 was used for fine tuning the new depot at Hamburg Eidelstedt to the trains. Starting 22 May, 401 504 and 401 008 were used to train drivers for acceptance runs at Nuremberg. At the same time, 401 503 was sent to Nuremberg for a test disassembly. In early June 1990, 401 010 was sent to the environmental test chamber at the Austrian Research and Test Center Arsenal. This coincided with the inauguration of the first two German high speed rail lines Mannheim Stuttgart and Hanover Würzburg, which required 18 trainsets. At the time of the inauguration a total of 25 trainsets were available. Starting 29 May 1995, ICE 1 trains were allowed to travel at their top speed of 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. In 1998, the top speed was again lowered to Since mid 2006, single ICE 1 services on the Nuremberg–Ingolstadt high speed railway travel at In 2008, the ICE 1 service ICE 783 uses its top speed on the Hanover–Würzburg line. Since 1 September 2007, smoking has been prohibited in all of Deutsche Bahn's trains. Smoking areas had gradually been reduced to both cars at the very ends of the ICE 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.

In June 1993, an eight car trainset was shipped from Bremerhaven to the United States. The trainset included two power cars 401 084 and 584, one first class car, two second class cars, one restaurant car, and one service car. Starting in April 1993. the train had been adapted to service on the Northeast Corridor. Changes included adaptations to the 11 kV, 25 Hz electrification system and changed wheel profiles. The trainset did presentation runs to 25 cities in the US and Canada. Starting 4 October, it was used in Metroliner service between Washington, D. C., and New York City for two months. On other lines the train was pulled by diesel locomotives, specifically the experimental F69PHAC. Siemens and AEG 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 GM Electro Motive Division in the United States. Other attempts to sell ICE 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. The Taiwanese Minister for Transport Liu Chao shiuan tested the ICE in the summer of 1993, while in Germany.

On 8 November 2007, trainset 89, which had been shortened to about , 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 The trainset had a modified pantograph, but two of the eight traction motors had been disabled.

Starting from 2019 all ICE 1 trainsets will receive a second major overhaul to stay in service until at least 2030. The first of these refurbished sets was finished in April 2020, and is used in passenger service since June of the same year. Changes include:
Each trainset being shortened from 12 to 9 cars, with one First Class Car and two Second Class Cars being removed. These cars will be used as donors for spare parts. The Service Car being refurbished as a Second Class Car. LED displays (viewable from outside of the cars) and passenger information system screens (viewable from the inside) are installed at the doors, displaying the ICE's line number, next stops and Terminus, similar to those installed in the ICE 2 cars. Additional storage room for the passengers' luggage. A renovation of the restrooms and the Family Areas. New seats in the cabs. The refurbished units are planned to be used on the ICE Sprinter lines and on routes with medium high traffic. On those with high to extremely high traffic they are to be replaced by the ICE 4 trains .

On 3 June 1998 ICE 1 set 151 derailed on the Hanover–Hamburg railway at Eschede, approximately north of Hanover. The train was on its way from Munich to Hamburg as ICE 884 "Wilhelm Conrad Röntgen", when the wheel of a first class car broke, and changed the setting of a railroad switch. Subsequently, the following cars derailed and crashed into the pillars of a bridge the train was just passing under, causing it to collapse on top of the train. 101 people were killed and 88 were seriously injured. It remains the worst rail disaster in the history of the Federal Republic of Germany and the worst high speed rail disaster worldwide. Set 151 was almost completely destroyed; only the almost undamaged power car 410 051 as well as a few other intermediate cars have been reused in other sets. The trailing power car was used for the reconstruction of power car 401 573.

Traction of the ICE 1 trainsets is achieved by the eight driven axles of both power cars. Because relatively few axles have traction, the steepness of the grade the trains can safely negotiate are limited. The ICE 1 is limited to grades of about 3.5%. Steeper grades cannot be negotiated safely, because the wheels could slip due to 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 1 is not homologated for the Cologne Frankfurt high speed rail line, which has grades of up to 4%. The intermediate cars sit on Drehgestell Bauart Minden Deutz type MD 522 bogies with steel suspension and an axle base of New wheels have a diameter of They are replaced when they reach a diameter of The cars are coupled above the rails by a semi automatic coupling that was designed specifically for the ICE 1. It couples two brake pipes, two electric trainlines, cables and two fibre optic cables. The passage between two cars is wide and high. Unlike its predecessor InterCityExperimental, the ICE 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. The same time unit cost 0.23 DM when using a landline.

The 19 ICE 1 trainsets used for service into Switzerland were equipped with the European Train Control System (ETCS) in 2007 The cost of 34 million Swiss Francs 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 the following ten years. Because of this, DB claimed to have no interest in refitting ICE trainsets with ETCS. If ETCS is used on any high speed 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 has been used by ICE 1 trains since 10 December 2006. Currently, the line is used by three to four pairs of ICE trains each day, including one intra Swiss ICE from Bern to Basel.

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. The interior was designed by Jens Peters. The same team had designed the InterRegio trains in the mid 1980s. 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, thick glass is used to continue the ribbon glazing. All 59 trainsets are based at Hamburg Eidelstedt.