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German experimental high speed train

The Intercity Experimental, later renamed ICE V, was an experimental train developed by the Deutsche Bundesbahn for research into high speed rail in Germany. It is the predecessor of all Intercity Express trains of the Deutsche Bahn.

The trainset was built with two Class 410 power cars built jointly by Krupp, Krauss Maffei and Thyssen Henschel, and up to three Class 810 intermediate coaches, of which two were built by Messerschmitt Bölkow Blohm and one by Duewag and Linke Hofmann Busch. When one of the coaches was used for measurement purposes, the other two were used for demonstration of a modern high speed train. The powercars weighed 78 tons each and had a maximum output of 3,640 kW. They were mostly based on the DB Class 120 locomotives developed earlier, but had been equipped with an aerodynamic outer hull and a corporate identity livery. After a derailment on 3 September 1986, one of the power cars was not available for service. For a period of 10 months, one of the coaches was temporarily refit with a driver's cab in order to avoid further stalling of project schedules of the experimental project.

The German Federal Ministry of Education and Research in 1968 commissioned a study on the technical and economic feasibility of high speed rail transport in Germany. The results, published in 1971, showed a necessity for higher speeds in the German railways. In 1972, the ministry took the lead in developing new railway technologies. During the same time, a working group for "Rail/Wheel" was initiated in the Bundesbahn Central Offices in Minden. Initially, they concentrated on research regarding the Maglev project Transrapid that eventually led to the Emsland test facility. A draft of a train capable of reaching for 200 to 600 passengers was put forth by the company Messerschmitt Bölkow Blohm in 1978, but was not realised as well.

As part of the studies supported by the Federal Ministry for Research, the Bundesbahn worked with several companies to prepare a concept for a prototype of a high speed railway system. After analysis, a train with two powercars and many coaches was projected and planned for. This concept being the basis of the project, it was supported by the ministry through a publication on the Bundesanzeiger (federal register) on 10 February 1981. The central office of the Bundesbahn in Munich evaluated various offers and tenders for cooperation till September 1981. Although the Bundesbahn had previously voted to start the development of the project immediately, the project did not begin immediately since the ministry could not completely secure the support of the industry in that time. On 6 September 1981, the required financing was secured, and the requirements to start the project were met. That was also the same day when the name of the train was changed from R/S VD to IC Experimental. Originally in 1982, a train with two powercars and six coaches was planned for, one of the coaches being a measurement coach and the other five being demonstration coaches with varying interiors, totally capable of holding up to 600 passengers. Parallelly under the same ministerial support programme, the support for magnetic levitation technology also took place. The development of the train that was finally put into service began in September 1983 under the leadership of the Bundesbahn in Munich. Manufacturing started by the end of 1983, with the mechanical part of the powercars being developed and constructed by Krupp, Henschel and Krauss Maffei. The electrical parts were developed by Siemens, AEG and Brown, Boveri & Cie. Both the parts were assimilated and finished by Friedrich Krupp in Essen (powercar 410 001) and Thyssen Henschel in Kassel (powercar 410 002). By October 1984, the assembly and finishing of the electrical parts were ready. In January 1985, the chassis was attached to the outer hull. The Deutsche Bahn contracted the firm Messerschmitt Bölkow Blohm in 1984 for the development and manufacturing of the middle coaches. The demonstration coaches 810 001 8 and 810 002 6 as well as the measuring coach 810 003 4 were built by the firm Duewag in Krefeld Uerdingen, and finished by the firm Linke Hofmann Busch in Salzgitter. They were then brought to Donauwörth for the begin of the electrical set up in 1984. The train was delivered in 1985 and was used mainly for testing purposes for the new Intercity Express trains and as a showcase train. It set the new land speed record for railed vehicles on May 1, 1988, at , which remained unsurpassed until 1990. The delivery of the ICE 1 powercars (now called Class 401), based on those of the ICE V started in 1987. After that, the train was mainly used for material evaluation. The train was retired in 1998 and its powercars and cars were placed on exhibition at various sites. It was replaced by the ICE S.