ICE 1
The ICE 1 is the first batch-produced German high-speed train and the first of now several within the Intercity Express family. Revenue service at speeds up to started in 1991, it was raised to in May 1995.
Trainsets consist of two power cars and up to 14 intermediate cars. Occasionally, power cars and intermediate cars of the ICE 2 are used as well. Trainsets always operate as a whole train and cars cannot be coupled in regular service.
One of the 60 trainsets was destroyed in the 1998 Eschede train disaster, which also led to a temporary speed reduction to again. The others were refurbished between 2005 and 2008 and will remain in service for ten to fifteen additional years. Another refurbishment program started in 2019, extending their lifespan to approximately 2030.
Formation
ICE 1 trains consist of two powerheads and 9 to 14 intermediate cars. Because trainsets are not separated in regular service, they can be seen as multiple units from an operational point of view. During the first refurbishment, which was completed in late 2008, trainsets were standardized to 12 intermediate cars.Until the first refurbishment was completed, there had been three different configurations of ICE 1 trainsets:
- Refurbished trainsets consist of two power cars and 12 intermediate cars. These include four first class cars, including the service car with the conductors' compartment, one restaurant car and seven second class cars. Smoking is prohibited in all cars. Cars 1, 3, 9, 11 and 14 are equipped with cellular repeaters.
- Non-refurbished trainsets for domestic service consisted of three first class cars, seven second class cars, a service car and a restaurant car. Car number 7 might have been one of three types: an original second class car of the ICE 1, a second-class-car from the ICE 2 or a first class car from the ICE 1, marked as 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
- Non-refurbished trainsets for service into Switzerland consisted of four first class cars and six second class cars plus a service and a restaurant
Most cars of the ICE 1 offer both compartments and rows of seats, just like the seating in German InterCity cars. Cars at the ends of the trainsets used to be smoking areas. There are "quiet" cars as well as cars that were later equipped with cell phone repeaters. Some seats were designed to turn to face the direction of travel, but this was never used in revenue service.
Power cars (Class 401)
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 bogies are powered by four forced-air cooled traction motors each. Each motor has a continuous power rating of, the UIC power rating of the vehicle is, and the largest starting tractive effort. The drive system uses asynchronous three-phase AC motors pioneered in the Henschel-BBC DE 2500 locomotives as well as the InterCityExperimental. These motors are fitted between bogies and frame using pneumatics that are electronically adjusted depending on the current speed. The power cars are directly derived from the Class 120 locomotives.
At the time they entered into service, the power cars were considered exceptionally advanced technology. Each power car alone had ten computer systems. Displays on both sides of the driver's console allowed, for example, controlling operating conditions or entering failure notifications, that were automatically reported to the maintenance facility via radio.
While the InterCityExperimental's power cars were higher than the intermediate cars, both heights would be adjusted for the ICE 1 series. A significant change to the predecessor is the pressure-sealed cab.
First series: traction equipment using thyristors
Power cars 001 to 020 and 501 to 520 each had two power converters using conventional thyristors from ABB and asynchronous traction motors from AEG.Second and third series: traction equipment using GTO's
All other power cars had GTO power converters from Siemens, which were responsible for the distinctive "melody" that could be heard when the power car is brought up to speed. These power cars use asynchronous traction motors from Siemens.Both versions have a gear ratio of ≈ 2.586. Power cars with thyristor-based power converters weigh about, those with GTO power converters two and a half tons less.
The power converters are rated to. The GTO version's transformers output : for traction and for heating, air-conditioning and auxiliary circuits.
IGBT refit
In October 2007, Deutsche Bahn tendered refitting two power cars with IGBT power converters instead of thyristors. The refit was awarded to ABB, who equipped them with BORDLINE CC1500_AC_15kV_M_2400_002A01 traction converters. After field testing, 36 more power cars with thyristor converters were refitted with IGBT's.In October 2021, it was announced that DB had ordered ABB to refit all 76 power cars with GTO traction converters with IGBT's, and ABB equipped them with BORDLINE CC1500_AC_15kV_M_2400_002B01 traction converters. The traction motors and gearboxes were not replaced during this refit. After this batch of refits, only two power cars are left with GTO's: 401 006 and 401 051.
Multiple working
On the front, power cars feature a Scharfenberg coupler underneath a cover. Contrary to all other variants of ICE trains, the coupler of ICE 1 power cars is not used in regular service.The ICE 2 power cars are compatible to the intermediate cars of the ICE 1 and are used with ICE 1 trains when necessary. Two ICE 2 power cars were ordered specifically for powering ICE 1 trains.
Power cars for service into Switzerland are equipped with a second 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.
Usually the power car 401 0xx is coupled to the first class cars, while the power car 401 5xx is coupled to the second class end of the train.
Intermediate cars
First Class Intermediate Car (Class 801)
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. 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 1 trains included 105 cars of this type.
First Class Intermediate Car with Special Equipment (Class 801.8)
These cars are the same as the class 801 car, except for a C-Netz telephone, that was placed between the toilet and the first compartment.The first order of ICE 1 trains included 41 cars of this type.
Second Class Intermediate Car (Class 802)
These cars are divided into two main areas as well. One part comprises 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 coat rack. 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 spaced apart before the refurbishment, and the backrests could be reclined up to 40 degrees. Each car was designed in one of three different sets of colors for carpets and seat covers.
Some units, running as car number 1, had one compartment refitted for storing luggage containers for the AIRail Service. This was used for airline passengers travelling between Stuttgart and Frankfurt Airport. These special compartments were removed during the refurbishment.
The first order of ICE 1 trains included 246 cars of this type.
Second Class Car with Special Configuration (Class 802.9)
The order for the ICE 2 trainsets in October 1993 included additional cars to be coupled into ICE 1 trainsets. 24 second class cars and one first class car were collectively designated class 802.9 and coupled into ICE 1 trainsets as car number 7, after two years of passenger service had shown that second class capacity was too low.Service Car (Class 803)
Prior to the refurbishment, the class 803 service car had 39 second class seats, two wheelchair spaces and a conference compartment with four seats. Additionally, there is the conductors' compartment, one compartment for employees of the restaurant car and a wheelchair-accessible toilet including a changing table. The doors are wider compared to other cars to improve accessibility for wheelchairs. There is an additional toilet reserved for employees of the restaurant car to ensure food safety.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.
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. It could be used with a reservation of at least three seats. Originally, first-class tickets were necessary. If there were no reservations in the conference compartment, it could be used at the head conductor's discretion. In 1992, demand was high: the conference compartments were booked 8197 times. A year later, that number dropped to 4400. Before the refurbishment program, the train's only power sockets for passengers were located in the conference compartment.
The train's information displays are controlled from the conductor's compartment, which is also where announcements are usually recorded.
The first order of ICE 1 trains included 41 cars of this type.