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Intercity Express
Overview

A German ICE 3 trainset exiting a tunnel
Locale	Germany, Netherlands, Belgium, Austria, Switzerland and France. Formerly Denmark.
Dates of operation	1985–present
Predecessor	See History
Technical
Track gauge	1,435 mm (4 ft 8 ¹⁄₂ in) standard gauge

The Intercity Express (often called ICE) is Germany's super-fast train system. These trains also travel to nearby countries like Austria, France, Belgium, Switzerland, and the Netherlands. ICE trains are the most important trains for Deutsche Bahn, which is Germany's national railway company.

ICE tickets have set prices for trips between stations. This is because these trains offer a very comfortable ride. They can go super fast, up to 320 kilometers per hour (about 200 miles per hour)! ICE trains are a popular choice for business travelers and people who travel long distances for work. Deutsche Bahn promotes them as a great way to travel instead of flying.

In 2007, a new train line opened between Paris and cities in Germany like Frankfurt and Stuttgart. Both ICE trains and France's SNCF TGV trains use this line. Also, German and Austrian ICE trains travel to Vienna.

Other countries use trains based on the ICE 3 model. For example, Spain's railway company, RENFE, has trains called AVE Class 103 that can go up to 350 km/h. China and Russia also use wider versions of these trains for their own high-speed lines.

History of ICE Trains

First InterCityExperimental (ICE V) train running near Munich in September 1985

The German railway company, Deutsche Bundesbahn, started testing high-speed trains in 1985. They used a special test train called the InterCityExperimental (or ICE-V). This train was used to show off new technology and to test how fast trains could go. On May 1, 1988, it set a new world speed record for trains, reaching 406.9 km/h (253 mph)!

The ICE-V test train was retired in 1996. A new test train, called the ICE S, took its place.

After many discussions about the train's design and how many trains were needed, the first 41 ICE trains were ordered in 1988. More trains were ordered in 1990, keeping in mind the reunification of Germany.

The ICE train network officially began on May 29, 1991. Several ICE trains arrived at the new Kassel-Wilhelmshöhe station from different directions to celebrate.

What Makes ICE Trains Special

ICE 3 and ICE 4 trains at Munich Main Station

ICE Colors and Design

ICE trains have a very special look that is protected by law. They are painted in a light gray color with a bright red stripe along the bottom. The windows form a continuous black band, and the doors have oval windows. These features make ICE trains look different from all other trains run by DB.

The first ICE 1 and ICE 2 trains originally had a darker red stripe with a purple stripe below it. But between 1998 and 2000, all ICE trains were repainted with the current bright red color. This was done before the EXPO 2000 event.

The "ICE" letters on the trains are gray. The frame of the train is also gray. Inside the trains, most of the plastic parts are light gray.

The first ICE 1 trains had a light green interior design. However, these trains were updated in the mid-2000s. Now, they look similar to the ICE 3 trains, which use soft lighting and wooden furniture.

The unique ICE design was created by a team of designers led by Alexander Neumeister in the early 1980s. This design was first used on the InterCityExperimental test train. The same team then designed the ICE 1, ICE 2, and ICE 3 trains.

Different Types of ICE Trains

Over the years, many different types of ICE trains have been built. Here's a quick look at some of them:

First Generation: ICE 1

ICE 1 on the Nuremberg–Ingolstadt line in December 2006

The first ICE trains were the ICE 1 models. They started running in 1989. The first regular ICE trips began on June 2, 1991. These trains traveled hourly between major cities like Hamburg, Hanover, Frankfurt, Stuttgart, and Munich. New high-speed lines that opened in the same year were immediately used by the ICE network.

Because there weren't enough trains at first, some ICE lines started later. By 1993, the ICE network was growing, and more cities were connected.

Second Generation: ICE 2

ICE 2 near Ingolstadt in February 2007

An ICE 2 train next to an ICE 3 train in Munich

Starting in 1997, the ICE 2 trains began service. A main goal for the ICE 2 was to make trains more flexible. These trains were built in smaller units that could be connected or separated as needed. This helped balance the number of passengers on different parts of a journey.

These trains were used on the Berlin-Cologne/Bonn line. At first, two parts of the train were joined together, similar to the ICE 1. Later, the ICE 2 trains were fully equipped with special control cars. This allowed them to split into smaller sections during their journey.

In late 1998, a new high-speed line between Hanover and Berlin opened. This cut travel time between Berlin and the Ruhr valley by 2.5 hours.

The ICE 1 and ICE 2 trains are wider than what is usually recommended for international railways. Even though they were meant for Germany, some can run in Switzerland and Austria. Some ICE 1 trains even have a special smaller part on their roof (called a pantograph) to work with Swiss power lines.

All ICE 1 and ICE 2 trains use a specific type of electricity. This mostly limits them to German-speaking countries in Europe. ICE 2 trains can reach a top speed of 280 km/h (174 mph).

Third Generation: ICE 3

ICE 3 (Class 403) in March 2007

The newest ICE 3 version, a Siemens Velaro D, at InnoTrans 2010. These trains are also called "The New ICE 3."

To allow trains to travel across more of Europe, the ICE 3 was designed to be a bit smaller. This lets them fit on almost all European standard railway tracks. Unlike older ICE trains that had separate engines, ICE 3 trains have motors spread out under the floor of the train. This makes them lighter on each axle and helps them meet international railway standards.

Two main types were first made: the Class 403 for Germany and the Class 406 (ICE 3M) for multiple countries. Later, Class 407 and Class 408 trains were added. The company that makes them, Siemens, calls these trains the Velaro.

Like the ICE 2, the ICE 3 trains are shorter than the ICE 1. They can also split and join up with other trains during a journey. The ICE 3 trains are the only ones that can travel at the maximum speed of 300 km/h on the steep Cologne-Frankfurt high-speed line. Because of this, they are mainly used on routes that include this line.

In 2009, Deutsche Bahn ordered 16 more ICE 3 trains, especially for international trips to France.

The Erfurt–Leipzig/Halle high-speed railway, which opened in 2015, is one of three lines in Germany that allow trains to go 300 km/h. Since only 3rd generation ICE trains can reach this speed, they are used on important routes like the one from Oberhausen to Munich.

The ICE 3 can reach speeds of up to 320 km/h (about 200 mph) on the LGV Est railway in France.

A newer ICE 3 version, the Class 407 (also called Velaro D), runs on many routes in Germany and to other countries like France. These trains were originally planned for a service through the Channel Tunnel to London. However, this service was canceled due to problems getting approval for Belgium and competition from low-cost airlines.

In 2020, Deutsche Bahn ordered 30 more Velaro trains from Siemens, with options for 60 more. These new trains are called ICE 3neo and are Class 408. They are designed to go 320 km/h and started running in late 2022.

Fourth Generation: ICE 4

ICE 4 presentation at Berlin Hauptbahnhof on September 14, 2016

The process of getting the ICE 4 trains started around 2008. They were meant to replace older InterCity and EuroCity trains. Later, the plan expanded to replace some ICE 1 and ICE 2 trains too. In 2011, Siemens won the contract to build these trains.

The trains were first called ICx during the planning stages. In late 2015, they were renamed ICE 4 and given the class number 412 by Deutsche Bahn.

Two test trains were built and used for trials before the main group of trains started service.

ICE T and ICE TD

ICE T (Class 411) tilting train

At the same time as the ICE 3, Siemens also developed trains that could tilt around curves. These were the ICE T (Class 411 and 415) and ICE TD (Class 605) trains. They look similar to the ICE 3 inside and out. They were made for older railway lines that have many twists and turns, like those in Thuringia. The ICE-TD trains use diesel fuel, while the ICE-T trains use electricity.

ICE T

A total of 60 Class 411 and 11 Class 415 ICE T trains have been built. These trains work very well. Austria's ÖBB bought three of these trains in 2007 and uses them with DB. Even though DB calls them "ICE-T," the "T" originally stood for "Triebwagen" (railcar), not "tilting." This is because DB thought their top speed was too low for the "InterCityExpress" brand at first.

The ICE T trains were made in 1999. Their tilting system was provided by Fiat Ferroviaria, which is now part of Alstom. ICE T trains can go up to 230 km/h (143 mph).

ICE TD

An ICE TD train in service in Northern Germany

Deutsche Bahn ordered 20 ICE-T trains with diesel engines in 2001. These were called Class 605 ICE-TD. They were meant for routes without electric power lines, like Dresden-Munich. However, these trains had many technical problems. Also, the cost of diesel fuel in Germany was very high because of taxes. So, they were taken out of regular service soon after they were delivered. During the 2006 FIFA World Cup, the ICE-TD trains were temporarily used to transport soccer fans between cities.

In late 2007, ICE-TD trains were put back into service for lines between Hamburg and Copenhagen, and Hamburg and Aarhus. Much of the Danish railway network was not electrified, so the Danish State Railways (DSB) used these diesel trains. DSB had ordered new trains, but they were delayed and had technical issues. To help with the train shortage, DSB leased the ICE-TD trains. The fuel tax in Denmark was lower, which made them cheaper to run there. Once DSB's new trains were ready, the ICE-TD trains were removed from service and stored.

Deutsche Bahn completely stopped using the ICE TD trains in 2018.

Inside the ICE Trains

The updated first-class interior of an ICE 1 train

The updated second-class interior of an ICE 3 train

ICE trains have a lot of modern technology. All cars have air conditioning. Almost every seat has a headphone jack where passengers can listen to music or radio programs. Some first-class seats (and some second-class seats on certain trains) have screens that show movies. Each train has special cars with signal boosters for better cell phone reception. There are also quiet zones where using mobile phones is not encouraged. Newer ICE 3 trains have larger digital screens in all cars. These screens show ads, the estimated arrival time, and the train's current speed.

The ICE 1 trains originally had a system for passenger information, but it was later removed. ICE 3 trains have touch screen terminals in some cars where travelers can print train timetables. The ICE 2 also has this system in its restaurant car.

The ICE 1 trains had a big update between 2005 and 2008. This was done to make them last another 15 to 20 years. The seats and inside design were changed to match the ICE 3. Power outlets were added to every seat. The old music and video systems were removed. New electronic displays were added above the seats to show if a seat is reserved. The ICE 2 trains have been getting similar updates since 2010.

ICE 2 trains have power outlets at some seats. ICE 3 and ICE T trains have outlets at almost every seat.

The ICE 3 and ICE T trains have similar inside designs. However, other ICE types look different inside. The ICE 1, ICE 2, and the seven-car ICE T (Class 411) have a full restaurant car. The five-car ICE T (Class 415) and ICE 3 have a bistro car instead of a full restaurant. Since October 1, 2006, smoking is not allowed in bistro cars, just like in restaurant cars.

All ICE trains have a toilet for disabled passengers and spaces for wheelchairs. The ICE 1 and ICE 2 have a special meeting room. The ICE 3 has a special area for small children. The ICE 3 and ICE T trains do not have a separate manager's office. Instead, they have an open "ServicePoint" counter.

An electronic display above each seat shows where the seat is reserved from and to. Passengers without reservations can sit in seats that are blank or not reserved for the current part of the journey.

How ICE Trains are Maintained

ICE trains are checked and repaired regularly to keep them running safely. This maintenance is done in seven steps:

Every 4,000 kilometers (about 2,500 miles), a quick check takes about 1.5 hours. They empty waste tanks, refill water, and fix small problems. Safety checks are also done.
Every 20,000 kilometers (about 12,400 miles), a 2.5-hour check called Nachschau is done. They check the brakes and other safety systems.
After 80,000 kilometers (about 50,000 miles), a deeper check called Inspektionsstufe 1 happens. This takes 16 hours over two days. They thoroughly check brakes, air conditioning, and kitchen equipment.
When a train reaches 240,000 kilometers (about 150,000 miles), Inspektionsstufe 2 checks the motors, bearings, and parts of the wheels. This also takes 16 hours.
About once a year (after 480,000 km or 300,000 miles), Inspektionsstufe 3 takes place. This takes 24 hours over three days. They check air systems and transformer cooling.
The 1st Revision is done after 1.2 million km (about 745,000 miles). This is a very thorough check of all parts of the train, taking two five-day periods.
The final step is the 2nd Revision, after 2.4 million kilometers (about 1.5 million miles). The wheel sets are replaced, and many parts are taken apart and checked. This also takes two five-day periods.

Maintenance for ICE trains happens in special workshops in cities like Basel, Berlin, and Frankfurt. The train's computer system sends reports about problems to the workshops ahead of time. This helps reduce the time the train spends in maintenance.

Where ICE Trains Travel

Third generation ICE train running on the Nuremberg–Erfurt high-speed railway

The Bartelsgrabentalbrücke on the Hanover–Würzburg high-speed railway

ICE trains run on many different railway lines. Some lines are brand new high-speed tracks, while others are older lines that have been improved.

Line	Length (km)	Top speed	Opened
Hanover–Würzburg high-speed railway	327	280 km/h	1991
Mannheim–Stuttgart high-speed railway	99	280 km/h	May 9, 1991
Cologne–Frankfurt high-speed rail line	180	300 km/h	May 30, 1999
Nuremberg–Ingolstadt high-speed railway	78	300 km/h	September 2, 2006
Erfurt–Leipzig/Halle high-speed railway	123	300 km/h	December 9, 2015
Nuremberg–Erfurt high-speed railway	107	300 km/h	December 10, 2017

Future Lines

New ICE lines are always being built or planned. For example, the Stuttgart–Wendlingen high-speed railway is currently being built. Other lines, like the Fehmarn Belt Fixed Link tunnel, are planned to connect Germany and Denmark.

How the Network is Set Up

Close-up of an ICE train track

The ICE network. Red lines are for 300 km/h, orange for 250 km/h, blue for 200-230 km/h, and gray for regular lines.

Similar map showing how often trains run.

The ICE system connects many different cities. Trains run every 30 minutes, every hour, or every two hours. During busy times, extra trains are added.

Unlike some other high-speed train systems, the ICE trains use Germany's existing railway lines. This means that ICE 3 trains can only reach their top speed of 300 km/h on certain parts of the tracks in Germany. However, they can reach 320 km/h in France.

The busiest ICE line is between Frankfurt and Mannheim. When you count all types of trains (freight, local, and long-distance), the line between Munich and Augsburg is the busiest, with about 300 trains per day.

ICE Sprinter Trains

"ICE Sprinter" trains are special services that make fewer stops between Germany's big cities. They run in the mornings and evenings. These trains are designed for business travelers or people who commute long distances. Deutsche Bahn markets them as a faster way to travel than flying. Sprinter services are usually about 30 minutes faster than regular ICE trains on the same routes.

Until December 2015, you had to reserve a seat on an ICE Sprinter.

The first Sprinter service started in 1992 between Munich and Frankfurt. Over the years, more Sprinter routes were added, connecting cities like Frankfurt, Hamburg, and Berlin.

As of 2018, some ICE Sprinter lines include:

Cologne to Frankfurt (travel time around 1 hour)
Frankfurt to Stuttgart (travel time around 1 hour 18 minutes)
Munich to Berlin (travel time around 3 hours 55 minutes)
Hamburg to Cologne (travel time around 3 hours 35 minutes)
Frankfurt to Hamburg (travel time around 3 hours 26 minutes)
Frankfurt to Berlin (travel time around 3 hours 56 minutes)

International ICE Routes

An ICE train at Amsterdam Central station

The ICE network is a key part of Europe's high-speed rail system.

ICE lines to and in Austria

Some ICE trains also travel to other countries:

From Frankfurt to Amsterdam Centraal in the Netherlands.
From Frankfurt to Brussels in Belgium.
From Frankfurt and Stuttgart to Paris in France.
From Hamburg and Berlin to Basel SBB and Zürich HB in Switzerland.
From Frankfurt and Dortmund to Vienna in Austria.
From Dortmund to Innsbruck in Austria.

Since December 2006, Stuttgart and Zurich have been connected by ICE trains. Also, ICE 3M trains have been running between Frankfurt and Paris since June 2007. This line is part of a big European high-speed railway project.

From late 2007, ICE TD trains connected Berlin with Copenhagen and Aarhus in Denmark. However, these services are now run by Danish trains.

A new train service called EuroCity-Express started in December 2020 between Munich and Zurich. This service uses Swiss trains.

There have also been talks about ICE trains going to London through the Channel Tunnel.

ICE train at St Pancras station with special stickers

A test run happened in 2010. However, there are strict safety rules for the Channel Tunnel, and there have been delays in getting the special Velaro-D trains ready. In 2018, Deutsche Bahn decided to put these plans on hold.

ICE Trains within Switzerland

To avoid empty trips, some ICE trains run only within Switzerland. These trains travel between cities like Basel, Interlaken, and Zurich. Even though they are called ICEs, they are more like regular Swiss regional trains. They stop at smaller stations and you don't have to pay an extra fee to ride them, which is common for trains in Switzerland.

Accidents Involving ICE Trains

There have been several accidents with ICE trains. The Eschede disaster was the only one where people inside the train died. Other accidents have caused a lot of damage to the trains.

The Eschede Disaster

The site of the Eschede disaster, showing parts of ICE 884 "Wilhelm Conrad Röntgen"

The ICE accident near Eschede on June 3, 1998, was a very serious train accident. Train 51, called ICE 884 Wilhelm Conrad Röntgen, was traveling from Munich to Hamburg at 200 km/h (124 mph). It went off the tracks, killing 101 people and injuring 88. It is the worst high-speed train disaster in the world.

The accident happened because a wheel rim broke off the train. This broken part hit the track and lifted a guide rail near a set of points (where tracks change). This guide rail then went into the train car, lifting its wheels off the tracks. One of the derailed wheels hit the points lever, changing the direction of the track. The back cars of the train were sent onto a different track. They crashed into the pillars of a bridge over the tracks, causing the bridge to collapse. Only the first three cars and the front engine passed under the bridge. The rest of the 14-car train crashed into the fallen bridge.

Other Accidents

Damaged ICE T trainset 1192

On September 27, 2001, train 5509 fell off a work platform and was too damaged to be used again.
On November 22, 2001, an engine (401 020) caught fire. No passengers were hurt, but the engine was destroyed.
On January 6, 2004, ICE TD train 1106 caught fire while parked. Two cars were destroyed.
On April 1, 2004, train 321 hit a tractor that had fallen onto the tracks near Istein and went off the rails. No one was hurt.
In April 2006, an engine (401 553) was badly damaged when it crashed into a car on the Mannheim–Frankfurt railway.
On April 28, 2006, train 73 crashed head-on with two Swiss locomotives in Thun, Switzerland. The Swiss driver made a mistake. 30 passengers and the ICE driver had minor injuries. Both trains were badly damaged.
On March 1, 2008, train 1192 crashed into a tree that had fallen onto the tracks near Brühl due to a storm. The driver was seriously injured. The train is now back in service after repairs.
On April 26, 2008, train 11 crashed into a group of sheep on the Hanover-Würzburg high-speed line. Both engines and ten cars went off the tracks. 19 passengers had minor injuries.
In July 2008, a cracked axle caused a third-generation ICE train to derail slowly in Cologne. No one was hurt, but DB had to check all its newest ICE trains for safety.
On April 17, 2010, an ICE train lost a door while traveling fast near Montabaur. The door hit another ICE train on the next track, injuring six people.
On August 17, 2010, an ICE train hit a truck that had slid onto the tracks near Lambrecht. The first two cars went off the tracks, and ten people were injured.
On January 11, 2011, train 4654 partly derailed after hitting a freight train in the Netherlands. No one was injured.
On May 2, 2017, a train derailed at Dortmund Main Station, injuring two people.
On October 12, 2018, two cars of a train caught fire while traveling from Cologne to Munich. Five people had minor injuries during the evacuation.

Ticket Prices

In Germany

ICE trains are the highest category of trains in Germany. Their ticket prices are not based on how many kilometers you travel. Instead, they have set prices for trips between stations. These prices depend on things like the train line and how many people want to travel on it. Even on lines where an ICE train isn't faster than a regular Intercity (IC) train, you pay extra. This is because ICE trains offer a higher level of comfort.

In Other Countries

Austria: You don't pay extra fees for ICE trains on lines within Austria.
Switzerland: You also don't pay extra fees for ICE trains traveling to and from Zurich, Interlaken, and Chur, or for ICE trains that run only within Switzerland.
Netherlands: For ICE trains between Amsterdam and Cologne, if you travel only within the Netherlands, you can use a special travel card but need to buy a small extra ticket. If you travel to or from Germany, you buy an international ticket.
France: For ICE trains between Paris and Frankfurt or Stuttgart, you use the French ticket system for trips within France. You must reserve a seat for trips to or from France, or within France.

Ridership

Ridership
Year	million riders	±% p.a.
1991	5.1	—
1992	10.2	+100.00%
1993	14.6	+43.14%
1994	21.3	+45.89%
1995	27.2	+27.70%
2000	41.6	+8.87%
2005	66.8	+9.94%
2010	77.8	+3.10%
2015	80	+0.56%
2018	94	+5.52%
2019	99.2	+5.53%

From when it started in July 1991 until 2006, ICE trains carried about 550 million passengers. In 2005 alone, 67 million people rode ICE trains. By 2015, the total number of passengers carried by ICE trains reached about 1.25 billion!