4rail.net - Reference - Super Fast Trains

Main > Reference > Super High Speed Trains > Velaros and the ICE Family

  Super High Speed Main
  TGV, Thalys and AGV
Eurostars
  >> Velaros and ICEs
AGV
Shinkansen
  Maglev
Sokol from Russia
Pendolinos
Swiss Cisalpino Pendol.
   Watching sf. Paris GNo

   SNCF TGV Roster

  North American S.F.
  Chinese Super F ast
  Russian Super F ast

  Super High S. Records
Super High Speed News
Super High Speed Lines
Super High S Manufacturers
Super H S Technologies

4rail.net - Super High Speed Trains - Velaros and ICEs

Velaros and the ICE Family of the Super High Speed Trains
The Velaros are the best selling super high speed trains on the market today. Velaro-E started the success in the Spanish super high speed networks, Velaro-C brought 60 super high speed train sets and their technology into reach of China, Velaro-Rus is just starting the true high speed era in Russia, another huge market for the future. The trains are also selling well in their initial home country Germany. All these succesfull Velaro trains are manufactured today by Siemens AG and derive from the ICEs of Germany, especially ICE3, but are much developed versions from this.

The Spanish Renfes AVE train unit in the picture is one of the Velaro-E type trains capable of soon running 360 km/h (224 mph).

Need for high speed
The ICEs and Velaros (InterCity Express trains) are the German pride to the super high speed transportation. When Japan started its high speed service with Shinkansen in 1964, the Europe was encouraged to put more effort on its own projects. France with its TGV development was to be the number one for the coming decades, Germany the second dividing its resources with two separate projects. The British had their APT project to modernize their rail travel. Even the Soviet Union started its high speed initiative with Sokol although with little success.

Early developments - divided focus
Both Germany and France had already made smaller scale experimentation with high speed rail transportation. In Germany this meant both using traditional locomotive traction in the form of famous class 103.1 with high speed TEE and IC coaches (successfull) as well as high speed experimental class 403 "Donald Duck" EMUs (unsuccessfull). Both of these were limited to a mere 200 km/h (125 mph), so more serious development work was still needed, something Germans had been very good at earlier.

The following decisions however lead to the loosing battle against the French: the German forces were (again) divided with the research of magnetic levitating train Transrapid Maglev and the use of traditional super high speed train units, the Intercity Experimental. Germany was also lacking any larger scale rail network for the super high speed travel at the time. So initially, there was a lot to do with very limited funding. Another interesting factor was that while the German rail travel in high speed TEE trains was meant for upper class, the French approach was train travel for everybody, another loosing battle for the Germans.

Interestingly, the Germans officially thought long after the French had run their TGV successfully at 300 km/h (186 mph), that the conventional rail travel was limited to mere 200 km/h (125 mph) speeds! However the ICE-V (V for Versuch or testing) train of two TGV like power cars and two intermediate cars was built. The locomotives were initially in effect just traditional class 120 iron horses capable of 200 km/h and built with more streamlined design. So, it looks like the Maglev lobby almost succeeded to kill the German train industry. Today we know that also the Maglev production tracks were finally built...in and near Shanghai in China!

The ICE1 is Created
ICE-V, despite of the lack of initial devotion and resources, was successfull and the national ICE1 project was started around 20 German producers of components. The ICE consists of class 410 power car at both ends and around 11 normal high speed coaches in between. The coaches are not articulated (like in TGV) and the insides were and still are even refurbished a very spartan looking design. But the initial ICE1 super high speed traffic got started on the German rails for real. A total of 60 units were built in the batches of 41 + 19. The ICE1s were designed for speed of up to 280 km/h (174 mph). No ICE1s were ever sold abroad although the Germans tried very hard sparing no efforts. TGV was the winner for all the firm orders.

ICE2
An ICE2 was the next evolution step forward. Otherwise very similar to the ICE1 design, the ICE2s only had one class 402 locomotive at one end, six intermediate cars and a driving trailer (cab car) at the other end. The German National Railways ordered 44 ICE2s.

ICE3 and Velaros
After the now successfull ICE2s the next step was the development of a totally new concept, the ICE3. ICE3 has distributed power throughout the train and it is more of a design product than its ugly predecessors. The ICE3 was a project of German transportation giants Siemens and Adtranz (latter now part of Bombardier). Like in many cases building new train sets, the ICE3s originally had some teething problems reported by locomotive magazines. Today the Siemens ICE3s next generation design Velaro trains have finally become a very strong competitor to the French national TGV/AGV fortress by Alstom with no apparent weaknesses.

The Velaro-S is operating in Spain with the operating speeds up to 350 km/h (217 mph) and soon the first Velaro-Rus trains will run in revenue service also in the Russian Federation (The test runs are currently on the way). The first of Chinas 60 unit CRH3s fleet (type Velaro-C) of 300 km/h are in use as well. Out of the Chinese units 3 were built in Germany and 57 are being built in China by Tangshan Locomotive.

Picture: While Velaro trains are also sold to Russia, the design goes through rigorous testing. Here a test unit is subjected to extreme coldness of -50 degrees centigrade!

Special versions ICE-T and ICE-TD
There is also a tilting version of the German ICE design, the ICE-T, which challenges the Alstom manufactured Pendolinos on the conventional lines of track. ICE-TD adds diesel powered version to the ICE family.

Where the ICE1 and 2 are meant mainly for the German national traffic, the Velaros and ICE3s and ICE-T/TD are the Paneuropean versions of the train.

Velaro & ICE Page Menu
  Velaro super high speed family NEW!

  ICE1
  ICE2
  ICE3 / Velaro EMUs
  ICE-T tilting electric powered EMU
  ICE-TD (leaning diesel powered 4 car ICE train) NEW!

To the top of the page

Created for 4rail.net by John McKey. Pictures by Jouni Rautiainen, Ilkka Siissalo, Sanna Siissalo, Stanislav Voronin, Siemens AG and John McKey.

Also on super high speed

Super High Speed News provides you the newest happenings and trends in the super fast railroading.

A TGV and AGV Theme Page provides information on these most succesfull super high speed trains.

See the Velaro & ICE 1,2,3 Page for these Siemens prides!

The Virgin Trains Pendolino class 390 is one of the many pendolinos found on the 4rail.net Pendolino page.

It all started from Japan in 1964 with the first bullet train. See what the latest Shinkansens have to offer for the world!

The Eurostars use the Channel Tunnel connect the U.K. to the mainland Europe.

The Chinese CRH program is the most advanced in the world and China will be the world leader in super high speed trains usage in just a few years.

One of the always popular trains is the Russian super high speed test train Sokol. While Sokol was a product in the wrong time period, the Russia today has an impressive high speed program starting.

Maglev of Germany and China starts the new generation of floating on the rail, the new comfort level of travelling!

Velaro trainsets
Velaro-C, Velaro-E, Velaro Rus
The impressive face of the Velaro-Rus train for the RZD the Russian Railways.
The Velaro-C / CRH3 train at the depor in China early 2009.
The Velaro-E for the AVE super high speed traffic of Renfe in Spain.	ICE3 is the third generation super high speed model of Germany. Like with earlier units, this type was also built by the consortium of several train builders, this time world wide. The ICE3 also opened direct traffic from Germany to France, Belgium, Luxembourg and Netherlands. The later ICE3 like trains are called Velaro by Siemens and have been very successfull in opening larger markets like China, Spain and Russia. ICE3 Technical details -> Type: ICE3 by Adtranz/Bombardier, Siemens-DUEWAG, Alstom-LHB -> Class / Baureihe: 403 and 406, latter bicurrent version -> Delivered to use: 1999 - 2005 -> Number of units: 67 -> Configuration: 8 car EMU, Powered bogies troughout the train (according to the source book every second car is powered) -> Capacity: -> Operated by: Deutsche Bahn AG, Renfe (Spain), RzD (Russia), ? (China) -> Unit length: 200 meters -> Unit power: 16 x 500 = 8000 kW ( Hp) -> Continuous tractive effort: 300 kN Electrical systems for: -> Br 403: AC 15 kV/16,7 Hz -> Br 406: AC 15 kV/16,7 Hz, AC 25 kV/50Hz, DC 1500/3000V -> Operational max. speed: 330 kph ( mph) under 15kV/25kV, under 1500/3000V 220 kph ( mph) -> Mass, metric tons: 409t / 432t net -> Wheel diameter: 920/830 mm -> Coupler type: -> Axle weight max: 16,6 tons -> heated, airconditioned and pressure controlled environment for the passengers and train service personnel Easy recognition guide white with red line on sides and nose more futuristic design than the ICE1/ICE2 Top running lights UNDER the windscreen (to separate from ICE-T) Aerodynamic rounded housing on the roofs of cars to hide the technique form the aircurrent.


To the top of the page

ICE (Inter City Express) trainsets
ICE1
The ICE1 is unboarding business passengers under the arches of the cathedral like new Berlin Main station. The Berlin Hauptbahnhof is built by the river in the neigborhood of the German parlament. The structure is mostly steel, concrete and glass and has several levels. The tracks currently run to 2 directions at the top (in the picture) and 2 at the bottom layer forming a large cross. Picture by John McKey 2007.	Common sight in Berlin and numerous other cities the 59 ICE1 trains and 46 ICE2 units seem to form the majority of the numerous passenger trains. Technical details -> Type: ICE1 by Thyssen-Henschel, Krauss-Maffei, Krupp, ABB, AEG, Siemens -> Class / Baureihe: 401 (401 001 - 401 590) -> Delivered to use: 1989 - 1996 -> Number of units built: 60 units, 122 power units, 118 remaining after accidents, 708 wagons, all refurbished by 2009. -> Configuration: Power Car (Bo-Bo) + typically 12 wagons + PC -> Capacity: 197 first class +502-506 second class passengers seats (after refurbishing) -> Operated by Deutsche Bahn AG -> operations area: mainly Germany -> Unit length: 358 meters for the 14 part train -> Unit power: 2 x 4800 kW ( Hp), 2 x 4 powered bogies -> Power to weight ratio: -> bicurrent versions: 15 KV 16,7 Hz -> Operational max. speed: originally 280 km/h -> Mass, metric tons: 792 t net -> Wheel diameter: 920/860 mm -> Coupler type: -> Axle weight max: 20 tons -> heated and airconditioned environment for the passengers and train service personnel Easy recognition guide "technical" clear featured design white with red line all wagons separable with their own bogies (unlike articulated TGV/AGV type trains) separate locomotives at both ends of the train "ICE" text on the locomotives


To the top of the page

ICE2
	The ICE2 units are actually further developed ICE1 super high speed EMU's with only one locomotive at one end, so the units are operaed in the push-pull mode. Technical details -> Type: ICE2 by Siemens, AEG/ADtranz, DUEWAG, LHB, DWA -> Class/Baureihe: 402 (402 001 - 402 046) -> Delivered to use: 1995 - ?2000 -> Number of units built: 46 units -> Configuration: Power Car (Bo-Bo) + typically 6 wagons + Steering Car -> Capacity: 105 in first class + 263 second class passengers seats 23 seats in restaurant -> Operated by Deutsche Bahn AG -> operations area: mainly Germany -> Unit length: 205 meters for the 8 part train -> Unit power: 1 x 4800 kW ( Hp), 4 powered bogies -> Continuous effect: 200 kN -> Maximum speed 280 kph ( mph) -> elctric systems for: 25 kV / 50 Hz -> Operational max. speed: originally 280 km/h -> Mass, metric tons: 412 t empty -> Wheel diameter: 1030/950 mm -> Coupler type: -> Axle weight max: ~20 tons -> heated & airconditioned environment for the passengers and train service personnel Easy recognition guide "technical" clear featured design white with red line all units separable with their own bogies (unlike articulated TGV/AGV type trains) ONE locomotive at either end of the train and the driving trailer at the other end Large ICE logo on the locomotive


To the top of the page

ICE3 / Velaros
The frozen ICE3 unit in Muenchen southern Germany. Picture by Ilkka Siissalo.	ICE3 is the third generation super high speed model of Germany. Like with earlier units, this type was also built by the consortium of several train builders, this time world wide. The ICE3 opened direct traffic from Germany to France, Belgium, Luxembourg and Netherlands. The later ICE3 like trains are called Velaro and manufactured by Siemens AG. These trainsets have been very successfull in opening larger markets like China, Spain and Russia. ICE3 Technical details -> Type: ICE3 by Adtranz/Bombardier, Siemens-DUEWAG, Alstom-LHB -> Class / Baureihe: 403 and 406, latter bicurrent version -> Delivered to use: 1999 - 2005 -> Number of units: 67 -> Configuration: 8 car EMU, Powered bogies troughout the train (according to the source book every second car is powered) -> Capacity: -> Operated by: Deutsche Bahn AG, Renfe (Spain), RzD (Russia), ? (China) -> Unit length: 200 meters -> Unit power: 16 x 500 = 8000 kW ( Hp) -> Continuous tractive effort: 300 kN Electrical systems for: -> Br 403: AC 15 kV/16,7 Hz -> Br 406: AC 15 kV/16,7 Hz, AC 25 kV/50Hz, DC 1500/3000V -> Operational max. speed: 330 kph ( mph) under 15kV/25kV, under 1500/3000V 220 kph ( mph) -> Mass, metric tons: 409t / 432t net -> Wheel diameter: 920/830 mm -> Coupler type: -> Axle weight max: 16,6 tons -> heated, airconditioned and pressure controlled environment for the passengers and train service personnel Easy recognition guide white with red line on sides and nose more futuristic design than the ICE1/ICE2 Top running lights UNDER the windscreen (to separate from ICE-T) Aerodynamic rounded housing on the roofs of cars to hide the technique form the aircurrent.
The ICE3 routes from Germany now reach all the way to Paris. TGV's and ICE's share the LGV-EST, the eastern super high speed track of France. Picture by Sanna Siissalo 2008, Gare du Nord, Paris.


To the top of the page

ICE-T / German Class
ICE-T Munich Germany. Picture by Ilkka Siissalo 2001.	The Deutsche Bahn also created an ICE solution for the smaller routes with tigh curves and no electricity. A test batch of 20 trains were ordered from a consortium of Siemens, Bombardier and Fiat (currently Alstom). The units entered service in 1999 - 2001 and had some teething problems. Actually the problems were so severe, that the units of class/Br 605 were withdrawn from service in 2003. These were returned to carry people again no sooner than in 2006 for the football championship to help with the congested traffic. Later 11 unit were leased to the Danish National Railways (DSB) for a route between the Danish capital Copenhagen and the city of Hamburg in northern Germany. DSB (Danish National Railways) has had a severe shortage of tilting diesel multiple units since the ICE4 are very late. ICE-T Technical details -> Type: ICE-TD by Siemens, Bombardier, Fiat/Alstom -> Class / Baureihe: 605 -> Delivered to use: 1999 - 2001, withdrawn in 2003, re-entered in 2006 -> Number of units: 20 -> Configuration: 4 car diesel EMU -> Capacity: -> Operated by: Deutsche Bahn AG, DSB (Danish Railways) -> Unit length: 107 m -> Unit power: 1700 kW ( Hp) -> Continuous tractive effort: -> Diriving bogies: 2'Bo+Bo'2+2'Bo+Bo'2 -> Operational max. speed: 200 km/h ( mph) -> Mass, metric tons: 219t net -> Coupler type: -> Axle weight max: 14,5 tons Easy recognition guide Velaro/ICE3 design with pantograph white with red line on sides and nose more futuristic design than the ICE1/ICE2 Top running lights ABOVE the windscreen (to separate from ICE3) TRIANGULAR side windows on the drivers compartment.



To the top of the page

ICE-TD / German Class 605
ICE-TD in Zurich Switzerland when the trains were new. Picture by Ilkka Siissalo 2002. The ICE-TD in Rodby Denmark. Picture by Jouni Rautiainen.	The Deutsche Bahn also created an ICE solution for the smaller routes with tigh curves and no electricity. A test batch of 20 trains were ordered from a consortium of Siemens, Bombardier and Fiat (currently Alstom). The units entered service in 1999 - 2001 and had some teething problems. Actually the problems were so severe, that the units of class/Br 605 were withdrawn from service in 2003. These were returned to carry people again no sooner than in 2006 for the football championship to help with the congested traffic. Later 11 unit were leased to the Danish National Railways (DSB) for a route between the Danish capital Copenhagen and the city of Hamburg in northern Germany. DSB (Danish National Railways) has had a severe shortage of tilting diesel multiple units since the ICE4 are very late. ICE-TD Technical details -> Type: ICE-TD by Siemens, Bombardier, Fiat/Alstom -> Class / Baureihe: 605 -> Delivered to use: 1999 - 2001, withdrawn in 2003, re-entered in 2006 -> Number of units: 20 -> Configuration: 4 car diesel EMU -> Capacity: -> Operated by: Deutsche Bahn AG, DSB (Danish Railways) -> Unit length: 107 m -> Unit power: 1700 kW ( Hp) -> Continuous tractive effort: -> Diriving bogies: 2'Bo+Bo'2+2'Bo+Bo'2 -> Operational max. speed: 200 km/h ( mph) -> Mass, metric tons: 219t net -> Coupler type: -> Axle weight max: 14,5 tons Easy recognition guide Velaro/ICE3 design with NO pantograph! white with red line on sides and nose more futuristic design than the ICE1/ICE2 Top running lights ABOVE the windscreen (to separate from ICE3) TRIANGULAR side windows on the drivers compartment.

The ICE-TD is boarding passengers in Rodby Denmark. Picture by Jouni Rautiainen.	The ultra modern cockpit of the ICE-TD. Picture by Ilkka Siissalo.

To the top of the page

Sources: General sources, Picture Atlas of the German Locomotives, Todays Railways Europe, the Net, Eisenbahn Journal, Siemens AG, ...

Other interesting subjects in this category

  Super Fast Trains Main Page  Updated
  Super High Speed Trains News    Updated
  Super High Speed Trains records Page   NEW!
  TGV & AGV page   Recently Updated

Eurostars Updated

AGV Page NEW

Intercity Express - ICE and Velaro Page Updated

Shinkansen picture & fact page NEW

Watching Super Fast Train at Paris Gare du Nord NEW!

The SNCF TGV Roster Page NEW

Pendolino special page Updated

Cisalpino (ETR470 Pendolino) story by Ilkka Siissalo in the Swiss section! NEW

Sokol from Russia    Updated

  High Speed in Russia   Updated
  Super High Speed Efforts in the U.S.    Updated
  Super High Speed in China   NEW!

Maglev technology Page - levitation on the rail    Updated

  Super High Speed Lines and Corridors...    Updated
  Super High Speed Train Manufacturers...    NEW

Main > Reference > Super High Speed Trains > Velaros and the ICE Family