Main line • High speed Rail • Germany

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The 403 high-speed multiple units produced between 1990 and 2023 by various manufacturers are also referred to as ‘ICE’. The multiple units are divided into six main variants. The fleet is set to grow to 484 multiple units by 2029. SNCF is the only operator to run French trains on the German network, along with TGV-POS and Eurostar (formerly Thalys). In reality, French TGVs make very little use of the 250km/h network.

They reach top speeds of between 200 and 300 km/h in passenger service, 320 km/h in France, and the average distance travelled by ICE trains in 2019 was 335 kilometres. In 2019, the trains carried around 99 million passengers, which corresponds to a daily average of around 270,000 travellers. This corresponds to around 66 per cent of passengers on Deutsche Bahn’s long-distance services.

The definition of High Speed Rail

The definition of a high-speed train varies by region, but generally, it refers to trains that operate at speeds of at least 250 km/h (155 mph) on newly built lines and 200 km/h (124 mph) on upgraded lines. In Europe, for example, the UIC (International Union of Railways) considers a commercial speed of 250 km/h as the principal criterion for high-speed rail. In the United States, the definition can include trains operating at speeds ranging from 180 km/h (110 mph) to 240 km/h (150 mph).

➤ See the UIC definition

In brief

Routes
The high-speed train network in Germany, known as the Intercity-Express (ICE), began operations on June 2, 1991. The first line connected Hamburg, Hanover, Frankfurt, Stuttgart, and Munich. This marked the start of high-speed rail travel in Germany, aimed at providing faster and more efficient connections between major cities.

The ICE network has expanded significantly since its inception and now connects most major cities in Germany, as well as some destinations in neighboring countries, providing a fast and comfortable alternative to air travel for domestic and international routes within Europe.

Network expansion

1991: Hanover–Würzburg 250km/h
1991: Mannheim-Stuttgart 280km/h
1998: Wolfsburg-Berlin 250km/h
2002: Bonn-Flugh-Francfort 300km/h
2003: Cologne-Düren 250km/h
2004: Karlsruhe-Rastatt 250km/h
2006: Nuremberg-Ingolstadt 300km/h
2015: Erfurt-Halle/Leipzig 300km/h
2017: Nuremberg-Erfurt 300km/h
2022: Wendlingen – Ulm 250km/h

The current total of new (NBS) or rebuilt (ABS) lines for 250km/h is 1,396 km.

National rolling stock (past and present)

ICE 1 BR 401
Siemens/AEG/Krupp
1991 – …

59 BR401 trainsets are the result of extensive testing carried out by Inter City Experimental since the early 1980s. An order for 41 trainsets was placed in 1987. These are trainsets with locomotives at each end, as was still customary at the time. They feature a dining car with a raised roof. Renovated but withdrawn from service over time.

ICE 2 BR 402
Siemens/ABB/AEG
1995 – …

The ICE 2 appears to be similar to the ICE 1, but DB wanted to operate double-destination trains, which meant a 7-car trainset. The shortening of the trainsets meant that only one locomotive was needed, hence the introduction of the pilot car. The experience gained with the ICE 1 enabled the ICE 2 to benefit from a number of technical improvements.

ICE 3 BR403
ICE 3M BR406
Siemens/Bombardier
2000 – …

It no longer has much in common with the previous ICE 1 and ICE 2. ICE 3 met the increased requirements for interoperability promoted by the European Union. The biggest difference is the adoption of distributed motorisation and the abandonment of front engines. A BR 406 multi-current version was designed to operate in the Netherlands, Belgium and France.

ICE 3 Velaro D BR 407
Siemens
2013 – …

The origins of the BR 407 can be traced back to 2007, when specifications were drawn up requiring new rolling stock that was fully compliant with European TSIs, capable of operating at 320 km/h and accepted in France, Belgium, the Netherlands and Great Britain (Velaro UK). Only 17 trainsets have been built, making it the smallest ICE DB’s series.

ICE4
9201 – 9237
9001 – ….
9451 – 9500
Siemens/Bombardier
2016 – …

To replace the ICE 1’s serie (scheduled to run until 2030), DB signed a framework agreement with Siemens in 2008 for 300 trainsets with 7, 12 or 13 cars. This is why there are 3 sub-series. The ICE 4 is not suitable for international traffic, as DB has opted instead for an ICE 3 neo, shown below. ICE 4s can nevertheless operate in Austria and Switzerland.

ICE 3 neo BR 408
Siemens
2022 – …

Around 2019-2020, Siemens was busy with an ICE Novo project, but DB Fernverkehr launched a call for tenders for 90 trainsets, all compatible with the BR407 ICE. To move quickly and avoid too many study costs, Siemens reorganised its Velaro platform and presented the ICE 3 neo, a train suitable for international traffic in Germany’s neighbouring countries.

Other rolling stock from foreign operators that runs in Germany (past and present)

TGV Duplex
201 – 294 2-current
Alstom
1995 – …

The TGV Duplex trains are made of aluminum to maintain a load of 17 tons per axle despite having two levels. With two trainsets, they can carry 1,020 passengers. There are three generations: Duplex, DASYE, and 2N2. The Duplex trains have power cars identical to the TGV PBKA and operate in Germany as part of the French TGV-POS.

PBKA 4-current
SNCB 4301 – 4307
DB 4321 – 4322
NS 4331 – 4332
SNCF 4341 – 4346
Alstom
1996 – …

Delivered between 1996 and 1997, 17 ‘PBKA’ (Paris-Bruxelles-Amsterdam/Cologne) trains were added to the Thalys fleet. They are registered with the SNCF under the 4300 series, and differ from the TGV-R trainsets in the new design of the power cars. They are four-current with switchgear for 15kV and the PZB system in Germany, as well as the SNCB’s TBL2 system.

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Main line • High speed Rail • Germany • Lexical