Rolling stock • Block train • Germany • DB Fernverkehr • ICE L Talgo

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In brief

DB’s choice was also motivated by the need to serve lines where high speed is not available. ICE L trains can nevertheless run at 230 km/h on sections of the main network that allow this speed, which facilitates integration into the timetable with other IC trains, even if they do not run as fast. Finally, there is the financial aspect, as Talgo trains are less expensive than ICE trains, which must have technical characteristics according to high speed TSI.

The first Talgo in service was the ICE 1548, between Berlin and Cologne in December, 14, 2025.

The choices of DB Fernverkehr

Locomotive‑hauled trains can—provided they have the necessary foreign approvals and suitable locomotives—operate relatively easily across borders thanks to the use of multisystem locomotives or by changing locomotives at national frontiers. It is also impossible to adjust the train length en route, as was once common practice in international services, by strengthening or reducing the consist according to demand. This flexibility formed the backbone of the European EC and D‑train network for several decades. For operators, the potentially different life cycles and alternative uses of locomotives, independently of the coach fleet, are an advantage. For passengers, the lower noise level is appreciated, since only the locomotives are powered.

Why did DB AG not favour conventional coaches?
The question remains unanswered. In its public communication, the company mainly highlighted accessibility for passengers with reduced mobility on 76 cm platforms as a decisive criterion, as well as the maximum speed of 230 km/h that these trains can reach on certain sections where such speeds are permitted. A Talgo ICE L set is 256 m long in total, including the locomotive and 17 coaches. The independent‑wheel running gear reduces weight, as it is significantly lighter than conventional bogies. It also helps to lower energy consumption.

The choice of the ICE L is said to be motivated in particular by the intention to operate direct services to tourist destinations. For this purpose, new bi‑mode locomotives would be used, capable of hauling the ICE L on sections that are not yet electrified—something an ICE cannot do.

Technical specifications

An ICE-L consists of a 17-car Talgo 230 articulated fixed formation, including a tail car and a driving cab car. The operating concept is therefore similar to that of a push–pull train, such as the Austrian Railjet. The locomotive originally planned is a Talgo-only product known as the “Travca”. This is a four-axle multisystem locomotive with an output of 6,400 kW, designed for a maximum speed of 230 km/h, which is also the speed limit of the Talgo 230 trainset. At Deutsche Bahn it will be classified as Class BR 105, a designation not previously used. This locomotive is currently undergoing certification and has not yet been authorised for operation. In the meantime, DB intends initially to haul the Talgo trainsets with already available Vectron Class BR 193 locomotives, pending the delivery of the BR 105.

The vehicles of the Talgo 230 trainset are the traditional Talgo trailers, well known for their articulated design, in which adjacent cars are supported with shared wheelsets rather than on conventional bogies, as found on Alstom TGV trainsets to which they may bear a visual resemblance (picture below: bogie Thalys on the left, shared wheelsets on the right).

This design has already proven itself in similar form on high-speed services operating at up to 300 km/h with the Renfe Class 102, 112, 130 and 730 fleets, as well as their international counterparts Afrosiyob and Haramain (Saudi Arabia). The ICE-L trainset, however, is limited to 230 km/h due to its independent traction concept, theoretically allowing it to be hauled by any suitable locomotive. Trains operating at higher speeds must be fully integrated fixed trainsets, whether with concentrated power (Alstom TGV, Renfe AVE Class 103) or distributed traction (Siemens ICE 3 and ICE 4, Frecciarossa). The ICE-L therefore offers the ability to be locomotive-hauled, providing greater operational flexibility for the operator. A Talgo trainset is, however, non-separable, and therefore the complete formation must be withdrawn to the maintenance facility for servicing or in the event of a technical failure.

Capacity

The idea of Talgo trainsets is to allow wider car bodies while remaining compatible with existing infrastructure. This is primarily achieved through the use of relatively short (under 20m), articulated coach bodies supported by shared running gear with independently rotating wheels. Compared with conventional long coaches on bogies (26,40m), the reduced car length significantly limits end and centre overhang in curves. As a result, the vehicle envelope is better controlled when negotiating curves, allowing Talgo to make more effective use of the available loading gauge.

This design flexibility enables Talgo to offer wider interiors than many conventional coaches. In practical terms, this allows layouts such as five-abreast seating in second class (photo on right: Avlo Renfe), increasing capacity without compromising comfort. At the same time, the lighter aluminium structure and articulated configuration contribute to reduced track forces and improved curving behaviour, reinforcing Talgo’s claim of better integration into existing railway alignments, particularly on routes with tighter curves. The advantage of this increased width is often highlighted by Talgo when marketing its trains. However, this design does not conform to the UIC standards for long-distance InterCity trains, so DB Fernverkehr has opted for the conventional arrangement: 2+2 seats abreast in second class and 2+1 seats abreast in first class.

Accessibility

This is the other major promise of the Talgo: step-free boarding. This requires platforms to be at a uniform height of 76 cm above the rail. But is this the case throughout the German network?

Until now, a variety of different platform heights exist at stations across the German railway network. The most widespread heights are 55 cm (measured from platform edge to rail top), which predominates in regional services, and 76 cm, which is mainly found on long‑distance services. In addition, there are older platforms that are often even lower.

According to the Railway Construction and Operating Regulations (EBO), platform heights between 38 cm and 96 cm above rail top are permitted. The regulations also stipulate that, for new construction and reconstruction of stations, a height of 76 cm should be aimed for (§13 paragraph 1 EBO). Exceptions apply to S‑Bahn systems, where a height of 96 cm is permissible. The TSI Infrastructure (TSI = Technical Specifications for Interoperability) defines platform heights of 55 cm or 76 cm for long‑distance platforms within the EU. However, in most other EU countries, unlike in Germany, the height of 55 cm is prescribed for new and rebuilt platforms. Many regional stations also currently have a platform height of 55 cm, enabling level boarding in combination with standard regional rolling stock (including double‑deck trains).

While level boarding is possible in many cases for regional trains, this is not the case for long‑distance trains, regardless of the platform height selected. When boarding or alighting from IC and ICE services, passengers with disabilities and persons with reduced mobility must therefore rely on platform‑mounted lifting devices and station staff, which significantly restricts their ability to travel independently, particularly due to limited service hours. The ICE 4 does, for the first time, feature an on‑board lifting device that allows train staff to raise and lower wheelchairs into and out of the train.

Thanks to its articulated design, the Talgo has a floor height of only 76 cm above the rails, without the steps found on other rolling stock. However, it is already certain that some stations served in the future will not have this height, particularly tourist destination stations, which are more suited to local traffic than mainline services. This is an aspect that will be interesting to monitor when the ICE L trains enter service.

Design

The commissioning of a new train is always an opportunity to re-evaluate certain principles and revamp the interior design of trains. A model was presented in 2022 showing the new design concept for Deutsche Bahn, not only for the ICE L trains, but for the entire range of mainline trains.

To “feel like you’re in your own living room at 300 kilometres per hour” is the goal of the new railway design, explains the website Stylepark. The expansion of services is part of DB’s “Strong Rail” strategy. Through a series of coordinated measures, the number of long-distance passengers is to double to 260 million. DB experts from the Customer Experience and Product Management and Design teams brought in the Swiss agency Nose Design Experience, which is now the lead agency for design issues for DB. 

Usually, the tender only contains textual descriptions of what is required. In the case of ICE L, DB also included a design tender with renderings, prepared by the Munich-based company N+P Innovation Design. The aim was to get comparable offers, not just slightly modified examples from the respective manufacturer’s construction kit. After the Spaniards were commissioned with the construction of 23 trains, they developed an interior with the German agency Tricon that took up the wishes of the design brief, explains Stylepark.

This new design was first implemented in the ICE 3 Neo (Velaro range) at the end of 2023, and has since been implemented in all new DB acquisitions.

The final choice

DB therefore opted for a train consisting of 17 trailers, including one for Talgo, and a driving cab car enabling push-pull operation. The details of the train set are summarised in the following table:

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Rolling stock • Block train • Germany • DB Fernverkehr • Lexical