ICE TD
The vehicles of the series 605 (also: ICE TD, VT 605, initially, ICT -VT ), four -piece diesel-electric tilting EMUs of Deutsche Bahn AG for passenger transport over long distances. These are the first since the 1950 (DB ) or 1960 (DR ) years procured diesel trains for long-distance passenger transport in Germany. The ICE TD (TD = " trainset " diesel ) is the fastest diesel train in Germany. In tests it reached on 13 January 2000 at 222 km / h new German record for DMUs. However, in operation, the trains were moderately successful and were temporarily shut down for years.
- 2.1 Bicycle portability
- Denmark 3.1 traffic
- 4.1 Technical Modification for the Denmark - traffic
History
Order
To use the potential of distance passenger traffic on some non-electrified routes, asked the German railway in November 1994 to informal opportunities for a four-car diesel train with tilting technology and long-distance transport equipment. In February 1995, followed by a corresponding alert. In summer 1995, the specification was revised, in particular to design and equipment conform to the ICE T and ICE 3. End of October 1995, the DB AG was accordingly revised offers. The functional performance tender had provided, among others, a top speed of 200 km / h 195 seats and a maximum axle load of 14.5 tonnes.
The German railway closed beginning in July 1996 from a memorandum of understanding with the consortium ICT -VT on the procurement of 20 units of the VT 605 series. The contract size of 280 million marks, was awarded to a consortium consisting of Siemens AG as leader, her daughter Duewag AG and the German wagon AG. Subsequent adjustments, for example, a full galley, instead of the originally planned small bistro kitchen were reordered as design changes later. Also, the equipment of all trains for Switzerland (signaling, train radio, front signals) has been reordered later.
Engineering, construction and design of the four -car diesel powered rail car train were derived in large part from the commissioned in 1994 ICE T. Significant changes were necessary to accommodate the diesel-electric drive system and its auxiliary equipment. A key role was played by the sound technical specifications: in the interior of the sound pressure level at 200 km / h should be 70 dB ( A), in the area 84 dB ( A) does not exceed. The trains should be used from the fall of 1999.
On the part of DB AG the development of the train by the DB Research and Technology Centre Munich was coordinated.
Intended applications of the trainset were topographically difficult Sachsen- Franken- Magistrale from Dresden to Nuremberg and Munich- Zurich. First time in several decades, so that should come in fast long-distance traffic again DMUs.
Variant for Australia
Siemens had a 200- km / h diesel-electric version of the ICT available in the late 1990s for a planned high- speed rail line between Sydney and Canberra. The company was subject to the guided Alstom Speed Rail consortium, which was 320 km / h fast TGV trains available.
Construction
The car bodies of the end car emerged at Alstom Ferroviaria (formerly Fiat ), the final took place at Bombardier in Ammendorf. Siemens Duewag built in Krefeld, the middle car of the train. The acceptance and handover to the German railway took place in Wegberg -Wildenrath.
In contradiction to the original consortium, the trains were given a newly developed electric tilting technology from Siemens. After the production of the bodies of the end car was not carried out at the site Bautzen due to delays in the construction of the series 612, the car bodies were manufactured at Alstom's site Savigliano and put on the road to the interior fittings according Ammendorf.
Commissioning
On 29 August 1998, the first completed end cars for Research and Technology Centre Munich -Freimann was transferred. On the local chassis dynamometer three-week driving tests were planned before the car should be transferred to completion according to Halle- Ammendorf.
In February 1999 came the first, still referred to as the ICT -VT, Multiple Unit testing center in Wegberg- Wildenrath one. At this time it was planned to start commercial operation with the trains during the schedule year 1999/2000 on the Sachsen- Franken- Magistrale and on parts of the Allgäu train between Munich and Lindau. On 21 April 1999, the multiple unit 5501 performs first test drives in the test center. In May 1999, first training rides for drivers took place.
On August 18, 1999, a speed of 200 km / h was on the railway line Hamm- Minden, between Rheda and Oelde, for the first time reached. 22 November to 3 December 1999 took place on the high-speed line Hannover -Würzburg test runs at 200 km / h instead. With a running technical approval trip on the morning of 13 January 2002, the unit 5502 between Göttingen and Hanover to 222 km / h new speed record for German internal combustion rail vehicles. The train surpassing the established in April 1975 by a vehicle of the class 602 between Celle and Uelzen record of 217 km / h Before Easter 2000 was followed by acoustic measurement runs between Augsburg and Donauwörth. From 10 to 12 May 2000 was a ICE TD test drives in Switzerland for the first time.
On 9 February 2000, the manufacturing consortium announced commissioning delays due to capacity constraints. The planned for November 5 2000 Introduction of the trains on the Sachsen- Franken- Magistrale has been postponed to the autumn of 2001; InterRegio operating on the axis should be extended accordingly. The planned for autumn 2000 commissioning between Munich, Lindau and Zurich was also postponed to a later date. Two months later, further delays were foreseeable, since the braking system had been found to be undersized and DB demanded a corresponding design change.
Due to capacity problems in Wegberg -Wildenrath the commissioning of individual traits in spring 2000 was temporarily shifted to a rented facility in GER - Ratheim.
On 22 April 2000, the train was presented in court and announced that the ICE - TD trains would be waiting there. Was officially presented the new series in September 2000 at InnoTrans. In the fall of 2000 lacked any vehicle approval to carry passengers. By early 2001, all 20 trainsets were completed. The end of 2000 was missing for half of the 20 trains yet to be approved by the Federal Railway Authority.
In April 2001, ICE completed a TD in Switzerland licensing runs.
On May 4, 2001, an ICE TD, in addition to three other newly installed in vehicles Bavaria, at Munich Central Station under the motto, " Four strong pieces for Bayern".
All ICE -TD trains were home from April 2001 to February 2007 when ICE München Hbf. In February 2007, they were umbeheimatet with regard to the Denmark - traffic, the ICE Hamburg plant.
Operation
End of April 2001 were all 20 trainsets running condition, but had not yet been completely removed. As of April 23, 2001 two IR pairs of trains between Nuremberg and Dresden as well as between Dresden and Zwickau were served with ICE TD.
The timetable change on 10 June 2001, the trains were officially made to the then newly created ICE line 17 in operation. The opening gambit ICE 1568 was christened Richard Hartmann. From this day on a two- hourly service between Dresden and Nuremberg was offered. Trains replaced the previously circulating on this section of the inter-regional trains line 27 The scheduled travel time between Nuremberg and Dresden shortened by up to 80 minutes. Between Munich and Zurich first a pair of trains were operated daily on ICE TD. After the expansion arch for fast driving on the Allgäu- track was not foreseeable, their use was first and foremost the increase in comfort, less the travel time reduction.
From the beginning of the use on the Sachsen- Franken- Magistrale was under an unlucky star. Thus, the approval of the Federal Railway Authority to bow fast driving for the Nuremberg- Dresden was not granted until the day before the official schedule in June 2001. In operation, the brakes again proved to be undersized, although the DB had 2000 requires a design modification. In the first week of operation, there were delays of an average of 15 minutes per train, after the tilting control had proved to be hypersensitive. For minor faults counted as a failure of the tilt system and required a restart of the onboard systems. During the navigation test, these problems were not previously occurred.
In September 2001, the car 605 009 in the depot yard crashed due to a defect in a Hubbockanlage of a hoist. The neighboring intermediate cars 605 109 was slightly damaged. The heavily damaged end car was taken to the Bombardier plant Ammendorf in 2002 and dismantled to develop a repair tender until the shell. After it did not come to a reprocessing, both vehicles were retired on 31 December 2002 and stored the remains as spare parts in Chemnitz. The remaining intact vehicles 605 209 and 605 509 were transported to the spring of 2004 on road low loaders to Chemnitz. In July 2011, the train was also across the street, transported by heavy transport from Chemnitz to Hagen and stored there.
The problems caused by the flooding in August 2002 damage in the northern part of the Franken- Sachsen- highway forced to a restriction of the ICE line 17 to the section Nuremberg - Chemnitz.
On 2 December 2002 the 1:22 clock the dispatcher of the railway station Gutenfürst noticed sparks at the ICE 1799. After the train had been stopped, it turned out that the third car of the train (605 203) with a bogie at a speed of approximately 120 km / h was derailed. As a cause of fatigue fracture of a wheelset was detected at the base of the wheel disc. As an immediate measure ordered the German railway in consultation with the EBA to the shutdown of system, and an ultrasound examination of all axles for all ICE -TD trains. After the investigations had revealed multiple exceedances were allowed to be shown with crack-free wheel sets being used in passenger traffic from 6 December only vehicles. As a result, the ICE -TD train sets were replaced by locomotive hauled sets the short term; between Nuremberg and Chemnitz came by the lack of tilting technology to delays of up to 20 minutes. After a few days, the company was re-enabled -disabled tilting technology and the ICE TD came back between Nuremberg and Dresden and Munich and Zurich are used.
In the view of outside specialists serious sizing errors were the cause of the fatigue fracture.
After the cause had not yet been found for the broken axle in the spring of 2003 and the trains still wrong without tilting technology, a transition schedule was put into effect on April 27, 2003. With misplaced by about 35 minutes of departure and arrival times in Chemnitz connections should be kept in Hof and Nuremberg; the travel time between Nuremberg and Chemnitz thus prolonged from 194 to 230 minutes. Two pairs of trains were without substitution; with one exception (ICE 1666) perverted beyond all trains on Marktredwitz instead of Bayreuth. Thus, shorter travel times were possible.
Secondment
On 24 July 2003, the Federal Railway Authority withdrew the trains with immediate effect the operation approval. The authority here was based on a report by the Fraunhofer Institute.
After a positive outcome vibration test and after the wheel profile of the trains was more rounded, the operational approval August 15 was issued again. On the Sachsen- Franken- Magistrale the trains should be deployed in this only after restarting the tilting technology. The necessary conversion work on the axles of trains were completed on 30 October 2003. Still ran between mid- August 2003 and 13 December the same year, a pair of trains with ICE -TD between Munich and Zurich - due to lack of trackside equipment not bow speeding was there anyway possible.
After the trains were equipped with axles with rounded grooves, lay before the technical requirements for use with tilting technology. The Federal Railway Authority approved the arc rapid deployment on 12 November 2003. However, the trains were parked the timetable change in December 2003. The reason for this lack of efficiency was suspected.
For the traffic on the Franken- Sachsen- Magistrale bought DB long-distance transport from the sister company 17 trains from the last production run of the series 612 then got the color dress from DB long-distance transport. During a strike of ÖBB staff in November 2003, several ICE -TD units between St.Margrethen and Lindau were used. After the termination of the trains to the timetable change in December 2003, the trains took regular trips without passengers to avoid arrest damages. The vehicles were parked in the spring of 2004 in Hagen ( six trainsets ), Munich ( four trainsets ), Delitzsch ( six trainsets ) and Nuremberg ( five trainsets ). The costs incurred in addition to the debt service costs for maintenance and rear position were estimated at about 80,000 euros per month. As of spring 2005, there were 14 trains in Hagen and five in Munich. The trains parked in Munich ( 5506, 5510, 5516, 5517, 5520 ) have largely been kept operational and occasionally used for presentation and training rides. The trainset 5510 came here for several weeks commissioning rides on the new Nuremberg -Ingolstadt used.
DB AG has made several attempts in the sequence, the trains sell abroad.
2003 was the establishment of a joint venture with the State Railway of Iran talks to bring the trains there to use. Negotiations on the sale of the trains in Iran failed, according to the Deutsche Bahn, at a high cost for the necessary conversion for the Iranian rail network.
From the end of 2004 laid the ÖBB to use the trains in the national and international long-distance traffic. In cross-border transport, use in Slovakia ( Trnava) and Croatia (Zagreb, Split) was especially planned. For demonstration and testing of the trainset 5517 from Munich to Vienna was transferred on 8 December 2004. A presentation ride on 16 December 2004 led him to Bruck an der Leitha. In early 2005 it was considered to use the trains from December 2005 in triple traction in place of the previous Euro City trains between Vienna, Budapest and Munich. The plans failed in the spring of 2005 to the maintenance of prices charged by the DB. According to a media report, this would not plausible based on numbers; among other things, costs for pantograph - change had been recognized, although the ICE -TD has no current collector.
Reactivation
The end of 2005 reported the Hessischer Rundfunk, the trainsets should be reactivated for the 2006 World Cup to transport several national teams. Further missions are planned in northern Germany and in transport to Denmark.
In preparation for the Soccer World Cup 2006 part of the ICE -TD Fleet was reactivated; Be the first train was 605 016 repaired again from the beginning of 2006. In a first step, two sample cables were to be reactivated. A vehicle had been parked there in Hagen in a hall, the other outdoors in Munich. At the two trains that were exposed to different environmental conditions during their three-year secondment, the necessary measures to restarting the ICE -TD fleet were investigated. In the first half was followed by staff training rides at almost all points throughout the DB long-distance transport. Already in September 2005 the trains 5517 and 5516 between Munich and Donauwörth were to test drives go. Took place on 15 December 2005 on the same route a test drive of 5510, 5516 and 5517 in triple traction.
Ultimately, 13 trains were repaired again. In particular, all the moving components of the hydraulic system of the diesel engines had to be replaced, which had been damaged by the long service life. Also had starter batteries are replaced, which had lost some of its capacity during the standing time. Minor changes were made, among others, the software to control the coupling process and the exchange of icons by afterglow copies. A new software was recorded for the passenger information system and the traffic ( the first time planned for passenger traffic ) triple traction. At Easter 2006, the first was again a journey with passengers; up to this point seven trains had already been reactivated, two more trains were followed until the start of the World Cup on June 9, 2006.
This first plan missions took place here on the relation Hamburg- Cologne. There the speed of 200 km / h runs regularly achieved. Never before was a cross-feed with diesel traction in Germany with such a high speed road.
During the 2006 Football World Cup, a part of the trains was used for charter flights for foreign football fan groups. Among other things, promoted the first nine reactivated trains football fans from Brazil and Mexico. As planned, they were Fridays and Sundays on the route Hamburg- Cologne used (via Hannover).
In the spring of 2009, the DB offered by PKP Intercity, the Berlin- Warszawa - Express be able to serve with the nine not yet reactivated ICE TD. The PKP rejected this offer and beat themselves the right to use the trains for new relations, for example between Berlin and Pila. In the same year the DSB drew an option for conversion of three other trains for the Denmark - back operation.
Beginning of February 2010 announced the German railway to take the remaining six units parked as a substitute trains for other ICEs in operation. This reactivation did not materialize for reasons of cost.
2011, the work-up of three other units were commissioned. They should serve as a reserve for different applications. The tilting system is to be expanded because it is not used in the current operation.
Three trainsets ( 5508, 5513 and 5515 ) have now been restored to serve as an operating reserve. By expanding the tilting technology equipment, the trains lost their EBA approval. The process of re-admission has been running for several months (as of December 2012). The trains are no longer approved for international traffic. The remaining three parked units ( 5501, 5502 and 5512 ) were used in part as a source of spare parts; a restart is considered unlikely.
Construction
The trains are divided into four cars:
- End car, 2nd class (Series 605.0 ): cab with Lounge ( eight seats), open plan area (55 seats). The front, 4.8 m long part of the Greater range is convertible as a so -called " Quick-Change " area to bike range - instead of 15 seats 10 bicycle parking spaces would be offered. This possibility was, however, not yet been exercised.
- Means 2nd class (Series 605.1 ): Greater area (45 seats), Mother / child - compartment ( 6 seats), cell phone with voice mail, depending on a barrier-free and a conventional toilet.
- Means 2nd class (Series 605.2 ) with large spatial area ( 40 seats, first -smoker), Galley, Zugbegleiterabteil and one each personnel and passenger toilets.
- End car, 1st class (Series 605.5 ) with cab, Lounge ( six seats) and large spatial area ( 35 seats, in two compartments, each with four seats that are separated by half-height walls from the metropolitan area). The car was first conceived as a mixed Smoking and Non smoking car; five places at the interchange were there provided for smokers.
The two end cars in the 106.7 m long trains are 27.0 m long, the middle car 25.0 m. The three cars transitions measure 90 cm. The car bodies are 2,842 mm wide, the height of the car above the running surface is up to 4.205 mm, the floor height is 1,200 mm.
The distance between the seats (row seating ) is a uniform 971 mm in the second and 1010 mm in the first class. With the exception of the service trolley ( 605.2 ), a luggage rack is housed in each car.
Up to three trains can be coupled with each other as well to multiple units such as the ICE T. The coupling and common control each one TD and one ICE ICE ICE T or 3 is possible. The DMUs could theoretically be extended by a car. This would require the reconstruction of the zugweiten bus system (as in ICE-T/ICE3 ). The possibility to refit the train on such equipped with pantographs, high voltage equipment, transformer and rectifier to a two car motor vehicle was not taken up.
In the course, which was founded in June 2000 TEE Rail Alliance SBB had promised to re-equip their new tilting trains for coupling and multiple traction operation with the ICE TD and ICE T. When tender of 116 such trains, in early 2001, these plans had already been discarded.
Bicycle portability
In addition to the five -car ICE T and the seven -car ICE T the first production run the ICE -TD are the only ICE trainsets, which are prepared for transportation of bicycles. A fast umbaubarer area in Greater - section of the end car of the second class (in railroad jargon: Quick-Change area) was prepared for the installation of bike racks. The entfallener seating ( eight seats) would be doing at the bike racks installed three folding seats opposite side wall. Of the option to install up to ten bicycle spaces, has so far not been used so in practice.
Use
The ICE TD drove 2001/2002 and 2002/2003 the line Zurich -St. Gallen -Lindau Munich. With the decommissioning of the fleet this line was, until the next timetable change continue plying as " ICE connection ", served with Euro City trimmings.
As of April 13, 2006, seven by then set in operation trainsets came as a weekend amplifier trains between Cologne and Hamburg used. Thus were the trains, for the first time since December 2003, again in passenger service on the go. At the same time, this was the first commercial use of trains in triple traction. Traveling as IC 2760 reached 5510 units, 551 and 5520 on the opening day at km 50.2 on the route between Osnabrück and Bremen a speed of 200 km / h For the first time in Germany were so passengers in a diesel-powered commercial passenger train at that speed on the road. The tilting of the trains was still disabled. In the same month staff training rides followed throughout Germany.
In addition, they come for special events as an amplifier in the scheduled traffic. Thus, the multiple units 3, 4, 6 and 17 were used fair in April 2007 in special service to Hanover.
Denmark - traffic
In December 2006, the German railway informed for the first time about plans to use the diesel ICE in Denmark traffic.
Since the timetable change on 9 December 2007 reversed an ICE TD in double traction from Berlin to Hamburg. After a train split in Hamburg doing some further upside over Lubeck to Copenhagen. Beginning of January 2008 was added a daily service from Hamburg to Copenhagen, from March 2008, a connection to Aarhus. Since mid-March 2008 trains are amplified by a second trainset in the Danish sector from or to Nykøbing.
For this cooperation Danish State Railways (DSB ) and German Bahn AG closed. The travel time will be reduced between Berlin and Aarhus in under seven hours. Purpose is to examine some holding deleted and the speed limit in Denmark from 140 to 180 km / h increases. The trains will be retrofitted to, inter alia, with the Danish train control system ATC. On 24 April 2007 for the first time a test drive with a garnish in the hold of two ships of the Vogelfluglinie took place on April 25, was part of an official press event, the loading of the train set 605 010 in Puttgarden. With the 45 -minute ferry ride across the Fehmarn Belt wrong the first time an ICE runs regularly in the hold of a ship. With a length of 106 m, the trains fit on the railroad track of the ferries.
After receiving first operation, mixed operation between the Danish MF and the German ICE -TD has been driven. As of mid- March 2008 operated on the relation Hamburg -Aarhus daily two ICE TDs and thus triggered the EC- traffic completely. On the relation Hamburg- Copenhagen, the mixed traffic remained with two ICEs and two ECs initially persist daily. The travel time between Berlin and Copenhagen is six hours and 51 minutes. The German railway calculated before production starts with an increase in the annual number of travelers between Copenhagen and Hamburg by 30 percent to 330,000 passengers. Since the timetable change in December 2009, the route towards Copenhagen is served by four ICE -TD and another EC.
By December 2007, ( external tags ) and Hamburg were ( interior works, electronics) five ICE -TD units for the Denmark transport rebuilt in the DB operation works Krefeld. These were followed by five other trains. Today ten denmark compatible drive trains in a seven day roster. Two trains are spares. If the demand is three more vehicles could be converted.
As part of the 13 - year agreement between DB and DSB DSB paid a user fee per kilometer in Denmark and are investment grants. The cost of the conversion amount to about one million euros per unit, plus the cost of admission. The Danish driver received a 14 - day course on the ICE. In December 2007, Deutsche Bahn between Germany and Denmark were recorded 18 percent more passengers than in the same month last year, according to.
In Denmark - transport vehicles reach at the Berlin - Hamburg train their top speed of 200 km / h Between Hamburg and the German border in Flensburg or the ferry terminal Puttgarden top speed is respectively at 140 km / h on Danish territory at up to 180 km / h The diesel consumption on the new relation is by DB data at 2.2 liters per person and per 100 kilometers, with an occupancy rate of 40 percent.
Technology
The tilting of the trains was different from ICE T, developed by Siemens Transportation Systems. The car body dimensions are identical with those of the ICE-T.
The diesel engines generate an output of 559 kW, after deduction of the auxiliaries power, traction capacity of 425 kW. For the four-part unit, this results in a performance at the wheel of 1700 kW. Two cars of the trainset form a ( operationally non-separable ) traction unit. Each of the four car takes up to 1,000 liters of diesel fuel.
Only five magnetic track brakes were first provided for each train and dispensed into motor bogies, each for one brake disc for weight reduction. The spring brakes were designed to prevent rolling of the vehicle in 25 ‰ gradient with 1.4 - fold safety.
Asynchronous traction motors, brakes and other components are disposed below the passenger compartment and is distributed across the length of the train. By thus attributable powerheads so-called lounges were set up at both ends of the trains. Only separated by a ( eintrübbare ) glass, passengers can there watch the driver in its tasks and to look ahead to the track.
The bogie center distance is 19.000 mm, the smallest radius of the trains at 150 m ( single cars: 125 m).
Technical Modification for the Denmark - traffic
The trains are fitted as part of the conversion, inter alia, with the Danish train control (ATC ZUB 123 ), Danish train radio and a GPS-based positioning system ( TRIT ). An additional cabinet at the interchange in each end car takes in the passenger compartment on the new components. To accommodate the additional technology, a luggage rack has been removed. At the outer end car bogie of an additional bracket was attached, which receives the PZB antenna, while the ATC antenna was attached to the original PZB attitude. Now contains the speed sensor and the recorder for the ATC At the first axis of the bogie. Due to the renovations, the skirt of the car body by about 30 cm had to be cut to ensure the freedom of movement. Also two additional antennas were mounted on the roof of the end car for the Danish train radio system. The discs of the lounges were also mirrored, so that Danish train drivers can not be observed at work. In Germany, these disks can be connected but transparent. In each end cars 50 additional components have been set up with a total weight of around 270 kilograms per end cars. The trains will be at least 13 years between Hamburg and Copenhagen are used. Among the innovations in the cab include a key switch and indicator lights for the system change, an additional tachometer for the ATC system and an additional data input device (DSB ); the first time was held in an ICE driver's desk a cup holder tray. In addition, the passenger information system was supplemented by Danish texts and additional notes attached in the Danish language in the passenger compartment. During the crossing, the train line of trains is powered by a 1,000- volt power line from the ship. Travelers leave the train at the beginning of the Crossing platforms.
The thirteen trainsets 5503-5507, 5510 and 5511, 5514 and 5516-5520 are equipped for traffic to Denmark. In 2009 /10, Tz were 5511 and 5514 of retrofitted. The remaining six trainsets initially remain parked ( Krefeld 5501, Halle- Ammendorf 5502 and 5513 - as of August 2010).
Naming
Since late October 2002 ICE trains will be provided with the names of cities that would like to sponsor a child. So far, this following units of class 605 were: After December 2003, all vehicles in the series were 605 off, the original city name passed to other ICE trainsets on 20 February 2004.