Development
Following the successful inauguration of the Intercity-Express system in 1991 and the order to develop the ICE 2, in 1994 DB started plans to upgrade long-distance services using conventional lines, with comfort level raised near the ICE standard and higher speeds, with tilting electric multiple units to replace locomotive-pulled InterCity (IC) and InterRegio (IR) trains. DB assigned the name IC T to the project, with "T" standing for Triebzug (multiple unit). This development resulted in the ICE T.
Later, Deutsche Bahn also saw the need for a similar new train on its non-electrified routes, and started the ICT-VT project, with "VT" standing for Verbrennungstriebwagen (internal combustion motor car).
Deutsche Bahn pursued the development of the ICE 3, IC T and ICT-VT projects in parallel. The trains share a general styling concept, most prominently a lounge section in the front cars with a view forward at the tracks, being separated only by a glass wall from the driver's compartment. Technically, the trains share a lot of components and technical layout, as well as the concept of distributed traction: in contrast to the ICE 1 and ICE 2 designs, the new units were planned not with powerheads, but with peripheral underfloor motors, in order to reduce axle load (quite important for tilting trains) and increase tractive effort.
For the ICT-VT, a four-car configuration was chosen, without a restaurant car, otherwise, Deutsche Bahn aimed for a common appearance and the greatest possible technical commonality with the IC T. Even the possibility of coupling together an electric and diesel train and operate them jointly was to be provided.
Production
In 1996, Deutsche Bahn placed an order for 20 diesel multiple units with a consortium led by Siemens.
As for the ICE T, DWA (Bombardier) produced the end cars and Siemens produced the middle cars. However, the ICE TD was fitted with an electro-mechanic tilting actuator system developed by Siemens, rather than the Fiat (Alstom) Pendolino hydraulic system used in the ICE T. Also, the secondary suspension between bogie and carbody is air springs rather than metal coils for higher ride comfort. A characteristic element of the Siemens system visible on the outside it the crescent-shaped top of the outer carbody supports (above the bogie center).
The tilting system also left room for electric motors on both axes in a bogie, thus every car of the Diesel-electric train has an unpowered bogie and a powered bogie (2'Bo' configuration). The power for the electric motors of the class 605 is generated by four diesel engines, one on each car, with 560 kW power each. These engines are based on engines for trucks. Electrically, the two halves of the train form two independent power units of two cars each, with the theoretical possibility of the addition of a fifth car as middle trailer.
The first train was assembled in 1998, trials on track started in April 1999. During a test run on 13 January 2000, 222 km/h was achieved.
Shortly before the first IC T entered service in 1999, the names of the electric and diesel trains were changed to ICE T and ICE TD respectively, with "T" now standing for the English word tilt(ing), and "TD" for tilt(ing)-diesel.
Service history
In 2001, all 20 units were commissioned for Deutsche Bahn, who took them as class 605. After pilot runs, the trains entered regular service on ICE line 17 between Dresden and Munich on 10 June 2001. Later, the trains were also used between Munich and Zurich.
The service life of the class 605 was rather ill-fated. The ICE TD units were plagued by technical problems from the start.
After the breaking of an axle on 2 December 2002, all remaining 19 units (one fell off a working platform) were grounded. Even though one year later the trains were admitted to service again, DB judged their operation to be overly expensive. DB must pay full diesel tax for the fuel.
The trains were re-activated in anticipation of extra traffic during the 2006 FIFA World Cup in Germany. From 2006, they were used for charter and relief trains.
Starting end of 2007, the class 605 is used in regular service on the Berlin-Hamburg-Copenhagen route, as a replacement for the Danish IC3 trains in Hamburg-Copenhagen service (these should long ago been replaced by the IC4 trains, but due to technical problems those have not been commissioned yet by DSB. The ten class 605 used in these services were equipped with the Danish ATC safety system. From 2008, the Denmark-compatible 605 are also used for Berlin-Hamburg-rhus services (previously, IC3 was used on the Flensburg-rhus route, and regional trains on the Hamburg-Flensburg relation). From mid-2009, three more ICE-TD units are to be used in Germany-Denmark service, allowing DSB to free up more IC3 trains for domestic service..
External links
ICE TD Siemens Page
ICT-VT - tilting InterCity DMU (Class 605) at The ICE Pages
References
^ a b c "ICE-TD" (in German). Website ber die schnellsten Zge der Welt. http://www.hochgeschwindigkeitszuege.com/germany/index_ice_td.htm. Retrieved 2009-01-19.
^ "DSB skaffer nye tog til sjllandske pendlere" (in Danish). Danske Statsbaner. 2008-10-14. http://193.28.147.158/Om-DSB/Presse/Pressemeddelelser/DSB-skaffer-nye-tog-til-sjallandske-pendlere/. Retrieved 2009-03-03.
See also
Description of the Intercity-Express system in Germany
Abstract on tilting trains in Germany
ICE T: the electric sister classes
Wikimedia Commons has media related to: ICE TD
v d e
High-speed rail
High-speed trains
200299 km/h
(125185 mph)
Acela Express APT Adelante/Zephyr CRH 1, 2A, 2B and 5 GMB Class 71 (Flytoget) IC4 InterCity 125 and 225 ICE 1, 2, T and TD ICN Javelin NSB Class 73 Pendolino Railjet RENFE Class 120, 121, 130 Shinkansen 0, 100, 200, 300, 400, 700, 800, E1, E2, E3, E4 TCDD HT65000 V250 ('albatross') Voyager/Meridian X 2000 Zefiro 250
above 300 km/h
(above 186 mph)
AGV AVE Class 100, 102, 103 CRH 2C, 3 ETR 500 Eurostar HSR-350x ICE 3 JRaglev KTX KTX-II HEMU-400X Shinkansen 500, N700, 700T, E5, E6 TGV Transrapid Velaro Zefiro 300, 380
By country
(planned)
East Asia
China Japan South Korea Taiwan
Europe
Austria Belgium Finland France Germany Italy Netherlands Norway Poland Portugal Russia Spain Sweden Switzerland United Kingdom
Other
Argentina Australia Brazil Canada Morocco Saudi Arabia Turkey United States (CA FL OH NY PA TX Southeast Northeast Midwest Northwest)
Technologies
Conventional Maglev Vactrain
Planned lines and experimental trains in italics.
v d e
Classes of German EMUs and battery railcars
BR number: 401 | 402 | 403 | 403 alt | 406 | 410 | 411 | 415 | 420 | 421 | 422 | 423 | 424 | 425 | 425 alt | 426 | 426 alt | 427 | 427 alt | 428 | 430 | 440 | 442 | 450 | 465 | 485 alt | 490 | 491
Older, pre-1968 classes: ET 11 | ET 25 | ET 26 | ET 27 | ET 31 | ET 41 | ET 51 | ET 55 | ET 65 | ET 82 | ET 85 | ET 90 | ET 91 ("Glserner Zug")
Battery railcars: 515 | 517 | ETA 150 | ETA 176 | ETA 178 | ETA 179
S-Bahn EMUs:
Berlin: 475 | 476 | 477 | 480 | 481 | 485 | ET 125 | ET 165 | ET 166 | ET 167 | ET 168 | ET 169 | ET 170 | 270
Hamburg: 470 | 471 | 472 | 473 | 474 | ET 99 | ET 170 | ET 171
v d e
Classes of German DMUs
BR number
601 | 602 | 605 | 608 | 610 | 611 | 612 | 612 alt | 613 | 613 alt | 614 | 618 | 624 | 627 | 628 | 629 | 633 | 634 | 636 | 640 | 641 | 642 | 643 | 644 | 645 | 646 | 648 | 650 | 660 | 670 | 672 | 675 | 690 | 691 | 692 | 699 | 771 | 772 | 795 | 796 | 797 | 798
Pre-1968 classes
VT 04.0 | VT 04.1 | VT 04.5 | VT 06 | VT 07.5 | VT 08.5 | VT 10.5 | VT 11.5 | VT 12.5 | VT 23.5 | VT 24 | VT 25.5 | VT 30 | VT 32 | VT 33 | VT 36.5 | VT 38 | VT 45.5 | VT 46.5 | VT 50 | VT 51 | VT 60.5 | VT 62 | VT 63 | VT 66 | VT 69 | VT 70 | VT 72 | VT 75 | VT 78 | VT 79 | VT 86 | VT 88 | VT 89 | VT 90.5 | VT 92.5 | VT 95 | VT 97 | VT 98
Old DRG numbers
VT 7 | VT 10 | VT 20 | VT 133 | VT 135 | VT 137 | SVT 137 | VT 814 | VT 815 | SVT 877
DR in the GDR
171 | 172 | 173 | 175 | 181 | 183 | 184 | 185 | 186 | 187 | 188 | VT 2.09 | VT 4.12 | VT 12.14 | VT 18.16
Special trains
Flying Hamburger | ICE TD | Integral | TEE
Diesel railbuses
Esslingen railbus | MAN railbus | Uerdingen railbus | Wismar railbus | RegioSprinter
Categories: InterCityExpress | Siemens products | Diesel multiple units of Germany
Following the successful inauguration of the Intercity-Express system in 1991 and the order to develop the ICE 2, in 1994 DB started plans to upgrade long-distance services using conventional lines, with comfort level raised near the ICE standard and higher speeds, with tilting electric multiple units to replace locomotive-pulled InterCity (IC) and InterRegio (IR) trains. DB assigned the name IC T to the project, with "T" standing for Triebzug (multiple unit). This development resulted in the ICE T.
Later, Deutsche Bahn also saw the need for a similar new train on its non-electrified routes, and started the ICT-VT project, with "VT" standing for Verbrennungstriebwagen (internal combustion motor car).
Deutsche Bahn pursued the development of the ICE 3, IC T and ICT-VT projects in parallel. The trains share a general styling concept, most prominently a lounge section in the front cars with a view forward at the tracks, being separated only by a glass wall from the driver's compartment. Technically, the trains share a lot of components and technical layout, as well as the concept of distributed traction: in contrast to the ICE 1 and ICE 2 designs, the new units were planned not with powerheads, but with peripheral underfloor motors, in order to reduce axle load (quite important for tilting trains) and increase tractive effort.
For the ICT-VT, a four-car configuration was chosen, without a restaurant car, otherwise, Deutsche Bahn aimed for a common appearance and the greatest possible technical commonality with the IC T. Even the possibility of coupling together an electric and diesel train and operate them jointly was to be provided.
Production
In 1996, Deutsche Bahn placed an order for 20 diesel multiple units with a consortium led by Siemens.
As for the ICE T, DWA (Bombardier) produced the end cars and Siemens produced the middle cars. However, the ICE TD was fitted with an electro-mechanic tilting actuator system developed by Siemens, rather than the Fiat (Alstom) Pendolino hydraulic system used in the ICE T. Also, the secondary suspension between bogie and carbody is air springs rather than metal coils for higher ride comfort. A characteristic element of the Siemens system visible on the outside it the crescent-shaped top of the outer carbody supports (above the bogie center).
The tilting system also left room for electric motors on both axes in a bogie, thus every car of the Diesel-electric train has an unpowered bogie and a powered bogie (2'Bo' configuration). The power for the electric motors of the class 605 is generated by four diesel engines, one on each car, with 560 kW power each. These engines are based on engines for trucks. Electrically, the two halves of the train form two independent power units of two cars each, with the theoretical possibility of the addition of a fifth car as middle trailer.
The first train was assembled in 1998, trials on track started in April 1999. During a test run on 13 January 2000, 222 km/h was achieved.
Shortly before the first IC T entered service in 1999, the names of the electric and diesel trains were changed to ICE T and ICE TD respectively, with "T" now standing for the English word tilt(ing), and "TD" for tilt(ing)-diesel.
Service history
In 2001, all 20 units were commissioned for Deutsche Bahn, who took them as class 605. After pilot runs, the trains entered regular service on ICE line 17 between Dresden and Munich on 10 June 2001. Later, the trains were also used between Munich and Zurich.
The service life of the class 605 was rather ill-fated. The ICE TD units were plagued by technical problems from the start.
After the breaking of an axle on 2 December 2002, all remaining 19 units (one fell off a working platform) were grounded. Even though one year later the trains were admitted to service again, DB judged their operation to be overly expensive. DB must pay full diesel tax for the fuel.
The trains were re-activated in anticipation of extra traffic during the 2006 FIFA World Cup in Germany. From 2006, they were used for charter and relief trains.
Starting end of 2007, the class 605 is used in regular service on the Berlin-Hamburg-Copenhagen route, as a replacement for the Danish IC3 trains in Hamburg-Copenhagen service (these should long ago been replaced by the IC4 trains, but due to technical problems those have not been commissioned yet by DSB. The ten class 605 used in these services were equipped with the Danish ATC safety system. From 2008, the Denmark-compatible 605 are also used for Berlin-Hamburg-rhus services (previously, IC3 was used on the Flensburg-rhus route, and regional trains on the Hamburg-Flensburg relation). From mid-2009, three more ICE-TD units are to be used in Germany-Denmark service, allowing DSB to free up more IC3 trains for domestic service..
External links
ICE TD Siemens Page
ICT-VT - tilting InterCity DMU (Class 605) at The ICE Pages
References
^ a b c "ICE-TD" (in German). Website ber die schnellsten Zge der Welt. http://www.hochgeschwindigkeitszuege.com/germany/index_ice_td.htm. Retrieved 2009-01-19.
^ "DSB skaffer nye tog til sjllandske pendlere" (in Danish). Danske Statsbaner. 2008-10-14. http://193.28.147.158/Om-DSB/Presse/Pressemeddelelser/DSB-skaffer-nye-tog-til-sjallandske-pendlere/. Retrieved 2009-03-03.
See also
Description of the Intercity-Express system in Germany
Abstract on tilting trains in Germany
ICE T: the electric sister classes
Wikimedia Commons has media related to: ICE TD
v d e
High-speed rail
High-speed trains
200299 km/h
(125185 mph)
Acela Express APT Adelante/Zephyr CRH 1, 2A, 2B and 5 GMB Class 71 (Flytoget) IC4 InterCity 125 and 225 ICE 1, 2, T and TD ICN Javelin NSB Class 73 Pendolino Railjet RENFE Class 120, 121, 130 Shinkansen 0, 100, 200, 300, 400, 700, 800, E1, E2, E3, E4 TCDD HT65000 V250 ('albatross') Voyager/Meridian X 2000 Zefiro 250
above 300 km/h
(above 186 mph)
AGV AVE Class 100, 102, 103 CRH 2C, 3 ETR 500 Eurostar HSR-350x ICE 3 JRaglev KTX KTX-II HEMU-400X Shinkansen 500, N700, 700T, E5, E6 TGV Transrapid Velaro Zefiro 300, 380
By country
(planned)
East Asia
China Japan South Korea Taiwan
Europe
Austria Belgium Finland France Germany Italy Netherlands Norway Poland Portugal Russia Spain Sweden Switzerland United Kingdom
Other
Argentina Australia Brazil Canada Morocco Saudi Arabia Turkey United States (CA FL OH NY PA TX Southeast Northeast Midwest Northwest)
Technologies
Conventional Maglev Vactrain
Planned lines and experimental trains in italics.
v d e
Classes of German EMUs and battery railcars
BR number: 401 | 402 | 403 | 403 alt | 406 | 410 | 411 | 415 | 420 | 421 | 422 | 423 | 424 | 425 | 425 alt | 426 | 426 alt | 427 | 427 alt | 428 | 430 | 440 | 442 | 450 | 465 | 485 alt | 490 | 491
Older, pre-1968 classes: ET 11 | ET 25 | ET 26 | ET 27 | ET 31 | ET 41 | ET 51 | ET 55 | ET 65 | ET 82 | ET 85 | ET 90 | ET 91 ("Glserner Zug")
Battery railcars: 515 | 517 | ETA 150 | ETA 176 | ETA 178 | ETA 179
S-Bahn EMUs:
Berlin: 475 | 476 | 477 | 480 | 481 | 485 | ET 125 | ET 165 | ET 166 | ET 167 | ET 168 | ET 169 | ET 170 | 270
Hamburg: 470 | 471 | 472 | 473 | 474 | ET 99 | ET 170 | ET 171
v d e
Classes of German DMUs
BR number
601 | 602 | 605 | 608 | 610 | 611 | 612 | 612 alt | 613 | 613 alt | 614 | 618 | 624 | 627 | 628 | 629 | 633 | 634 | 636 | 640 | 641 | 642 | 643 | 644 | 645 | 646 | 648 | 650 | 660 | 670 | 672 | 675 | 690 | 691 | 692 | 699 | 771 | 772 | 795 | 796 | 797 | 798
Pre-1968 classes
VT 04.0 | VT 04.1 | VT 04.5 | VT 06 | VT 07.5 | VT 08.5 | VT 10.5 | VT 11.5 | VT 12.5 | VT 23.5 | VT 24 | VT 25.5 | VT 30 | VT 32 | VT 33 | VT 36.5 | VT 38 | VT 45.5 | VT 46.5 | VT 50 | VT 51 | VT 60.5 | VT 62 | VT 63 | VT 66 | VT 69 | VT 70 | VT 72 | VT 75 | VT 78 | VT 79 | VT 86 | VT 88 | VT 89 | VT 90.5 | VT 92.5 | VT 95 | VT 97 | VT 98
Old DRG numbers
VT 7 | VT 10 | VT 20 | VT 133 | VT 135 | VT 137 | SVT 137 | VT 814 | VT 815 | SVT 877
DR in the GDR
171 | 172 | 173 | 175 | 181 | 183 | 184 | 185 | 186 | 187 | 188 | VT 2.09 | VT 4.12 | VT 12.14 | VT 18.16
Special trains
Flying Hamburger | ICE TD | Integral | TEE
Diesel railbuses
Esslingen railbus | MAN railbus | Uerdingen railbus | Wismar railbus | RegioSprinter
Categories: InterCityExpress | Siemens products | Diesel multiple units of Germany
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