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Intercity Experimental
The Intercity Experimental, later renamed[citation needed] ICE V, was an experimental train developed by the Deutsche Bundesbahn for research into high-speed rail in Germany. It is the predecessor of all Intercity Express trains of the Deutsche Bahn.
The trainset was built with two Class 410 power cars built jointly by Krupp, Krauss-Maffei and Thyssen-Henschel, and up to three Class 810 intermediate coaches, of which two were built by Messerschmitt-Bölkow-Blohm and one by Duewag and Linke-Hofmann-Busch. When one of the coaches was used for measurement purposes, the other two were used for demonstration of a modern high-speed train. The powercars weighed 78 tons each and had a maximum output of 3,640 kW. They were mostly based on the DB Class 120 locomotives developed earlier, but had been equipped with an aerodynamic outer hull and a corporate identity livery. In the summer of 1986, one of the coaches (810 001) was refurbished from a measurement coach to a demonstration coach.
After a derailment on 3 September 1986, one of the power cars was not available for service. For a period of 10 months, one of the coaches was temporarily refit with a driver's cab in order to avoid further stalling of project schedules of the experimental project.
The German Federal Ministry of Education and Research in 1968 commissioned a study on the technical and economic feasibility of high-speed rail transport in Germany. The results, published in 1971, showed a necessity for higher speeds in the German railways. In 1972, the ministry took the lead in developing new railway technologies. During the same time, a working group for "Rail/Wheel" was initiated in the Bundesbahn Central Offices in Minden. Initially, they concentrated on research regarding the Maglev project Transrapid that eventually led to the Emsland test facility.
The Bundesbahn was then more skeptical about the Maglev technology, and forced, from their side, more research into high-speed rail using conventional rail-wheel technologies. A 28 km (17 mi) test section of rail on the Hamm–Minden railway was (from 1973) already available for testing, and a specially modified Class 103 locomotive was able to reach speeds of up to 250 km/h (160 mph). During the test runs a lot of knowledge was gained about the effects of high-speed rail. These insights also impacted the service of the Intercity trains that were to reach up to 200 km/h (120 mph). The National Transport Plan (Bundesverkehrswegeplan) of 1973 laid the important foundations for the construction or upgrade of up to 2,000 km (1,200 mi) railway lines for them to be rated for speeds of 300 km/h (190 mph).
In the beginning of 1974, the industry, along with the Deutsche Bundesbahn set up a "Community Office" (Gemeinschaftsbüro) for the development of a 300 km/h (190 mph) train. More than 30 concept variations of a high-speed train were studied, particularly having the costs per person-kilometer in consideration. The selection was then narrowed down to 10 variations, and the initial results were presented in 1975. A test locomotive of 12 MW (16,000 hp) power and the capability to reach 400 km/h (250 mph) was also suggested to be built, but was not realised due to cost restrictions. A draft of a train capable of reaching 300 km/h (190 mph) for 200 to 600 passengers was put forth by the company Messerschmitt-Bölkow-Blohm in 1978, but was not realised as well.
In 1975, the Bundesbahn, the industry and research communities agreed on a three-step research strategy. Building on the research conducted in the first step, the second step should involve testing of the research. Under this step, a roller dynamometer test bench in the Schwabing neighbourhood of Munich was built, capable of reaching speeds of up to 500 km/h (310 mph). A planned national transport test facility in the second half of the 1970s did not, however, materialise.
The newly founded Forschungsgemeinschaft Rad/Schiene (Rail-wheel research community) from the industry, universities, and the railways took up works towards a conventional test train, this time with the perspective of user- and passenger-friendliness. On 19 December 1979, the group introduced the first prototype, called the Versuchsfahrzeug 1 (test train 1). By the middle of 1980, a three-part train capable of reaching 350 km/h (220 mph) was developed, and the name Versuchsfahrzeug 2 (test train 2) was used. This was to be tested in the then-under-construction railway test facility Rheine-Feren, between the towns of Rheine and Freren. After the dry tests of the test train 1 in the early 1980s, preparations for a new prototype began, now named as the Rad/Schiene-Versuchs- und -Demonstrationsfahrzeug (Rail-wheel test and demonstration power train) (R/S-VD). In August 1982, the Deutsche Bundesbahn decided to invest 12 Million Deutsche Mark (DM) in the R/S-VD project, and changed the name to IC Experimental (Intercity Experimental).
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Intercity Experimental
The Intercity Experimental, later renamed[citation needed] ICE V, was an experimental train developed by the Deutsche Bundesbahn for research into high-speed rail in Germany. It is the predecessor of all Intercity Express trains of the Deutsche Bahn.
The trainset was built with two Class 410 power cars built jointly by Krupp, Krauss-Maffei and Thyssen-Henschel, and up to three Class 810 intermediate coaches, of which two were built by Messerschmitt-Bölkow-Blohm and one by Duewag and Linke-Hofmann-Busch. When one of the coaches was used for measurement purposes, the other two were used for demonstration of a modern high-speed train. The powercars weighed 78 tons each and had a maximum output of 3,640 kW. They were mostly based on the DB Class 120 locomotives developed earlier, but had been equipped with an aerodynamic outer hull and a corporate identity livery. In the summer of 1986, one of the coaches (810 001) was refurbished from a measurement coach to a demonstration coach.
After a derailment on 3 September 1986, one of the power cars was not available for service. For a period of 10 months, one of the coaches was temporarily refit with a driver's cab in order to avoid further stalling of project schedules of the experimental project.
The German Federal Ministry of Education and Research in 1968 commissioned a study on the technical and economic feasibility of high-speed rail transport in Germany. The results, published in 1971, showed a necessity for higher speeds in the German railways. In 1972, the ministry took the lead in developing new railway technologies. During the same time, a working group for "Rail/Wheel" was initiated in the Bundesbahn Central Offices in Minden. Initially, they concentrated on research regarding the Maglev project Transrapid that eventually led to the Emsland test facility.
The Bundesbahn was then more skeptical about the Maglev technology, and forced, from their side, more research into high-speed rail using conventional rail-wheel technologies. A 28 km (17 mi) test section of rail on the Hamm–Minden railway was (from 1973) already available for testing, and a specially modified Class 103 locomotive was able to reach speeds of up to 250 km/h (160 mph). During the test runs a lot of knowledge was gained about the effects of high-speed rail. These insights also impacted the service of the Intercity trains that were to reach up to 200 km/h (120 mph). The National Transport Plan (Bundesverkehrswegeplan) of 1973 laid the important foundations for the construction or upgrade of up to 2,000 km (1,200 mi) railway lines for them to be rated for speeds of 300 km/h (190 mph).
In the beginning of 1974, the industry, along with the Deutsche Bundesbahn set up a "Community Office" (Gemeinschaftsbüro) for the development of a 300 km/h (190 mph) train. More than 30 concept variations of a high-speed train were studied, particularly having the costs per person-kilometer in consideration. The selection was then narrowed down to 10 variations, and the initial results were presented in 1975. A test locomotive of 12 MW (16,000 hp) power and the capability to reach 400 km/h (250 mph) was also suggested to be built, but was not realised due to cost restrictions. A draft of a train capable of reaching 300 km/h (190 mph) for 200 to 600 passengers was put forth by the company Messerschmitt-Bölkow-Blohm in 1978, but was not realised as well.
In 1975, the Bundesbahn, the industry and research communities agreed on a three-step research strategy. Building on the research conducted in the first step, the second step should involve testing of the research. Under this step, a roller dynamometer test bench in the Schwabing neighbourhood of Munich was built, capable of reaching speeds of up to 500 km/h (310 mph). A planned national transport test facility in the second half of the 1970s did not, however, materialise.
The newly founded Forschungsgemeinschaft Rad/Schiene (Rail-wheel research community) from the industry, universities, and the railways took up works towards a conventional test train, this time with the perspective of user- and passenger-friendliness. On 19 December 1979, the group introduced the first prototype, called the Versuchsfahrzeug 1 (test train 1). By the middle of 1980, a three-part train capable of reaching 350 km/h (220 mph) was developed, and the name Versuchsfahrzeug 2 (test train 2) was used. This was to be tested in the then-under-construction railway test facility Rheine-Feren, between the towns of Rheine and Freren. After the dry tests of the test train 1 in the early 1980s, preparations for a new prototype began, now named as the Rad/Schiene-Versuchs- und -Demonstrationsfahrzeug (Rail-wheel test and demonstration power train) (R/S-VD). In August 1982, the Deutsche Bundesbahn decided to invest 12 Million Deutsche Mark (DM) in the R/S-VD project, and changed the name to IC Experimental (Intercity Experimental).