View source for ICE 1

{{Short description|German high-speed train type}}
{{About|the high-speed train|the normal form of water ice|Ice Ih|the cubic form of water Ice I|Ice Ic|water ice form 1|Ice I|the musical artist|Ice One}}
{{Distinguish|Iz*One}}
{{Infobox Train
| name = ICE&nbsp;1
| image = DB ICE1 401 590 (52508715939).jpg
| caption = ICE 1 trainset
| interiorimage = ICE1 Grossraum.jpg
| interiorcaption = Second class interior
| stocktype = Electric multiple unit
| manufacturer = [[AEG (German company)|AEG]], [[Asea Brown Boveri|ABB]], [[Henschel-Werke|Henschel]], [[Krauss]], [[ThyssenKrupp|Krupp]], [[Siemens Mobility]]
| operator = [[DB Fernverkehr]]
| depots = [[Hamburg]]-Eidelstedt
| yearconstruction = 1989–1993
| numberbuilt = 60
| refurbishment = 2005–2008 (first time)<br /> 2019–present (second time)
| fleetnumbers = {{Unbulleted list|'''1:''' Tz 01 to 20|'''2:''' Tz 51 to 71|'''3:''' Tz 72 to 90}}
| formation = 2 power cars, <br />12 intermediate cars (up to 14 possible) <br />9 intermediate cars (after the second refurbishment)
| maxspeed = {{convert|280|km/h|abbr=on|round=5}}
| weight = {{convert|849|t|abbr=on}} (12 car trainset)
| traction = {{Unbulleted list|As built:|'''1:''' [[ABB]] [[thyristor]]-[[Variable-frequency drive|VVVF]]<ref name=aeg/>|'''2/3:''' [[Siemens_Mobility|Siemens]] [[Gate turn-off thyristor|GTO]]-VVVF<ref name=siemens/>|Currently: [[ABB]] [[Insulated-gate bipolar transistor|IGBT]]-VVVF<ref name=abb/>}}
| gauge = {{Track gauge|sg|allk=on}}
| collectionmethod = [[Pantograph (transport)|Pantograph]]
| electricsystem = [[Overhead catenary]], [[15 kV AC railway electrification|15 kV 16.7 Hz AC]]
| poweroutput = {{convert|9600|kW|abbr=on|0}} (GTO power converters)<br/>{{convert|7600|kW|abbr=on|0}} (IGBT power converters)
| capacity = 743 seats (12 car trainset)
| safety = [[Sifa]], [[Punktförmige Zugbeeinflussung|PZB90]], [[Linienzugbeeinflussung|LZB]] (all trainsets)<br />[[Integra-Signum]] and [[ETCS]] (trainsets for service in Switzerland)
}}

The '''ICE&nbsp;1''' is the first [[batch-produced]] German [[high-speed train]] and the first of now several within the [[Intercity Express]] family. Revenue service at speeds up to {{Convert|250|km/h|0|abbr=on|round=5}} started in 1991, it was raised to {{Convert|280|km/h|abbr=on|round=5}} in May 1995. 

Trainsets consist of two [[power car]]s ('''Class 401''') and up to 14 intermediate cars ('''Classes 801 to 804'''). Occasionally, power cars and intermediate cars of the [[ICE 2|ICE&nbsp;2]] are used as well (Classes 402, 805 to 808). Trainsets always operate as a whole train and cars cannot be coupled in regular service.

One of the 60 trainsets (trainset 51) was destroyed in the [[Eschede train disaster]], which also led to a temporary speed reduction to {{Convert|250|km/h|0|abbr=on|round=5}} again. The others were refurbished between 2005 and 2008 and will remain in service for ten to fifteen additional years. Another refurbishment program started in 2019, expanding their life-span to approx. 2030.

== Formation ==
ICE&nbsp;1 trains consist of two powerheads and 9 to 14 intermediate cars. Because trainsets are not separated in regular service, they can be seen as [[multiple unit]]s from an operational point of view. During the first refurbishment, which was completed in late 2008, trainsets were standardized to 12 intermediate cars.

Until the first refurbishment was completed, there had been three different configurations of ICE&nbsp;1 trainsets:
* Refurbished trainsets consist of two power cars and 12 intermediate cars. These include four first class cars, including the service car with the conductors' compartment (numbered 9, 11, 12, 14), one [[restaurant car]] (8) and seven second class cars (1 to 7).<ref name="ej-1991-1-28"/> Smoking is prohibited in all cars. Cars 1, 3, 9, 11 and 14 are equipped with [[cellular repeater]]s.
* Non-refurbished trainsets for domestic service consisted of three first class cars (11, 12 and 14), seven second class cars (1 to 7), a service car (9) and a restaurant car (10). Car number 7 might have been one of three types: an original second class car of the ICE&nbsp;1, a second-class-car from the ICE&nbsp;2 or a first class car from the ICE&nbsp;1, marked as second class. The first class car number 13 was removed; this was one of two first class cars for smokers, but without the additional equipment of car 14 (video, telephone)<ref name="zug-1995-6-3">{{cite journal|title=Dialog|journal=ZUG|issue=5|year=1995|pages=3|language=de}}</ref>
* Non-refurbished trainsets for service into [[Switzerland]] consisted of four first class cars (11 to 14) and six second class cars (1 to 6) plus a service and a restaurant (9 and 10)

A train consisting of 14 cars had a length of {{Convert|410.70|m|ftin}}. Prior to the refurbishment this train would have had 192 seats in first class, 567 seats in second class and 40 seats in the restaurant car plus four in the conference compartment. Two spaces for [[wheelchair]]s are available.<ref name="ej-1991-1-28"/>

Most cars of the ICE&nbsp;1 offer both compartments and rows of seats, just like the seating in German [[Intercity (Deutsche Bahn)|InterCity]] cars.<ref name="ej-1991-1-28" /> Cars at the ends of the trainsets used to be smoking areas. There are "quiet" cars as well as cars that were later equipped with cell phone repeaters.<ref name="bundesbahn-1988-8-747" /> Some seats were designed to turn to face the direction of travel, but this was never used in revenue service.<ref name="ej-1991-1-28" />

== Power cars (Class 401) ==
{{Infobox locomotive
| name = DB Class 401 (ICE 1 Power Car)
| powertype = Electric ([[Three-phase_electric_power|3-phase]])
| image = ICE 1 Nürnberg.jpg
| caption = ICE 1 power car at [[Nuremberg]]
| builder = [[Krauss-Maffei]] (body)<br />[[Krupp]], [[Henschel & Son|Henschel]]<br />[[AEG (German company)|AEG]], [[ABB]], [[Siemens Mobility|Siemens]] (electrics)
| builddate = 1989—1993
| totalproduction = 120
| fleetnumbers = {{Unbulleted list|'''1:''' 401&nbsp;001 to 401&nbsp;020|401&nbsp;501 to 401&nbsp;520|'''2/3:''' 401&nbsp;051 to 401&nbsp;090|401&nbsp;551 to 401&nbsp;590}}
| uicclass = Bo'Bo'
| gauge = {{track gauge|1435 mm}}
| wheeldiameter = {{convert|1040|mm|in|3|abbr=on}}
| length = {{convert|20.56|m|ftin|abbr=on}}
| locoweight = {{convert|77.5|t|abbr=on}}
| electricsystem = [[Overhead catenary]], 15 kV 16.7 Hz AC
| powersupply = 
| collectionmethod = [[Pantograph (transport)|Pantograph]]
| tractionmotors = {{Unbulleted list|'''1:''' 4× [[AEG_(German_company)|AEG]] BAZ 7096/4<ref name=aeg/>|'''2/3:''' 4× [[Siemens_Mobility|Siemens]] 1TB2427-0GA02<ref name=inlocon/>}}
| transmission = [[AEG_(German_company)|AEG]] type 2LB 3100-1A<ref name=aeg/>
| gear ratio = 2.586<ref name=aeg/><ref name=siemens/>
| maxspeed = {{convert|280|km/h|abbr=on|round=5}}
| poweroutput = {{Unbulleted list|<small>Thyristors:</small> 2× {{convert|1900|kW|0|abbr=on}}<ref name=aeg/>|<small>GTO:</small> 2× {{convert|3000|kW|0|abbr=on}}<ref name=siemens/>|<small>IGBT: </small>{{convert|2400|kW|0|abbr=on}}<ref name=abb/>}}
| tractiveeffort = {{convert|200|kN|0|abbr=on}}
}}

The class 401 power car includes the cab and the engine compartment. Besides the driver's seat and controls, the cab features a second seat and several controls behind the seats. The engine compartment has a central corridor with door at both ends as well as a door on each side of the power car.

Both [[bogie]]s are powered by four forced-air cooled [[traction motor]]s each. Each motor has a continuous [[power rating]] of {{Convert|1250|kW|abbr=on}},<ref name="ej-1991-1-28"/> the [[International Union of Railways|UIC]] power rating of the vehicle is {{Convert|4800|kW|abbr=on}}, and the largest [[tractive effort|starting tractive effort]] {{Convert|200|kN|abbr=on}}. The drive system uses [[Variable-frequency drive|asynchronous three-phase AC motors]] pioneered in the Henschel-BBC DE&nbsp;2500 locomotives as well as the [[InterCityExperimental]]. These motors are fitted between bogies and frame using pneumatics that are electronically adjusted depending on the current speed ("Umschaltbare Antriebsmasse UmAn," i.e., ''switchable drive mass'').<ref name="ej-1991-1-28"/> The power cars are directly derived from the [[DB Class 120|Class 120 locomotives]].

At the time they entered into service, the power cars were considered exceptionally advanced technology. Each power car alone had ten computer systems. Displays on both sides of the driver's console allowed, for example, controlling operating conditions or entering failure notifications, that were automatically reported to the maintenance facility via radio.<ref name="ej-1991-1-28"/>

While the InterCityExperimental's power cars were higher than the intermediate cars, both heights would be adjusted for the ICE&nbsp;1 series. A significant change to the predecessor is the pressure-sealed cab.<ref name="ej-1991-1-28"/>

=== First series: traction equipment using thyristors ===
Power cars 001 to 020 and 501 to 520 each had two [[power converter]]s using [[Thyristor|conventional thyristors]] from [[ABB]] (type 13 SG 01b) and [[Induction motor|asynchronous]] [[Traction motor|traction motors]] from AEG (type BAZ 7096/4).<ref name=aeg>{{Cite book |title=Zugspitzen. Lieferungen und Leistungen der AEG Bahnsysteme für die ICE-Triebköpfe. |publisher=AEG Bahnsysteme |chapter=Die ICE-Serientriebköpfe 401, elektrische Ausrüstung}}</ref> 

=== Second and third series: traction equipment using GTO's ===
All other power cars (051 to 090 and 551 to 591) had [[Gate turn-off thyristor|GTO]] power converters from [[Siemens Mobility|Siemens]] (SIBAS 16),<ref name="siemens">{{Cite book |title=Class 401 Power Cars of the Intercity Express (ICE) for the Deutsche Budesbahn (VT 62 · 89/27 - 100054) |publisher=AEG-ABB-Siemens}}</ref> which were responsible for the distinctive "melody" that could be heard when the power car is brought up to speed.<ref name="ek-bild-2006-6">{{cite book|first=Georg|last=Wagner|title=InterCityExpress − Die Starzüge im Fernverkehr der DB|publisher=EK-Verlag|location=Freiburg|year=2006|isbn=3-88255-361-8|pages= 6–9|language=de}}</ref> These power cars use [[Induction motor|asynchronous]] [[Traction motor|traction motors]] from Siemens (type 1TB2427-OGA02).<ref name=inlocon>{{Cite web |last=INLOCON AG |first= |date=2012-03-07 |title=Los-ID 479238 - Ausschreibung Neukauf von Fahrmotorkomponenten für die Deutsche Bahn AG: u.a. Ständerspulen; Lagerschilde: Stromringe für Fahrmotore verschiedener Baureihen der Deutschen Bahn AG |url=https://www.schienenverkehrsportal.de/oeffentliche_ausschreibung_vobvol_details_80634_Muenchen_Neukauf_von_Fahrmotorkomponenten_fuer_die_Deutsche_Bahn_AG_u_a_Staenderspulen_Lagersc_479238.html |url-status=live |archive-url=https://web.archive.org/web/20241128214519/https://www.schienenverkehrsportal.de/oeffentliche_ausschreibung_vobvol_details_80634_Muenchen_Neukauf_von_Fahrmotorkomponenten_fuer_die_Deutsche_Bahn_AG_u_a_Staenderspulen_Lagersc_479238.html |archive-date=2024-11-28 |access-date=2024-11-28 |website=www.schienenverkehrsportal.de |language=de}}</ref>  

Both versions have a gear ratio of {{Fraction|75|29}} ≈ 2.586.<ref name="aeg" /><ref name="siemens" /> Power cars with thyristor-based power converters weigh about {{Convert|80.4|t|abbr=on}}, those with GTO power converters two and a half tons less.<ref name="ej-1991-1-28" /> 

The power converters are rated to {{Convert|7.6|MW|abbr=on}}. The GTO version's [[transformer]]s output {{Convert|5.2|MW|abbr=on}}: {{Convert|4.5|MW|abbr=on}} for traction and {{Convert|700|kW|abbr=on}} for heating, air-conditioning and auxiliary circuits.<ref name="ej-1991-1-28" /> 

=== IGBT refit ===
In October 2007, Deutsche Bahn tendered refitting two power cars with [[Insulated Gate Bipolar Transistor|IGBT]] power converters instead of [[Thyristor|thyristors]].<ref name="eurailpress-2007-10-08">{{cite web|title=Neue Stromrichter für ICE 1 |url=http://www.eurailpress.com/news/news.php3?id=18638 |publisher=Eurailpress |access-date=2007-10-08 |archive-url=https://web.archive.org/web/20071019191737/http://www.eurailpress.com/news/news.php3?id=18638 |archive-date=2007-10-19 |language=de |url-status=dead }}</ref> The refit was awarded to [[ABB]], who equipped them with three-level BORDLINE CC1500_AC_15kV_M_2400_002_A01 traction converters.<ref name=abb>{{Cite web |title=BORDLINE® CC1500 AC_15kV For high-speed trains |url=https://library.e.abb.com/public/fa10e875134448b5be22d81413743866/BORDLINE+PDS+CC1500+AC_15kV_M_2400+ICE1+RevC+EN.pdf |url-status=live |archive-url=https://web.archive.org/web/20241128172842/https://library.e.abb.com/public/fa10e875134448b5be22d81413743866/BORDLINE+PDS+CC1500+AC_15kV_M_2400+ICE1+RevC+EN.pdf |archive-date=2024-11-28 |access-date=2024-11-28 |website=[[ABB|ABB Group]]}}</ref> After field testing, 36 more power cars with thyristor converters were refitted with IGBT's. 

In October 2021, it was announced that [[Deutsche Bahn|DB]] had ordered ABB to refit all 76 power cars with GTO traction converters with IGBT's.<ref>{{Cite web |date=2021-10-27 |title=ABB traction technology to increase efficiency of Deutsche Bahn’s ICE 1 high-speed trains |url=https://new.abb.com/news/detail/83992/abb-traction-technology-to-increase-efficiency-of-deutsche-bahns-ice-1-high-speed-trains |url-status=live |archive-url=https://web.archive.org/web/20211027081613/https://new.abb.com/news/detail/83992/abb-traction-technology-to-increase-efficiency-of-deutsche-bahns-ice-1-high-speed-trains |archive-date=2021-10-27 |access-date=2024-11-28 |website=ABB Group}}</ref> The traction motors and gearboxes were not replaced during this refit. After this batch of refits, only two power cars are left with GTO's: 401 006 and 401 051.  

=== Multiple working ===
On the front, power cars feature a [[Scharfenberg coupler]] underneath a cover. Contrary to all other variants of ICE trains, the coupler of ICE&nbsp;1 power cars is not used in regular service.<ref name="ej-1991-1-28"/>

The ICE&nbsp;2 power cars (Class 402) are compatible to the intermediate cars of the ICE&nbsp;1 and are used with ICE&nbsp;1 trains when necessary. Two ICE&nbsp;2 power cars were ordered specifically for powering ICE&nbsp;1 trains (402&nbsp;045 and 402&nbsp;046).

Power cars for service into Switzerland are equipped with a second [[Pantograph (transport)|pantograph]] matching Swiss specifications and the Swiss [[Integra-Signum]] safety system as well as [[ETCS]]. The other power cars are prepared for fitting a second pantograph.<ref name="ej-1991-1-28"/>

Usually the power car 401&nbsp;0xx is coupled to the first class cars, while the power car 401&nbsp;5xx is coupled to the second class end of the train.<ref name="voraus-2006-04">{{cite journal|last=no author given|title=Modernisierung des ICE 1 (Teil 2)|journal=VORAUS (Zeitschrift der Gewerkschaft Deutscher Lokomotivführer|issue=April 2006|issn=1438-0099|pages=25–27|language=de}}</ref>

<gallery>
File:DB 401 Frankfurt.jpg|ICE Power Car ''401&nbsp;072-4'' in [[Frankfurt am Main]]
File:Führerstand ICE 1.jpg|Cab of a Class&nbsp;401 Power Car
File:Führerstand ICE 1 ETCS.jpg|Modernised cab featuring ETCS displays
File:Drehgestell 401 Triebkopf.jpg|Closeup of a bogie
File:Luftpresser ICE1.jpg|[[Air compressor]] inside the engine compartment
File:ICE 1 Hannover-Berlin Wustermark.jpg|Power car and intermediate cars with distinctive "bend", 1.8m above the rails
File:J23 662 Bf Leipzig Hbf, 401 xxx.jpg|Aerodynamic front. The coupler cover can be seen in the lower part.
File:Stromabnehmer ICE 1.jpg|ICE&nbsp;1 Pantograph
</gallery>

== Intermediate cars ==

=== First Class Intermediate Car (Class 801) ===
{{Infobox Train
| background = 
| name = First Class Intermediate Car
| image = 
| imagesize = 
| caption = 
| interiorimage = 
| interiorcaption = 
| manufacturer = [[Linke-Hofmann-Busch|LHB]], [[Duewag]], [[Waggon Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]]
| factory = 
| family = 
| refurbishment = 
| replaced = 
| formation = 
| fleetnumbers = 
| operator = 
| depots = 
| lines = 
| yearconstruction = 
| yearservice = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = 
| numberservice = 
| numberscrapped = 
| carbody = [[aluminium]]-[[silicon]] [[alloy]]
| carlength = {{convert|26.4|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| width = {{convert|3.02|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| height = {{convert|3.84|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| floorheight = {{convert|1.21|m|abbr=on}}<ref name="ej-1991-1-28"/>
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 
| maxspeed = 
| weight = {{convert|52.8|t|abbr=on}} (pre-refurbishment, incl. {{convert|800|L|1|abbr=on}} water)
| capacity = 53 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu">{{cite web|url=http://www.ice-fanpage.de/ice_service/sitzplaene_ice1neu_frame.htm|title=Seat map|publisher=ice-fanpage.de|access-date=2008-05-02|language=de}}</ref><br />48 (pre-refurbishment)<ref name="ice-fanpage-sitzplan-alt">{{cite web|url=http://www.ice-fanpage.de/ice_service/sitzplaene_ice1.htm |title=Seat map |publisher=ice-fanpage.de |access-date=2008-05-02 |archive-url=https://web.archive.org/web/20080327211922/http://www.ice-fanpage.de/ice_service/sitzplaene_ice1.htm |archive-date=2008-03-27 |language=de |url-status=dead }}</ref>
| aux = 
| powersupply = 
| gauge = 
| brakes = 
}}

When delivered, these cars were divided into two main areas. One area had rows of seats in a 2+1 arrangement further divided by a coat rack in the middle of the area. Seats were spaced {{Convert|1114|mm|2|abbr=on}} apart and the aisle was {{Convert|636|mm|2|abbr=on}} wide.<ref name="ej-1991-1-28"/><ref name="bundesbahn-1990-10" /> The other area comprised three compartments with five seats each. Between the compartments and the doors were the toilet, three display cabinets, lockers and several trash cans.

The first order of ICE&nbsp;1 trains (41 trainsets) included 105 cars of this type.<ref name="ej-1991-1-28" />

=== First Class Intermediate Car with Special Equipment (Class 801.8) ===
These cars are the same as the class 801 car, except for a [[C-Netz]] telephone, that was placed between the toilet and the first compartment.<ref name="ej-1991-1-28" />

The first order of ICE&nbsp;1 trains included 41 cars of this type.<ref name="ej-1991-1-28" />{{Clear}}

=== Second Class Intermediate Car (Class 802) ===
{{Infobox Train
| background = 
| name = Second Class Intermediate Car
| image = 
| imagesize = 
| caption = 
| interiorimage = 
| interiorcaption = 
| manufacturer = [[Linke-Hofmann-Busch|LHB]], [[Duewag]], [[Waggon Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]]
| factory = 
| family = 
| refurbishment = 
| replaced = 
| formation = 
| fleetnumbers = 
| operator = 
| depots = 
| lines = 
| yearconstruction = 
| yearservice = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = 
| numberservice = 
| numberscrapped = 
| carbody = [[aluminium]]-[[silicon]] [[alloy]]
| carlength = {{convert|26.4|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| width = {{convert|3.02|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| height = {{convert|3.84|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| floorheight = {{convert|1.21|m|abbr=on}}<ref name="ej-1991-1-28"/>
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 
| maxspeed = 
| weight = {{convert|53.6|t|abbr=on}}<br />incl. {{convert|1|t|abbr=on}} of water and supplies (before refurbishment)<ref name="ej-1991-1-28"/>
| capacity = 71 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu" /><br />66 (pre-refurbishment)<ref name="ice-fanpage-sitzplan-alt" />
| aux = 
| powersupply = 
| gauge = 
| brakes = 
}}

These cars are divided into two main areas as well. One part comprises two toilets and four passenger compartments with six seats each. The other part is fitted with rows of seats in a 2+2 arrangement, divided in two halves by a coat rack. Prior to the refurbishment, this area had six tables with seats arranged on both sides. This has been reduced to four in favor of additional seats.

Seats were spaced {{Convert|1020|mm|2|abbr=on}} apart before the refurbishment, and the backrests could be reclined up to 40 degrees. Each car was designed in one of three different sets of colors for carpets and seat covers.<ref name="ej-1991-1-28" /><ref name="bundesbahn-1988-8-747" /><ref name="bundesbahn-1990-10" />

Some units, running as car number 1 (smokers' car second class), had one compartment refitted for storing luggage containers for the [[AIRail Service]]. This was used for airline passengers travelling between [[Stuttgart]] and [[Frankfurt Airport long-distance station|Frankfurt Airport]]. These special compartments were removed during the refurbishment.

The first order of ICE&nbsp;1 trains (41 trainsets) included 246 cars of this type.<ref name="ej-1991-1-28" />

<gallery>
File:Großraum 2 Klasse ICE 1 alt.jpg|Pre-refurbishment: Two coat racks divide the part with tables from the rows of seats. The aisle to the right leads to four compartments.
File:ICE1 Abteil alt.jpg|Pre-refurbishment: Compartment with six seats
File:WC 2 Klasse ICE 1 alt.jpg|Pre-refurbishment: toilet
</gallery>

=== Second Class Car with Special Configuration (Class 802.9) ===
The order for the ICE&nbsp;2 trainsets in October 1993 included additional cars to be coupled into ICE&nbsp;1 trainsets. 24 second class cars (class 806.9) and one first class car (class 805.9) were collectively designated ''class 802.9'' and coupled into ICE&nbsp;1 trainsets as car number 7, after two years of passenger service had shown that second class capacity was too low.<ref name="eikhoff-22">{{cite book|author=Dieter Eikhoff|title=Alles über den ICE|publisher=transpress-Verlag|location=Stuttgart|year=2006|isbn=978-3-613-71277-5|page=22&nbsp;f|language=de}}</ref>

=== Service Car (Class 803) ===
{{Infobox Train
| background = 
| name = Service Car
| image = 
| imagesize = 
| caption = 
| interiorimage = 
| interiorcaption = 
| manufacturer = [[Linke-Hofmann-Busch|LHB]], [[Duewag]], [[Waggon Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]]
| factory = 
| family = 
| refurbishment = 
| replaced = 
| formation = 
| fleetnumbers = 
| operator = 
| depots = 
| lines = 
| yearconstruction = 
| yearservice = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = 
| numberservice = 
| numberscrapped = 
| carbody = [[aluminium]]-[[silicon]] [[alloy]]
| carlength = {{convert|26.4|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| width = {{convert|3.02|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| height = {{convert|3.84|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| floorheight = {{convert|1.21|m|abbr=on}}<ref name="ej-1991-1-28"/>
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 
| maxspeed = 
| weight = 
| capacity = 35 (post-refurbishment)<ref name="ice-fanpage-sitzplan-neu" /><br />45 (pre-refurbishment)<ref name="ej-1991-1-28"/>
| aux = 
| powersupply = 
| gauge = 
| brakes = 
}}

Prior to the refurbishment, the ''class 803'' service car had 39 second class seats, two wheelchair spaces and a conference compartment with four seats. Additionally, there is the conductors' compartment, one compartment for employees of the restaurant car and a [[accessible toilets|wheelchair-accessible toilet]] including a [[Changing table#Public changing tables|changing table]]. The doors are {{Convert|100|mm|in|2|sp=us|abbr=off}} wider compared to other cars to improve accessibility for wheelchairs.<ref name="bundesbahn-1990-10" /> There is an additional toilet reserved for employees of the restaurant car to ensure [[food safety]].<ref name="voraus-2006-04" />

The second class seats were arranged just like in the usual second class intermediate cars. Originally, these cars also held the train's second [[phone booth]].<ref name="ej-1991-1-28"/>

[[File:ICE1 Inneneinrichtung alt.jpg|thumb|left|Interior pre-refurbishment. Two wheelchair spaces on the left, in front of the wall.]]

At the time of commissioning, the conference compartment was equipped with a large table, four freely movable chairs, an electronic [[typewriter]], a [[fax machine]], a telephone and power sockets.<ref name="zug-1995-1-57">{{cite journal|title=Bord-Service im ICE|journal=ZUG|issue=1|year=1995|pages=57|language=de}}</ref> It could be used with a reservation of at least three seats. Originally, first-class tickets were necessary. If there were no reservations in the conference compartment, it could be used at the head conductor's discretion. In 1992, demand was high: the conference compartments were booked 8197 times. A year later, that number dropped to 4400.<ref name="wiwo-1994-14-80">{{cite journal|first=Peter|last=Kanzler|title=Bahnreisen. Unschöne Szenen|journal=[[Wirtschaftswoche]]|issue=14|year=1994|issn=0042-8582|pages= 80|language=de}}</ref> Before the refurbishment program, the train's only power sockets for passengers were located in the conference compartment.

The train's information displays are controlled from the conductor's compartment, which is also where announcements are usually recorded.

The first order of ICE&nbsp;1 trains (41 trainsets) included 41 cars of this type.<ref name="ej-1991-1-28" />

=== Restaurant Car (Class 804) ===
{{Infobox Train
| background = 
| name = Restaurant Car
| image = Bordrestaurant.jpg
| imagesize = 300px
| caption = 
| interiorimage = 
| interiorcaption = 
| manufacturer = [[Linke-Hofmann-Busch|LHB]], [[Duewag]], [[Waggon Union]], MHB, [[Messerschmitt-Bölkow-Blohm|MBB]]
| factory = 
| family = 
| refurbishment = 
| replaced = 
| formation = 
| fleetnumbers = 
| operator = 
| depots = 
| lines = 
| yearconstruction = 
| yearservice = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = 
| numberservice = 59
| numberscrapped = 
| carbody = [[aluminium]]-[[silicon]] [[alloy]]
| carlength = {{convert|26.4|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| width = {{convert|3.02|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| height = {{convert|4.295|m|ftin|abbr=on}}<ref name="ej-1991-1-28"/>
| floorheight = {{convert|1.21|m|abbr=on}}<ref name="ej-1991-1-28"/>
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 
| maxspeed = 
| weight = 
| capacity = 24 (Restaurant area)<br />16 + 10 standees (Bistro area)<ref name="ice-fanpage-sitzplan-alt"/>
| aux = 
| powersupply = 
| gauge = 
| brakes = 
}}

The restaurant car (class 804, also referred to as ''Bordrestaurant'', former spelling ''BordRestaurant'') has a total of 40 seats. On the side facing the first class cars is a dining area, where guests are served at eight tables with 24 seats in a 2+1 arrangement. The central part of the car comprises the [[galley (kitchen)|galley]] that is connected to a counter facing the ''BordBistro'' area (formerly referred to as ''Bord-Treff'' "on-board meeting point"). This self-service area is designed for 16 seated and 10 standing guests.<ref name="ej-1991-1-28"/>

The restaurant car can easily be recognized by its raised roof, which is {{Convert|450|mm|2|abbr=on}} higher than the rest of the train. This was necessary in order for all the kitchen equipment to fit into the car. Unlike all other intermediate cars, the restaurant car has no sideways doors for passengers to enter or exit the car from the platform. There is, however, a door in the kitchen area that can only be opened from inside.<ref name="ej-1991-1-28"/>

In the refurbishment program, the galley was redesigned. It now includes a [[microwave oven]], storage space for containers and a new <!-- multi-purpose Also used for making hot chocolate and what else? --> [[coffeemaker]].<ref name="voraus-2006-04"/>

There is one restaurant car in every ICE&nbsp;1 trainset. Originally, it was planned to serve meals at the tables of the neighboring first-class car as well, if all seats in the restaurant car were taken.<ref name="ej-1991-1-28"/>

== History ==
The trains are based on the experimental vehicle [[InterCityExperimental]] which was completed in 1985. Project planning of the series had already started the year before. [[Specification]] and a project schedule were completed in 1985, but because of the lack of practical experience it was considered provisional. After many details were changed, [[Deutsche Bundesbahn]] published tender documents on 2 January 1986.<ref name="eikhoff-18">{{cite book|author=Dieter Eikhoff|title=Alles über den ICE|publisher=transpress-Verlag|location=Stuttgart|year=2006|isbn=978-3-613-71277-5|page=18f|language=de}}</ref>

=== Procurement ===
A first series of 41 trainsets was eventually ordered after lengthy discussion between the Bundesbahn and the [[Federal Ministry of Transport, Building and Urban Affairs (Germany)|Federal Ministry of Transport]].

The development of the power cars was tendered in March 1986, with development of the intermediate cars in June. By the end of the year, all contracts were awarded.<ref name="eks-21-58">{{cite journal|author=Matthias Maier|author2=Rüdiger Block|title=ICE. InterCity Experimental. InterCity Express|journal=Eisenbahn-Kurier|issue=21: Special: Hochgeschwindigkeitsverkehr |year=1991|pages=58–67|language=de}}</ref>

At the delivery ceremony of the first [[DB Class 120|Class 120 locomotive]] on 13 January 1987, [[Werner Dollinger]], the federal minister for transport, said: "I hereby empower the board of the Deutsche Bundesbahn to order the first ten units of the series version of the ICE from the industry at once. Financing is assured." ("''Hiermit ermächtigte ich den Vorstand der Deutschen Bundesbahn, sofort zehn Exemplare der Serienausführung des ICE bei der Industrie in Auftrag zu geben. Die Finanzierung ist gesichert.''") Prior to that statement there had been speculation that the federal government would not provide funding for the trains that were necessary to effectively use the high-speed lines that were designed for speeds of {{Convert|250|km/h|0|abbr=on|round=5}}. When the high-speed lines were to be opened in 1991, plans called for 40 to 50 ICE trainsets ready for service.<ref name="etr-1987-1-3">{{cite journal|title=Hochgeschwindigkeitszug der Bundesbahn geht in Serie|journal=Eisenbahntechnische Rundschau|volume=36 |issue=1/2|year=1987|page=3|language=de}}</ref> The power output of the power cars was designed for trains with 14 intermediate cars at a speed of {{Convert|250|km/h|0|abbr=on|round=5}}, while bogies and brakes were designed to {{Convert|280|km/h|abbr=on|round=5}}.<ref name="eikhoff-18"/>

Using a [[letter of intent]], Bundesbahn ordered 82 power cars in September 1987 and 482 intermediate car in July 1988<ref name="1989-3-261" /> (according to a different source, 492 intermediate cars<ref name="ej-1991-1-28" />). The Federal Ministry of Transport approved of the order in July 1988.<ref name="bundesbahn-1989-1-64">{{cite journal|title=Jahresrückblick 1988|journal=Die Bundesbahn|issue=1/1989|pages=64|language=de}}</ref> The contracts were officially awarded to the [[consortium]]s on 20 January (power cars) and 20 February 1989 (intermediate cars). Delivery of the first power car was planned for August 1989, the first intermediate car was to be delivered in April 1990,<ref name="1989-3-261" /> and testing of the trains was to start in spring of 1990.<ref name="bundesbahn-1988-8-747" />

The purchase price of the first 41 trainsets ordered was about 1.8 billion [[Deutsche Mark|DM]],<ref name="bundesbahn-1990-9" /> about 1.2 billion DM of which was for the electric equipment.<ref name="bundesbahn-1989-11-1003" /> The Bundesbahn claims to have reduced the price by about 300 million DM through negotiations.<ref name="bundesbahn-1988-8-747">{{cite journal|title=Bundesbahn bestellte 41 ICE-Züge|journal=Die Bundesbahn|year=1988|issue=8|pages=747|language=de}}</ref> One power car cost 8.7 million, a [[restaurant car]] four million, a service car three million and a regular intermediate car 2.7 million DM.<ref name="bundesbahn-1990-10" />

In July 1990, Bundesbahn ordered 19 additional trainsets of two power cars and twelve intermediate cars (including one service car) for another billion DM.<ref name="eikhoff-18"/><ref name="bundesbahn-1990-9">{{cite journal|title=Bundesbahn bestellt 19 weitere ICE-Züge|journal=Die Bundesbahn|issue=9/1990|pages=913|language=de}}</ref> These 19 trainsets were approved for service in [[Switzerland]] and made services past [[Basel]] via [[Bern]] to [[Interlaken]] and to [[Zürich]] possible. Delivery of these units started in the fall of 1991.<ref name="eikhoff-18"/>

A further development of the ICE&nbsp;1 into a multi-system train for international services was specified as ''ICE-M''. While this concept was later implemented in the [[ICE 3|ICE&nbsp;3M]], while plans for a fast freight train for [[Break bulk cargo|piece goods]] based on the ICE&nbsp;1 (called ''ICE-G'') were shelved.

==== Power Cars ====
Production of the power cars began in the fall of 1988, based just on a letter of intent, however, the production contract became legally binding much later.<ref name="eks-21-58"/> The first 82 power cars received fleet numbers 401&nbsp;001 to 020, 401&nbsp;051 to 071, 401&nbsp;501 to 520 and 401&nbsp;551 to 571.<ref name="ej-1991-1-28" />

When production of the power cars started in the fall of 1988, bogies and other parts were already in production. The skeletons of the bodies were built at [[Krauss-Maffei]] at Munich. Further construction of the bodies was shared in equal parts between Krauss-Maffei, [[Krupp]] (Essen) and [[Henschel & Son|Thyssen-Henschel]] (Kassel). A [[consortium]] of [[ABB]] ([[Brown, Boveri & Cie|BBC]]), [[AEG (German company)|AEG]] and [[Siemens Mobility|Siemens]] supplied the electrical equipment.<ref name="ej-1991-1-28">{{cite book|author=Horst J. Obermayer|chapter=Die Serienfahrzeuge des InterCityExpress|editor=Hermann Merker|title=Eisenbahn-Journal special 1/91. ICE – InterCityExpress am Start|publisher=Verlag Hermann Merker|location=Fürstenfeldbruck|year=1991|isbn=3-922404-17-0|pages=28–51|language=de}}</ref><ref name="eikhoff-18"/>

The first power car of the serial production was officially delivered to Bundesbahn on 26 September 1989 at Krauss-Maffei's factory in [[Munich]]. Numerous guests of honor were present for the ceremony, including the federal minister of transport [[Friedrich Zimmermann]], the federal minister of research [[Heinz Riesenhuber]] and Bundesbahn CEO [[Reiner Gohlke]]. Delivery of the first 41 trainsets was planned to be completed by April 1991,<ref name="bundesbahn-1989-11-1003">{{cite journal|title=Erster ICE-Triebkopf fertig|journal=Eisenbahntechnische Rundschau|issue=11|year=1989|pages=1002f|language=de}}</ref> while in early 1989 complete delivery had been planned for September 1991.<ref name="1989-3-261">{{cite journal|title=ICE-Fertigung läuft bereits auf Hochtouren|journal=Die Bundesbahn|issue=3/1989|pages=261|language=de}}</ref> Commissioning of the first vehicle began shortly after delivery,<ref name="eks-21-58"/> with one power car being delivered every week.<ref name="eikhoff-18"/> After some initial delays, delivery was back on schedule by spring 1990. By the end of May 1990, 35 power cars had been delivered. In the spring of 1990, 401&nbsp;015 and 401&nbsp;515 were delivered, which were the first power cars equipped with additional pantographs for service in Switzerland.<ref name="lokrundschau-1990-129-42"/><ref name="lokrundschau-1990-129-10">{{cite journal|author=Uwe Hielscher|title=Elektrische Triebfahrzeuge|journal=Die Lok-Rundschau|issue=22 Jg., Heft 129, Juli/August 1990|issn=0170-379X|pages=10|language=de}}</ref>

The first presentation of the ICE outside Europe was the ''Technogerma'' exposition at [[Seoul]] from 27 February to 9 March 1991. Power car 401&nbsp;555 and one intermediate car were brought there by ship.<ref name="eikhoff-19">{{in lang|de}} Eikhoff (2006), p.&nbsp;19</ref>

==== Intermediate Cars ====
Development and production of the intermediate cars was lead-managed by [[Linke-Hofmann-Busch|LHB]] ([[Salzgitter]]). Main partners were [[Duewag]] ([[Uerdingen|Krefeld-Uerdingen]]), [[Waggon Union]] ([[Berlin]]), {{clarify span|MHB|explain=Not linked or expanded upon in either this article or the de-WP version|date=December 2022}} and [[Messerschmitt-Bölkow-Blohm|MBB Verkehrstechnik]] ([[Donauwörth]]).<ref name="ej-1991-1-28"/><ref name="eikhoff-18"/> [[MAN SE|MAN]] and several smaller companies were involved as well. Preparations for production began in mid-1988, actual production started one year later.<ref name="ej-1991-1-28"/> The bodies were a lightweight construction made from large [[extrusion|extruded profiles]] of an [[aluminium]]-[[silicon]] [[alloy]], the base plan was built as a hollow chamber profile.<ref name="ej-1991-1-28"/>

The first car (of class 802) was delivered by MBB at [[Donauwörth]] on 2 July 1990. The first cars of classes 801 and 803 were delivered by Duewag at Krefeld-Uerdingen on 13 August. The first restaurant cars followed in the fall of the same year.<ref name="ej-1991-1-28"/><ref name="bundesbahn-1990-10">{{cite journal|title=ICE: Roll-out der ersten Zwischenwagen in Salzgitter|journal=Die Bundesbahn|issue=10/1990|pages=1001f|language=de}}</ref><ref name="eikhoff-18"/>

=== Commissioning ===
When the first ICE&nbsp;1 power cars were commissioned in late 1989, the intermediate cars were not yet available. Instead, they were coupled to retired [[couchette car]]s (type ''yl'') that were homologated for {{Convert|200|km/h|abbr=on|round=5}}. These were fitted with special couplings for compatibility to the power cars. Usually, [[DB Class E 10|Class 110 locomotives]] served as ''Angstlok'' as well as for pulling the train on the return trip. For braking tests, the locos were sometimes coupled between two power cars, with match wagons on both sides. The test runs usually started at the [[Opladen]] repair workshop and used lines in the vicinity. Fast runs at up to {{Convert|200|km/h|abbr=on|round=5}} were to [[Bielefeld]] and [[Bremen]]. Because of time pressure, some power cars were used for tests that had not yet been accepted by Bundesbahn. For longer test runs, two "dummy trainsets" comprising eleven couchette cars and ten InterCity cars (type ''Bm&nbsp;235'') respectively were used to replace the missing intermediate cars.<ref name="lokrundschau-1990-129-42">{{cite journal|author=Jürgen Prem|title=Die ersten Schritte – Neues vom ICE|journal=Die Lok-Rundschau|issue=Heft 129, Juli/August 1990|issn=0170-379X|pages=42–44|language=de}}</ref><ref name="ek-bild-2006-22">{{in lang|de}} Wagner (2006), p.&nbsp;22</ref>

Besides the test runs, the first power cars were used for various other purposes. 401&nbsp;006 was sent to the Bundesbahn school at [[Aubing-Lochhausen-Langwied|Munich-Aubing]] for three weeks in April 1990. Later the same month 401&nbsp;005 was used for fine-tuning the new depot at Hamburg-Eidelstedt to the trains. Starting 22 May, 401&nbsp;504 and 401&nbsp;008 were used to train drivers for acceptance runs at Nuremberg. At the same time, 401&nbsp;503 was sent to Nuremberg for a test disassembly. In early June 1990, 401&nbsp;010 was sent to the environmental test chamber at the Austrian Research and Test Center [[Arsenal (Vienna)|Arsenal]].<ref name="lokrundschau-1990-129-42"/>

When the first intermediate cars became available, the first complete ICE&nbsp;1 trains underwent trials between [[Fulda]] and [[Würzburg]] on the [[Hanover-Würzburg high-speed rail line]], where they reached speeds of {{Convert|310|km/h|abbr=on|round=5}}.<ref name="ej-1991-1-28"/>

=== Distinctive features ===
[[File:ICE1 Audiosystem.jpg|thumb|Controls for reclining the backrest (large black button) and the audio system at a seat inside an ICE&nbsp;1 prior to the refurbishment]]
[[File:FIS ICE 1 alt.jpg|thumb|Information display next to a door]]
[[File:ICE1-Train-Seatback-TV.png|thumb|Video display on first class seat]]
Compared to the [[Intercity (Deutsche Bahn)|InterCity]], the new train had several distinctive features. Besides the increased top speed ({{Convert|250|km/h|abbr=on|round=5}} instead of {{Convert|200|km/h|abbr=on|round=5}}), traveling comfort was improved significantly. The ICE&nbsp;1's cars are 20&nbsp;centimeters wider than the newest IC cars at the time, the number of seats per second class car was reduced from 88 to 66 while the car length remained the same.<ref name="bundesbahn-1990-10" />

All passenger cars were [[air conditioned]]. The passages between the cars were wide and without doors, the seat pitch of {{Convert|102|cm|1|abbr=on}} (second class) and {{Convert|111|cm|1|abbr=on}} (first class) was larger than on any other German train. Furthermore, the doors were unusually wide and featured steps that deployed automatically when the doors were opened to make entry as convenient as possible, and the glass doors dividing the two major areas of the intermediate cars were opened by [[proximity sensor]]s. The ICE&nbsp;1 was the first German train in which smokers and non-smokers were separated not into different parts of the same car, but to different cars altogether.<ref name="ej-1991-1-28" />

Each seat featured a standard [[Phone connector (audio)|3.5&nbsp;mm audio jack]] with controls for switching between eight channels: three radio programs from [[public broadcasting#Germany|public broadcasters]], three programs played from [[Compact Disc]] and two audio channels for video programs. In both classes, some seats featured video monitors in the backrests of the seats. Luggage could be stored both above and below the seats. The main part of the car was divided by a coat rack.<ref name="bundesbahn-1988-8-747" /> Every seat had its own reading lamp and information monitors in the entrance areas switched between displaying the train's route and the current speed.

Because they were conceived in the 1980s, the trainsets had no power sockets available to travellers except for the conference compartment prior to the refurbishment. The few power sockets were placed in order to operate cleaning equipment and were usually disabled during the journey.<ref name="voraus-2006-04" />

=== Start of operation ===
[[File:ICE stamp 1991.jpg|thumb|For the start of ICE services, a [[postage stamp|stamp]] was issued in 1991. It featured a power car with [[motion blur]].]]

Service trials of the first ICE&nbsp;1 trainsets started in the fall of 1990, about a year later than originally planned.<ref name="eks-21-58"/> On 28 February 1991 the ICE&nbsp;1 was officially presented to the press at [[Fulda]], on 8 March the press was invited for a run from [[Hamburg]] to [[Ulm]] and back.<ref name="ej-1991-1-28"/>

The first regularly scheduled ICE train, ''Münchner Kindl'', departed from {{stn|Hamburg-Altona}} in [[Hamburg]] at 5.53 am on 2 June 1991. For the inauguration of the ICE system, ICE&nbsp;1 trainsets operated on one ICE line from Hamburg to [[Munich]], via [[Hanover]], [[Fulda]], [[Frankfurt]], [[Stuttgart]] and [[Augsburg]], at hourly intervals.<ref>{{cite news|title=Im Zug der Zeit|trans-title=In the train of the times|url=http://www.zeit.de/1991/23/im-zug-der-zeit/komplettansicht|access-date=6 April 2013|newspaper=[[Die Zeit]]|date=31 May 1991|last=Loppow|first=Bernd|language=de}}</ref> This coincided with the inauguration of the first two German high-speed rail lines [[Mannheim-Stuttgart high-speed rail line|Mannheim-Stuttgart]] and [[Hanover-Würzburg high-speed rail line|Hanover-Würzburg]], which required 18 trainsets. At the time of the inauguration a total of 25 trainsets were available.<ref name="eks-21-58"/> Originally, the trainsets were made up of 13 intermediate cars: four first class, restaurant car, service car and seven cars second class.<ref name="ej-1991-1-28" />

In 1991 and 1992, ICE&nbsp;1 trainsets gradually took over additional services between Hamburg/[[Bremen]] and Munich. On 31 May 1992, this IC service was officially transferred to the ICE.<ref name="ek-bild-2006-6"/> On the same day, the [[InterCityExpress#ICE Sprinter|ICE Sprinter]] service was introduced.

In 1992 and 1993, the IC service from Hamburg to [[Basel]] via Frankfurt and [[Karlsruhe]] was gradually transferred to the ICE&nbsp;1. Starting 27 September 1992, some trains continued into Switzerland to [[Zürich]] for the first time.<ref name="ek-bild-2006-6"/>

Since 23 May 1993, some ICE services have started in [[Berlin]] instead of Hamburg or Bremen. With three lines operating, the planned requirements of rolling stock increased to 48 trainsets. On 28 May 1995, some services were extended to [[Interlaken]], on 24 May 1998 an ICE service to [[Vienna]] was introduced.<ref name="ek-bild-2006-6"/>

=== Further development ===
On 12 August 1995, the Chinese head of state [[Jiang Zemin]] travelled on board the ICE from [[Ludwigsburg]] (near Stuttgart) of [[Rolandseck railway station|Rolandseck]] (near [[Bonn]]). For this purpose, a special trainset had been coupled from two power cars and six intermediate cars, one of which had been converted to a palace car. The Guest of the State was accompanied by the Federal Minister of Transport [[Matthias Wissmann]], DB chief of passenger operations Klaus Daubertshäuser and several board members of AEG and Siemens. The train reached a maximum speed of {{Convert|280|km/h|abbr=on|round=5}}. A visit to the cab that was scheduled for five minutes was extended to about 30 minutes by the Guest of the State. The companies involved hoped to sell ICE technology for the {{Convert|1300|km|1|abbr=on}} [[Beijing–Shanghai high-speed railway|Beijing to Shanghai connection]].<ref name="sz-1995-159-2">{{cite journal|title=Teufel: China steht in hohem Ansehen|journal=[[Süddeutsche Zeitung]]|issue=159|year=1995|issn=0174-4917|pages=2|language=de}}</ref><ref name="zug-1995-8-31">{{cite journal|title=Ein Zug als Zugnummer für Chinas Nummer eins|journal=ZUG|issue=8|year=1995|pages=31|language=de}}</ref>

[[File:ICE1 Schellenberg.jpg|thumb|ICE&nbsp;1 outside the Schellenbergtunnel on the [[Nuremberg–Munich high-speed railway]]. Some ICE&nbsp;1 trains are allowed to travel the line at {{Convert|280|km/h|abbr=on|round=5}}.]]

Starting 29 May 1995, ICE&nbsp;1 trains were allowed to travel at their top speed of {{Convert|280|km/h|abbr=on|round=5}}. This was used on ICE line 3 (Hamburg–Frankfurt–Basel) in conjunction with other measures to cut travel time by a total of 17 minutes. This significantly improved the trains' connections for Switzerland's [[synchronized timetable]].<ref name="zdzkft-3-90">{{cite book|author1=Wolfgang Henn |author2=Eberhard Jänsch |chapter=Hochgeschwindigkeitsverkehr in Deutschland − eine Zwischenbilanz|editor1=Wolfram O. Martinsen |editor2=Theo Rahn |title=ICE – Zug der Zukunft|publisher=Hestra-Verlag|location=Darmstadt|year=1997|pages=90–99|language=de}}</ref><ref name="sz-1995-118-12">{{cite journal|title=ICE noch schneller|journal=[[Süddeutsche Zeitung]]|issue=118|year=1995|issn=0174-4917|pages=12|language=de}}</ref><ref name="zug-1995-5-16">{{cite journal|title=Fahrplanwechsel am 28. Mai: Schneller auf neuen Strecken|journal=ZUG|year=1995|issue=5|pages=16|language=de}}</ref> In 1998, the top speed was again lowered to {{Convert|250|km/h|0|abbr=on|round=5}}. Since mid-2006, single ICE&nbsp;1 services on the [[Nuremberg–Ingolstadt high-speed railway]] travel at {{Convert|280|km/h|abbr=on|round=5}}. In 2008, the ICE&nbsp;1 service ICE&nbsp;783 uses its top speed on the Hanover–Würzburg line.

Since 1 September 2007, smoking has been prohibited in all of [[Deutsche Bahn]]'s trains. Smoking areas had gradually been reduced to both cars at the very ends of the ICE&nbsp;1 trainsets (cars 1 and 14). Until 30 September 2006, smoking was allowed in the Bistro area of the restaurant car. The restaurant area had always been smoke-free. Starting in late 2005, smoking in the first class cars of refurbished trains had already been limited to the three compartments of car 14.

=== First refurbishment ===
[[File:Redesign AW Nürnberg.jpg|thumb|Prototype for the refurbishment of ICE&nbsp;1 intermediate cars at the Nuremberg facility (2005)]]

By mid-2005, each ICE&nbsp;1 trainset had travelled 6.5 to 7.9 million kilometers<ref name="voraus-2006-03">{{cite journal|title=Modernisierung des ICE&nbsp;1 (Teil&nbsp;1)|journal=VORAUS (Zeitschrift der Gewerkschaft Deutscher Lokomotivführer|issue=Ausgabe März 2006|issn=1438-0099|pages=24|language=de}}</ref> and had been in revenue service for up to 14 years. In the summer of 2005 a refurbishment program was started, referred to by Deutsche Bahn as "Redesign". It was planned to toughen up all trainsets for another 10 to 15 years of service at the Nuremberg main railway workshop completing in December 2008.

For the refurbishment, trainsets were taken out of service for five weeks (25 work days). Refurbishing a single ICE&nbsp;1 trainset costs about three million Euro, a fraction of the cost of buying new trains. The entire program cost about 180 million Euro.

About 80 percent of the materials are re-used, including 16,000 tons of steel and 1,200 tons of copper from the power cars' [[traction motor]]s. Compared to buying new trains, the program saves about 1.3 billion Euro. About 35,000 tons of carbon dioxide emissions were avoided as well as about 500,000 tons of industrial waste.<ref name="mobil-2007-7-54">{{cite journal|title=16000 Tonnen Stahl eingespart|journal=Mobil|issue=7|year=2007|pages=54|language=de}}</ref>

After several weeks of testing, the first refurbished ICE&nbsp;1 (trainset 11 "Nürnberg") went back into service on 5 August 2005. By March 2006, eleven trainsets had been refurbished,<ref name="voraus-2006-03" /> by February 2007 half the fleet (30 trainsets),<ref>{{cite press release|publisher=Deutsche Bahn AG|title=Halbzeit bei Modernisierung der ICE-1-Flotte|date=2007-02-09|language=de}}</ref> by June 2007 37 of the 59 trainsets.<ref>{{cite press release|publisher=Deutsche Bahn AG|title=Zwei Jahre ICE 1-Redesign im Bahnwerk Nürnberg|date=2007-06-14|language=de}}</ref> In 2005, nine trainsets were refurbished, in 2006 and 2007 20 each. Until the end of 2007, two trains underwent refurbishment at the same time. The remaining trainsets were refurbished one-by-one.

The refurbishment program uses the full capacity of the Nuremberg workshop with 320 jobs.<ref name="etr-2004-251">{{cite journal|title=ICE <!--sic!-->1-Redesign im Instandhaltungswerk Nürnberg|journal=Eisenbahntechnische Rundschau|volume=53|issue=5|year=2004|pages=251|language=de}}</ref>

In each of the 708 intermediate cars, about 3500 parts were removed, processed or replaced and reinstalled. This included 42,000 seats, 40,000 square meters of carpets, 5000 tables, 42,000 reservation displays and 11,000 window shades. The interior design was adapted to the newer ICE generations.

Interior changes included:
* new colors, brighter lights
* panelling from [[teak]] wood, similar to the second-generation ICE&nbsp;3 interior<ref name="voraus-2006-04" />
* reduction to the seat pitch in second class to 920&nbsp;mm. This allows the installation of 60 additional seats per trainset. Because the window arrangement was not changed, this resulted in some "wall window seats": Window seats without windows next to them.
* power sockets on the seats and luggage racks in the center of the car. For supplying the power sockets, four additional power circuits were installed in each car.<ref name="voraus-2006-04" />
[[Image:Reservierungsschilder ICE 1 alt.jpg|thumb|Since refurbishment, seat reservations have been shown on small displays instead of pieces of paper.]]
* passenger information displays were modernized and displays indicating reserved seats were installed.
* new design of the restaurant car, which now resembles the restaurant cars of the first series [[ICE T|ICE&nbsp;T]]<ref name="voraus-2006-04" />
* the accessible toilet now features a panic button. Buttons to call for assistance have been installed at the wheelchair spaces.<ref name="voraus-2006-04" />
* reduced maximum power due to set IGBT instead of GTO.

During the refurbishment, the audio and video systems were removed as well as the phone booths, the foot-rests in second class, the terminals for timetable information and the buttons in first class that were used to call the conductor. The backrests in second class compartments do not recline any more, those in second class row seats only by a limited amount. The seat cushion can still be moved to the front by about five centimeters.

The power cars received new bogie frames and a new power supply for the air conditioning. The power cars of trainsets 01 to 20 were refitted with [[gate turn-off thyristor|GTO]] [[power converter]]s. Smaller measures included diagnosis and subsequent repair of the driver's brake valve, the installation of new relays into some safety circuits and some software changes.<ref name="voraus-2006-03" />

After the refurbishment, all trainsets were coupled to a standardized combination of 12 intermediate cars. During the refurbishment, seats that differ between both versions cannot be reserved.

=== Field tests ===
Starting in mid-1993, a newly developed bogie with [[air suspension]] was tested in a first class intermediate car (801&nbsp;088-6) in scheduled service. The two-year trial was to prove that the bogie that was homologated for 300&nbsp;km/h was ready to go into production for the [[ICE 2|ICE&nbsp;2]].<ref name="deutschebahn-1993-725">{{cite journal|title=ICE fährt luftgefedert|journal=Die Deutsche Bahn|issue=9/10|year=1993|pages=725f|language=de}}</ref>

Since 1995, two ICE&nbsp;1 trainsets have been used as so-called ''idea trains'' ("Ideenzüge") on services from Hamburg to Basel and Stuttgart. These trainsets were used to test [[cellular repeaters]], returnable bottles in the restaurant car and different concepts for in-train Internet access.<ref name="etr-1999-3">{{cite journal|title="Surfen" im ICE|journal=Eisenbahntechnische Rundschau|volume= 48|issue=1/2|year=1999|pages=3|language=de}}</ref> Later these trainsets were used in regular ICE service, without tests being conducted. During the refurbishment, the additional installations were removed.

For the early-morning service ''Ernst Barlach'' from Hamburg to Munich, two compartments in cars 1 and 7 were reserved for the storage of [[ski]]s in early 1995. In each compartment, racks for 28 pairs of skis were installed. This service was offered at no extra cost, reservation of storage space was not possible.<ref name="zug-1995-2-10">{{cite journal|title=Skitransport im ICE|journal=ZUG|issue=2|year=1995|pages=10|language=de}}</ref>
From 13 January to 23 March 1996, the same service was offered in a compartment of car 5 of ICE trains 585 and 588 from Hamburg to [[Garmisch-Partenkirchen]] and back. On a pair of ICE trains between [[Berlin Zoologischer Garten railway station|Berlin Zoo]] and Interlaken this was offered as well on specific dates from mid-December 1995 to mid-April 1996.<ref name="zug-1995-12-57">{{cite journal|title=Ski-Abteile|journal=ZUG|issue=12|year=1995|pages=57|language=de}}</ref>

In 1995, some ICE&nbsp;1 cars were used to field-test new air conditioning units that used air as cooling agent and therefore did not require special [[refrigerant]]s. These units were later installed in the [[ICE 3|ICE&nbsp;3]].<ref name="etr-1999-549">{{cite journal|author=Heinz Kurz|title=ICE 3 und ICE-T – Neue Triebwagengeneration für die Deutsche Bahn|journal=Eisenbahntechnische Rundschau|volume=48|issue=9|year=1999|pages=549–559|language=de}}</ref>

In the late 1990s, trainset 13 had [[ICE 2|ICE&nbsp;2]] power cars and a new intermediate car with traction motors for testing the ''distributed traction'' concept. The train was referred to as ''ICE&nbsp;D''.<ref>{{cite journal|author1=Ansgar Brockmeyer |author2=Thomas Gerdhard |author3=Edzard Lübben |author4=Manfred Reisner |author5=Monika Bayrhof |title=High-speed trains: from power car to distributed traction|journal=European Railway Review|volume= 13|issue= 3|year=2007|issn=1351-1599|pages=70, 72}}</ref>

=== ICE train North America tour ===
In June 1993, an eight-car trainset was shipped from [[Bremerhaven]] to the [[United States]]. The trainset included two power cars 401 084 and 584,<ref>{{cite web |url=http://www.ice-fansite.com/index.php/ice-baureihen/ice-1/94-ice-1-praesentationsfahrten-in-den-usa |title=ICE 1 - Präsentationsfahrten in den USA |access-date=2019-01-02 | language=de }}</ref><ref>{{cite web |url=https://www.drehscheibe-online.de/foren/read.php?017,6586935 |title=Amtrak ICE 401 584 1993, Verladung in Bremerhaven |date=June 1993 |access-date=2019-01-02 | language=de }}</ref> one first class car, two second class cars, one restaurant car, and one service car. Starting in April 1993. the train had been adapted to service on the [[Northeast Corridor]]. Changes included adaptations to the 11&nbsp;kV, 25&nbsp;Hz electrification system and changed wheel profiles.

The trainset did presentation runs to 25 cities in the US and [[Canada]]. Starting 4 October, it was used in [[Metroliner (Amtrak)|Metroliner]] service between [[Washington, D.C.]], and [[New York City]] for two months. On other lines the train was pulled by diesel locomotives, specifically the experimental [[F69PHAC]].

[[Siemens Mobility|Siemens]] and [[AEG (German company)|AEG]]-[[Westinghouse Electric Corporation|Westinghouse]] hoped to win a contract by [[Amtrak]] for 26 trainsets for a fast Boston–New York–Washington service that would eventually become the [[Acela]]. Had the bid been won, the trainsets would have been built at five plants of the [[Electro-Motive Diesel|GM Electro-Motive Division]] in the United States.<ref>{{cite journal|title=ICE nach Amerika verschifft|journal=Eisenbahntechnische Rundschau |volume=42|issue=7/8|year=1993|pages=547|language=de}}</ref><ref name="etr-1993-11-756">{{cite journal|title=ICE Train North America Tour|journal=Eisenbahntechnische Rundschau|volume=42|issue=11|year=1993|pages=756|language=de}}</ref>

Other attempts to sell ICE&nbsp;1 technology outside Germany remained unsuccessful as well. In 1993/1994 AES and Siemens offered the ICE to [[Taiwan]], hoping to win an order for 45 trainsets. The Taiwanese Minister for Transport [[Liu Chao-shiuan]] tested the ICE in the summer of 1993, while in Germany.<ref name="etr-1993-78-434">{{cite journal|title=Taiwan testet ICE|journal=Eisenbahntechnische Rundschau|volume=42|issue=7/8|year=1993|pages=434|language=de}}</ref>

=== Swiss speed record ===
On 8 November 2007, trainset 89, which had been shortened to about {{Convert|200|m|ftin|abbr=on}}, set a Swiss land speed record for railed vehicles during trial runs for the [[ETCS]] cab signalling inside the [[Lötschberg Base Tunnel]]. The trainset reached {{Convert|288|km/h|0|abbr=on}}. The trainset had a modified pantograph, but two of the eight [[traction motor]]s had been disabled.<ref name="ser-2008-01-2">{{cite journal|title=ICE-Rekordfahrt mit nur sechs Triebmotoren|journal=[[Schweizer Eisenbahn-Revue]]|issue=Ausgabe Januar 2008|issn=1022-7113|pages=2|language=de}}</ref>

=== Second refurbishment ===
[[File:First class on a German ICE train to Munich - Flickr - TeaMeister.jpg|thumb|Refurbished 1st class interior]]
Starting from 2019 all ICE 1 trainsets will receive a second major overhaul to stay in service until  at least 2030. The first of these refurbished sets was finished in April 2020, and is used in passenger service since June of the same year. Changes include:
* Each trainset being shortened from 12 to 9 cars, with one First Class Car and two Second Class Cars being removed. These cars will be used as donors for [[spare part]]s.
* The Service Car being refurbished as a Second Class Car.
* [[Light-emitting diode|LED displays]] (viewable from outside of the cars) and passenger information system screens (viewable from the inside) are installed at the doors, displaying the ICE's line number, next stops and Terminus, similar to those installed in the [[ICE 2]] cars.
* Additional storage room for the passengers' luggage.
* A renovation of the restrooms and the ''Family Areas''.
* New seats in the [[Cab (locomotive)|cabs]].

The refurbished units are planned to be used on the ICE ''Sprinter'' lines and on routes with medium high traffic. On those with high to extremely high traffic they are to be replaced by the [[ICE 4]] trains .
=== Accidents ===
==== Eschede ====
[[File:Ice eschede 1.jpg|thumb|Scene of the accident]]

{{main|Eschede train disaster}}
On 3 June 1998 ICE&nbsp;1 set 151 derailed on the [[Hanover–Hamburg railway]] at [[Eschede]], approximately {{convert|60|km|mi|abbr=on}} north of Hanover. The train was on its way from Munich to Hamburg as ICE&nbsp;884 "Wilhelm Conrad Röntgen", when the wheel of a first class car broke, and changed the setting of a [[railroad switch]]. Subsequently, the following cars derailed and crashed into the pillars of a bridge the train was just passing under, causing it to collapse on top of the train.

101 people were killed and 88 were seriously injured. It remains the worst rail disaster in the history of the Federal Republic of Germany and the worst high speed rail disaster worldwide.<ref>{{cite web|url=http://web.de/magazine/panorama/schwersten-zugungluecke-deutschlands-6025336|title=Die schwersten Zugunglücke Deutschlands|access-date=2015-09-01|date=2011-12-01|website=web.de}}</ref>

Set 151 was almost completely destroyed; only the almost undamaged power car 401 051 as well as a few other intermediate cars have been reused in other sets. The trailing power car was used for the reconstruction of power car 401 573.

== Technology ==
[[traction (engineering)|Traction]] of the ICE&nbsp;1 trainsets is achieved by the eight driven axles of both power cars. Because relatively few axles have traction, the steepness of the [[grade (slope)|grade]] the trains can safely negotiate are limited. The ICE&nbsp;1 is limited to grades of about 3.5%. Steeper grades cannot be negotiated safely, because the wheels could slip due to the low [[adhesion]] under adverse conditions, which may lead to a stopped train becoming stuck on a grade. This is one of the reasons the ICE&nbsp;1 is not homologated for the [[Cologne-Frankfurt high-speed rail line]], which has grades of up to 4%.

The intermediate cars sit on {{ill|Minden-Deutz bogie|lt=Minden-Deutz|de|Drehgestell Bauart Minden-Deutz}} type MD&nbsp;522 [[bogie]]s with steel suspension and an axle base of {{Convert|2500|mm|ftin|abbr=on}}.<ref name="ihme-rvt">{{cite book |last1=Ihme |first1=Joachim |title=Rail Vehicle Technology |date=2022 |publisher=Springer Fachmedien |location=Wiesbaden |isbn=978-3-658-36968-2 |pages=189, 191–192 |edition=1st |chapter=5.6: Running Gears of Rail Vehicles}}</ref><ref>{{cite book |title=Railway Technical Handbook, Volume 1 |date=July 2011 |publisher=AB SKF |location=Göteborg |isbn=978-91-978966-3-4 |page=36 |url=https://www.skf.com/binaries/pub12/Images/0901d196801410ca-10987_2-EN_tcm_12-503040.pdf |access-date=11 December 2022 |archive-url=https://web.archive.org/web/20220216222257/https://www.skf.com/binaries/pub12/Images/0901d196801410ca-10987_2-EN_tcm_12-503040.pdf |archive-date=16 February 2022 |format=PDF |chapter=Bogie Designs |url-status=live}}</ref> New wheels have a diameter of {{Convert|920|mm|ftin|abbr=on}}. They are replaced when they reach a diameter of {{Convert|860|mm|ftin|abbr=on}}. The cars are coupled {{Convert|900|mm|ftin|abbr=on}} above the rails by a semi-automatic [[Railway coupling|coupling]] that was designed specifically for the ICE&nbsp;1. It couples two brake pipes, two electric trainlines, cables and two [[fibre-optic cable]]s. The passage between two cars is {{Convert|1.1|m|ftin|abbr=on}} wide and {{Convert|2.05|m|ftin|abbr=on}} high.<ref name="ej-1991-1-28"/> Unlike on the [[InterCityExperimental]], they are not positive locked on the outside.

[[File:Schnellbremsung ICE1.jpg|thumb|Emergency braking of an ICE&nbsp;1 north of the Auditunnel. Note the dust to the right of the train.]]

The acceleration distance of a trainset with 14 cars to {{Convert|100|km/h|0|abbr=on}} − starting at standstill, on level terrain − is given as {{Convert|900|m|ftin|abbr=on}} (66 seconds), to {{Convert|200|km/h|abbr=on|round=5}} on {{Convert|250|km/h|abbr=on|round=5}} (200&nbsp;s) and to {{Convert|250|km/h|abbr=on|round=5}} on {{Convert|18350|m|mi|abbr=on}} (380&nbsp;s).<ref name="zug-1995-1-57"/> Braking distance of a service stop under LZB control (0,5&nbsp;m/s²) from {{Convert|250|km/h|abbr=on|round=5}} is given as {{Convert|4820|m|mi|abbr=on}} that of a fast braking (1,05&nbsp;m/s²) at {{Convert|2300|m|mi|abbr=on}}. For [[railway brake|braking]] all cars have [[disc brake]]s. Additionally, the power heads use [[regenerative brakes]], the intermediate cars have electromagnetic [[track brake]]s. The power cars have spring-loaded parking brakes; intermediate cars use screw brakes for the same purpose. The bogies facilitate replacing the track brakes with [[eddy current brake]]s.<ref name="ej-1991-1-28"/>

The pantograph type ''DSA-350&nbsp;S'' was specifically developed by [[Dornier Flugzeugwerke|Dornier]] for use in the ICE&nbsp;1. At {{Cvt|100|kg}} they were considered very lightweight with minimal [[resonance]].<ref name="ej-1989-8-12">{{cite journal|title=Dem ICE aufs Dach gestiegen|journal=Eisenbahn-Journal |volume=15|issue=8|year=1989|issn=0720-051X|pages=12–13|language=de}}.</ref> Unlike its predecessor InterCityExperimental, the ICE&nbsp;1 does not have a high-voltage connection of both power cars. Because of this, the pantographs of both power cars are raised during operation.<ref name="ej-1991-1-28"/>

In the 1990s, the two phone booths inside each trainset were connected to Deutsche Telekom's [[C-Netz]] by 13 so-called ''Funkfeststationen''. Inside the tunnels of the first two high-speed lines, repeaters were installed at a distance of 1500 meters that communicated with the trains using [[leaky feeder]]s. Between the tunnels, directional antennas were used. Inside the trains, antennas were installed in the service cars. Calls cost 0.7 DM per time unit.<ref name="sz-1994-225-2">{{cite journal|title=Pläne für den Mobilfunk ohne Grenzen|journal=[[Süddeutsche Zeitung]]|issue=225|year=1994|issn=0174-4917|pages=2|language=de}}</ref> The same time unit cost 0.23 DM when using a landline.

=== ETCS Cab Signalling ===
The 19 ICE&nbsp;1 trainsets used for service into Switzerland were equipped with the [[European Train Control System]] (ETCS) in 2007<ref name="db-systemtechnik-2006-42">{{in lang|de}} Deutsche Bahn AG, DB Systemtechnik: [http://www.db-systemtechnik.de/site/shared/de/dateianhaenge/berichte/systemtechnik__taetigkeitsbericht__2006.pdf Tätigkeitsbericht 2006] {{webarchive|url=https://web.archive.org/web/20110718224244/http://www.db-systemtechnik.de/site/shared/de/dateianhaenge/berichte/systemtechnik__taetigkeitsbericht__2006.pdf |date=2011-07-18 }} (PDF, 1,6&nbsp;MB), S.&nbsp;42</ref> The cost of 34 million [[Swiss Franc]]s was paid by the Swiss government. Spending tax money for refitting foreign trains has been a target for criticism.

Switzerland paid for the equipment after Deutsche Bahn had announced the it would not convert any of their high-speed lines to ETCS cab signalling within the following ten years. Because of this, DB claimed to have no interest in refitting ICE trainsets with ETCS. If ETCS is used on any high-speed line in Germany within ten years, Switzerland has to be paid back part of the cost.

ETCS is used in Switzerland on the newly built Mattstetten–Rothrist line that has been used by ICE&nbsp;1 trains since 10 December 2006.<ref name="ek-bild-2006-37">{{in lang|de}} Wagner (2006), p.&nbsp;37</ref> Currently, the line is used by three to four pairs of ICE trains each day, including one intra-Swiss ICE from Bern to Basel.

== Design ==
[[File:ICE altes Farbkonzept.jpg|thumb|Throughout the 1990s ICE&nbsp;1 trains had a dual-colored ornamental strip in ''oriental red'' and ''pastell violet''. Note the small blind windows between the real ones.]]

The exterior design of the [[InterCityExperimental]] by [[Alexander Neumeister]] was applied to the series production with only minor adjustments. Neumeister's concept for the interior however was not used.<ref name="neumeister-1999-69">{{cite book|chapter=Interview mit Alex Neumeister: Je komplexer, desto besser|editor=Alex Buck|title=Alexander Neumeister. Designermonographien 8|publisher=Verlag Form|location=Frankfurt am Main|year=1999|pages=69–81|language=de}}</ref> The interior was designed by [[Jens Peters]]. The same team had designed the [[InterRegio]] trains in the mid-1980s.

[[Aerodynamic]] reasons led to the design of the power cars' front as well as the flush fitting of the windows and the low skirts. In places without windows, {{Convert|6|mm|in|abbr=on}} thick glass is used to continue the ribbon glazing.<ref name="ej-1991-1-28"/>

The exterior design is very similar to that of the [[ICE 2|ICE&nbsp;2]]. A major difference to all other ICE generations is the raised roof of the restaurant car. The ICE&nbsp;1 is the only ICE without electronic displays for route information of the outside; the car numbers are indicated by adhesive labels. ICE&nbsp;1 trainsets have car numbers ranging from 1 to 14, while all other ICE trains have car numbers from 21 to 44.

== Operation ==
[[File:ICE 1 Ingolstadt Hbf.ogg|thumb|right|An ICE&nbsp;1 train leaves [[Ingolstadt Hauptbahnhof]] towards [[München]].]]
[[File:Ein ICE 1 auf der Schnellfahrstrecke Ingolstadt–Nürnberg.ogg|thumb|right|An ICE&nbsp;1 heading towards [[Nuremberg]] on the [[Nuremberg–Ingolstadt high-speed railway]] at 250&nbsp;km/h.]]

[[Deutsche Bahn]] is the sole operator and owner of ICE&nbsp;1 trains. There are currently 59 units of twelve intermediate cars. At about 750 seats and a length of 360 meters, the ICE&nbsp;1 trainsets are the longest ICE trains that have been built yet. Other ICE trains have the same length and capacity when two (sometimes three) trainsets are coupled.

The trainsets are used in synchronized schedules on the [[Hanover-Würzburg high-speed rail line]]:
# Hamburg-Altona via Hannover–Göttingen–Kassel-Wilhelmshöhe–Frankfurt (Main)–Mannheim–Karlsruhe–Baden-Baden–Freiburg to Basel (ICE&nbsp;line&nbsp;'''20''') or to Stuttgart (branching off at Mannheim, ICE&nbsp;line&nbsp;'''22''')
# Berlin via Wolfsburg–Braunschweig–Hildesheim–Göttingen–Kassel-Wilhelmshöhe–Fulda–Hanau–Frankfurt (Main)–Mannheim to Karlsruhe–Offenburg–Basel (ICE&nbsp;line&nbsp;'''12''') or Stuttgart–Ulm–Augsburg–Munich (ICE&nbsp;line&nbsp;'''11''')
# Hamburg-Altona via Hannover–Göttingen–Kassel-Wilhelmshöhe–Würzburg–Nuremberg–Ingolstadt to Munich (ICE&nbsp;line&nbsp;'''25''')
# Hamburg-Altona to Berlin (part of ICE&nbsp;line '''28''')
Additionally, there are single trains of other ICE lines serviced by ICE&nbsp;1 trainsets. Until December 2007, ICE trains from Germany to [[Innsbruck]] and [[Vienna]] were ICE&nbsp;1 services as well.

Because they exceed the UIC [[loading gauge]], ICE&nbsp;1, ICE&nbsp;2 and [[Metropolitan (train)|Metropolitan]] trainsets are collectively referred to as ''ICE&nbsp;A'' in internal use.<ref>Deutsche Bahn AG: Corporate Policy 408.0901, valid since 10 December 2006, Paragraph 2</ref>

All 59 trainsets are based at Hamburg-Eidelstedt.

== Names ==
Since October 2002, certain ICE trainsets have carried the names of cities:
{| width="100%"
| rowspan="2" width="33%" valign="top" |
* Tz&nbsp;01&nbsp;– Gießen
* Tz&nbsp;02&nbsp;– Jever
* Tz&nbsp;03&nbsp;– Neu-Isenburg
* Tz&nbsp;04&nbsp;– Fulda
* Tz&nbsp;05&nbsp;– Offenbach am Main
* Tz&nbsp;06&nbsp;– Itzehoe
* Tz&nbsp;07&nbsp;– Plattling
* Tz&nbsp;08&nbsp;– Lichtenfels
* Tz&nbsp;09&nbsp;– Lüneburg
* Tz&nbsp;10&nbsp;– Gelsenkirchen
* Tz&nbsp;11&nbsp;– Nürnberg
* Tz&nbsp;12&nbsp;– Memmingen
* Tz&nbsp;13&nbsp;– Frankenthal/Pfalz
* Tz&nbsp;14&nbsp;– Friedrichshafen
* Tz&nbsp;15&nbsp;– Regensburg
* Tz&nbsp;16&nbsp;– Pforzheim
* Tz&nbsp;17&nbsp;– Hof
* Tz&nbsp;19&nbsp;– Osnabrück
| width="33%" valign="top" |
* Tz&nbsp;52&nbsp;– Hanau
* Tz&nbsp;53&nbsp;– Neumünster
* Tz&nbsp;54&nbsp;– Flensburg
* Tz&nbsp;55&nbsp;– Rosenheim
* Tz&nbsp;56&nbsp;– Heppenheim/Bergstraße
* Tz&nbsp;57&nbsp;– Landshut
* Tz&nbsp;58&nbsp;– Gütersloh
* Tz&nbsp;59&nbsp;– Bad Oldesloe
* Tz&nbsp;60&nbsp;– Mülheim an der Ruhr
* Tz&nbsp;61&nbsp;– Bebra
* Tz&nbsp;62&nbsp;– Geisenheim/Rheingau
* Tz&nbsp;66&nbsp;– Gelnhausen
* Tz&nbsp;67&nbsp;– Garmisch-Partenkirchen
* Tz&nbsp;68&nbsp;– Crailsheim
* Tz&nbsp;69&nbsp;– Worms
| width="33%" valign="top" |
* Tz&nbsp;71&nbsp;– Heusenstamm
* Tz&nbsp;72&nbsp;– Aschaffenburg
* Tz&nbsp;73&nbsp;– Basel
* Tz&nbsp;74&nbsp;– Zürich
* Tz&nbsp;76&nbsp;– Bremen
* Tz&nbsp;77&nbsp;– Rendsburg
* Tz&nbsp;78&nbsp;– Bremerhaven
* Tz&nbsp;80&nbsp;– Castrop-Rauxel
* Tz&nbsp;81&nbsp;– Interlaken
* Tz&nbsp;82&nbsp;– Rüdesheim am Rhein
* Tz&nbsp;83&nbsp;– Timmendorfer Strand
* Tz&nbsp;84&nbsp;– Bruchsal
* Tz&nbsp;85&nbsp;– Freilassing
* Tz&nbsp;86&nbsp;– Chur
* Tz&nbsp;87&nbsp;– Mühldorf a. Inn
* Tz&nbsp;88&nbsp;– Hildesheim
* Tz&nbsp;90&nbsp;– Ludwigshafen am Rhein
|-
| colspan="2" align="right" valign="bottom" |
(Tz&nbsp;xx&nbsp;= trainset number (''Triebzugnummer''); printed above each bogie)
|}

== See also ==
*[[List of high-speed trains]]

== References ==
{{Reflist}}

==External links==
{{Commons category inline|DBAG Class 401|ICE 1}}

{{High-speed rail}}
{{German ICE class}}
{{German EMUs}}

[[Category:Deutsche Bundesbahn locomotives]]
[[Category:Electric multiple units of Germany]]
[[Category:Electric multiple units with locomotive-like power cars]]
[[Category:Intercity Express]]
[[Category:Articles containing video clips]]
[[Category:Passenger trains running at least at 250 km/h in commercial operations]]
[[Category:Train-related introductions in 1989]]