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(DBAG Class 402)
ICE 2 powerhead at Berlin-Grunewald
Power type electric
Builder Adtranz, Siemens
Build date 1995—1997
Total production 46
UIC classification Bo'Bo'
Length 20.56 m (67.5 ft)
Weight 77.5 t (76.3 LT; 85.4 ST)
Electric system(s) 15 kV 16.7 Hz AC
Top speed 280 km/h (170 mph)
Power output 4,800 kW
Tractive effort 200 kN
Safety systems Sifa, PZB90, LZB

This article is about the train. For the Bridgman form of water ice, see Ice II.

The ICE 2 is the second series of German high-speed trains and one of five in the Intercity-Express family since 1995.

The ICE 2 (half-)trains are even closer to a conventional push-pull train than the ICE 1, because each train consists of only one power car (Class 402, called powerhead), six passenger cars (Classes 805 to 807) and a cab car (Class 808).


Differences to ICE 1

ICE 2 powerhead with opened coupling cover
Two set ICE 2 block train on the Nuremberg-Munich high-speed track
ICE 2 cab car
Controls in the driver's cab

Except for the automatic coupling, ICE 2 powerheads are very similar to those of the ICE 1 and can actually be used in ICE 1 trains if strictly necessary.



Usually two ICE 2 half-trains are coupled to form a block train of similar dimensions to the original ICE 1 for serving the main routes, and separated again to operate on routes with less traffic or to provide the passengers two different destinations.

Until the class 808 cab cars have been tested and cleared for passenger service, two ICE 2 half-trains had been solidly coupled to form a permanent block train.


The passenger cars are very different from the ICE 1 cars, despite their similar exterior: The weight has been significantly reduced and the passenger compartments have been removed in favor of a seating arrangement similar to an airliner. Also, the train has been equipped with air suspension to circumvent the wheel noise problems of the ICE 1, which led to the installation of rubber-buffered wheel rims on the ICE 1 units and therefore the Eschede train disaster.

ICE 2 trains have no service car as the class 803 on ICE 1 trains, on the other hand the class 808 cab car is unique to the ICE 2.


ICE 2 trains usually run on the main east-west line, starting in Berlin with two unit block train. In Hamm the train is separated into two half-trains.

One half-train goes through the Ruhr area to Cologne Bonn Airport, while the other half-train continues through Wuppertal and Cologne to Bonn. In the opposite direction, both half-trains are coupled again at Hamm.

Some trains also serve the MunichHanover line with halves continuing to Hamburg and Bremen respectively.


The Eurotrain demonstration train at Munich-Laim on April 4th, 1998.

In 1996, GEC-Alsthom and Siemens formed a joint venture to market high-speed trains abroad. The consortium took part in the competition for the Taiwan High Speed Rail project, and was declared preferred bidder in October 1997.

The two companies created a demonstration train by combining cars of three existing French and German high-speed trains: ICE 2 powerheads 402 042 and 402 046 were joined at both ends to the eight-car set of double-deck trailers from TGV Duplex trainset #224. The ICE 2 powerheads received a special livery to harmonise with that of the TGV Duplex set. On 4 May 1998, the Eurotrain demonstration train made a presentation run on the Hannover-Würzburg line in Germany with THSRC representatives present, achieving a maximum speed of 316 km/h.[1][2][3]

However, the rival Japanese consortium was named winner on 28 December 1999. The Eurotrain consortium filed a lawsuit against the decision[4], but lost the case.

External links


  1. ^ "»Eurotrain« fährt 316 km/h." (in German). Eisenbahn-Kurier: p. 6. 1998 June. ISSN 0170-5288.  
  2. ^ "Weitere ICE-Züge" (in German). Website über die schnellsten Züge der Welt. Retrieved 2009-01-19.  
  3. ^ "TGV Research Activities". TGVweb. Retrieved 2009-01-19.  
  4. ^ "2nd statement on Taiwan high speed rail link". Alstom. 2000-01-13. Retrieved 2009-01-19.  


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