Co-produced with sister column The Bridgehunter’s Chronicles
Petition Drive to Stop the Construction of the Tunnel at Puttgarden in Full Gear; Discussion about the Fehmarn Bridge’s Future is on.
BURG/ FEHMARN- For the second time in three years, I had a chance to take a trip to the German Island of Fehmarn, located between Denmark and the state of Schleswig-Holstein, connected by the Migratory Route Highway connecting Copenhagen and Hamburg. Astonished by its beauty and the hospitality the people there gave us our last time, for my family and me, which also includes a friend of ours and her daughter, Fehmarn appears to be the place to go to relax, swim, run along the coast with the wind in our faces and bike to our favorite places for fish with fried potatoes Holstein style.
Yet on this trip it was totally different. Different in a way that the inhabitants of the island are divided over a mega-project that is coming to cross the island- the noise that is comparable to the noise one see along the Migratory Route, which seemed to have increased since our last visit. When visiting the state of Schleswig-Holstein, especially in the eastern part, one will see a blue X every second house along with its slogan, a Christmas light set depicting the Fehmarn Bridge at every fourth house, and this van with the Belt Retter slogan on there, lined up with hundreds of people talking to representatives of the group fighting to stop the project from happening, and signing petitions in the process. The scene is getting brighter and bluer as the weeks come along….
…..and for a good reason!
Since my visit in 2014, I’ve been covering the events on Fehmarn, which involved not only the island’s future, but also that of the Fehmarn Bridge. To recap on the situation, the Danish Government have been cooperating with the German authorities regarding the construction of the multi-track/lane tunnel connecting Puttgarden (GER) and Rodby (DK), thus eliminating the need for ferry service. The tunnel would feature two tracks accomodating long-distance trains as well as six lanes of motorway traffic, creating a total width of one kilometer including the property acquisitions. At 20 km, it would be touted as the longest tunnel in the world that would serve automobile traffic. At the same time, German government authorities in Berlin and Kiel as well as the German Railways are working together for a new bridge on the south end, spanning the Fehmarn Sound- replacing the island’s iconic span which is the first of its kind ever built. At the moment, transportation authorities have deemed the 1963 bridge to be functionally obsolete and at the end of its useful life. According to the latest reports from LN-News in Luebeck, planning is in the works to have a new iconic span resembling the Golden Gate Bridge to be discussed and possibly voted on. If approved, construction could start in 2018 and be finished in 10 years.
The current situation during the visit:
The Belt Retter movement has been gaining steam in the past weeks, with organizers and supporters collecting signatures and letters of petitions in much of Schleswig-Holstein- in particular, the eastern half and of course, Fehmarn Island itself. Tens of thousands of signatures have been collected online, as well as in person at the markets and other events. I was lucky to stop at the Belt Retter site at the market square in Burg during our visit to talk to the representatives there, and get some information on the latest with the Puttgarden-Rodby Tunnel (aka Belt Tunnel). The Danish government, which has been keen on moving forward with the project, had previously rejected an earlier proposal for the tunnel last year because of approximately 249 errors in the design and concept, according to officials of the organisation I talked to at the market. After reworking the project, a new proposal was submitted back in June by the coordinators of the project, LBV Luebeck and Femmern A/S, and now the clock is ticking on the part of the locals, the Belt Retter organisation and all other parties opposed to the plan, who had previously petitioned to stop the first draft and succeeded last year. Between now and August 26th, you have an opportunity to submit your petition online or through contact with the representatives of Belt Retter, who will then forward that onto a committee that will feature representatives of the tunnel project, environmental and legal experts, local, regional and state representatives and others involved with the project, who will review it and take further measures. Possible legal measures, such as lawsuits and court order injunctions are on the table should it become a necessity.
Attempts are also being made regarding ways to preserve the Fehmarn Bridge. Rehabilitating the bridge for continual use has been ruled out because of the cost intensitity, but also because it is predicted that the bridge’s lifespan would be prolonged by only 30 years. However, such rehabilitation techniques have been tried on several bridges made of steel, including the steel wiring that is also found on the Fehmarn Bridge. The findings: such rehabilitation can prolong the life of a bridge by up to a century, counting maintenance and other essentials. Already done was the Bay Bridge and (also) the Golden Gate Bridge in San Francisco, this is also being conducted on the George Washington Bridge in New York City, built in 1938 under Swiss Engineer Othmar H. Ammann. Crying wolf over the potential failure of the bridge, as was stated by authorities of the government in Berlin and the German railways, the issues of rust, especially seen by the author while revisiting the bridge this year is only minor. Bridge rehabilitation experts would also agree that rehabilitation would be cost effective, saving taxpayer money by up to half the cost for a new bridge. In other words, and as I signed my petition against the project, I even noted, the movement to stop this mega-project with the tunnel should also include rehabilitating the Fehmarn Bridge.
Opinions are split down the middle among those who are vehemently against the project because of the negative environmental and economic impact as well as those involving tourism and culture and those who are in favor because of the need to modernize the infrastructure and bring in more tourism. It can even be found with the two different stickers at a souvenir shop at Suedstrand in Burgtiefe with the blue X and green check marks, the latter being for the project. Protests from different factors, including the Scandlines (which operates the ferry between Puttgarden and Rodby) have increased loudly in numbers, opposing the entire project. While those supporting the project say that it is a necessity and will come anyway, the Danes are becoming more and more sceptical of the tunnel concept because of the exploding costs for surveys, legal issues and the redesigning of the system. Many have joined the movement on the German side, which has increased tremendously since my last visit. While it is expected that the construction of the tunnel is to begin in 2020 and last 10 years, should the petition become a success for the second time, it might derail the entire project, putting it on ice indefinitely.
And with that, hopefully in the eyes of locals and people attached to Fehmarn, a return to normalcy which includes accessing the island by two-lane traffic or ferry, coaxing passers-by into stopping on the island for a visit and vacation. This is something you cannot do with a mega-project that would cut the island into two if proponents have their way.
Do you want to stop the project, click hereto read the information and sign the petition. Contact details are available if you need further information. The information is in German, but you can talk to someone with English or Danish knowledge if you have any questions. It takes 2-4 minutes to do and consists of multiple choice questions that are user friendly. If you’re still not convinced that the project cannot be stopped, go to the wordpress version of the Flensburg Files. There, you can click on the gallery with pics of the places visited this year with some comments on my part.
Checkout the articles written about the Fehmarn Bridge Situation including the bridge, by clicking here, here and here.
Hamburg SV leaves German Handball Bundesliga because of Concourse and License Revocation. Legal Action expected.
HAMBURG- There is an old saying that describes the mentality of the European sports leagues: “Money makes the world go round.” If there is no money to operate a team, the team folds. Teams go up and down the elevator model, where promotion to higher tiered leagues and demotion lower tiered leagues are not only based on the performance of the players, but also the financial health of the club. If one puts the American basketball team the Philadelphia 76ers in the equation, that team would have folded by now. The fortunate part is in case of hard times like the basketball team is going through, the league steps in to take ownership, reshape the club and look for a new owner to replace the one ousted for the inability to operate the team properly, especially in financial terms.
For the German professional handball team, Hamburger SV, the management is probably wishing that the American model was in place right now. The HSV has shut down operations this evening after receiving word on Wednesday that the team has lost its license to compete in the Premere League for the rest of the season. Furthermore, they will not be allowed to apply for the first or second tiers of the Bundesliga, thus putting them in the local league. The reason behind this was a snowball effect which has been in the making for well over a year. It started with a deficit, followed by the withdrawl of the main sponsor Andreas Rudolph, who had promised to invest 2.5 million Euros ($3.3 million) into the team, according to information from German public radio station NDR. The team was unable to come up with 2 million Euros at the end of the first half of the season. As a consequence, HSV filed for bankruptcy in December due to not enough liquidity to finance the remaining games of the season and the players. The German Handball Bundesliga revoked its license on Wednesday as a consequence, and the reaction was enormous. While almost all of the players have left the team, the revocation and as a result, the decision to shut down the Premere League team today will have negative repercussions on the league, as many teams hosting HSV in the second half of the season will have to recall the tickets, resulting in massive losses. Some of the teams, including Berlin, Minden and even Flensburg are considering legal actions against the now defunct team, demanding compensation for damages.
Hamburg’s demise is not the first in German or even American sports. Its exit from the top league is the first in handball since 1990. Yet its fall from grace is the first in German sports since the soccer teams of Kickers Offenbach and Dynamo Dresden. Offenbach was delegated to the regional league from the 3rd tier of the Bundesliga after the 2013/14 season for insufficient funding to continue in the upcoming season. Yet the last fall from the top came in 1995, when the German Soccer Federation denied the request of Dynamo Dresden to play in the 1st and 2nd league, thus forcing the eastern Saxony team to play in the regional league. That team is currently in first place in the 3rd League and is knocking on the door to its return to the 2nd League for the first time since 2014. On the American front, most of the teams folding due to financial issues came in the women’s basketball league, WNBA. The last casualty was the Sacramento Monarchs in California, where despite winning the WNBA championship in 2005, the team disbanded in 2009.
However, like this team as well as the Cleveland Browns in American football (which went on hiatus from 1996-99), handball in Hamburg will eventually return to national stage. While the Premere League team, which won the Bundesliga championship in 2011 and the Champions League in 2013, is officially disbanded, despite its current 4th place finish, HSV’s junior team is making its way to the third tier in the handball food chain with its lead in the state league standings. Because the HSV sports organization will not be affected by the sudden destruction of the Premere League handball team, the junior team will have a chance to fill in the footsteps of the fallen dinosaur. If successful and if management can build a fan base and good sponsorship from companies in the free city, chances are that handball will return to national stage before 2020. It is highly unlikely that despite the potential legal actions, HSV will disappear and not return, like it happened to Saxony Leipzig in 2012. It would be too cruel to the city of nearly 2 million that has a popular Bundesliga soccer team. It will just be a few years before handball returns to national stage, and with that, a bigger fan base that will stay loyal until the very end. Just ask the fans of the Cleveland Browns, let alone the people in Sacramento, who are working to bring back the Monarchs to women’s basketball. 🙂
For more on the latest with HSV, please follow NDR whose link is here.
Former German Chancellor handled the RAF Affair and the NATO Double-Pact during his regime (1974-1982) dead at 96.
HAMBURG- Helmut Schmidt, whose political career lasted for over 60 years both in and outside government and left a positive image for Germany in terms of international and domestic policies has died. Schmidt passed away this afternoon at a hospital in Hamburg after complications from a surgery in September to remove a blood clot. He was 96 years old. Schmidt was a member of the German Social Democratic Party from 1946 until 1982, which included his roles as Minister of Defense (1969-1972), as well as Minister of Economics and later Finance (1972-1974), all under Chancellor Willi Brandt. When he resign amid an espionage scandal in 1974, Schmidt took power as German Chancellor and ruled the country with a coalition featuring his party and the Free Liberals. Schmidt became the only Chancellor to lose his office through a Vote of No Confidence on 1 October, 1982, thus ushering in the era of Helmut Kohl of the Christian Democratic Party. The reason was the FDP’s alliance with the CDU, which made Schmidt a lame duck. Kohl still holds the record of being the longest reigning Chancellor, ruling for 16 years until 1998. During his time in power, Schmidt championed the strengthening and expansion of politics on the European level, including the introduction of a European currency (which was eventually introduced in 1999 and replaced the German Mark in 2002), as well as fostered domestic spending to help the unemployed, expand health insurance, and pass health and safety laws. He put an end to the reign of terror caused by the group Red Army Faction, and his policies involving the Cold War, led to the NATO Double-Track Policy, where mid-range missiles were stationed in West Germany, causing protests in many cities. Schmidt was loved and hated by many within and outside Germany because of his policies and his comments on certain events, especially on the international front. However, after he stepped down in 1982, Schmidt became an avid writer and editor, having been co-publisher of the German newspaper Die Zeit and authored several books, mainly focusing on politics and his memoirs about his time in Bonn and Hamburg. However, there are a few more facts that we don’t know about Schmidt. And therefore, we have the:
Upon his death, Helmut Schmidt became the oldest living former chancellor, having outlived Konrad Adenauer by five years. Adenauer died in 1967 at the age of 91. He has also outlived the oldest former US Presidents, Gerald Ford (1972-76) and Ronald Reagan (1981-88), both of whom lived to be 93 years old. They died in 2006 and 2004, respectively.
During the Great Flood of 1962, which hammered Hamburg and the state of Schleswig-Holstein, Schmidt, who was Hamburg’s senator, initiated moves by taking charge of the Federal Police and the Germany Army and directed them to the flooded areas, rescuing people stranded on top of houses and providing aid where needed. This overstepped boundaries and led to a change in the German Constitution which forbade the use of federal forces unless deemed a necessity. The flooding and natural disasters were added as a necessity in 1968.
Schmidt was an avid pianist, having recorded music for several composers from the 1980s on.
Schmidt was an avid smoker, having smoked heavily, both privately as well as in public and especially on TV shows. This was his signature for his character which was carried all the way to the end, despite controversies involving him violating smoking bans.
Schmidt was the automatic go-to guy to talk to when asked about several political themes, both on the German as well as the international fronts. This included his views on the environment, whose opposition to shutting down nuclear power plants and his comment on global warming being hysterically overheated stirred a lot of controversies, but conceded that a population explosion is the biggest threat to mankind because of the potential exhaustion of resources. He was on many talk shows, having been interviewed in German and English.
He was the focus of a Loriot caricature in the 1970s, when he was at his height of popularity amid several scandals and incidents affecting Germany.
Schmidt’s interest in politics came during his experience serving the Army during the Third Reich and witnessing a trial that was considered biased and brutal, as the Nazis ordered the execution of conspirators responsible for trying to assassinate Adolf Hitler, including Claus von Stauffenberg, whose streets in many cities were later named in his honor.
Helmut Schmidt, despite the controversies and the opposition from others, was considered the elder statesman with open arms. Whenever he was asked about certain political current events, he was quick to provide some food for thought, something for people to think about and discuss, something for politicians to think about before enacting or vetoing any measures being debated first in Bonn and later in Berlin. Schmidt was considered the face of Germany in the 1970s but is really the face of European politics and international affairs, for his policies and advocacy for a more European model of politics, while ensuring that countries are able to keep their sovereignty and maintain a democratic regime in tact. Cooperation was for him the key to a peaceful environment, something that was anything but that during the Cold War, but was later carried out when relations between the United States and the Soviet Union warmed up and eventually, when the two divided Germanys became one in 1990. Schmidt made and maintained ties with many politicians, many of them are still alive today. But despite warnings of smoking being unhealthy, Schmidt was unphased by it, for smoking was still for the intellectuals, and he provided that no matter where he went or who he talked with. Schmidt will be missed for his character and his guidance in international affairs, especially now, when we have bigger issues affecting Germany and we have to go on without him, or at least with the lessons he gave us.
Schmidt is survived by his daughter, Susanne, who has followed his father’s footsteps by working for Bloomberg Television, but is preceded in death by his wife Hannelore “Loki”, who died in 2010, and his infant son. Leb wohl Herr Schmidt und vielen Dank für Ihre Beiträge und Mithilfe. Gott segnet Sie.
After a brief hiatus, the Files takes you back to the Quiz series on the 16 German States and to the next candidate: the state of Brandenburg. Located in the eastern part of Germany, where Potsdam and Berlin are located, Brandenburg is perhaps one of the greenest states in Germany, joining the ranks of Mecklenburg Pommerania, Hesse, Thuringia and Saxony. This is in part because of the combination of forests, natural landscapes and wildlife that cover about half the state, mostly in the northern and western parts. The state also has the largest mass of water in the country, with over 33,000 kilometers of river and canals plus 3000 bodies of water, including 860 lakes. Both account for almost a fourth of the number of lakes found in Minnesota, the author’s homestate, where 11,800 lakes and over 111,000 km of rivers and streams exist. Yet while Minnesota can pride itself with its Winter Palace, the state of Brandenburg can also pride itself with its share of palaces and churches . Yet there is more to the state than just that, especially as it is the main attraction of this year’s German Garden and Horticulture Show (short: BUGA). For those wanting to visit Brandenburg for that purpose or for a vacation, perhaps a small Guessing Quiz will both test your knowledge of the state as of now, but also get you more interested and acquainted with the state. Without further ado, here is the challenge for you to take:
1. Which city is the capital of Brandenburg?
a. Potsdam b. Burg c. Brandenburg/Havel d. Neubrandenburg e. Frankfurt
2. Rank the following cities from most populated to least populated.
“Ding-Dong! Gleis eins, Einfahrt ICE 737 nach Hamburg Hauptbahnhof über Neumünster. Abfahrt 13:25. Vorsicht bei der Einfahrt!” Seconds later, a white worm with black and white stripes approaches the platform of Schleswig, south of Flensburg, where a half dozen passengers board the train heading to Hamburg and all places to the south of there. As the train departs the platform, it takes off at high speed, as it heads to its next station.
Speeds of up to 350 km/ph (218 mph), with comfort seats, a children’s compartment, a rather formal Bord Restaurant and lastly, enjoying the company of other passengers while checking the train schedule via broschure or even computer. At the same time, one can see the landscape fly by with a wink of an eye. These are the characteristics of the Inter City Express trains (short: ICE-trains), the flagship of the German Railways (The Bahn). Since the introduction of the Experimental in 1985 and the ICE-1 in 1991, the ICE-trains have become the most beloved for its service and quickness yet the most scrutinized by others for their delays and air conditioning units going awry (as you probably heard through the song by Wiseguys in the last entry). But little do the readers realize is that the making of the fast train goes back many years, and it took efforts by many people and organizations to make it happen. In this 25th Anniversary of Germany special, we will look at why the ICE-Train has become an integral part of German culture since 1990 and why other countries are looking up to the Bahn and its trains for guidance in constructing their train lines and locs. Furthermore, we will look at the future of the ICE-Trains as the Bahn is entering its next chapter in its storied history.
The First Train: The ICE Experimental
There is an analogy that best describes the development of the ICE-Train, comparing that with the one from the film “Chicken Run”: You cannot have the egg without the chicken- or was it the other way around? Click here to learn more. The same can be applied with the development of the first ICE Train: do you start with the train first or the rail line? The idea of the InterCity trains, which go as fast as 200 km/ph (124 mph) had been realized and put into service since the 1960s, providing services to cities with at least 25,000 inhabitants, yet the Bahn (which was known as the Reichsbahn at that time) was thinking bigger, bolder, and faster. And for a good reason: much of Germany has rugged hills and winding rivers, which made it difficult for trains to achieve speeds higher than 140 km/ph (87 mph). If one combines the amount of regional trains clogging up the rail lines, then it is a foregone conclusion that trains arrived at their destination- eventually!
Henceforth in the 1970s, the German Ministry of Transportation (which was based in Bonn at that time) started an initiative to construct the main artery lines, which would serve fast train services in the future. This included the lines from Mannheim to Hanover via Frankfurt and Fulda, Würzburg to Frankfurt, Hanover to Berlin, Mannheim to Stuttgart, Ingolstadt to Nuremberg and Frankfurt to Cologne. Authorities had envisioned trains travelling along these lines at 300+ km/ph (186 mph) with little or no delays. At the same time, the government (which still owns the Bahn today) contracted to companies like Siemens, to construct the first fast train that was supposed to travel these lines. The end result, after many attempts, was the introduction of the ICE Experimental in 1985. It featured two locomotive heads on each end plus 2-3 coaches. The purpose of the Experimental was to test the maximum speed of the train in hopes to further develop the train for passenger use. The Experimental broke several records, including one on 1 May 1988 at a speed of 406.9 km/ph and topping the French Rail Service’s TGV’s record twice in May 1990: 510.6 km/ph (317.2 mph) on the 9th and 515.3 km/ph (320 mph) on the 18th. All of this was along the completed stretch of the line between Mannheim and Hanover, Würzburg and Frankfurt and Mannheim to Stuttgart. Although passenger use was restricted, the Experimental took the then Soviet President Michail Gorbachev to Dortmund in June 1989 to meet with Chancellor Helmut Kohl, introducing him to the advancement in train technology. Although the Reichsbahn set a speed limit of up to 300 km/ph for fast train services for safety reasons, developments involving the ICE continued, culminating in the introduction of the first of seven types that are still in use today.
After several successful test runs, contracts were let out between the Bahn and German companies, like AEG, Siemens, Thyssen-Henschel, Krupp, etc.) to design the first of seven ICE class trains that are still in use. This class is not only the oldest in service today, but also the longest, as it features (minus the two loc heads) at least 15 coaches- one of which is a Bord Restaurant that resembles a double-decker but in reality, it provides a skylight view while dining. 2-3 coaches are reserved for first class. A computer information system was also included in the trains to provide travellers with information on the train connections- this was later included in future ICE trains. Unlike the InterCity trains, where passengers had to use steps to get on board, the ICE-1 became the first class to make boarding much easier, especially for those who need special assistance. And lastly, the train was climate-controlled, which made travelling a convenience year round.
The ICE-1s made their debuts along the main artery route connecting Basel and Hamburg in 1991 with the first 41 trains being put into service. However, as the lines were expanded to include the Berlin-Hanover, Berlin-Leipzig-Nuremberg-Munich, Munich-Würzburg-Mannheim-Frankfurt, Frankfurt-Erfurt-Leipzig-Dresden, and the Frankfurt-Cologne-Rhein Region lines, plus the extensions to Brussels, Amsterdam, Zurich and Berne, more ICE-1 trains were manufactured and put into use.
Ironically, the ICE-1 trains were introduced in the USA in 1993 to serve the coastal route- specifically, between Boston and Washington via New York City as well as as a demo route between Boston and Portland . Neither bore fruit because of the lack of interest in train travel and were later taken out of service. Yet despite the mentality that train service is for hauling freight, the thought of having high-speed train service has not escaped the minds of many Americans, especially because of environmental reasons, and many cities have been trying to copy the successes of Germany, albeit in snail’s pace.
Despite the successful debut of the ICE-1, the only caveat is because of its length, the maximum speed of this train was 280 km/ph (174 mph). On some of the stretches, the train’s pace around the curves were on par with that of the InterCity trains, which raised questions about the effectiveness of the trains and the need to shorten the trains when designing the next class of trains. This includes the introduction of the ICE-2 Train which made its debut shortly after the ICE-1’s introduction.
Introduced in 1996, the ICE-2 featured a similar design to its forefather the ICE-1, but it had two most noteworthy exceptions. The first is that the trains were shorter in length- eight coaches and two loc-heads, which includes the Bord Restaurant and 1-2 first class coaches. The second is that the train was the first to feature a coupling which can attach to another ICE-2 train, thus making it longer. A demonstration on how this concept works can be found below:
The danger of this mechanism is the potential of the train to derail due to crosswind during storms and headwind from oncoming trains. The end result: a speed limit of 200 km/ph (124 mph) and its use on lesser-used lines that use ICE-1 trains seldomly. Therefore, one can find ICE-2 trains on lines connecting Berlin, Hanover and the Rhein-Ruhr region, as well as between Hamburg and Cologne (later extending to Kiel), Bremen and Hamburg (extending to Berlin), as well as between Frankfurt and Cologne via Coblence. They are also used as a substitute for the next class of trains to be discussed, the ICE-T, should it be deemed necessary. Despite the train’s shortcomings, they have gained popularity in other European countries as they were implemented and/or mimicked in Belgium, Spain, Italy and France, just to name a few.
The next class of ICE-Trains to make its debut was the ICE-T. Not to be mistaken with the American rapper turned actor ICE-T, this train has one unique feature that makes it one of the most versatile of the ICE-trains: its tilting technology. A demonstration on how it works is below:
That, plus its ability to reach speeds of up to 250 km/ph and its coupling technology made it useful on rail-lines that normally use InterCity lines. Therefore when it was introduced in 1999, it was put into service along the line connecting Berlin and Munich via Leipzig, Jena, Bamberg and Nuremberg as well as the line between Frankfurt and Dresden via Fulda, Erfurt, Weimar and Leipzig. They were later used on lines connecting Switzerland with Stuttgart and Munich, respectively, Frankfurt and Vienna, as well as between Berlin and Rostock and Hamburg, respectively (even though its terminus had been in Kiel at one time). The trains have two different types: one featuring 10 coaches and one with 7 coaches. This include the end coaches as the motors of the trains are found in the bottom part of the train. It was also the first to introduce the Bord Bistro, a sandwich/snackbar which normally would be found on InterCity trains, as well as a play area, which has been a focus of several critiques from parents, one of which was written by the Files in 2011.
The ICE-T became a forefront of another class of ICE-Train which became one’s loss and one’s gain, the ICE-TD.
As seen in the picture above, the train stopping at Schleswig is an example of a train class that is still being used despite its shortcomings, the diesel-version of the ICE-T. Introduced in 2001, the ICE-TD was similar to its sister but ran on diesel. It operated along the Vogtland route between Dresden and Nuremberg (extending to Munich) via Hof and Bayreuth as well as between Munich and Zurich. These lines were not electrified but the high number of passengers boarding along these routes justified the use of these trains. Yet technical problems combined with an increase in diesel taxes to be paid by the Bahn made its service shortlived. While the trains were decommissioned in 2004, they were recommissioned two years later to provide extra service for those going to the World Cup Soccer tournaments taking place in Germany. Subsequentially, all 20 train units were bought by the Danish Rail Services (DSB) a year later and have since been serving the northern half of Germany: one line between Berlin and Aarhus via Hamburg, Flensburg and Kolding and one between Berlin and Copenhagen via Hamburg, Lübeck, Fehmarn and Ringsted. A happy ending for a class of trains that was one the black sheep of the Bahn but has become the darlings for the Danes.
At the same time as the ICE-T, the ICE-3 made its debut for the Bahn. Featuring eight coaches including the end coaches, the trains up until most recently had been the fastest of the ICE-Trains in service, reaching maximum speeds of up to 330 km/ph (205 mph), making them suitable for the main artery tracks that do not require the twists and turns of the ICE-2 and ICE-T trains. Introduced for the World Expo in Hanover in 2000, the trains have since served the lines connecting Frankfurt-Basel, Frankfurt-Amsterdam via Cologne, Frankfurt-Brussels via Cologne and Frankfurt-Paris via Strassburg.
The Velaro version of the ICE-3 train is the newest version of the ICE train, and perhaps one that will dominate the European continent if the Bahn has it their way. The concept was first conceived in 2009 and since 2014, the first trains have taken over some of the important lines, namely between Cologne, Frankfurt and Munich. This may change in the next year as more of these trains, looking sleeker than the original ICE-3 but going just as fast as its predecessor, are set to take over some of the main artery lines, including the new line between Berlin and Nuremberg via Erfurt. In addition, with its successful test run through the Euro-Tunnel, the Bahn is looking at commissioning these trains to serve the line to London via Paris and/or Brussels. As the time to travel to Frankfurt from London takes six hours instead of 18-20 with normal trains, the use of these trains for this purpose, if successful, could take the Bahn to newer levels, causing other countries to look at Germany as an example of how passenger rail service can be developed. Sadly though, the introduction of the ICE-3V will come at the cost of two train classes: The ICE-1 and ICE-2, despite their recent renovations, will be decomissioned, bit by bit, beginning in 2020 and 2025, respectively. While the newer versions will change the image of the Bahn, many people will miss the older versions that have made rail travel faster but comfortable.
Finally, the latest advancement in train technology that will take rail travel further beyond 2020 is the ICx. The concept has been worked on by several companies in the private sectors but the trains will feature both this version, a cross between the ICE-2 and the ICE-3 with 12 coaches, as well as a double-decker version. The designs have not yet been finalized, but two factors are certain: They will be slower than the ICE-trains with speeds, maxing out at 200 km/ph (124 mph), plus they will replace the existing InterCity trains that are over 35 years old and are meeting the end of their useful lives. Already planned is the commissioning of the lines in the eastern half of Germany beginning in 2020, the lines one which InterCity and former ICE trains once travelled will have these trains in use by 2030, including areas in Bavaria, Baden-Wurttemberg and parts of northern Germany.
In the past 40 years, we have seen the advancement in passenger train technology in Germany and beyond, starting with the construction of new high-speed lines and the development of high speed trains, followed by the advancement of train technology to make trains faster but safer for use, the expansion and modernization of existing rail lines to attract more passengers, and the extension of rail services to as far away as the UK and Russia. The railroad landscape is currently undergoing a transformation where, with the introduction and commissioning of new trains, many lines are being designated for certain trains. While this may come at the dismay of residents of cities, like Wolfsburg, Jena, Weimar and other smaller communities, who will see their ICE train services be replaced with ICx, in the end, rail travel in Germany will still remain a lasting experience. This applies to those who never had never gotten the luxury to travel by train before because of the lack of availability, but have recently tried it and would do anything to use the train again on the next trip. A friend of mine from North Dakota had that experience during her last visit to Germany and has that on her list of things to do again on the next European trip. 🙂 But for those who think that train travel restricts the freedom to travel wherever they want to, here’s a little food for thought worth mulling as this long article comes to a close:
Travel is fatal to prejudice, bigotry, and narrow-mindedness- Mark Twain
If one wishes to try something new, as an alternative to traveling by car (or sometimes by plane), one has to open up to the options that are in front of us, and look at all the benefits involved. This is what makes Germany a special place. We have the bus, the boats, the bike, and despite all the bickering, the Bahn. 😉