New ICE-Line and ICE City Erfurt Opens

ICE-T train stopping at Erfurt Central Station. Photo taken in March 2017

New High-Speed Line Opens after 25 Years of Planning and Construction. Erfurt and Leipzig to become ICE Cities. 80 ICE trains expected in Erfurt daily.

BERLIN/ MUNICH/LEIPZIG/ERFURT/COBURG/JENA- It took the signing of former (now late) German Chancellor Helmut Kohl’s signature to allow for the project to begin- 25 years ago. That in itself was as historic as US President Dwight D. Eisenhowers signature in 1956 to launch the US Interstate Highway System. It took 25 years, from the time of its signature until the time of its completion, costing over 12 billion Euros, and resulting in 37 bridges- including the 8.6 kilometer long Elster-Saale Viaduct near Halle (the longest in Germany)- two dozen tunnels and the complete makeover of five different stations- the main ones of which are in Erfurt and Leipzig.

And now, Frankenstein has come to life!  🙂 The new ICE line between Berlin and Munich has opened. German Chancellor Angela Merkel, Richard Lutz (CEO of the Deutsche Bahn), German Transportation Minister Christian Schmidt as well as the primeministers of the states of Bavaria, Saxony, Saxony-Anhalt and Thuringia plus many celebrities were on hand to open the ICE-Line as a pair of ICE-3 trains passed through the new stops of Nuremberg, Erfurt, and Leipzig-Halle as they started from Munich and ended in Berlin. The ceremony happened today with the grand ceremony taking place at Berlin Central Station.

With that new line, not only will the cities of Leipzig and Halle will profit from the long-distance trains stopping there on a daily basis, but also the ICE City Erfurt in central Thuringia, where as many as 80 ICE-trains will stop to board people on a dail basis travelling on the N-S axis between Berlin and Munich via Nuremberg, as well as between Dresden and Frankfurt via Leipzig on the W-E axis.  Along the N-S axis, one can travel between the German and Bavarian capitals in just over four hours, two less than its current travel. Between Dresden and Frankfurt, it is expected that trains passing through Erfurt will need only three hours instead of the normal five.  Planned is the new ICE-Sprinter connecting Berlin with Munich with a stop only in Erfurt. That stretch will take only under four hours.  Another is planned for Halle-Munich and Nuremberg-Berlin, each of which will take less than three hours.

Prior to the opening of the new ICE line, a person needed over six hours along the line that went through Naumburg, Jena, Saalfeld, Lichtenfels and Bamberg. That line will be relegated to Regio-trains which will be a total inconvenience to people living in Jena and points to the east. With that will mark the end of long-distance service for the first time in over 115 years. The state of Thuringia is working with the Deutsche Bahn to provide better access, which includes a new long-distance InterCity station in Jena to be opened in 2024.  (More on that here).  The ICE line will mean more development for Erfurt, as the ICE-City plans to build a new convention center and series of hotels and restaurants around the station to better accommodate customers and visitors to Erfurt.

ICE-4. Photo by Martin Lechler

The new line will mark the debut of the newest ICE train, the ICE 4, which will travel alongside the ICE 3 from Munich to Berlin. The ICE-T will continue to serve between Dresden and Leipzig (for more on the train types, click here).  At the same time, the older two models will be phased out bit-by-bit after having travelled tens of thousands of kilometers for over 25 years. The newest models can travel over 300 km/h and has compartments for bikes, available upon reservation.

While the new line, scheduled to be part of the train plan come 10 December, will compete with the airlines and automobile in terms of travel time, there is a catch that many people do not like: From Berlin to Munich, one will have to pay at least 125 Euros one-way, 40 Euros more than with the present route. Despite having more Regio-trains providing access to Erfurt and Leipzig/Halle from Jena and elsewhere, it will become an inconvenience when it comes to changing trains and having to rush to the nearest ICE train with very little time left.

Still it is up to the Bahn to decide how to adjust to the situation as it plans to allow for time for people to adjust and get used to the new line. After a year or so, it will make some adjustments to better serve customers who are out of reach of the new line. By then, one will find out whether the billions spent on this project was worth its salt.

Video on the VDE8 Project- the ICE Line Berlin-Erfurt-Munich:

And a map of the new line:

Jena Says Adé to the ICE Train

Photo courtesy of Bahn Ansage

The last ICE high speed train leaves Jena at 9:00pm on December 9th. Regio-Trains to pass through after December 10th. Future of Long-Distance Train Service Questionable.

JENA, GERMANY-  It has been in the making for over 25 years, the same time as the introduction of the ICE Train along the Saale River Rail Line through Jena, Saalfeld and Lichtenfels connecting Munich and Berlin. Come December 10th, the new ICE Line connecting Erfurt with Bamberg will be open to traffic, and thus the completion of the multi-billion Euro project which features high-speed trains going up to 350 km/hrs. from Berlin to Munich via Leipzig, Erfurt and Coburg.

And with that, a bitter farewell to the service going through Jena. Despite protests and events designed to convince the Deutsche Bahn (DB) Rail Service to continue with the train service once the new ICE-line opens, the train service provider has decided to pull the plug on long-distance train services, which provided passengers with service to both major cities without having to change trains.

From December 2017 onwards, only regional trains will be passing through Jena on both the N-S and W-E axes, thus providing longer travel times to the nearest train stations that serve ICE-trains. To provide a pair of examples: With Regio-Service to Leipzig, it takes up to 90 minutes due to stops at every single station. With the ICE-train, it would have taken less than an hour. Going to Nuremberg, one needs three hours with the ICE. With Regio, it would be an additional two hours. Even if one takes a Regio-train to Erfurt to catch the ICE-train, one needs a half hour just to get to Erfurt.  Reports have indicated that Jena will get the worst end of the bargain in the history of the city’s rail lines and some have compared the service to that of 80 years ago.

IC trains to debut in Jena come 2019

But there is a silver lining to the deal. DB has not completely abandoned long-distance train services, and the state government under Prime Minister Bodo Ramelow is stepping in to provide support for the people in Jena affected by the new ICE rail line. There will be one ICE-train going to Berlin, which leaves at 5:30am every weekday morning and arriving back in Jena at 9:30pm. An Inter-City (IC) train connecting Leipzig with Karlsruhe will pass through Jena on a daily basis, but mainly in the afternoon. Come 2019, InterCity trains will pass through Jena, on the W-E axis, providing service to Gera (east) and Cologne via Erfurt and Kassel (west). This will be a first since 2002, the last time an IC train has passed through. By 2023, it is planned that IC-trains will pass through Jena on a two-hour basis going on the N-S axis between Leipzig and Karlsruhe.  Yet this will not be enough to soften the blow of residents who had been used to travelling with long-distance trains from Jena and need better services.

This is where Prime Minister Bodo Ramelow stepped in, during a conference in Jena on 29 November. The state will provide over 33.9 million Euros between the end of 2018 and 2024 for long-distance trains connecting Jena and Leipzig to ensure that passengers can reach their destinations faster than what is expected. In addition to that, a brand new Central Station in Jena is being planned in the southern suburb of Burgau, where all trains can stop for passengers. Alone with the second proposal came a massive amount of criticism from opponents who claim that with six train stations in Jena it was not necessary to construct another train station. Furthermore, Jena has a long-distance train station in Jena-Paradies, which was built in 2003. Work is already in the making to convert another station, Jena-Göschwitz, into a long-distance train station. Already the train station building is being renovated so that people can wait inside or pick up their food. In addition, the platforms are being rebuilt to include elevators and other handicap-accesses.

Older version of the IC, most of which are owned by Locomore

With the Bahn not committed to long-distance trains along the N-S axis before 2023 and the small number of IC-trains passing through on the W-E axis daily (three in each direction), all using the stops currently used by Regio-Express trains, Ramelow will have to look at private train providers to fulfill the promises of the residents of having long-distance trains between the end of 2018 and 2024. Already on the radar include Locomore, which is owned by Czech provider Leo Express and German bus provider Flixbus. Despite having gone through bankruptcy last year, train services are being reintroduced for lines connecting Munich, Stuttgart, Frankfurt and Berlin, competing with DB’s long distance lines in terms of pricing and services. It is very likely that Locomore could take over the former ICE line between Bamberg and Leipzig, thus providing residents in Jena and neighboring Saalfeld, Lichtenfels and Naumburg rail service until 2024.

Also in the running is Mitteldeutsche Regiobahn (MRB), which has expanded services in Saxony and could even reintroduce the Inter-Regio train connecting Leipzig with Jena, with an option of going to Bamberg. The Inter-Regio was last used in 2002 and functions as an Inter-City train with a snack bar and compartments for bikes.  Unlike the IC, college students could use the train with their student ticket, which is a big plus. Currently one Regio-Express line serves the Nuremberg-Hof-Chemnitz-Dresden Magistrate, starting in Hof.

Then there is the ALEX Rail, which serves lines connecting Munich with Landau, as well as Regensburg and Hof, mostly operated using diesel trains. If extended from Nuremberg to Leipzig it would provide passengers with direct service to Nuremberg and could thus switch onto the ICE-train to Munich, Frankfurt (via Wurzburg) or Vienna.

All options are currently open, but one variable is certain, due to the adjustment period with the new ICE-line, especially with regards to the pricing and the train access, as well as construction along the N-S axis both south and north of Jena and the planned electrification of the line along the W-E axis which will connect Weimar and Jena first before heading eastward towards Gera and Glauchau, residents of Jena and areas along the N-S axis will have to face the inevitable: the DB is committed to Regio-services in the short and middle terms. Already planned is more Regio trains connecting Jena with Erfurt as well as Jena with Halle(Saale) to provide more access to the ICE-stations. In addition, Erfurt Bahn is seeking to extend its Peppermint Line to Jena, enroute to Possneck via Orlamünde. Currently, the line connects Sommerda (north of Erfurt) with Grossheringen (near Naumburg). Should the plan to realize long-distance train services be in the cards, chances are most likely Jena will have to face prospects of either hand-me-down ICs from DB or Locomores in order to accommodate services.

And this may be the straw that breaks the camel’s back for many who are reliant on the train services. Instead of dealing with multiple train changes and delays while waiting at small train stations with little or no services, many are thinking of investing in a set of wheels and calculating traffic jams on Germany’s Autobahn. Given Jena’s proximity to two of the busiest Autobahns (M9 between Berlin and Munich and M4 between Cologne and Dresden), this would make sense and would even fulfil the prediction once made by OTZ Newspaper Columnist Tino Zippel: In the end, DB will have invested billions for the new ICE-rail line……. and for the automobile.

On the map below, you can see the illustrations based on the information in the article.

 

Jena has six rail stations on both axes. On the N-S we have Jena-Zwätzen, Jena Saalbahnhof and Jena Paradies, the last being the ICE stop. On the W-E, we have Jena-West and Neue Schenke. Both lines cross at Jena-Göschwitz, which is currently being remodeled to become the new Jena Central Station, where all long-distance trains are scheduled to stop. Each station is heavily connected by city bus and street car services, which stops an average of every 10 minutes on a daily basis; 20 minutes on weekends.

 

A farewell ceremony to the ICE-train is scheduled for 9 December beginning at 7:00pm. A flashmob similar to people saying farewell to AirBerlin (when it ceased operations in October) will take place at 9:00pm, when the last ICE stops in Jena Paradies. Details here.

For information on the new train schedule, especially for those wishing to visit Jena can be found via DB here.

Panoramic view of Jena Paradies ICE Station. Built in 2003, this station will soon lose its ICE-stop after 9 December. Photo taken by Michael Sander 

Germany at 25: The ICE-Train

ICE- Diesel stopping at Schleswig south of Flensburg. Photo taken in 2012
ICE- Diesel stopping at Schleswig south of Flensburg. Photo taken in 2012

“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 Experimental as it travelled towards Munich in 1986. Source:
The Experimental as it travelled towards Munich in 1986. Source: Marco Voss; https://commons.wikimedia.org/wiki/File%3A410001MKF_Zug_1152.jpg

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.

ICE-1 Train. Source:
ICE-1 Train. Source: S. Terfloth; https://commons.wikimedia.org/wiki/File%3AICE1_Schellenberg.jpg

ICE-1: 

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.

ICE-2 Train between Ingolstadt and Nuremberg Photo courtesy of Sebastian Terfloth via source: https://commons.wikimedia.org/wiki/File%3AICE2_Hilpodrom.jpg

ICE-2: 

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.

 

ICE-T Train crossing a bridge at Grossheringen in Thuringia along the Berlin-Leipzig-Nuremberg-Munich Line. Photo taken in 2011

ICE-T: 

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.

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.

ICE 3 near Ingolstadt. Photo by Sebastian Terfloth Source: https://commons.wikimedia.org/wiki/File%3AICE_3_Fahlenbach.jpg

ICE-3:

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.

ICE 3V- the newest version of the ICE 3. Source: https://upload.wikimedia.org/wikipedia/commons/1/1c/Innotrans_407.jpg

ICE-3V: 

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.

The ICx Train Source: https://upload.wikimedia.org/wikipedia/commons/2/27/ICX_Mock-UP_01.JPG

ICx:

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.

Prognosis:

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. 😉

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