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 

A Women’s Only Train Compartment?

A Mitteldeutsche Regiobahn Train at Leipzig Central Station awaiting departure to Chemnitz. Photo taken in February 2016
A Mitteldeutsche Regiobahn Train at Leipzig Central Station awaiting departure to Chemnitz. Photo taken in February 2016


Imagine this scenario: You travel on a regional train from Leipzig to Chemnitz, but wanting to get off at Geithain for an interview for a teaching post at a local school. The train has seven coaches like the picture above, but are mostly full of passengers. You try to find a seat somewhere so you can practice your presentation to give to the interview panel. You walk through one coach full of children returning to a school in Bad Lausick after a field trip to a popular church in Leipzig. Another coach is full of football hooligans from RB Leipzig as they prepare to crash the party in a friendly match with Chemnitz FC, taking place in the evening, the next two coaches are full of passengers, but one male is spying on a woman in the next coach you are entering, which is full of women and children. The sign says for women as well as children up to 10 years of age only.  You see mostly women occupying the seats, ranging from nuns and teachers to businesswomen and mothers nursing babies. You find it awkward but decide to pass on to the next coach, where you finally find a seat. Two seconds after you sit down, the aforementioned male predator sits next to his prey and pries her privacy open, only to get the “Blauste Wunder seines Lebens”- in other words, the biggest but most unpleasant surprise of his life (I’ll leave the scene up to the women to complete the story to their liking). 😉

Then the light bulb goes on!  Having a women’s compartment on the train is a great idea, but is it really worth it and why?

This experiment is being attempted by the Mitteldeutsche Regiobahn (MRB), where such a compartment mentioned in this situation is being reserved for women and children. Unless granted, men are not allowed to sit in the compartment reserved for this group. The experiment is intended to make the female passengers feel safer while traveling, according to a statement by the MRB. Other countries have similar coaches reserved only for women, such as Japan, Indonesia, Egypt, Brazil, Mexico and India, while Great Britain is experimenting with reserving areas of the public transport trains, street cars and busses for women. While the goal is to protect women from being sexually harassed or assaulted, this measure presented by MRB has nothing to do with that, nor the incident on New Year’s Eve in Cologne, where over 1000 reports of women being sexually assaulted were made. Only one person has been charged. The attacks have sparked a backlash against refugees coming to Germany, as many assailants originated from the Middle East and Africa, according to the reports. Many refugees have been harassed and assaulted by right-wing extremists, their places of lodging were set ablaze, and the right populist party Alternative für Deutschland has been gaining success and votes as their anti-immigration policies have gained enormous support and traction.

Yet the idea of having a women’s only compartment on trains have sparked emotional outrage between those who are for such measures and those who consider it absurd. The article and question for the forum posted on many facebook pages including that of the Files’ have been met with mixed results. Proponents of such a measure believe that it would serve as place of refuge against people who are potential predators, giving them a warning of not to cross into their territory unless (….). Some who have supported this either experienced such incidents in person or know someone who has encountered such a person. Opponents claim that by designating areas solely for women would be going back to the age of segregation, where every facility was divided up between White people and Black people only, resulting in the likes of Rosa Parks breaking the barriers on the bus and Martin Luther King Jr. having a dream in his historical speech in Washington in 1963. Some people responded sarcastically by proposing everyone wearing burkas and having a men’s only cars, which had existed in Saudi Arabia until just recently. Others claim that such an arrangement is not enough and that more police protection and stiffer penalties are needed to keep predators and stalkers away. This includes longer sentences in prison and heavier fines. The German government has introduced tough measures to deport refugees committing such crimes, yet psychological counseling is patchy and only a fraction of the population, both victim and perpetrator alike, receive treatment, regardless of country of origin.

This leads to the question of the effectiveness of such a designation in the trains. Speaking from personal experience traveling in the family compartment of an ICE Train such designations are crowded and unwelcomed by “normal” passengers who believe that the safest and most convenient way to travel is by car. A 2011 article explains why (click here). Furthermore, should it be successful in the MRB, how can other railroad providers designate them in their trains, as the newer models are either double-decker InterCitys or sleaker Abellios, both of which have a major caveat, which is space availability, especially if other passengers have bikes to take with (another article written in 2011 on bike space can be found here).  The intentions are there, but better is civil courage either by standing up and saying NO or having others nearby stand up and help by shooing the person away. Then the person should be reported and tough(-er) measures will help him understand the meaning of NO! There are many reasons why women say no, and an article written by a columnist explains the meaning and reason why NO is used and many times ignored (click here)

Inspite of the opinions from all sides, the question will be whether this new experiment will be the norm for all rail services in the future, or if it will become a fad and other measures to protect people regardless of gender and ethnic background. Right now, the experiment is being tried on the trains traveling between Leipzig and Chemnitz along the Black-and-Blue Line, which connects the two with Halle and Magdeburg, each city having a storied history with their soccer teams and rivalries. If successful, it is expected to be expanded to other lines, and eventually to other train services, including the Bahn.

But is it really necessary?

frage für das forum



1. Do you think having a women and children’s coach in the train is appropriate? Why or why not? Make a list of advantages and disadvantages before answering, apart from the ones mentioned in the article.

2. Does your country have similar arrangements to the one being performed by the MRB? How does it work?

3. What measures does your home country have to protect women from predators and stalkers? Have they worked to date?

4.Using the two pictures below, how would you envision a women only compartment? Keep in mind that the double-decker train is an InterCity train with 10-12 coaches and the Abellio is a regional train similar to the MRB but has only one whole coach that can seat up to 300 passengers. Use your imagination. 🙂

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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;

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;


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:


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


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.

ICE 3 near Ingolstadt. Photo by Sebastian Terfloth Source:


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:


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:


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. 😉

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More Trains and More Space, Please!

A busy and chaotic scene at Hamburg Central Station. Taken on 31 July on the busiest day of the summer season as many people took to the highways and tracks to head to their vacation destination.


Here is a sight that I hope that I will never see again: An ICE train departing Hamburg enroute to Copenhagen becomes overcrowded the second the doors open. You try and find a seat you had reserved at a train station in Jena three weeks before, only to find that it is occupied by a mother with two children. It is not a problem considering the fact that the announcer informed the people waiting at the platform that reservations made on the train were considered null and void. That would make a world of sense if learned that all schools in Germany were out for the summer and that  every family with their dog or cat would hit the road or track for their destinations to the Alps, Turkey, or parts of Scandanavia. However the situation becomes unbearable when people are standing side by side in the aisle and on the seats and too close together, resembling a typical ride on the Tokyo subway. To relieve the congestion, the conductor of the train forces the people to take the Regional Express train to Lübeck, which is also the stop on the ICE. It makes sense for only a short time, but does not alleviate the problem when you see a person who makes his spot in one of the closets next to the Bord Restaurant, sitting on top of his luggage. When asked whether he comfortable in that very narrow encasement, he replies with “At least I can sit.”
There are two pet peeves I have with the German Railways (Die Bahn). The first is its customer unfriendliness, especially when it comes to parents with children (please see my article on Single and Business Bahn). Others would disagree with me and say that trains arriving late would be their pet peeve. In a way I would agree if I was one of those commuters going to work at the university as an English lecturer and had an early morning class at 8:30 in the morning, meaning I have to be off to work at 7:00 in the morning in order to make it on time. However, a delay may work as a blessing if there is something very important to do for work before a certain deadline.
There is the other pet peeve which both the Germans and I would have a fun time talking about and that is overcrowded trains. No matter where you go, which train you use (ICE, InterCity or Regional Services), what time of year you travel by train, or what you have for luggage or people travelling with you, Die Bahn has a chronic problem with overcrowding trains. And no matter how hard they try to alleviate the problem, it seems that the problem has worsened within the last five to ten years because of the preference for trains over automobiles- and this goes beyond the increasing price for gas and compulsory automobile inspections taken annually.
If we look at the train demographics for a second, we can see two main north-south arteries (Munich to Berlin and Basel to Hamburg via Frankfurt (Main), three east-west arteries (Dresden to Frankfurt (Main), Berlin to Cologne via Magdeburg and Dusseldorf and Passau/Vienna to Basel via Munich, Ulm and Stuttgart), plus numerous important blood vessels going to key cities, like Cologne from Frankfurt, Copenhagen/Flensburg from Hamburg, Rostock from Berlin and Kaiserslautern/Saarbrücken from Frankfurt(Main).  If a major shortcoming was to take place, such as a storm shutting down the stretch, a train stalling due to a malfunctioning airconditioner, or even a delay of 20 minutes due to overcrowding because of people getting on or off the train (all of which have occurred countless times), then the situation is like a person having a massive heart attack with minutes away from keeling over and expiring if help is not sought in blitzschnell speed. When that happens, pretty much everyone suffers, regardless of whether a passenger misses a flight to Africa, or misses an important meeting with clients and his job is therefore on the line, or if he misses an exam for one of the subjects at the university and he fails the course.  If one lives in Germany as long as I have (twelve years come September 2011), then he/she will have been late at least twice a month- one of which would have consequences as far as meeting deadlines and making appointments are concerned.
The hardest hit areas are the stretches starting in Munich heading north: one heads to Hamburg via Nuremberg, Würzburg, Frankfurt (Main), Göttingen and Hannover; the other heads to Berlin via Nuremberg, Jena and Leipzig. Barring the landscape the two lines have to go through (in particular the latter stretch as it has to go through mountains between Nuremberg and Jena), when boarding the train- in particular the InterCity and ICE, it is always full and despite reservations head of time, there is no guarantee one can sit down in his reserved seat unless he is as aggressive as Happy Gilmore. And when the seat is reserved, then one has to deal with a lack of space as his passenger sitting next to him also needs space to breathe.  The worst is when having luggage and one has no choice but to place them either on the steps or in five different areas of the train. This has occurred with me many times when travelling along this stretch heading to Flensburg and recently to Copenhagen to catch my flight to the USA. If you count the other persons who are travelling with you and are really agitated at the overcrowding, then you can be sure of some potential fireworks going off right there….
Fortunately, measures are being taken to ensure that travelling by train is easier. First and foremost, new tracks are being laid so that one set is designated for ICE service and the other for regional train service. This was done with a stretch between Freiburg (Breisgau) and Karlsruhe and has alleviated the overcrowding a bit. On the Frankfurt-Hamburg route, some stretches are being built north of Göttingen as well as in the metro areas of Hannover and south of Hamburg even as this article is being written.  Another is constructing newer, faster stretches so that passengers can reach their destination quicker and more comfortably. While that has worked on the Hamburg-Frankfurt route between Göttingen and Würzburg, this is being done with the new route between Berlin and Munich, detouring through Ilmenau, Erfurt and Halle (Saale) enroute to Leipzig.  However one has to take into consideration such projects should not be done at the expense of sacrificing original routes, as is the plan by Die Bahn with the new route being constructed- after 2017 no ICEs will pass through Jena and its neighbor to the north, Naumburg (Saale).  Instead both routes should be open and the two types of services (InterCity and ICE) should take turns using the two routes, while respecting the other available services at the same time. This has been done in Hesse with the routes connecting Frankfurt and Cologne as well as the stretch between Mannheim and Karlsruhe. For the stretch between Frankfurt and Cologne, there are two routes one can take: the ICE route via Limburg and Montabaur  and the InterCity/ICE route via Coblence. For the other, one can go straight to Karlsruhe from Mannheim or take the route through Heidelberg and Heilbronn with ICE. Why should it not work for the two stretches going through the state of Thuringia? It would be a win-win situation for Die Bahn as well as the cities of Erfurt and Jena.
This brings me up to two suggestions that are worth considering to ensure more efficiency and less hassles for passengers. Apart from building new stretches and ensuring that the old ones maintain their services to the customers, one should consider utilizing stretches that are less travelled and used by regional services. There one could add some long-distance services to the routes to ensure that passengers have the same satisfaction in service as the ones travelling along the heavily travelled routes. The other is building more trains and reinventing/ reusing types of trains for use on the least travelled routes. While Die Bahn is working on building more InterCity trains to replace the ones that have serving passengers for 20-30 years, the success of the ICE-diesel trains connecting Hamburg and Denmark via Lübeck and Flensburg should force the German train concern to reconsider the idea after they discontinued the service between Dresden and Nuremberg via Bayreuth in 2003. While that stretch is rife for the reintroduction in the ICE-diesel, the stretches between Chemnitz and Göttingen via Gera, Jena, and Mühlhausen and between Cottbus and Berlin are examples of many where the ICE diesel trains could benefit the people in those areas.
The overcrowding of trains and the sometimes overutilization of the routes is a sign that more and more people are using the trains and leaving the cars at home. It is understandable because of the high gas prices combined with the taxes and annual compulsory inspections that have to be paid. Therefore Die Bahn has to react accordingly to accommodate the increasing numbers, even if it means having to put more trains on the existing routes and build new ones so that one will not have to deal with the pet peeve of overcrowding and being forced to stand for long stretches. More trains and better service is better, even if trains come more often and have to keep to a slower speed limit. Passengers will understand and plan accordingly. It is better than finding a place to sit for three hours  at any cost, which was the case with the passenger who sat on his suitcase in the small closet on the ICE to Copenhagen.

Single and Businessman Bahn: No Children Allowed!

ICE Train on the Berlin-Munich route at the Saale River Bridge near Grossheringen (Thuringia)- Photo taken in June 2011





After getting bombarded with non-column-related commitments in the last weeks (which explains my reason for my absence from the Flensburg Files) and almost losing it in the entire process, I decided to flee the world of academia and all the proliterian politics that went along with that and spend my Pentecost weekend at the Baltic Sea again, this time in the northeast corner of Germany on the island of Usedom, where I was able to enjoy a good dip in the water and a good bake in the sun for the entire time I was there, no matter where I went.

Going roundtrip by train to this destination was a bit of a challenge, though. While I had to put up with crowded people going north to my destination, feeling scrunched after being surrounded by women sitting across from and next to me on the first leg going from Erfurt to Berlin via Halle and a bit displaced sitting in the supposedly good carriage provided by the Deutsche Bahn on the EuroCity to Züssow (where I got off to board my train to Usedom), even though the Czechs provided more luxurious and sexier coaches and food, going back to Erfurt was an experience not worth forgetting, but worth writing about.

On the stretch from Berlin heading south via ICE, I saw an incident which if one has a child like I do, one can relate to it. In the children’s compartment of the train, which was a small room about 4m long and only 1 meter wide, a mother with a 2 ½ year-old daughter were boarding the train and wanted to move the baby carriage to the Bord Restaurant, which was next door, as there was some free space there and the little one wanted to play around in the child compartment. The ticket personnel, who saw this, ordered the mother to bring the carriage back into the compartment claiming that it was not allowed to park it in the Bord Restaurant and that there was enough space to store it- IN THE CHILDREN’S COMPARTMENT!  Why do I have the last ones in capital letters? Well, to elaborate more about the children’s compartment further, I should provide you with a further but brief description so that you have an idea what I’m talking about:

  1. Over half the space in the children’s compartment consisted of seating, which is almost impossible to reserve in advance- unless you book half a year in advance; almost like booking your plane ticket for a Trans-Atlantic flight.
  2. There was limited possibilities for children to play with their toys, let alone use the playground equipment provided on the train- there was one rocking horse and a puzzle board, whose pictures were missing. By the way, one should mention that it was made by a very popular puzzle company named Ravensburger.
  3. Most irritating was the fact that the armrest was all made of wood and NOT padded. That combined with the fact that the seat was right next to the rocking horse, it provided less space for the child to move around and more risk of a child bumping his/her head against the armrest, even if it is adjusted.

It was at this point that I concluded that the German railways should change its name from the Deutsche Bahn to the Single and Businessman Bahn (SBB) for its lack of sensitivity to the increasing needs of families with children. While one cannot use SBB, as it has been taken by the Swiss, they and some of the neighboring countries have done much better in terms of accommodating the needs of families.  Since the German government has introduced incentives to encourage parents to have children in 2006- by providing more financial incentives for mothers to stay at home to care for their children for 2-3 years as well as allowing fathers to stay home while the mother is working- the birth rate in Germany has increased in the last three years to its current rate of 8.3 out of 1000, up from its lowest rate in history in 2009 at 8.18 per 1000. While that puts the country still near the bottom of the rankings (the USA has a birth rate of 13 for every 1000, ranking it at 153rd), it does not reflect on the difference in regions where the baby boom is taking place. In the eastern and northern parts of Germany, the rates are much higher than those in the western part. Aware of the fact that the German population is slowly dying off (with one statistic from 2006 claiming that this far-fetched prediction will happen in 2080), there has been an attempt to try and increase the birth rate to offset the aging population.

Yet still, when looking at the current situation and the ICE incident as an example, it shows that Germany is not ready for change and more so for encouraging families to have children, despite initiatives by the government. For instance, jobs are going to regions in the western part of the countries, in places like Frankfurt, Munich, Stuttgart, and the Ruhr Region (where Cologne, Duesseldorf and Dortmund are located), where housing is scarce and expensive and the environment is child-unfriendly. More women are choosing a career over children, fearing that maternity leave would mean being a stay-at-home mom forever.  And when it comes to even the tiniest conveniences, like travelling by train for example, Germany falls flat on its face, although the country does a very good job in providing as much green as possible for children to go out and play, such as parks and other natural places along certain bodies of water.

It is logical that a train should not be converted into a jungle gym for children. But by the same token, more space for families with children is needed; especially on long trips when children become bored and ancy to a point where they do not sit still in the end. Children should be allowed to walk around and play with other children while they endure many hours of travelling. In order to do that, I do have a few suggestions that might be useful:

  1. Replace the wooden armrests with those made of cloth for more protection against head injuries

  2. Fewer seats and more space in the children’s compartment of all ICE trains, while at the same time,

  3. Add another compartment in the ICE train making each one have two of them

  4. Provide more space for baby carriages so that the children’s compartment is not used as a parking lot

  5. Empower the families to ensure that the train crew keep to the rules and respect the wishes for more space for the children.

The problem with these plans is the fact that many of these trains will be replaced with the new InterCity trains, which will be larger, with half of them being double-decked. The first ones will be rolling out by 2013. Other ICE models, like the one in the picture above will be modernized to prolong its service life even more. Whether these suggestions will be considered remains to be seen. But it is a foregone conclusion that should the Deutsche Bahn continue with its current policies, then families will resort to the last form of transportation that is really expensive (because of gas prices), which is the car. Then the DB can change its name to SBB, for after all, most of the passengers are either single, a couple with no children, or businessmen who love to travel in comfort. This will make neighboring countries shake their heads; especially the Danes in the north, as their trains are more spacious and more child-friendly than that of the Bahn. Perhaps a trip with their trains to Copenhagen and points to the north and east will testify to that argument. If not convincing enough. then I’m sure the French, Swiss, and even the Englishmen can help in that department.


Now that I’m finished bashing the Bahn, it’s now time for some rum……


Some useful links:,,3804991,00.html,,4527195,00.html