Here is an interesting story to share with you to start off this article: At an elementary school in Bad Oldesloe (between Luebeck and Hamburg), a group of pupils during an after-school class (Schulhort) saw an elementary school clearing the bookshelves of old, used school books, to make way for newer materials to be used in the classroom. Instead of putting the old books into boxes to be given away to the needy, the teacher instead discards the books into the garbage can- right in front of other pupils. An average of 30-35 pupils attend the Schulhort to do homework, activities and other things while waiting for their parents to collect them- a concept that is non-existent in the US and other countries, where classes run from 8:00am to 3:00pm- ending two hours later than in Germany.
Fortunately that group that saw the incident fished out 10 of the books and divided them up among themselves to take home with them. And while a complaint against that teacher has been sent to the headmaster of that school, little is known what action will be taken there, if at all. But this incident conveyed the message to the pupils, whose parents and other educators would object forcefully:
It is OK to throw books away because they are waste. It is OK to kill more trees because we don’t need them. It is OK to pervert the environment more than it is already. And it is OK to waste the minds of the next generation because they are indeed cogs of the elite that believe the Earth is dead already- why not make it even deader?
I bet Betsy DeVos (America’s newly elected Educational Minister) is reading this right now and is about to kiss me for those comments, while also inviting me to dinner with Josef Stalin and all the evangelical Jesus-freaks, including Paul Ryan and Steve Bannon. 😉
But away with the sarcasm, the discarding of books in general would make a German cringe, for if there is one sin that is unforgivable, it is reading the book and then desecrating it. Germany prides itself on books, for one in three German households have an average of 1,200 books in their libraries! And while people may think only one in ten have a library or can find books in each room of the apartment or house, don’t be fooled when you check in the forbidden areas, where you can find boxes and shelves of books in the cellar, garage, some attics and underneath beds in the bedroom. I even saw a library of books in a neighbor’s basement! No matter where you go in the neighborhood of a German community, books are everywhere. This is why we have these key facts to consider:
A community has an average of two libraries; in a university city- six counting a university library. For larger cities with more than two universities, don’t be surprised if university libraries are divided up ad customized, based on subject of studies and spread out throughout the city, justifying the need to bike from one end to the other.
Each suburb of a city with 70,000 people or more has its own library full of new and used books, and these libraries have as full of capacity as the normal central libraries as well as the university ones.
Germany prides in having book stores. You will find an average of one book store franchise and one private, family owned one in a city of 50,000 or more. And both are well-visited.
Germany is the only known country to have an open library. On trains, in the park and in city centers, one can see a glass case with books for you to take. However, it comes at a cost of giving away one of your own. You can also borrow, read and put back if you wish. The open library displayed by Ana Beatriz Ribeiro at the 2016 Intercultural Blogger Conference at the Poniatowski Restaurant in Leipzig is another example, but it is one of the firsts in the country to have this in an eatery.
Most importantly, Germany prides itself in hosting two international book fairs: One in Leipzig in March and another in October in Frankfurt/Main. Both taking place at conference centers (Messe), as many as a million visitors converge on these fairs to read and even purchase books from writers and publishers from as many as 90 countries on average, including one theme country.
To summarize, Germans treat books as Americans treat the Bible- they see these as sacred gifts never to be desecrated, period. Therefore when a person is lent a book and returns it in the form deemed different than what it was before- creases in the pages and covers, plus coffee spills (even if unintentional), that person can expect to be blocked on facebook and spammed in the GMX accounts. Ruining a book can ruin a friendship. When a person throws away books deemed useless, you can expect book lovers rummaging through the paper garbage containers at night, fishing them out to save them. Believe me, I’ve done this myself as my wife and I are bookworms ourselves. And what is wrong with selling a book at a flea market (Trödelmarkt) for a buck? (One Euro) A loss in profits is a given, but at least the next person can share in the experience in reading the book as much as you did before selling it. 🙂
As a writer and teacher myself, if there is a Ten Commandments as far as books are concerned, there would be the following:
Thou shall treat the book like the Bible. Handle it like it’s the most valuable gift in the house.
Thou shall not desecrate the book in any form. Karma will kick the offender in the Gluteus Maximus for any petty misdemeanor with this.
Thou shall treat the book like a gift. Books are great gifts at any occasion and no person can deny this.
Thou shall not discard books for any reason. Even if a person dies, his books are also your valuables.
Thou shall donate unwanted books. Libraries and second-hand shops are always forthcoming in taking on books for their collection.
Thou shall ask before lending out books. When living in a flat with your partner, if you have a book to lend to a colleague, consult first before carrying it out.
Thou shall treat a borrowed book like the Bible. It is a sin to read the book and return it altered.
Thou shall visit one international book fair in thou’s lifetime. You’re not a true German if haven’t spent a whole day at a Buchmesse- better, two: one in Frankfurt and one in Leipzig. Both are experiences of a lifetime.
Thou shall cherish the memories from reading a book. Books are brain food, providing some memorable experiences when reading it and some topics for discussion.
Thou shall set examples for others when treating the book. Remember, one tree produces 5 books. One book produces memorable experiences similar to a vacation. That means paper can be recycled but not the book itself.
With a lot of writing greats coming from Germany, one should try and write a book to keep up with tradition. Not a column like this one, but a classic 200-page novel dealing with mysteries, travels, social and medical themes, business and history- the things Germans love to read. 70% of Germans prefer print media over e-media. That trend is bound to stay the same in the coming years. The smell of paper from the press is impossible to refuse, and e-books to many is just a piece of plastic that hurts the eyes. Germans have a very close and erotical relationship with books and the paper product with pages needs to be taken very seriously.
After all, as one person in a forum about Germany and books stated: Having a library full o books does not justify NOT buying more books. So if you see that in a German household next time, imagine a library full of Bibles, Quorans and Testaments, treat them with care and understand why books are to be kept as collectibles and not desecrated.
Thank you! 🙂
Disclaimer: The location and name of the school where the incident took place was changed to protect the identity of those involved.
When traveling with the Deutsche Bahn (German Railways), there are two extreme forms of communication to keep in mind, which annoy the customer the most: There is no information and there is the decision that is made and there is no compromise. This is especially the case when you find a train arriving for you to board, with the info-board saying the train is leaving in a half hour to your destination, and you enter the train that is unlocked, ONLY to find that you are locked in and your train leaves the platform 20 minutes earlier, enroute to the railyard for repairs!!! You are surprised when the conductor enters the train and finds a trespasser frantically waiting to get out and return to the train station to catch your real connecting train, if it hadn’t left while he found a way to shuttle you back in the meantime.
People being trapped in miscommunication with the Bahn is nothing new to passengers, for announcements and information on the trains are sometimes very patchy, causing confusion and sometimes anger among the passengers dependent on train service as the alternative to driving the car. Whether there is neither information on the info-board nor announcements on the train and it arrives without notice, the lack of communication between the Bahn and the customers is an ongoing problem, and one that cannot be ignored, along with the increasing costs of traveling by train.
Some more examples of such headaches include a person boarding an ICE train upon arrival at Frankfurt without any information on whether or not to board, only to be locked up for 20 minutes while the cleaning crew takes out the garbage and cleans the seats before allowing people to board enroute to Dresden. Then there is a train that is supposed to leave the platform on time, only to be cancelled without notice because the loc driver went on strike. Or one that is my all time favorite: while riding the CityNightLine enroute to Geneva, 15 minutes before approaching Fulda so that the train can be separated between the one going to Basel and one going to Munich and Vienna, I was trapped in the latter train without notice, as train crews locked the door of the section going to Basel- and this while in the restroom next to a restaurant!
From my own personal experience traveling with the Bahn ever since coming to Germany, one can find the miscommunication very often with long-distance trains, in particular, the ICE, for despite its biggest strength of being the fastest and most efficient, customer service is the poorest. This includes a lack of communication between train crew and customers in terms of providing available information on connections, being impatient with customers arriving from trains that are late, providing alternative train connections that are not realistic, and lastly, being too arrogant to provide information via announcements- both in German as well as in English. When an announcer on an ICE-train upon arriving says “Alle vorgesehene Zügen werden erreicht” (All connections will be reached) and sometimes in a broken dialect in English, the first natural reaction you will find in any situation falls along the lines of : “Häh????”
After having my experience of being locked in a train two times within one month, I decided to provide you with a few tips so that you can get the information you want and not be entangled in a web of misunderstanding.
When a train is waiting to leave for your destination, don’t board right away but wait until 10 minutes before departure. Chances are if a train is on the platform and you have 30 minutes to wait, it will either head to the railyard or is locked with the cleaning crew on board. Better to drink a coffee or Glühwein at the train station and enjoy some company with strangers than to have an experience of a lifetime.
While on the ICE, make sure you have access to a broschure to see when you will reach your destination and what connecting trains are available. They are both in German and English. Chances are likely that you have more than one possibility to catch your connecting train in case you missed the first one.
Know your train and where you should be, especially when travelling overnight. While the CityNightLine is now defunct, other trains have taken its place, such as the EuroNight, EuroCity and NachtZug (Night Train) that have arrangements similar to what was mentioned. That means if a train separates at a railyard station, like Fulda, Hamburg, Nuremberg, etc., please be sure to be in your own carriage 20 minutes before the procedure starts so that you are not locked in the wrong one and end up going in the wrong direction.
While we’re talking about back-up plans, don’t bind yourself with one connection- one train. The German Railways do have Flexi-Tickets and other options, especially if you have a BahnCard. I personally have BahnCard 25 but they have 50 and 100. Pending on how often you travel by train, it is best to look at the best options which will help you financially and in terms of your sanity.
Communicate with the train crew. If in doubt, ask. If you don’t like their service, make it known. The train crew is paid to do one important thing, which is to make the customer happy. They cannot afford to be arrogant, even though there are some explanations for their lack of logic. However they are sometimes very helpful, especially in situations where the customer needs some guidance in difficult situations.
Lastly, be patient. All of us are human, and many of us make mistakes. Therefore, if you are in any of the situations like the ones mentioned here, relax. There is always a way out of any bad situation. I’m reminded of the song by the Wiseguys which describes the adventures of the German Railways quite well, and one doesn’t need to learn German or English just to see the descriptions and the facial reactions of the passengers (see this Genre of the Week Article here).
And if you want my word of advice: If you are ever in doubt whether or not you should board your train and you have more than enough time to spare, please, bitte NICHT einsteigen. Even if the sign says the train is leaving at your time, it is better to wait until right before the train’s planned departure than to board too early only to be locked in at the worst possible time. Especially if the crew wants to clean the train before it leaves, it is better to have a coffee and sandwich at a restaurant and give them a token of thanks for their service than to have some frowned looks in the end. 🙂
Author’s personal note: In reference to the CityNightLine train heading to Geneva, the one I now tout as the Jodie-Foster-Express thanks to the film Flightplan, I did manage to get back into the carriage going to Basel but not before waiting 20 minutes until one of the railway workers came and led me off the Munich coach back onto the Basel coach. With my wife accompanying me to Geneva, my first response to her question of what happened was: “Don’t ask!” 😉
Author’s Note: This article is a two-in-one deal. It’s an article in connection with Germany’s 25th anniversary, but it’s also in connection with the Files’ five years and how this column came into being. Enjoy! 🙂
While living in Germany, one will see a unique feature that has been talked about at the dinner table: institutions, laws and agreements named after German cities. We are not talking about institutions like breweries, whose headquarters are found at their places of origin, like the Flensburger, the Berliner Weisse, the Köstritzer, the Saalfelder and the like. That topic is saved for a rainy day, unless you want to know more about German beer (in that case, there’s an article for you right here). And what is also typical are the newspapers named after cities- these are also common everywhere and heceforth will be left out here.
What is meant by institutions are the banks and insurance companies that were founded in the place or origin, and with some exceptions to the rule, still exist today. Many of these financial institutions had their roots to the time of Bismarck’s regime beginning in 1871, the time when Germany was first founded as a country. Part of that had to do with Bismarck’s introduction of the social welfare and health care systems, where every citizen was required to have insurance in case of an accident. With that came the dawn of the insurance (More on that later). The Dresdner Bank was one of these examples. Founded in 1872 Karl Freiherr von Kaskel and based in Dresden, the bank became one of largest banks in Germany and eastern Europe, surviving two World Wars and the Cold War before it folded into the Commerzbank in 2009. There is also the insurance group Alte Leipziger, located an hour west of the city in Leipzig, which provides insurance coverage, especially for burn-out syndrome and other psychological disorders. One will find such (financial institutions) in many big cities, such as Munich, Stuttgart, Hannover and Frankfurt, just to name a few.
City laws and agreements are even more unique in Germany. While in the Anglo-Saxon countries have conferences and agreements on a larger scale in terms of international relations (such as the Washington Conference of 1922, the Bonn Agreement on Afghanistan in 2001 and the Frankfurt Documents in 1948), what is meant by agreements are the creation of domestic laws and systems that people in Germany have to abide by, which were signed and enacted at the place of origin. In some cases, like the Flensburg Point System, there is even an office that specializes in this type of law. As seen in the point system, the Kraftfahrtbundesamt (the office of vehicular registration) in Flensburg is responsible for giving drivers points for violations on the road. Other agreements known to exist include:
_The Düsseldorfer Tabelle: Founded in 1962 based on a controversial ruling and its subsequent appeal, the table determines how much child support a partner has to provide at the time of the divorce. It is classified based on the amount of money that person has to pay per month until the child is 25 years of age.
_Frankfurter Tabelle: This table is used to determine how much money a traveller should receive as a refund for lack of accomodations. This is determined by another table created in Kempten. The Würzburger Tabelle has a similar scheme but for boat cruises.
These are just a handful of agreements and laws that exist, which leads us to this activity:
Identify which city has its own law and agreement that was enacted in its place of origin and describe briefly what it is and how it works. That you can do in the comment section, links are welcomed regardless of language. 🙂
Origin of the Files:
Keeping German cities in mind, the next question that many readers, family members, friends and colleagues have been asking me is: Why Flensburg and not Frankfurt? As Piggeldy and Frederick would say: Nichts leichter als das (Easy as this):
I visited Flensburg for the first time in May 2010, as I needed to get away from everything that had been going on in my life that was unwelcomed. Just to put it bluntly and leaving it there. I had heard of the city and its proud heritage from a pair of people who either come from there or have lived there for many years. One was a former student colleague from my days as a teacher in Bayreuth, another was my best friend and his girlfriend from my days in Thuringia. I had heard about the point system before that and the beer. But upon setting foot on Flensburg soil, and exploring the city and visiting the people, it became the city worth visiting (along with the surrounding region), because of its natural surroundings, its landscape, and especially its history, tied together with that of Germany, Denmark and on the international scene. Some articles have been written about it, other themes have yet to make the column (and will soon enough). 🙂
While my main profession is an English teacher (and I’ve been doing this for 15 years), my second profession is a writer, who has been contributing works not only to this one but also to other newspapers. One day, in response to a letter I had written to a local newspaper demanding that my hometown in Minnesota set an example of what Flensburg is doing with its historic architecture by saving the former high school building, a friend and former high school classmate of mine recommended me to the areavoices website, where I can write about my experiences as a Minnesotan living in Germany, providing some photos and food for thought. She works at the Forum Communications Company based in Fargo, North Dakota but has newspaper offices throughout the Midwest, including Worthington (Minnesota), Mitchell (South Dakota), and those throughout North Dakota in Grand Forks, Jamestown and Williston, just to name a few.
After some thought about her offer, why not?
Together with the Bridgehunter’s Chronicles, the Flensburg Files made its debut in October 2010. The origin of the Files came from my will to keep the German tradition alive: my visit in Flensburg, using the German city name for the title, and the files- there is a file for every document submitted in a form of article, photos, interviews and the life. Besides, one can do a whole lot with the letter F, as you can see in the logos below.
Five years laters, the Files is running strong. Not only does the column provide some topics pertaining to German-American themes and places to visit (Christmas markets included), but it has extended to include more on culture, education (esp. for those wanting to learn English and are non natives), current events and some food for thought on the part of the author. It now has a wordpress website, which has attracted almost a thousand subscribers (and counting) plus unknown numbers of frequent visitors to the Files’ facebook pages and twitter. In other words, it has gotten bigger, attracting a large audience from all aspects of the world. Plans are in the making in the future to include a couple more social networks and provide a few more series beyond 2015, but the Files will remain the same, an online column that provides readers with an insight of German-American themes, even if it means going behind the scenes, as the author has done already.
This leads to the last question: Why Flensburg and not other cities in Germany? We have too many institutions, laws and agreements going by the names of Munich, Berlin, Frankfurt and Hamburg, just to name a few. Plus using names of other small cities are possible but they don’t provide the kick to a top-notch column like this one. One could rename it like the Husum Herald, St.Pauli Sentinal, Münster Morning News, Nuremberg Newsflyer, Glauchau (Daily) Globe (here, the people in Worthington would have a say in that), Leipzig Local (again same as Glauchau as that group exists), Weimar World News, etc. But nothing can top what the Flensburg Files can offer for title. And sometimes using something local and building off of what the city offers for rum, beer, handball and its point system, in addition to its beaches, landscape and especially its heritage can give a city like Flensburg a boost, like it has in the five years it has been in business, with many more years to come. 🙂
To close this article here’s a word of advice for those wanting to start an online column like this one, or a career as a journalist. Because our world is full of lies and corruption, there is one variable that is constant, which is the truth. The truth is the most important commodity a person has to deal with. This includes being true to yourself and your future. If you are sure that you want to uncover the truth and expose it, then do it. People may laugh at you at first, and you may face failure for the first few months or even years, but in the end, if you are true to your heart, you will win the hearts and minds of true friends who will stay with you to ensure that you stay to your course to become a successful writer. It takes likes of patience, passion, perseverence and persistence- the 4 Ps. Once followed, and once you receive accolades and respect for you as a true writer, then you will reach your destiny and beyond. Aim high and let the heavens do the rest.
“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. 😉