Editing Intercity Express (section)

== Equipment ==
=== Overview ===
{| class="wikitable sortable" style="font-size: 85%; width: 95%"
! Branding type 
!Class!! Production !! Numbers built !! v<sub>max</sub> [km/h] !! In service !! Status
!Image
|-
| [[InterCityExperimental]] (also ICE/V) 
|410.0|| 1983–1985 || 1 || 350 || 1985–2000 (measurement and test drives) || '''retired'''
|[[File:410001MKF Zug 1152.jpg|frameless]]
|-
| [[ICE 1]] 
|401|| 1989–1993 || 60 || 280 || since 1990 || 58 in service
|[[File:401 012-0 ICE DB Fernverkehr Würzburg 25.10.14 (15053911704).jpg|frameless]]
|-
| [[ICE 2]] 
|402/801|| 1995–1997 || 46 || 280 || since 1996 || ca. 40 in service
|[[File:ICE2 Köln-Bonn Airport.JPG|frameless]]
|-
| [[ICE S]] (also ICE R) 
|410.1|| 1996 || 1 || data-sort-value="330"| 280 / 330 || since 1997 || in service for measurement and test drives
|[[File:ICE-S Wettstetten.jpg|frameless]]
|-
| [[ICE T]] 
|411|| 1996–2005 || 71 || 230 || [[Deutsche Bahn|DB]]: since 1999<br />[[Austrian Federal Railways|ÖBB]]: 2006–2020 || 70 in service
|[[File:ICE T nach Bregenz im Bahnhof Buchloe.jpg|frameless]]
|-
| [[ICE 3]]
|403|| 1997–2006 || 50 || 330 || since 2000 || 49 in service
| rowspan="2" |[[File:ICE 3 Oberhaider-Wald-Tunnel.jpg|frameless]]
|-
| [[ICE 3|ICE 3M / ICE 3MF]]
|406|| 1998–2001 || 17 || 330 || 2000-2025 || '''retired'''<ref>[https://eisenbahn.de/eisenbahn-magazin/letzte-fahrt-fuer-den-mehrsystem-ice-abschied-von-der-baureihe-406_6868 eisenbahn.de - "farewell-journey for BR 406 - multisystem-ICE says good bye"] (German) 20 March 2025</ref>
|-
| [[Metropolitan (train)|Metropolitan]] 
| || 1998–1999 || 2 || 220 || ''"ICE" branded:'' 2004–06/2005, 12/2005–2006, 2009–2021 || '''retired'''
|[[File:J23 735 Bf Leipzig Hbf, »Metropolitan«-Steuerwagen.jpg|frameless]]
|-
| [[ICE TD]] 
|605|| 1998–2000 || 20 || 200 || 2001–2003, 2006–2017 || '''retired''', 1 remaining for tests as ''Advanced Train Lab''
|[[File:DB_605_007_KB.jpg|frameless]]
|-
| [[DB class 407|ICE 3MS]] (Siemens Velaro D) 
|407|| 2009–2012 || 17 || 320 || since 2013 || all in service
|[[File:DB ICE 3 Velaro D - Meerbusch - 2019-04-26 - Nicky Boogaard.jpg|frameless]]
|-
| [[ICE 4]] 
|412/812|| 2014–2023/24 || 137 || data-sort-value="265"| 250 / 265 || since 2017 || all in service
|[[File:ICE 4 Spitzensignal Erloschen.jpg|frameless]]
|-
| [[ICE 3neo]] (Siemens Velaro MS)<ref> André Werske(11 Jan. 2021): [https://www.hochgeschwindigkeitszuege.com/deutschland/ice-3-408.php ICE 3neo – Velaro D Hochgeschwindigkeitszug in Deutschland], retrieved 11 Oct. 2021</ref> 
|408|| 2020–''2026 (planned)'' || ≥23 ''(of 90 ordered)'' || 320 || since 2022 || 23 in service
|[[File:ICE3neo.jpg|frameless]]
|-
| [[ICE L]] 
|105|| since 2019 || 1+ ''(of 79 on order)''<ref name="rg-170523">{{cite web |url=https://www.railwaygazette.com/traction-and-rolling-stock/deutsche-bahn-orders-73-ice-trainsets/64139.article |title= Deutsche Bahn orders 73 ICE trainsets |date= 17 May 2023 |website=Railway Gazette |publisher= |access-date= 2023-07-31}}</ref> || 230 || ''planned from 2026'' || undergoing testing 
|[[File:ICE L SteuerwagenLV 12.23.jpg|frameless]]
|-
|}

=== First generation ===
{{main|ICE 1}}
The first ICE trains were the trainsets of [[ICE 1]] (power cars: Class&nbsp;401), which came into service in 1989. The first regularly scheduled ICE trains ran from 2 June 1991 from [[Hamburg-Altona railway station|Hamburg-Altona]] via [[Hamburg Hauptbahnhof|Hamburg Hbf]]–[[Hannover Hauptbahnhof|Hannover Hbf]]–[[Kassel-Wilhelmshöhe railway station|Kassel-Wilhelmshöhe]]–[[Fulda railway station|Fulda]]–[[Frankfurt (Main) Hauptbahnhof|Frankfurt Hbf]]–[[Mannheim Hauptbahnhof|Mannheim Hbf]] and [[Stuttgart Hauptbahnhof|Stuttgart Hbf]] toward [[München Hauptbahnhof|München Hbf]] at hourly intervals<ref>{{cite news |title=Im Zug der Zeit |trans-title=In the train of the times |url= http://www.zeit.de/1991/23/im-zug-der-zeit/komplettansicht|access-date=6 April 2013 |newspaper=[[Die Zeit]] |location= Hamburg |date=31 May 1991 |last=Loppow |first=Bernd |language=de}}</ref> on the new ''ICE line 6''. The [[Hanover-Würzburg high-speed rail line|Hanover-Würzburg line]] and the [[Mannheim-Stuttgart high-speed rail line|Mannheim-Stuttgart line]], which had both opened the same year, were hence integrated into the ICE network from the very beginning.

Due to the lack of trainsets in 1991 and early 1992, the ''ICE line 4'' ([[Bremen Hauptbahnhof|Bremen Hbf]]–[[Hannover Hauptbahnhof|Hannover Hbf]]–[[Kassel-Wilhelmshöhe railway station|Kassel-Wilhelmshöhe]]–[[Fulda railway station|Fulda]]–[[Würzburg Hauptbahnhof|Würzburg Hbf]]–[[Nürnberg Hauptbahnhof|Nürnberg Hbf]]–[[München Hauptbahnhof|München Hbf]]) could not start operating until 1 June 1992. Prior to that date, ICE trainsets were used when available and were integrated in the [[Intercity (Deutsche Bahn)|Intercity]] network and with IC tariffs.

In 1993, the ''ICE line 6''<nowiki>'</nowiki>s terminus was moved from Hamburg to Berlin (later, in 1998, via the [[Hanover-Berlin high-speed rail line|Hanover-Berlin line]] and the former ''IC line 3'' from [[Hamburg-Altona railway station|Hamburg-Altona]] via [[Hannover Hbf]]–[[Kassel-Wilhelmshöhe station|Kassel-Wilhelmshöhe]]–[[Fulda railway station|Fulda]]–[[Frankfurt Hbf]]–[[Mannheim Hbf]]–[[Karlsruhe Hbf]]–[[Freiburg Hbf]] to [[Basel SBB]] was upgraded to ICE standards as a replacement).

=== Second generation ===
{{main|ICE 2}}
[[File:ICE2 Hilpodrom.jpg|thumb|Two coupled ICE&nbsp;2 trainsets near [[Ingolstadt]]]]
From 1997, the successor, the '''ICE&nbsp;2''' trains pulled by Class 402 powerheads, was put into service. One of the goals of the ICE&nbsp;2 was to improve [[Weight distribution|load balancing]] by building smaller train units which could be coupled or detached as needed.

These trainsets were used on the ''ICE line 10'' Berlin-Cologne/Bonn. However, since the [[Control car (rail)|driving van trailers]] of the trains were still awaiting approval, the DB joined two portions (with one powerhead each) to form a long train, similar to the ICE&nbsp;1. Only from 24 May 1998 were the ICE 2 units fully equipped with driving van trailers and could be portioned on their run from [[Hamm (Westfalen) railway station|Hamm]] via either [[Dortmund Hbf]]–[[Essen Hbf]]–[[Duisburg Hbf]]–[[Düsseldorf Hbf]] or [[Hagen Hbf]]–[[Wuppertal Hbf]]–[[Solingen Hauptbahnhof|Solingen-Ohligs]].

In late 1998, the [[Hanover–Berlin high-speed railway]] was opened as the third [[high-speed rail|high-speed line]] in Germany, cutting travel time on line 10 (between Berlin and the [[Ruhr valley]]) by 2½ hours.

The ICE 1 and ICE 2 trains' [[loading gauge]] exceeds that recommended by the international railway organisation [[International Union of Railways|UIC]]. Even though the trains were originally to be used only domestically, some units are licensed to run in Switzerland and Austria. Some ICE 1 units have been equipped with an additional smaller [[Pantograph (rail)|pantograph]] to be able to run on the different Swiss [[overhead lines|overhead wire]] geometry.
All ICE 1 and ICE 2 trains are single-voltage [[15 kV AC railway electrification|15 kV AC]], which restricts their radius of operation largely to the German-speaking countries of Europe. ICE 2 trains can run at a top speed of 280&nbsp;km/h (174&nbsp;mph).

=== Third generation ===
{{Main|ICE 3}}
[[File:ICE3 Euerwangtunnel.jpg|thumb|ICE 3 (Class 403)]]
[[File:SiemensVelaroD-InnoTrans2010.jpg|thumb|Latest ICE 3 version, a [[Siemens Velaro|Siemens Velaro D]] at InnoTrans 2010, after handover of first train to DB. These trains have been designated The New ICE 3.]]
To overcome the restrictions imposed on the ICE 1 and ICE 2, their successor, the ICE 3, was built to a smaller [[loading gauge]] to permit usability throughout the entire European [[standard gauge]] network, with the sole exception being the UK's domestic railway network. Unlike their predecessors, the ICE 3 units are built not as trains with separate passenger and power cars, but as [[electric multiple unit]]s with underfloor motors throughout. This also reduced the load per axle and enabled the ICE&nbsp;3 to comply with the pertinent [[International Union of Railways|UIC]] standard.

Initially two different classes were developed: the [[DBAG Class 403|Class 403]] (domestic ICE 3) and the [[DBAG Class 406|Class 406]] (ICE 3M), the M standing for ''Mehrsystem'' ([[multi-system locomotive|multi-system]]). Later came Class 407 and Class 408. The trains were labelled and marketed as the [[Siemens Velaro|Velaro]] by their manufacturer, [[Siemens]].

Just like the ICE&nbsp;2, the ICE&nbsp;3 and the ICE&nbsp;3M were developed as short trains (when compared to an ICE&nbsp;1), and are able to travel in a system where individual units run on different lines, then being coupled to travel together. Since the ICE 3 trains are the only ones able to run on the [[Cologne–Frankfurt high-speed rail line|Köln-Frankfurt high-speed line]] with its 4.0% incline at the allowed maximum speed of 300 km/h, they are used predominantly on services that utilise this line.

In 2009 Deutsche Bahn ordered another 16 units – worth [[Euro|€]] 495 million – for international traffic, especially to France.

The [[Erfurt–Leipzig/Halle high-speed railway]], which opened in December 2015, is one of three lines in Germany (the others being the [[Nuremberg-Ingolstadt high-speed rail line]] and [[Cologne–Frankfurt high-speed rail line]]) that are equipped for a line speed of {{convert|300|km/h|abbr=on}}. Since only 3rd generation ICE trains can travel at this speed, the ''ICE line 41'', formerly running from [[Essen Hbf]] via [[Duisburg Hbf]]–[[Frankfurt (Main) Südbahnhof|Frankfurt Südbf]] to [[Nürnberg Hbf]], was extended over the [[Nuremberg-Ingolstadt high-speed rail line]] and today the service run is [[Oberhausen Hbf]]–[[Duisburg Hbf]]–[[Frankfurt Hbf]]–[[Nürnberg Hbf]]–[[Ingolstadt Hbf]]–[[München Hbf]].

The ICE&nbsp;3 runs at speeds up to {{convert|320|km/h|abbr=on}} on the [[LGV Est]] railway [[Strasbourg]]–[[Paris]] in France.

A new generation ICE 3, [[DB Class 407|Class 407]], is part of the Siemens Velaro family with the model designation Velaro D. It currently runs on many services in Germany and through to other countries like France. Initially this train type was meant to execute the planned Deutsche Bahn services through the [[Channel Tunnel]] to London. As the trains had not received a certification for running in Belgium and due to the competition of [[Low-cost carrier|budget airlines]] the London service was cancelled.<ref>{{cite web |url= https://www.independent.co.uk/news/uk/politics/london-frankfurt-cologne-train-deutsche-bahn-db-eurostar-cancelled-shelved-a8394806.html |last=Stane |first= Jon |title= Plans for UK-Germany high speed rail services shelved due to 'significantly changed economic environment' |date= 17 June 2018 |work=The Independent |access-date= 2022-02-01}}</ref><ref>DB confirms London services not likely for many years, if ever. In: Today's railways Europe. Nr. 272, 2018, ISSN 1354-2753, p.&nbsp;9.</ref>

In 2020 Deutsche Bahn placed an order with Siemens for 30 trains, and options for another 60, of the Velaro design and based on the previously procured ICE Class 407.<ref>{{cite web |url=https://www.railwaygazette.com/traction-and-rolling-stock/deutsche-bahn-orders-320-km/h-velaro-derivatives/56963.article |title= Deutsche Bahn orders 320 km/h Velaro derivatives |date= 15 July 2020 |website=Railway Gazette |publisher= |access-date= 2022-02-01}}.</ref> Referenced by Siemens as Velaro MS ("multi-system"), these trains are called ''ICE 3neo'' by Deutsche Bahn and classified as 408. The trains are designed for operation at 320 km/h and were deployed at the end of 2022 on routes that use the Cologne – Frankfurt high speed line which is designed for operation at 300 km/h. After a production time of only 12 months including trial runs the first train was presented to journalists in February of 2022. At that occasion the order was increased by 43 trainsets, with all 73 trains supposed to be in service by early 2029.<ref>{{cite web |url=https://www.railwaygazette.com/traction-and-rolling-stock/db-orders-more-ice3neo-sets-as-first-unit-is-unveiled/60850.article |title= DB orders more ICE3neo sets as first unit is unveiled |date= 1 February 2022 |website=Railway Gazette |publisher= |access-date= 2022-02-01}}</ref> In May of 2023 Deutsche Bahn announced that it was calling the last 17 trains from the option, bringing the total order up to 90 trains.<ref name="rg-170523" />

In April 2025, the multisystem Class 406 trainsets were retired from service due to ongoing maintenance and reliability issues. They were already relegated to domestic services beforehand and replaced with Class 407 on international routes.<ref>[https://eisenbahn.de/eisenbahn-magazin/letzte-fahrt-fuer-den-mehrsystem-ice-abschied-von-der-baureihe-406_6868 eisenbahn.de - "farewell-journey for BR 406 - multisystem-ICE says good bye"] (German) 20 March 2025</ref>

===Fourth generation===
{{main|ICE 4 (Deutsche Bahn)}}
[[File:ICE 4 at Nuremberg Hbf.jpg|thumb|ICE 4 at [[Nürnberg Hauptbahnhof]]]]
Procurement of ICx trainsets started c. 2008 as replacements for locomotive hauled [[InterCity]] and [[EuroCity]] train services - the scope was later expanded to include replacements for [[ICE 1]] and [[ICE 2]] trainsets. In 2011 [[Siemens Mobility|Siemens]] was awarded the contract for 130 seven car intercity train replacements, and 90 ten car ICE train replacements, plus further options - the contract for the ten car sets was modified in 2013 to expand the trainset length to twelve vehicles. The name '''''ICx''''' was used for the trains during the initial stages of the procurement; in late 2015 the trains were rebranded '''ICE 4''', at the unveiling of the first trainset, and given the class designation 412 by Deutsche Bahn.

Two pre-production trainsets were manufactured and used for testing prior to the introduction of the main series.

=== ICE T and ICE TD ===
[[File:ICE-T bei Steinbach am Wald.jpg|thumb|ICE T (Class 411) tilting train]]
Simultaneously with the ICE 3, Siemens developed trains with [[Tilting train|tilting]] technology, using much of the ICE 3 technical design. The class 411 (seven cars) and 415 (five cars) ICE T EMUs and class 605 ICE TD DMUs (four cars) were built with a similar interior and exterior design. They were specially designed for older railway lines not suitable for high speeds, for example the twisting lines in [[Thuringia]]. ICE-TD has diesel traction. ICE-T and ICE-TD could have be operated jointly, but this has not been done routinely.

==== ICE T ====
{{main|ICE T}}
A total of 60 class 411 and 11 class 415 have been built so far (units built after 2004 belong to the modified second generation ICE-T2 batch). Both classes work reliably. Austria's [[ÖBB]] purchased three units in 2007, operating them jointly with DB. Even though DB assigned the name ''ICE-T'' to class 411/415, the ''T'' originally did not stand for ''tilting'', but for ''Triebwagen'' (railcar), as DB's marketing department at first deemed the top speed too low for assignment of the InterCityExpress brand and therefore planned to refer to this class as ''IC-T'' (InterCity-Triebwagen).
The trainsets of the T series were manufactured in 1999. The tilting system has been provided by [[Fiat Ferroviaria]], now part of [[Alstom]]. ICE T trains can run at speeds of up to 230&nbsp;km/h (143&nbsp;mph).

In April 2025, Deutsche Bahn announced the gradual retirement of the 5-car Class 415 from June 2025.<ref name=eisenbahn.de>[https://eisenbahn.de/eisenbahn-magazin/deutsche-bahn-stellt-baureihe-415-ab-auswirkungen-auf-verbindungen-dresden-frankfurt-main_7824 eisenbahn.de - "Deutsche Bahn parks Class 415"] (German) 16 April 2025</ref>

==== ICE TD ====
[[File:BahnRatekau.jpg|thumb|ICE TD in DB service in Northern Germany]]
{{main|ICE TD}}
Deutsche Bahn ordered 20 units of ICE-T with diesel engines in 2001, called Class 605 ICE-TD. The ICE-TD was intended for certain routes without electric overhead cables such as Dresden-Munich and Munich-Zürich lines. However, the Class 605 trains (ICE-TD) experienced many technical issues and unanticipated escalation in operating cost due to the diesel fuel being fully taxed in Germany. They were taken off revenue service shortly after delivery. During the [[2006 FIFA World Cup]], the ICE-TD trains were pressed temporarily into supplementary service for transporting fans between cities in Germany.

At the end of 2007, ICE-TD trains were put into revenue service for the lines between Hamburg and Copenhagen as well as Hamburg and Aarhus. A large part of the Danish railway network had not been electrified so [[DSB_(railway_company)|DSB (Danish State Railways)]] used the diesel-powered trains. When DSB ordered the new [[IC4]] train sets, the company did not anticipate the long delay with the delivery and the technical issues with the train sets. To compensate for the shortage of available trains, DSB leased the ICE-TD while the delivery and technical issues with IC4 were being addressed. The operating cost was much lower due to the lower fuel tax in Denmark. After the issues with IC4 were resolved, the ICE-TD fleet was removed from revenue service and stored.

Deutsche Bahn retired the entire ICE TD fleet in 2018.<ref>{{cite web|url=https://www.mdr.de/sachsen/dresden/diesel-ice-geht-in-rente-100.html |title=Deutsche Bahn schickt Diesel-ICE endgültig in Rente |date=29 September 2017 |lang=de |work=MDR Sachsen}}</ref>

=== Differences in train layouts ===
[[File:ICE 1 Frankfurt am Main Flughafen Fernbahnhof.jpg|thumb|ICE&nbsp;1 – in service since 1991]]
[[File:Heidelberg Hbf - ICE 3 2.jpg|thumb|ICE&nbsp;3 – a new design]]
[[File:Geisberg Nord.jpg|thumb|ICE S (successor of the ICE V)]]
[[File:Fst ICE 3MF.jpg|thumb|Inside the cab of an ICE&nbsp;3]]

{|
|-
! style="width:120px;"|
! |
|- valign="top"
| '''ICE (generally):''' || '''Pale grey livery with red stripe and convoluted rubber gaiters between carriages''' ''(distinctive from all other DB trains)'' <br /> '''Black window band with oval door windows except in ICE 4''' ''(distinctive from [[Intercity (Deutsche Bahn)|Intercity]] / [[Metropolitan (train)|Metropolitan]] cars)'' <br /> '''Wheels-on-rails technology''' ''(distinctive from the [[Transrapid]])''
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;1]]:''' || two [[Electric locomotive|power heads]] and up to 14 intermediate cars; [[dining car|restaurant car]] with high roof; nose with DB logo that interrupts red stripe (unique to the ICE&nbsp;1); maximum speed is 280&nbsp;km/h (174&nbsp;mph).{{citation needed|date=September 2012}}
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;2]]:''' || one power head and one [[Control car (rail)|driving van trailer]] accessible to passengers; BordRestaurant/Bistro car has same height as other cars; ''contrary to ICE 1:'' nose is vertically divisible, parts of the [[Scharfenberg coupler|coupler]] protruding to the outside; maximum speed is 280&nbsp;km/h (174&nbsp;mph).<ref>[http://www.hochgeschwindigkeitszuege.com/deutschland/ice-2.php?vorgaengerdir=deutschland hochgeschwindigkeitszuege.com - ICE 2 der Baureihe 402] (German) retrieved 28 June 2015</ref>
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;3]]:''' || no power heads, but an [[electric multiple unit|EMU]]: end cars with rounded windshield and passenger lounge, unpowered transformer car with [[pantograph (rail)|pantograph]]; maximum speed of 320&nbsp;km/h (199&nbsp;mph){{citation needed|date=September 2012}}; red stripe is interrupted at the end cars by ICE logo, then runs downwards and across the nose lid; window band becomes narrow and ends near the windshield.
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE 4 (Deutsche Bahn)|ICE&nbsp;4]]:''' || no power heads, unpowered transformer car with [[pantograph (rail)|pantograph]]; maximum speed of 265&nbsp;km/h (165&nbsp;mph);<ref>{{Cite web |title=Der ICE 4: das Rückgrat der DB-Fernverkehrsflotte |url=https://www.deutschebahn.com/de/presse/suche_Medienpakete/medienpaket_ice4-6854650 |access-date=2023-01-08 |website=deutschebahn.com |language=de}}</ref> no oval door windows; red stripe running downwards and across the nose lid; window band becomes narrow and ends near the windshield.
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;T]]/[[ICE&nbsp;TD]]:''' || ''similar to ICE&nbsp;3, except:'' steeper front; pantograph; maximum speed of 230&nbsp;km/h (143&nbsp;mph); no ICE logo on end coaches (ICE T)/ aerodynamic cover on end cars; maximum speed of 200&nbsp;km/h (124&nbsp;mph);<ref>[http://www.hochgeschwindigkeitszuege.com/deutschland/ice-td.php hochgeschwindigkeitszuege.com - ICE-TD] retrieved 28 June 2015</ref> ICE logo on the left side of the end coaches (ICE TD); red stripe stays straight; red stripe ends near the lamps; windows narrows to a point instead of a flat end as on the ICE&nbsp;3
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;T2]]:''' || ''like ICE&nbsp;T series&nbsp;1, except:'' painted sheet metal instead of glass between windows, front lamps with [[LED]]s
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;V]]:''' || violet, wide stripe runs deeper than on newer stock and does not continue over the nose lid; [[Deutsche Bundesbahn]] logo and preliminary ICE logo; clad rubber gaiters; power heads larger than intermediate cars and with rounder front; front hedge ICE 2-like since 1995
|- valign="top"
| colspan=2 |
----
|- valign="top"
| '''[[ICE&nbsp;S]]:''' || ICE logo with additional letter "S" in white; most have only one intermediate coach; high-voltage lines between carriages; maximum speed is 330&nbsp;km/h (205&nbsp;mph){{citation needed|date=September 2012}}
|}

=== Livery ===
A notable characteristic of the ICE trains is their colour design, which has been registered by the DB as an [[Geschmacksmuster|aesthetic model]] and hence is protected as intellectual property.<ref>{{cite web|url=http://www.bff.de/publish/viewfull.cfm?objectid=a6e33a4e_20ed_76a6_2c6e3454da69a89b&m_id=1|archive-url=https://archive.today/20120526200952/http://www.bff.de/publish/viewfull.cfm?objectid=a6e33a4e_20ed_76a6_2c6e3454da69a89b&m_id=1|url-status=dead|archive-date=26 May 2012|publisher=Bund Freischaffender Foto-Designer e. V.|title=Frei von Rechten Dritter...|author=Wolfgang Maaßen|access-date=13 February 2007|language=de}}</ref> The trains are painted in ''Pale Grey'' ([[RAL (colour space system)|RAL]] 7035) with a ''Traffic Red'' (RAL 3020) stripe on the lower part of the vehicle. The continuous black band of windows and their oval door windows differentiate the ICEs from any other [[Deutsche Bahn|DB]] train.

The ICE 1 and ICE 2 units originally had an ''Orient Red'' (RAL 3031) stripe, accompanied by a ''Pastel Violet'' stripe below (RAL 4009, 26&nbsp;cm wide). These stripes were repainted with the current Traffic Red between 1998 and 2000, when all ICE units were being checked and repainted in anticipation of the [[EXPO 2000]].

The "ICE" lettering uses the colour ''Agate Grey'' (RAL 7038), the frame is painted in ''Quartz Grey'' (RAL 7039). The plastic platings in the interior all utilise the ''Pale Grey'' (RAL 7035) colour tone.

Originally, the ICE 1 interior was designed in pastel tones with an emphasis on mint, following the DB colour scheme of the day. However, ICE 1 trains were refurbished in the mid-2000s and now follow the same design as the ICE 3, which makes heavy usage of indirect lighting and wooden furnishings.

The distinctive ICE design was developed by a team of designers around [[Alexander Neumeister]] in the early 1980s and first used on the [[InterCityExperimental]] (ICE V). The team around Neumeister then designed the ICE 1, ICE 2, and ICE 3/T/TD. The interior of the trains was designed by Jens Peters working for BPR-Design in [[Stuttgart]]. Among others, he was responsible for the heightened roof in the restaurant car and the special lighting. The same team also developed the design for the now discontinued [[InterRegio]] trains in the mid-1980s.

=== Trainset numbers ===
While every car in an ICE train has its own unique registration number, the trains usually remain coupled as fixed trainsets for several years. For easier reference, each has been assigned a ''trainset number'' that is printed over each bogie of every car. These numbers usually correspond with the registration numbers of the powerheads or cab cars.
[[File:ICE 4653 Nederlandse Spoorwegen at Brussels Zuid.jpg|thumb|ICE 4653 owned by [[Nederlandse Spoorwegen]] at [[Brussels-South railway station]]]]
{|
|-
! style="width:120px;"|
! |
|- valign="top"
| '''ICE&nbsp;1:''' || Tz 01 to 20 || [[traction motor]]s use [[thyristor]] [[Frequency changer|frequency converters]]
|-
| || Tz 51 to 71 || traction motors use [[Gate turn-off thyristor|GTO]] frequency converters
|-
| || Tz 72 to 90 || GTO control, fitted for service into Switzerland
|- valign="top"
| colspan=3 |
----
|- valign="top"
| '''ICE&nbsp;2:''' || Tz 201 to 244 ||
|- valign="top"
| colspan=3 |
----
|- valign="top"
| '''ICE&nbsp;3:''' || Tz 301 to 337 || first series
|-
| || Tz 351 to 367 || second series
|- valign="top"
| colspan=3 |
----
|-
| '''ICE&nbsp;3M:''' || Tz 4601 to 4613 || 7 trainsets, numbers intermittent
|-
| || Tz 4651 to 4654 || owned by [[Nederlandse Spoorwegen]] (NS)
|-
| '''ICE&nbsp;3MF:''' || Tz 4680 to 4684 || refitted for service into France
|-
| '''ICE&nbsp;3MF:''' || Tz 4685 || refitted for service into France, and the United Kingdom via the Channel Tunnel
|- valign="top"
| colspan=3 |
----
|- valign="top"
| '''ICE&nbsp;T:''' || Tz 1101 to 1132 || first series
|-
| 7 cars|| Tz 1151 to 1178 || second series
|-
| || Tz 1180 to 1184 || refitted for service into Switzerland
|-
| || Tz 1190 to 1192 || sold to [[ÖBB]]
|- valign="top"
| colspan=3 |
----
|-
| '''ICE&nbsp;T:'''|| Tz 1501 to 1506 ||
|-
| 5 cars|| Tz 1520 to 1524 || originally fitted for service into Switzerland, cab cars switched with Tz 1180 to 1184
|- valign="top"
| colspan=3 |
----
|- valign="top"
| '''ICE&nbsp;TD:''' || Tz 5501 to 5520 ||
|}

=== Interior equipment ===
[[File:First class on a German ICE train to Munich - Flickr - TeaMeister.jpg|thumb|The refurbished 1st class interior of an ICE 1 trainset]]
[[File:2. Klasse des ICE 3 (nach Redesign).jpg|thumb|The refurbished 2nd class interior of an ICE 3 trainset]]
The ICE trains adhere to a high standard of technology: all cars are fully air-conditioned and nearly every seat features a [[headphone]] jack which enables the passenger to listen to several on-board music and voice programmes as well as several radio stations. Some seats in the 1st class section (in some trains also in 2nd class) are equipped with video displays showing movies and pre-recorded infotainment programmes. Each train is equipped with special cars that feature in-train repeaters for improved [[mobile phone]] reception as well as designated quiet zones where the use of mobile phones is discouraged. The newer ICE 3 trains also have larger digital displays in all coaches, displaying, among other things, Deutsche Bahn advertising, the predicted arrival time at the next destination and the current speed of the train.

The ICE 1 was originally equipped with a passenger information system based on [[Bildschirmtext|BTX]], however this system was eventually taped over and removed in the later refurbishment. The ICE 3 trains feature [[touch screen]] terminals in some carriages, enabling travellers to print train timetables. The system is also located in the restaurant car of the ICE 2.

The ICE 1 fleet saw a major overhaul between 2005 and 2008, supposed to extend the lifetime of the trains by another 15 to 20 years. Seats and the interior design were adapted to the ICE 3 design, electric sockets were added to every seat, the audio and video entertainment systems were removed and electronic seat reservation indicators were added above the seats. The ICE 2 trains have been undergoing the same procedure since 2010.

ICE 2 trains feature electric sockets at selected seats, ICE 3 and ICE T trains have sockets at nearly every seat.

The ICE 3 and ICE T are similar in their interior design, but the other ICE types differ in their original design. The ICE 1, the ICE 2 and seven-car ICE T (Class 411) are equipped with a full restaurant car. The five-car ICE T (Class 415) and ICE 3 however, have been designed without a restaurant, they feature a bistro coach instead. Since 1 October 2006, smoking is prohibited in the bistro coaches, similar to the restaurant cars, which have always been non-smoking.

All trains feature a toilet for disabled passengers and wheelchair spaces. The ICE 1 and ICE 2 have a special conference compartment whilst the ICE 3 features a compartment suitable for small children. The ICE 3 and ICE T omit the usual train manager's compartment and have an open counter named "ServicePoint" instead.

An electronic display above each seat indicates the locations between which the seat has been reserved. Passengers without reservations are permitted to take seats with a blank display or seats with no reservation on the current section.

=== Maintenance ===
The maintenance schedule of the trains is divided into seven steps:

# Every 4,000 kilometres, an inspection taking about 1½ hours is undertaken. The waste collection tanks are emptied and fresh water tanks are refilled. Acute defects (e.g. malfunctioning doors) are rectified. Safety tests are also conducted. These include checking the [[pantograph (rail)|pantograph]] pressure, cleaning and checking for fissures in the rooftop insulators, inspecting transformers and checking the pantograph's current collector for wear. The wheels are also checked in this inspection.
# Every 20,000 kilometres, a 2½ hour inspection is conducted, called ''Nachschau''. In this inspection, the brakes, the [[Linienzugbeeinflussung]] systems and the anti-lock brakes are checked.
# After 80,000 kilometres, the train undergoes the ''Inspektionsstufe 1''. During the two modules, each lasting eight hours, the brakes receive a thorough check, as well as the air conditioning and the kitchen equipment. The batteries are checked, as well as the seats and the passenger information system.
# Once the train has reached 240,000 kilometres, the ''Inspektionsstufe 2'' mandates a check of the [[electric motor]]s, the [[bearing (mechanical)|bearings]] and the [[driveshaft]]s of the [[bogie]]s and the couplers. This inspection is usually carried out in two modules taking eight hours each.
# About once a year (when reaching 480,000&nbsp;km), the ''Inspektionsstufe 3'' takes place, at three times eight hours each. In addition to the other checkup phases, it includes checks on the [[pneumatics]] systems, and the transformer cooling. Maintenance work is performed inside the passenger compartment.
# The ''1st Revision'' is carried out after 1.2 million km. It includes a thorough check of all components of the train and is carried out in two five-day segments.
# The seventh and final step is the ''2nd Revision'', which happens when reaching 2.4 million kilometres. The [[bogie]]s are exchanged for new ones and many components of the train are disassembled and checked. This step also takes two five-day segments.

Maintenance on the ICE trains is carried out in special ICE workshops located in Basel, Berlin, Cologne, Dortmund, Frankfurt, Hamburg, Leipzig<ref>{{cite web|url=http://www.mdr.de/sachsen/6905909.html|title=Neues ICE-Instandhaltungswerk in Leipzig in Betrieb|publisher=mdr|access-date=10 December 2009|language=de}}{{dead link|date=December 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> and Munich. The train is worked upon at up to four levels at a time and fault reports are sent to the workshops in advance by the on-board computer system to minimize maintenance time.