ICT-VT - tilting InterCity DMU (Class 605)
There are still some non-electrified lines with long distance passenger
trains which are in need of being speeded up. For these lines, a Diesel
version of the ICT is currently being
developed. 20 trains have been ordered in 1996 and were delivered from
1999 to 2001. With 200 km/h regular top speed, this are the fastest
Diesel trains in Germany.
This project was originally called ICT-D or ICT-VT (VT =
Verbrennungstriebwagen), meanwhile the name ICE-TD is heard as
The ICT-VT looks almost the same as the ICT, except that it
has only four cars and of course no pantograph on the end cars, instead
an exhaust stack on each car and resistor grids (for the electric brake)
on the end cars.
Each car has a Diesel engine and two traction motors.
|605.5||cab, 1st class (41 seats)|
|605.2||2 WC, crew compartment, galley, 2nd class
|605.1||family compartment (6 seats), 2nd class (45 seats),
wheelchair space, 2 WC|
|605.0||2nd class (63 seats or 48 seats + space for 10
The interior of the ICT-VT is almost identical to the ICT. However, as the ICT-VT is shorter, it
has no restaurant or bistro, but only a galley for meal service at the
seat, with a small snack counter. Following the experience with the cab
cars of push-pull InterCity trains with locomotives, 15 seats in
the 2nd class end car can be removed to have space for 10 bicycles.
Ground plans of the ICT-VT (class 605)
1. end car
1st class with observation lounge
2. middle car
2nd class with galley/bar
3. middle car
2nd class with family compartment and wheelchair space
4. end car
2nd class with observation lounge
Drive concept and tilting system
While the ICT-VT is very similar to the ICT for the passengers,
it has some technical differences. Every car has an underfloor 560 kW Diesel
engine (Cummins QSK 19-R 750) and two self-ventilated 225 kW 3-phase AC
traction motors which, unlike in the electric ICT, are situated in
one bogie. The four Diesel engines are powering 3-phase AC generators, the
rectified current is feeding a DC circuit going through the entire
train. The DC is then converted into 3-phase AC by two water-cooled GTO
inverters, each supplying four traction motors.
The tilting system, developed by Siemens and SGP, works now
electro-mechanically (instead of the hydraulic system used on the electric
ICT). The maximum tilt angle is 8°. This system has been
successfully tested in one experimentally rebuilt train of class 610.
The train has electric brakes on the powered axles (with resistor grids on
the middle cars) and disk brakes on all axles, as well as magnetic rail
brakes for emergency braking.
One very interesting option is the addition of a (non-powered) transformer
car (with pantograph) that would turn the ICT-VT in a hybrid train,
which could switch off its Diesel engines on electrified lines and work
from the overhead wire. However, this is just an option, trains equipped
like this have not yet been ordered.
|end car||middle car||train|
|length||27.45 m||25.9 m||106.7 m|
|bogie distance||19 m|
|axle distance||2.6 m|
|mass||empty: ~ 214 t|
~ 232 t
|power (traction)||1700 kW|
|power (total)||2240 kW|
|top speed||200 km/h|
|seats (1st class):||41|
|seats (2nd class):||154|
|weight/length||~ 2.01 t/m||
|weight/seat||~ 1.1 t/seat|
|power/weight||~ 7.95 kW/t|
It was planned to start operating the first lines in 2000, but there were
huge delays, partly because of technical problems (mostly with the
brakes), partly because the lines were not equipped for tilting trains
fast enough. So there are still no public ICT-VT, but the trains
can often be seen in test runs on the lines where they will operate in the
On 2001-06-10, regular service will start at last on two lines:
- Dresden - Hof - Nürnberg, one train every two hours.
- München - Lindau - Zürich, replacing at first one
Since 2001-04-23, the first regular operations of class 605 have started.
The following connections are run with double sets of class 605:
The ICE 1561/1668 was previously a single class 415 train, the
other trains were previously locomotive-hauled. Until the timetable
change on 2001-06-10, they can be used without paying a supplement.
Keep in mind, however, that this is an "experimental" service, so these
trains might always be replaced by locomotives (class 234) with normal
- ICE 1561 KARL SCHMIDT-ROTTLUFF Zwickau 5:30 - Chemnitz
6:12/14 - Dresden Hbf 7:30
- IR 1568 RUDOLF DIESEL Dresden Hbf 9:57 - Chemnitz
11:26/29 - Hof 13:27/28 - Nürnberg 15:21
- IR 1660 GOTTFRIED SEMPER Dresden Hbf 7:57 - Chemnitz
9:26/29 - Hof 11:27/28 - Nürnberg 13:21
- IR 1661 GOTTFRIED SEMPER Nürnberg 12:36 - Hof 14:37/41 -
Chemnitz 17:11/13 - Dresden Hbf 18:31
- IR 1663 ROBERT SCHUMANN Nürnberg 14:36 - Hof 16:31/41 -
Chemnitz 19:11/13 - Dresden Hbf 20:31
- ICE 1668 KARL SCHMIDT-ROTTLUFF Dresden Hbf 20:15 -
Chemnitz 21:27/32 - Zwickau 22:11
Models of the ICT-VT
Roco has announced a H0 model of
class 605, both for DC and AC, exactly in 1:87 scale, for 2001.