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56-724: Today the station is a stop for ICE and IC long-distance trains, as well as local trains operated by Deutsche Bahn (DB AG) and the Austrian Federal Railways (ÖBB). From Passau, regional services run to Munich , Regensburg and on the Rottalbahn to Mühldorf am Inn and the Austrian Western Railway to Wels and Linz . Because Passau was on the trunk route ( Magistrale ) from Frankfurt am Main via Nuremberg and Linz to Vienna , many long-distance trains transited through it, such as

112-447: A maglev based on Transrapid technology built in collaboration with Siemens has been operational since March 2004. began Part of these routes are new constructions that run along or close to the existing, or previous, route: Completely new construction projects: German category 1 stations and comparable international destinations of 250.000 passengers per day or more only direct connections shown; travel times as of

168-450: 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

224-637: A line between Paris and Frankfurt/Stuttgart opened, jointly operated by ICE and SNCF 's TGV . A notable characteristic of the ICE trains is their colour design, which has been registered by the DB as an aesthetic model and hence is protected as intellectual property. The trains are painted in Pale Grey ( 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

280-652: A certification for running in Belgium and due to the competition of budget airlines the London service was cancelled. 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. 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

336-503: A fatal accident on a high-speed service. In the Eschede train disaster of 1998, a first generation ICE experienced catastrophic wheel failure while travelling at 200 km/h (124 mph) near Eschede , following complaints of excessive vibration. Of 287 passengers aboard, 101 people died and 88 were injured in the resulting derailment, which was made worse by the train colliding with a road bridge and causing it to collapse. The accident

392-596: A line speed of 300 km/h (190 mph). Since only 3rd generation ICE trains can travel at this speed, the ICE line 41 , formerly running from Essen Hbf via Duisburg Hbf – 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 3 runs at speeds up to 320 km/h (200 mph) on

448-620: A long train, similar to the ICE ;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 via either Dortmund Hbf – Essen Hbf – Duisburg Hbf – Düsseldorf Hbf or Hagen Hbf – Wuppertal Hbf – Solingen-Ohligs . In late 1998, the Hanover–Berlin high-speed railway was opened as the third high-speed line in Germany, cutting travel time on line 10 (between Berlin and

504-657: A series of trials in 1985 using the InterCityExperimental (also called ICE-V) test train. The IC Experimental was used as a showcase train and for high-speed trials, setting a new world speed record at 406.9 km/h (253 mph) on 1 May 1988. The train was retired in 1996 and replaced with a new trial unit, called the ICE S . After extensive discussion between the Bundesbahn and the Ministry of Transport regarding onboard equipment, length and width of

560-438: 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

616-843: Is a high-speed rail system in Germany . It also serves destinations in Austria, France, Belgium, Switzerland and the Netherlands as part of cross-border services. It is the flagship of the German state railway, Deutsche Bahn . ICE fares are fixed for station-to-station connections, on the grounds that the trains have a higher level of comfort. Travelling at speeds up to 300 km/h (190 mph) within Germany and 320 km/h (200 mph) when in France, they are aimed at business travellers and long-distance commuters and marketed by Deutsche Bahn as an alternative to flights. The ICE 3 also has been

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672-605: Is a polycentric network. Connections are offered in either 30-minute, hourly or bi-hourly intervals. Furthermore, additional services run during peak times, and some services call at lesser stations during off-peak times. Unlike the French TGV or the Japanese Shinkansen systems, the vehicles, tracks and operations were not designed as an integrated whole; rather, the ICE system has been integrated into Germany's pre-existing system of railway lines instead. One of

728-519: The Intercity network and with IC tariffs. In 1993, the ICE line 6 's terminus was moved from Hamburg to Berlin (later, in 1998, via the Hanover-Berlin line and the former IC line 3 from Hamburg-Altona via Hannover Hbf – Kassel-Wilhelmshöhe – Fulda – Frankfurt Hbf – Mannheim Hbf – Karlsruhe Hbf – Freiburg Hbf to Basel SBB was upgraded to ICE standards as a replacement). From 1997,

784-590: The LGV Est railway Strasbourg – Paris in France. A new generation ICE 3, 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

840-592: The Netherlands and Belgium . The third generation of the ICE has a service speed of 330 km/h (205 mph) and has reached speeds up to 363 km/h (226 mph). Admission of ICE trains onto French LGVs was applied for in 2001, and trial runs completed in 2005. Since June 2007, ICEs service Paris from Frankfurt and Saarbrücken via the LGV Est . Unlike the Shinkansen in Japan, Germany has experienced

896-597: The New Pendolino from Frankfurt to Milan on the Karlsruhe–Basel line started in 2017. Germany has developed the Transrapid , a maglev train system. The Transrapid reaches speeds up to 550 km/h (342 mph). The Emsland test facility , with a total length of 31.5 km (19.6 mi), operated until 2011 when it was closed and in 2012 its demolition was approved. In China, Shanghai Maglev Train ,

952-738: The Ostende to Vienna Express (since the early 20th century) or the TEE Prinz Eugen between Hamburg and Vienna (since the 1960s), which gave its name later to the equivalent IC and then ICE trains. From the Hauptbahnhof in Passau two railway lines branch off that have since been closed. The Ilztalbahn to Waldkirchen and Freyung , with its former branch into the Czech Republic and to Eging am See and Deggendorf , and

1008-643: The Ruhr valley ) by 2½ hours. The ICE 1 and ICE 2 trains' loading gauge exceeds that recommended by the international railway organisation 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 to be able to run on the different Swiss overhead wire geometry. All ICE 1 and ICE 2 trains are single-voltage 15 kV AC , which restricts their radius of operation largely to

1064-528: The Velaro by their manufacturer, Siemens . Just like the ICE 2, the ICE 3 and the ICE 3M were developed as short trains (when compared to an ICE 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 Köln-Frankfurt high-speed line with its 4.0% incline at

1120-464: The ÖBB and DB jointly as an internal station. For that reason there were two separate pedestrian underpasses under the tracks, separated by a wall, that enabled border and customs checks to be carried out. Since the entry of Austria into the EU in 1995 and the associated scrapping of these checks, this wall has been removed apart from a small section. On this section of wall there is a memorial tablet for

1176-487: The "new centre of Passau" Neue Mitte Passau . It was planned to convert the station to a barrier-free zone from 2008 to mid-2011 with a subsidy from the Free State of Bavaria of €2M towards the overall cost of €12.5M. The two island platforms as well as the home platform were to have been reached by a lift, and platforms 5 and 6 over the so-called Poststeg ("post office walkway") which would have considerably shortened

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1232-521: The German-speaking countries of Europe. ICE 2 trains can run at a top speed of 280 km/h (174 mph). 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,

1288-447: 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

1344-546: The ICE 3 units are built not as trains with separate passenger and power cars, but as electric multiple units with underfloor motors throughout. This also reduced the load per axle and enabled the ICE 3 to comply with the pertinent UIC standard. Initially two different classes were developed: the Class 403 (domestic ICE 3) and the Class 406 (ICE 3M), the M standing for Mehrsystem ( multi-system ). Later came Class 407 and Class 408. The trains were labelled and marketed as

1400-521: The ICEs from any other 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 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),

1456-529: 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 € 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

1512-439: 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,

1568-626: The bundling of many ICE lines in that region. When considering all traffic (freight, local and long-distance passenger), the busiest line carrying ICE traffic is the Munich–Augsburg line , carrying about 300 trains per day. The network's main backbone consists of six north–south lines: (Also applies to trains in the opposite directions, taken from 2024 network map) Furthermore, the network has three main east–west thoroughfares: High-speed rail in Germany Construction of

1624-412: 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

1680-490: The current section. The maintenance schedule of the trains is divided into seven steps: Maintenance on the ICE trains is carried out in special ICE workshops located in Basel, Berlin, Cologne, Dortmund, Frankfurt, Hamburg, Leipzig 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. The ICE system

1736-432: The design for the now discontinued InterRegio trains in the mid-1980s. The first ICE trains were the trainsets of ICE 1 (power cars: Class 401), which came into service in 1989. The first regularly scheduled ICE trains ran from 2 June 1991 from Hamburg-Altona via Hamburg Hbf – Hannover Hbf – Kassel-Wilhelmshöhe – Fulda – Frankfurt Hbf – Mannheim Hbf and Stuttgart Hbf toward München Hbf at hourly intervals on

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1792-759: The development base for the Siemens Velaro family of trainsets which has subsequently been exported to RENFE in Spain ( AVE Class 103 ), which are certified to run at speeds up to 350 km/h (220 mph), as well as versions ordered by China for the Beijing–Tianjin intercity railway link ( CRH 3 ) and by Russia for the Moscow– Saint Petersburg and Moscow– Nizhny Novgorod routes ( Velaro RUS ) with further customers being Eurostar as well as Turkey and Egypt . The Deutsche Bundesbahn started

1848-544: The distance to the Central Bus Station in the new centre of Passau. In addition the home platform was to have been raised by about 76 cm (30 in) and the underpass widened. These plans were however changed during the course of 2008, because they would not have coped with the very high number of tourists at the station, especially those using the Danube crossings. Since 1951 the station has been used by

1904-524: The effects of this is that the ICE 3 trains can reach a speed of 300 km/h (186 mph) only on some stretches of line and cannot currently reach their maximum allowed speed of 330 km/h on German railway lines (though a speed of 320 km/h is reached by ICE 3 in France). The line most heavily utilised by ICE trains is the Mannheim–Frankfurt railway between Frankfurt and Mannheim due to

1960-459: 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 (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

2016-525: 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. In May of 2023 Deutsche Bahn announced that it

2072-828: The first high-speed rail in Germany began shortly after that of the French LGVs ( lignes à grande vitesse , high-speed lines). However, legal battles caused significant delays, so that the German Intercity-Express (ICE) trains were deployed ten years after the TGV network was established. Germany has around 1,658 kilometers (1,030 miles) of high speed lines. The first regularly scheduled ICE trains ran on 2 June 1991 from Hamburg-Altona via Hamburg Hbf – Hannover Hbf – Kassel-Wilhelmshöhe – Fulda – Frankfurt Hbf – Mannheim Hbf and Stuttgart Hbf toward München Hbf on

2128-527: 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

2184-410: The introduction of the main series. Simultaneously with the ICE 3, Siemens developed trains with 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

2240-445: 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,

2296-525: The line to Hauzenberg with its branch to Obernzell , that ran as far as Wegscheid in former times. These routes, which had not been worked by timetabled services for 25 years, were used until 2002 by the Passauer Eisenbahnfreunde ( Passau Railway Society ) for special trains, as well as by the goods trains of various companies. After 2002 the routes became impassable due to flood damage. Meanwhile, societies have been formed to support

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2352-436: The lines to Freyung and Hauzenberg and they hope to reactivate these routes. West of the main passenger terminal on the site of the former marshalling yard is a large freight station that serves the cross-border goods traffic between Germany and Austria as well as the cross-loading of goods to ships that ply the river Danube . To the east, the remaining storage sidings and locomotive shed were dismantled in order to create

2408-688: 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 km/h (143 mph). Deutsche Bahn ordered 20 units of ICE-T with diesel engines in 2001, called Class 605 ICE-TD. The ICE-TD

2464-560: The new ICE line 6 . The Hanover-Würzburg line and the 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 Hbf – Hannover Hbf – Kassel-Wilhelmshöhe – Fulda – Würzburg Hbf – Nürnberg Hbf – München Hbf ) could not start operating until 1 June 1992. Prior to that date, ICE trainsets were used when available and were integrated in

2520-495: The new ICE line 6. The ICE network is more tightly integrated with pre-existing lines and trains as a result of the different settlement structure in Germany, which has almost twice the population density of France. ICE trains reached destinations in Austria and Switzerland soon after they entered service, taking advantage of the same voltage used in these countries. Starting in 2000, multisystem third-generation ICE trains entered

2576-509: The successor, the ICE ;2 trains pulled by Class 402 powerheads, was put into service. One of the goals of the ICE 2 was to improve 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 driving van trailers of the trains were still awaiting approval, the DB joined two portions (with one powerhead each) to form

2632-408: The train and the number of trainsets required, a first batch of 41 units was ordered in 1988. The order was extended to 60 units in 1990, with German reunification in mind. However, not all trains could be delivered in time. The ICE network was officially inaugurated on 29 May 1991 with several vehicles converging on the newly built station Kassel-Wilhelmshöhe from different directions. In 2007,

2688-575: 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. While every car in an ICE train has its own unique registration number,

2744-400: 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. The ICE trains adhere to a high standard of technology: all cars are fully air-conditioned and nearly every seat features

2800-469: The twisting lines in Thuringia . ICE-TD has diesel traction. ICE-T and ICE-TD can be operated jointly, but this is not done routinely. 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

2856-413: The two policemen, Klaus März and Georg Schachner, who were murdered on 11 November 1993 in an Intercity from Linz to Passau near Schärding . Above the tracks since 1975 stands the first "bridge post office" in Germany. The station is served by the following services: Intercity-Express Intercity Express (commonly known as ICE ( German pronunciation: [iːtseːˈʔeː] ))

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2912-408: 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 BTX , however this system was eventually taped over and removed in

2968-460: Was calling the last 17 trains from the option, bringing the total order up to 90 trains. 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 was awarded the contract for 130 seven car intercity train replacements, and 90 ten car ICE train replacements, plus further options -

3024-499: 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

3080-555: 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

3136-640: Was the result of faulty wheel design and, following the crash, all ICE wheels of that design were redesigned and replaced. Thalys trains began running in Germany in 1997, from the Belgian HSL 3 to Aachen and Cologne using the Cologne–Aachen high-speed railway . TGV POS trains began running in Germany in 2007, to Karlsruhe and Stuttgart using the Mannheim–Stuttgart and Karlsruhe–Basel high-speed lines. Swiss SBB high-speed services using

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