IC4
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 DSB's IC4 test train in Aarhus. | |||||||||||
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The IC4 is an inter-city train built by Italian Ansaldo Breda for the Danish State Railways’ trans-Great Belt routes. Intended to replace several types of outdated rolling stock as part of the company’s ‘good trains for everyone’ plan, the project has become a major political issue because of various delays. The IC4 units were originally planned to enter DSB's Intercity service by 2003. On 25 June 2007, one IC4 unit (trainset no. 4) entered regional service between Århus and Aalborg. Another test train entered regional passenger service on 27 August, between Århus and Fredericia in eastern Jutland. Two further units entered regional service during autumn 2007. By the end of 2007, DSB and AnsoldoBreda were to have decided when the IC4 would be ready for Intercity and IntercityLyn (express inter-city) services. This, however, would depend on approval being given by the Danish National Rail Authority.
The IC4's first run, from Aalborg to Copenhagen, took place on August 7 2008.
Equipment and specifications
The train is powered by four low-emission diesel engines with a ‘common rail’ direct injection system, giving a total power output of 2240 kW and a top train speed of 200 km/h (124 mph). Each trainset consists of four articulated cars with a total length of 86 meters (282 feet), and is able to seat 208 people. Built of light aluminium alloys, each trainset weighs 140 tons.
Up to four trainsets can be coupled together into a single train. However, problems exist with this configuration, so it was decided in the first instance to have the IC4 approved using one trainset only. Approval for multi-unit configurations will be sought later. A single trainset is too short for efficient long-distance operations, therefore it will mainly be used in regional services to begin with.
Design
The design of the train is the outcome of cooperation between DSB’s own designers, with an emphasis on Nordic minimalist design, and the Italian design company Pininfarina, which is famous for designing Ferrari cars, stressing Italian chic and curved lines. On the exterior, the sharp noses at each end of the trainset -- familiar from high speed trains throughout Europe -- represent a break with the design of the IC3 train, whose passengers are able to cross out of one trainset into another. The train interior features natural materials in line with Scandinavian design tradition, an audio/video information system with seat reservation displays, and a lounge area.
Controversy
The IC4 train has become a contentious issue in Danish politics, mainly because of the long delays in getting delivery of the trains from Ansaldo Breda. The Danish minister of Traffic and Energy is routinely required to submit progress updates to parliament, and DSB’s choice of a heavily-customised train is often criticised as being the major reason for the delays. The expense involved in lengthening the platforms of several stations along the IC4 routes is the source of much additional criticism. In recent news [1], it was revealed that the trains appear to be working properly, but that the documentation requirements of the safety authorities are preventing the train from fully entering service. Since the end of October 2007 four IC4 units have entered regional service in Jutland. However, service was again suspended because of problems with exhaust fumes.[2]
Future
Some of the problems have by now been sorted out, but several still remain. For this reason DSB has given Ansaldo Breda an ultimatum whereby at least 14 trains must be approved and ready for regular service before May 2009, or the contract will be cancelled and DSB will demand its money back and return its trains to the factory.
The terms of the ultimatum may be met, although at this time nothing is certain. However, on 7 August 2008 train no. 13 ran from Aarhus H. to Copenhagen H. and back with passengers. In spite of this, experts still doubt that the IC4 will be in regular service within the foreseeable future.
If the contract is cancelled, several politicians have suggested that the project to electrify Denmark's main lines, which was abandoned in the mid-1990s, should be completed. The primary reasons are that electric trains are environmentally friendlier and quieter, and that a much larger selection of electric trains than diesel-powered trains exists.