DB is still waiting on the ICE L...

In addition to Renfe, the largest customers for Talgo are currently DB and DSB. The order from DB also brought the company its first order for electric locomotives based, on the TRAVCA type, the prototype of which dates back to 2005. At a time when Talgo is still sorting out its ownership situation, it must also deal with growing difficulties with both contracts, when the highly prestigious one from DB in particular has reached a stage where the customer has begun to show strong dissatisfaction due to the ever-increasing delay of the project...

Talgo stated in its results for the first quarter of 2025 that it is in talks with DB to redefine the "scope and schedule" of this project. At the end of May, Deutsche Bahn announced that it aims to reduce the order from the current 79 trains to 60, which would have a significant impact on the manufacturer's production and financial forecasts, as this represents a reduction of around 25 %. In addition, there is also the issue of the volume of maintenance of these vehicles, etc. Gonzalo Urquijo Fernández de Araoz, CEO of Talgo, confirmed the start of negotiations, saying “everything is on the table”.

The initial framework contract signed with DB in February 2019 for up to 100 Talgo 230 non-traction multiple units (NMUs) including locomotives initially included 23 firmly ordered sets with the working name ECx, which were renamed ICE L in 2021. The operator then confirmed an option for a further 56 units in May 2023, bringing the order to 79 trains with a total value of around 1.4 billion EUR. The trains are to be authorised for operation in Germany, Denmark, the Netherlands, Austria and Switzerland.

The original start of operations date was set for December 2023, for the first trains to be deployed on the Berlin - Amsterdam route. However, problems during the approval process, as well as delays in production at the Las Matas and Rivabellosa works, led to a postponement to December 2024. Talgo is now talking about deliveries in the summer of 2025, but with a restriction to operation only in Germany. This means that the use of the ICE L on the route to the Netherlands has fallen, to which DB is responding by planing to use ICE 3neo units on this route from December 2025.

Deutsche Bahn has ordered a total of 90 of these (true) high-speed trains, which number was reached by an option contract for 17 Class 408s also signed in May 2023, in parallel with the confirmation of the option for 56 ICE L sets. In 2024, DB already had 24 of Class 408s in operation and another fifteen are due to arrive this year.

Talgo has currently set a new deadline for the delivery of the first ICE L rakes in the second half of 2025. However, an even more significant delay has occurred with the Class 105 locomotives, whose delivery is now not expected before 2026. Therefore, DB has already proposed a provisional solution that the Talgo 230 NMUs will be hauled by Vectrons. This configuration has already been tested in the Netherlands and will allow the ICE L to run after the approval of these rakes until the Class 105 locomotives are available.

This solution marks the second use of Vectrons for ICE Ls (although the first in order), as the Vectron Dual Mode locomotives are intended for the hauling of the Talgo 230 NMUs on branches with non-electrified sections, of which DB ordered a total of 21 Vectron DMs in August 2022, some of which are also to serve as rescue locomotives.

We asked the DB press department, whether and to how many ICE L sets the 79-strong order had been reduced.

Answer: "Unfortunately, we must ask for your understanding that we cannot comment on the details of our negotiations with the manufacturer Talgo."

This negative response from a state-owned operator is surprising, so we can only wait until the outcome of the negotiations is made public at some point as well.