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Intercity Express

Intercity Express (commonly known as ICE ) 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 320 km/h, they are aimed at business travellers and long-distance commuters and marketed by Deutsche Bahn as an alternative to flights.

In 2007, a line between Paris and Frankfurt/Stuttgart opened, jointly operated by ICE and SNCF's TGV. German and Austrian ICE T trains run to Vienna.

The Spanish railway operator RENFE also employs trains based on the ICE 3 (Siemens Velaro) called AVE Class 103, which are certified to run at speeds up to 350 km/h. Wider versions were 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).

History

The Deutsche Bundesbahn started 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 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.

ICE livery
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 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), 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.

First generation

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 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 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).

Second generation
From 1997, 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 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 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 the German-speaking countries of Europe. ICE 2 trains can run at a top speed of 280 km/h (174 mph).

Third generation
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 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 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 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 a line speed of 300 km/h. 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 on 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 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 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 was calling the last 17 trains from the option, bringing the total order up to 90 trains.

Fourth generation
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 - 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
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 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.

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 km/h (143 mph).

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 (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.

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.

Interior equipment
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 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:

 * 1) 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 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.
 * 2) 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.
 * 3) 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.
 * 4) Once the train has reached 240,000 kilometres, the Inspektionsstufe 2 mandates a check of the electric motors, the bearings and the driveshafts of the bogies and the couplers. This inspection is usually carried out in two modules taking eight hours each.
 * 5) About once a year (when reaching 480,000 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.
 * 6) 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.
 * 7) The seventh and final step is the 2nd Revision, which happens when reaching 2.4 million kilometres. The bogies 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 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.

Lines under construction

 * Stuttgart–Wendlingen high-speed railway (new line, 250 km/h, under construction)
 * Vogelfluglinie (partially new line, partially being upgraded)
 * Lübeck–Hamburg railway (German part, to be upgraded to reach 200 km/h)
 * Lübeck–Puttgarden railway (German part, to be electrified to reach 200 km/h up from the current 160 km/h, under construction)
 * Fehmarn Belt Fixed Link (tunnel part, will replace the Rødby–Puttgarden ferry, 200 km/h, under construction, completion expected in 2028)
 * Sydbanen (Danish part, new tracks to be laid by 2021, to be electrified to reach 200 km/h by 2024, under construction)

Lines planned

 * Frankfurt–Mannheim high-speed railway (new line, 300 km/h, in planning)
 * Hanau-Gelnhausen high-speed railway (new line, 300 km/h, in planning)
 * (new line, 300 km/h, in planning)
 * Nuremberg-Würzburg high-speed railway (new line, 300 km/h, in planning)
 * Hanover-Hamburg high-speed railway/Hanover-Bremen high-speed railway (Y-shaped, partially new line, 160 and 300 km/h on new sections, 160 km/h on an existing section, in planning)
 * Fulda–Eisenach high-speed railway		250 km/h	2030	52 km
 * Fulda–Frankfurt (parallel new) high-speed railway		250 km/h	2035	80 km

Route planning and network layout

The ICE system 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 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 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.

North–south connections
The network's main backbone consists of six north–south lines:

 * 1) from Hamburg-Altona via Hamburg, Hannover, Kassel, Fulda, Frankfurt, Mannheim, Karlsruhe and Freiburg to Basel (line 20) or continuing from Mannheim to Stuttgart (line 22)
 * 2) from Hamburg-Altona and Hamburg and from Bremen to Hannover (where portions are joined) and via Kassel, Fulda and Würzburg to Nuremberg and via Ingolstadt to Munich (line 25)
 * 3) from Hamburg-Altona via Hamburg, Berlin-Spandau, Berlin, Berlin Südkreuz, Leipzig or Halle, Erfurt to Nuremberg and via Augsburg or Ingolstadt to Munich (lines 18, 28 and 29) or continuing from Erfurt via Fulda, Frankfurt, Stuttgart, Ulm and Augsburg to Munich (line 11)
 * 4) from Berlin via Berlin-Spandau, Braunschweig, Kassel, Fulda, Frankfurt, Mannheim, Karlsruhe and Freiburg to Basel (line 12) or via Fulda and Frankfurt Süd to Frankfurt Airport (line 13)
 * 5) from Amsterdam or Dortmund via Duisburg, Düsseldorf, Cologne and Frankfurt Airport to Mannheim and either via Karlsruhe and Freiburg to Basel (line 43) or via Stuttgart, Ulm and Augsburg to Munich (lines 42 and 47)
 * 6) from Essen via Cologne, Frankfurt, Würzburg, Nuremberg and Ingolstadt to Munich (line 41)

(Also applies to trains in the opposite directions, taken from 2024 network map)

East–west connections
Furthermore, the network has three main east–west thoroughfares: (Also applies to trains in the opposite directions, taken from 2023 network map)
 * 1) from Berlin Gesundbrunnen via Berlin, Hannover, Bielefeld to Hamm (where train portions are split) and continuing either via Dortmund, Essen, Duisburg and Düsseldorf to Cologne/Bonn Airport or via Hagen and Wuppertal to Cologne (10, 19)
 * 2) from Dresden via Leipzig, Erfurt, Fulda, Frankfurt, Frankfurt Airport and Mainz to Wiesbaden (50)
 * 3) from Karlsruhe via Stuttgart, Ulm, and Augsburg to Munich	(60)

German branch lines
Some train lines extend past the core network and branch off to serve the following connections:
 * 1) from Berlin to Rostock (line 28, individual services)
 * 2) from Berlin to Stralsund (line 28, individual services)
 * 3) from Hamburg to Lübeck (line 25, individual services)
 * 4) from Hamburg to Kiel (lines 20, 22, 28 and 31, individual services)
 * 5) from Bremen to Oldenburg (lines 10, 22 and 25, individual services)
 * 6) from Leipzig via Hanover to Cologne (line 50, individual services)
 * 7) from Leipzig via Kassel to Düsseldorf (line 50, individual services)
 * 8) from Würzburg via Kassel to Essen (line 41, individual services)
 * 9) from Munich to Garmisch-Partenkirchen (lines 25, 28 and 41, individual services)
 * 10) from Nuremberg via Regensburg to Passau (line 91, every two hours)

(Also applies to trains in the opposite directions)

ICE Sprinter
The "ICE Sprinter" trains are trains with fewer stops between Germany's major cities running in the morning and evening hours. They are tailored for business travellers or long-distance commuters and are marketed by DB as an alternative to domestic flights. Some of the Sprinter services continue as normal ICE services after reaching their destination. The service is usually half an hour faster than a standard ICE between the same cities.

A reservation was mandatory on the ICE Sprinter until December 2015.

The first Sprinter service was established between Munich and Frankfurt in 1992. Frankfurt-Hamburg followed in 1993 and Cologne-Hamburg in 1994. This service ran as a Metropolitan service between December 1996 and December 2004. In 1998, a Berlin-Frankfurt service was introduced and a service between Cologne and Stuttgart ran between December 2005 and October 2006.

Until December 2006, a morning Sprinter service ran between Frankfurt and Munich (with an intermediate stop at Mannheim), taking 3:25 hours for the journey. This has been since replaced by a normal ICE connection taking only 3:21 hours.

Starting with the December 2017 schedule change, a new Sprinter line links Berlin main station and Munich main station in less than four hours.

, the individual ICE Sprinter lines are:

(Source: Deutsche Bahn AG )

Line segments abroad

Some ICE trains also run on services abroad – sometimes diverting from their original lines.

 * 1) from Frankfurt Hbf to Amsterdam Centraal (Netherlands) via Köln Hbf, Duisburg Hbf and Arnhem Centraal (lines 120, 122, 128, 126, 220, 222/121, 123, 127, 129, 221)
 * 2) from Frankfurt Hbf to Bruxelles-Midi/Brussel-Zuid (Belgium) via Köln Hbf, Aachen Hbf and Liège-Guillemins (lines 10, 12, 14, 18, 16, 314, 316/11, 13, 15, 17, 19, 315, 317)
 * 3) from Frankfurt Hbf and Stuttgart Hbf to Paris Est (France) via Karlsruhe Hbf and Strasbourg-Ville (lines 9568, 9572, 9574/9563, 9567, 9571, 9573)
 * 4) from Frankfurt Hbf to Paris Est via  Saarbrücken Hbf (lines 9550, 9556, 9558/9553, 9555)
 * 5) from Hamburg-Altona, Kiel Hbf  and Ostseebad Binz to Basel SBB and Zürich HB (Switzerland) via Frankfurt Hbf and Karlsruhe (lines 73, 75, 77, 79, 203, 205/72, 74, 76, 78, 272)
 * 6) from Frankfurt Hbf and Hamburg-Altona to Chur (Switzerland) via Karlsruhe, Basel SBB and Zürich HB (lines 271, 1271/70)
 * 7) from Frankfurt Hbf, Berlin Hbf and Hamburg-Altona station to Interlaken (Switzerland) via Karlsruhe and Basel SBB (lines 275, 373/278, 376)
 * 8) from Frankfurt Hbf and Dortmund Hbf to Wien Hbf (Austria) via Nürnberg Hbf, Passau Hbf and Linz Hbf (lines 21, 23, 27, 29, 229/20, 22, 26, 28, 228)
 * 9) from Hamburg-Altona to Wien Hbf (Austria) via Berlin Hbf, Nürnberg Hbf, Passau Hbf and Linz Hbf (lines 93, 95/92, 94)
 * 10) from Dortmund Hbf to Innsbruck Hbf (Austria) via Köln Hbf, Stuttgart Hbf, Lindau-Reutin and Bregenz Hbf (line 119), return schedule terminates to Münster Hbf (line 118)
 * 11) from Münster Hbf to Klagenfurt Hbf (Austria) via Köln, Stuttgart, Munich Hbf and Salzburg Hbf (line 115), return schedule terminates to Dortmund Hbf (line 114)
 * 12) from Berlin Hbf to Innsbruck Hbf (Austria) via Frankfurt, Stuttgart and Munich (line 1211/1218)
 * 13) from Amsterdam Centraal (Netherlands) to Basel SBB (Switzerland) via Frankfurt Hbf (line 105/104)
 * 14) from Munich to Zürich via Lindau-Reutin (operated by Swiss Federal Railways)

(Also applies to the opposite directions)

Since December 2006, Stuttgart Hbf and Zürich HB have been connected by a bi-hourly service. This service however has been replaced by a daily Intercity service since March 2010.

The ÖBB in Austria also uses two ICE T trainsets (classified as ÖBB Class 4011) between Wien Hauptbahnhof, Innsbruck Hauptbahnhof and Bregenz (without stops in Germany), although they do not use tilting technology. Since December 2007 ÖBB and DB offer a bi-hourly connection between Wien Westbf and Frankfurt Hbf. On 12 December 2021 a new Railjet schedule was introduced by ÖBB between Frankfurt and Vienna on a different route via Stuttgart, Ulm, Biberach, Friedrichshafen, Lindau, Bregenz and Innsbruck. Since 11 June 2023 a new ICE service is operated by Deutsche Bahn via the same route between Dortmund and Innsbruck on ICE 4 trains replacing the IC 118/119 service.

Since June 2007 ICE 3M trains had been running between Frankfurt Hbf and Paris Est via Saarbrücken and Kaiserslautern. Together with the TGV-operated service between Paris Est and München Hbf via Stuttgart Hbf (TGV 9576/9577), this ICE line was part of the "LGV Est européenne", also called "Paris-Ostfrankreich-Süddeutschland" (or POS) for short, a pan-European high-speed line between France and Germany. This service now co-exists with a direct TGV service (TGV 9551/9552).

From late 2007, ICE TD trains linked Berlin Hbf with Copenhagen and Aarhus via Hamburg Hbf. These services have been operated since December 2017 by Danish IC3 sets as EuroCity services.

A EuroCity-Express service was introduced between Munich and Zürich in December 2020 with the completion of the electrification of the line in Germany, replacing a EuroCity service. Six pairs of trains run every two hours and are operated by Swiss Federal Railways with Alstom ETR 610 (Astoro) sets.

In addition, ICE Trains to London via the Channel Tunnel are on the horizon. Unique safety and security requirements for the tunnel (such as airport-style checks at stations) as well as hold-ups in the production of the Velaro-D trains to be used on the route have delayed these plans.

Intra-Swiss ICE trains
To avoid empty runs or excess waits, several services exist that operate exclusively inside Switzerland:
 * three services from Basel SBB to Interlaken Ost
 * two services from Basel SBB to Zürich HB
 * three service from Interlaken Ost to Basel SBB
 * one service from Interlaken Ost to Bern
 * two services from Zürich HB to Basel SBB
 * one service from Bern to Interlaken Ost

These trains, despite being officially notated as ICEs, are more comparable to a Swiss InterRegio or RegioExpress train, calling at small stations like Möhlin or Sissach. As common in Switzerland, these trains can be used without paying a supplement.

Accidents
There have been several accidents involving ICE trains. The Eschede disaster was the only accident with fatalities inside the train, but other accidents have resulted in major damage to the trainsets involved.

Eschede disaster

The ICE accident near Eschede that happened on 3 June 1998 was a severe railway accident. Trainset 51, travelling as ICE 884 Wilhelm Conrad Röntgen from Munich to Hamburg, derailed at 200 km/h (124 mph), killing 101 people and injuring 88. It remains the world's worst high-speed rail disaster.

The cause of the accident was a wheel rim which broke and damaged the train six kilometres south of the accident site. The wheel rim penetrated the carriage floor and lifted the check rail of a set of points close to Eschede station. This guide rail also penetrated the floor of the car, becoming embedded in the vehicle and lifting the nearby wheels off the rails. One of the now-derailed wheels struck the points lever of the following set of points to change direction, and the rear cars of the trainset were diverted to a different track. They hit the pillars of a street overpass, which then collapsed onto the tracks. Only three cars and the front powerhead passed under the bridge, the rest of the 14-car train jack-knifed into the collapsed bridge.

Other accidents
On 27 September 2001, trainset 5509 fell off a work platform at the Hof maintenance facility and was written off.

On 22 November 2001, powerhead 401 020 caught fire. The train was stopped at the station in Offenbach am Main near Frankfurt a.M. No passengers were harmed, but the fire caused the powerhead to be written off.

On 6 January 2004, ICE TD trainset 1106 caught fire while it was parked at Leipzig. Two cars were written off, and the others are now used as spares.

On 1 April 2004, trainset 321 collided with a tractor that had fallen onto the track at a tunnel entrance near Istein, and was derailed. No-one was injured. Trainset 321 was temporarily taken apart, its cars being switched with cars from other ICE 3 trainsets.

Powerhead 401 553 suffered major damage in a collision with a car on the Mannheim–Frankfurt railway in April 2006.

On 28 April 2006, trainset 73 collided head-on with two BLS Re 465 locomotives at Thun in Switzerland. The driver of the Swiss locomotives was unfamiliar with the new layout of the station, which had been recently changed. He did not see a shunting signal ordering him to stop. The locomotives automatically engaged the emergency brakes when he passed the signal, but came to a stop on the same track as the approaching ICE. The ICE was travelling at a speed of 74 km/h. The emergency brake slowed the train to 56 km/h at the point of collision. 30 passengers and the driver of the ICE suffered minor injuries, the driver of the Swiss locomotives having jumped to safety. Both trains suffered major damage. The powerhead 401 573 had to be rebuilt using components from three damaged powerheads (401 573, 401 020 and 401 551).

On 1 March 2008, trainset 1192, travelling as ICE 23, collided with a tree which had fallen onto the track near Brühl after being blown down by Cyclone Emma. The driver suffered severe injuries. The trainset is back in service, its driving-car having been replaced with that from trainset 1106.

On 26 April 2008, trainset 11, travelling as ICE 885, collided with a herd of sheep on the Hanover-Würzburg high-speed rail line near Fulda. Both powerheads and ten of the 12 cars derailed. The train came to a stop 1300 metres into the Landrückentunnel. 19 of the 130 passengers suffered mostly minor injuries, four of them needing hospital treatment.

A cracked axle was blamed for a low-speed derailment of a third-generation ICE in Cologne in July 2008. The accident, in which no-one was hurt, caused DB to recall its newest ICEs as a safety measure. In October 2008, the company recalled its ICE-T trains after a further crack was found.

On 17 April 2010, ICE 105 Amsterdam - Basel lost a door while travelling at high speed near Montabaur. The door slammed into the side of ICE 612 on the adjacent track. Six people travelling on ICE 612 were injured.

On 17 August 2010, the ICE from Frankfurt to Paris hit a truck that had slid from an embankment on to the rail near Lambrecht. The first two carriages derailed and ten people were injured, one seriously.

On 11 January 2011, trainset 4654 partly derailed during a side-on collision with a freight train near Zevenaar in the Netherlands. There were no injuries.

On 2 May 2017, a trainset was derailed at Dortmund Hauptbahnhof. Two people were injured.

On 12 October 2018, two cars of a trainset caught fire while it was traveling from Cologne to Munich on the Cologne-Frankfurt line. Five people suffered minor injuries during the evacuation.

Germany
ICE trains are the highest category (Class A) trains in the fare system of the Deutsche Bahn. Their fares are not calculated on a fixed per-kilometre table as with other trains, but instead have fixed prices for station-to-station connections, depending on a multitude of factors including the railway line category and the general demand on the line. Even on lines where the ICE is not faster than an ordinary IC or EC train (for example Hamburg to Dortmund), an additional surcharge will be levied on the ground that the ICE trains have a higher comfort level than IC/EC trains.

Austria
On the intra-Austrian lines (Vienna-Innsbruck-Bregenz, Vienna-Salzburg(-Munich), Vienna-Passau(-Hamburg) and Innsbruck-Kufstein(-Berlin)) no additional fees are charged.

Switzerland
Likewise, the trains running to and from Zürich, Interlaken and Chur, as well as those on the intra-Swiss ICE trains (see above) can be used without any surcharge.

Netherlands
On ICE trains between Amsterdam and Cologne, passengers travelling nationally within the Netherlands (between Amsterdam Centraal and Arnhem Centraal) can use the national OV-chipkaart scheme but have to purchase a supplement. Passengers travelling into/from Germany have to buy an international ticket.

France
On ICE trains between Paris Est and Frankfurt or Stuttgart, only the fare system from SNCF Voyageurs is used for national trips to Forbach and Strasbourg. Reservation is compulsory for trips to/from and within France.

Scale models
Various ICE train scale models in several scales have been produced by Märklin, Fleischmann, Roco , Trix, Mehano, PIKO. and Lima.

Possible future service to London
In January 2010, the European railway network was opened to a liberalisation intended to allow greater competition. Both Air France-KLM and Deutsche Bahn have indicated their desire to take advantage of the new laws to run new services via the Channel Tunnel and the High Speed 1 route that terminates at London St Pancras International. A test run of an ICE train through the Channel Tunnel took place on 19 October 2010. Passenger-carrying ICE trains, however, will have to meet safety requirements in order to transit the Channel Tunnel. Although the requirement for splittable trains was lifted, concerns remain over the shorter length of ICE trainsets, fire safety, and the ICE's distributed power arrangements. There have been suggestions that French interests have advocated stringent enforcement to delay a competitor on the route. Eurostar also recently chose Siemens Velaro-based rolling stock; there were concerns that Alstom (builders of the passenger trains that already use the Tunnel) and the French Government would take the matter to court. In October 2010, the French transport minister suggested that the European Railway Agency (based in France) should arbitrate. After safety rule changes which might permit the use of Siemens Velaro rolling stock, the French government dismissed their delegate to the Channel Tunnel Safety Authority, and brought in a replacement.

In March 2011, a European Rail Agency report authorized trains with distributed traction for use in the Channel Tunnel. This means that the ICE class 407 trains which DB intends to use for its London services will be able to run through the tunnel. In February 2014, however, Deutsche Bahn announced further difficulties with launching the route, and reports make it seem unlikely that service will start anytime this decade.

In June 2018, Deutsche Bahn announced that it was shelving plans to revive a potential London-Frankfurt ICE connection. The service would take around 5 hours and could rival airlines and become the first competitor for Eurostar.

Ridership
From its inception in July 1991 to 2006, ICE has transported roughly 550 million passengers, including 67 million in 2005. The cumulative sum of passengers is roughly 1.25 billion in 2015.

Legacy
On 5 October 2006, the Deutsche Post AG released a series of stamps, among them a stamp picturing an ICE 3, at 55+25 euro cents.

In 2006, Lego modelled one of its train sets after the ICE. A Railworks add on is available for Train Simulator 2018 accurately reflecting the original 1991 version of the ICE on German tracks (Siegen to Hagen). There is also an addon utilising the Munich - Augsburg line using ICE 3 trainsets. The ICE 3 can also be used in Career scenarios on the Mannheim-Karlsruhe route (including the extension to Frankfurt), and Cologne-Düsseldorf. The ICE T, ICE 2, and ICE TD are also available for purchase as separate vehicles.

title: Intercity Express


text:
Duchy of Berg

Berg was a state—originally a county, later a duchy—in the Rhineland of Germany. Its capital was Düsseldorf. It existed as a distinct political entity from the early 12th to the 19th centuries.

The name of the county lives on in the modern geographic term Bergisches Land, often misunderstood as bergiges Land (hilly country).

Ascent
The Counts of Berg emerged in 1101 as a junior line of the dynasty of the Ezzonen, which traced its roots back to the 9th-century Kingdom of Lotharingia, and in the 11th century became the most powerful dynasty in the region of the lower Rhine.

In 1160, the territory split into two portions, one of them later becoming the County of the Mark, which returned to the possession of the family line in the 16th century. The most powerful of the early rulers of Berg, Engelbert II of Berg died in an assassination on November 7, 1225. In 1280 the counts moved their court from Schloss Burg on the Wupper river to the town of Düsseldorf. Count Adolf VIII of Berg fought on the winning side in the Battle of Worringen against Guelders in 1288.

The power of Berg grew further in the 14th century. The County of Jülich united with the County of Berg in 1348, and in 1380 the Emperor Wenceslaus elevated the counts of Berg to the rank of dukes, thus originating the Duchy of Jülich-Berg.

Problems of succession

In 1509, John III, Duke of Cleves, made a strategic marriage to Maria von Geldern, daughter of William IV, Duke of Jülich-Berg, who became heiress to her father's estates: Jülich, Berg and the County of Ravensberg, which under the Salic laws of the Holy Roman Empire caused the properties to pass to the husband of the female heir (women could not hold property except through a husband or a guardian). With the death of her father in 1511 the Dukes of Jülich-Berg became extinct, and the estate thus came under the rule of John III, Duke of Cleves — along with his personal territories, the County of the Mark and the Duchy of Cleves (Kleve) in a personal union. As a result of this union the dukes of the United Duchies of Jülich-Cleves-Berg controlled much of present-day North Rhine-Westphalia, with the exception of the clerical states of the Archbishop of Cologne and of the Bishop of Münster.

However, the new ducal dynasty also became extinct in 1609, when the last duke died insane. This led to a lengthy dispute over succession to the various territories before the partition of 1614: the Count Palatine of Neuburg, who had converted to Catholicism, annexed Jülich and Berg; while Cleves and Mark fell to John Sigismund, Elector of Brandenburg, who subsequently also became Duke of Prussia. Upon the extinction of the senior dynasty ruling the Electorate of the Palatinate in 1685, the Neuburg line inherited the Electorate and generally made Düsseldorf its capital until the Elector Palatine also inherited the Electorate of Bavaria in 1777.

French revolution, Grand Duchy of Berg

The French occupation (1794–1801) and annexation (1801) of Jülich (French: Juliers) during the French revolutionary wars separated the two duchies of Jülich and Berg, and in 1803 Berg separated from the other Bavarian territories and came under the rule of a junior branch of the Wittelsbachs. In 1806, in the reorganization of the German lands occasioned by the end of the Holy Roman Empire, Berg became the Grand Duchy of Berg, under the rule of Napoleon's brother-in-law, Joachim Murat. Murat's arms combined the red lion of Berg with the arms of the duchy of Cleves. The anchor and the batons came to the party due to Murat's positions as Grand Admiral and as Marshal of the Empire. As the husband of Napoleon's sister Caroline Bonaparte, Murat also had the right to use the imperial eagle.

In 1809, one year after Murat's promotion from Grand Duke of Berg to King of Naples, Napoleon's young nephew, Prince Napoleon Louis Bonaparte (1804–1831, elder son of Napoleon's brother Louis Bonaparte, King of Holland) became the Grand Duke of Berg; French bureaucrats administered the territory in the name of the child. The Grand Duchy's short existence came to an end with Napoleon's defeat in 1813 and the peace settlements that followed.

Province of Jülich-Cleves-Berg
In 1815, after the Congress of Vienna, Berg became part of a province of the Kingdom of Prussia: the Province of Jülich-Cleves-Berg. In 1822 this province united with the Grand Duchy of the Lower Rhine to form the Rhine Province.

House of Ezzonen

 * Hermann I "Pusillus", Count Palatine of Lotharingia
 * Adolf I of Lotharingia, Vogt of Deutz
 * Adolf II of Lotharingia, Vogt of Deutz

House of Berge

 * 1077–1082 Adolf I of Berg, 1st Count of Berg
 * 1082–1093 Adolf II of Berg-Hövel (Huvili), Count of Berg
 * 1093–1132 Adolf III, Count of Berg
 * 1132–1160 Adolf IV, Count of Berg
 * c.1140-1148 Adolf V, Count of Berg
 * 1160–1189 Engelbert I, Count of Berg
 * 1189–1218 Adolf VI, Count of Berg
 * 1218–1225 Engelbert II of Berg, Archbishop of Cologne, Regent of Berg
 * 1218–1248 Irmgard, heiress of Berg, marries in 1217 Henry IV, Duke of Limburg

House of Limburg

 * 1218–1247 Henry IV Duke of Limburg, Count of Berg
 * 1247–1259 Adolf VII Count of Limburg, Count of Berg
 * 1259–1296 Adolf VIII
 * 1296–1308 William I
 * 1308–1348 Adolf IX

House of Jülich(-Heimbach), Counts
– in union with Ravensberg –
 * 1348–1360 Gerhard
 * 1360–1380 Wilhelm II; became duke in 1380

House of Jülich(-Heimbach), Dukes
– in union with Ravensberg (except 1404–1437) and after 1423 in union with the duchy of Jülich –
 * 1380–1408 William I
 * 1408–1437 Adolf
 * 1437–1475 Gerhard
 * 1475–1511 Wilhelm II

House of La Marck, Dukes
– from 1521 a part of the United Duchies of Jülich-Cleves-Berg–
 * 1511–1539 Johann
 * 1539–1592 William III
 * 1592–1609 Johann Wilhelm I

House of Wittelsbach, Dukes
– ''in union with Jülich und Palatinate-Neuburg, from 1690 also with the Electorate of the Palatinate, from 1777 also with Bavaria–
 * 1614–1653 Wolfgang Wilhelm
 * 1653–1679 Phillip Wilhelm
 * 1679–1716 Johann Wilhelm II
 * 1716–1742 Karl Phillip
 * 1742–1799 Karl Theodor
 * 1799–1806 Maximilian Josef
 * 1803–1806 William of Palatinate-Zweibrücken-Birkenfeld-Gelnhausen, Duke in Bavaria (administrator)

French Grand Dukes

 * 1806–1808 Joachim Murat
 * 1808–1809 Napoléon Bonaparte
 * 1809–1813 Napoléon Louis Bonaparte (under the regency of Napoléon Bonaparte)

Coat of arms
The historic coat of arms of Berg shows a red lion with a double tail and blue crown, tongue, and claws – blazoned as: Argent a lion rampant gules, queue fourchée crossed in saltire, armed, langued, and crowned azure. This lion originates from the arms of the Duke of Limburg as the Berg title in the 13th century fell to the Limburg line.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Duchy of Berg


text:
Bergisches Land

The Bergisches Land (, Berg Country) is a low mountain range in the state of North Rhine-Westphalia, Germany, east of the Rhine and south of the Ruhr. The landscape is shaped by forests, meadows, rivers and creeks and contains over twenty artificial lakes. Wuppertal is the biggest town, while the southern part has economic and socio-cultural ties to Cologne. Wuppertal and the neighbouring cities of Remscheid and Solingen form the Bergisches Städtedreieck (Berg City Triangle).

Historically
The Bergisches Land emerged from the historic Duchy of Berg. The region also owes its name to the former sovereigns, the Counts (and later Dukes) of the. The adjectival Latin term terre Montensis, i.e. of the Bergisches Land, was first recorded in writing in a, although terra de Monte or Land von Berg appeared in earlier documents.

Important places in the duchy were Gerresheim, Elberfeld, Solingen, Lennep, Radevormwald, Wipperfürth, Bensberg, Siegburg and Blankenberg, North Rhine-Westphalia, most of which received city rights from the 13th century. The seat of the counts and dukes was initially in Altenberg near Odenthal, after the construction of Burg Castle the town of  (today a district of Solingen) and then from 1386 to 1822 Düsseldorf, which the dukes became a representative residence - and expanded the capital of the Duchy. The in Düsseldorf's coat of arms still points to the historical affiliation of Düsseldorf to the Bergisches Land.

The northern parts of the Bergisches Land included the cities of Mülheim an der Ruhr, parts of Duisburg, Essen and Oberhausen ( and ), and the areas on the western border also included the area on the right bank of the Rhine, Cologne near Mülheim. Smaller areas on the left bank of the Rhine belonging to the duchy were also Wesseling, Rodenkirchen, and

The former lordships of and  in today's Oberberg district, on the other hand, were only added to the Grand Duchy of Berg during Napoleon's time. This originally non-Bergisch area includes Marienheide, Wiehl, Nümbrecht, the town of Bergneustadt and today's district seat of the Oberbergischer district: Gummersbach.

Geographically
The natural region Bergisches Land lies almost entirely in the main unit group Süder Uplands, which also includes almost the entire Sauerland. The Süder Uplands represent the north-eastern part of the Rhenish Massif on the right bank of the Rhine.

Natural orographic borders form the Ruhr in the north, the Rhine in the west and the Sieg in the south. To the east it merges into the Sauerland without a recognizable scenic border. Political and cultural differences alone determine the course of the border between the two historical landscapes, which, however, roughly corresponds to the eastern watersheds of Wupper and Agger, while the (western) Sauerland is mainly drained by the Ruhr and its tributaries.

The largest part of the Bergisches Land is characterized by a varied low mountain range landscape with forests, meadows and hills as well as narrow s also called Siepen with small streams. Except for the areas that transition into the Sauerland, the Bergisches Land is referred to as peneplain due to the advanced erosion of the mountains.

Westwards from the low mountain range, across various, a plain without significant elevations, which is highly sprawled by the urban agglomerations of Cologne and Düsseldorf and - compared to the low mountain range landscape - is very little structured. Here, with a few heath relics, such as the, and , the spacious forest area  and individual quarry lakes, such as Lake Unterbach or the , valuable ''nature reserves and recreation areas for the inhabitants of the surrounding cities.

The also defines the area as a recreational area. Although the proportion of forest is quite large, there are only a few larger contiguous forest areas. Forested mountain ranges in long waves and meadow valleys characterize the landscape. To the east, the proportion of forest landscape increases due to the unfavorable weather conditions for agriculture associated with the altitude. Naturally, mainly beech forests and beech-oak forests would grow on the hillsides. However, since the considerable deforestation in the early modern period, large areas have been reforested with spruce, which was not native to the region. The on the southern edge of the Bergisches Land is one of the largest forest areas and largely uninhabited. Another large forest area is the between Engelskirchen,  and Overath-.

Modern definitions
Today, the Bergisches Land corresponds to the "Bergisches Land low mountain range region". In the formerly Bergisch Rhine and Ruhr cities (Düsseldorf, southern districts of Oberhausen, and Mülheim an der Ruhr), the population's historical affiliation with the Bergisch region is hardly still present. In these places, people mostly see themselves as Rhinelanders or belonging to the Ruhr area. Above the Rhine plain, however, people take their affiliation to the Bergisches Land for granted. In the news of WDR, only the eastern areas are referred to as "Bergisches Land", whereas the western ones are counted as part of the unclearly circumscribed "Rhineland". The Mettmann district is also included in the cultural region Bergisches Land. The Bergisches Land cultural region includes the cities of Wuppertal, Remscheid, Solingen and the districts of Mettmann, Oberberg and Rhein-Berg. In addition to the cities of Wuppertal, Remscheid and Solingen, as well as the Rheinisch-Bergisch and Oberbergisch districts, the Mettmann district belongs to the Bergisches Land cultural region.

The capital of the Bergisches Land is usually no longer seen as the historic capital Düsseldorf, but rather as the city Wuppertal, which was created in 1929 and forms the economic, cultural and industrial center of the eastern Bergisches Land. However, the south of the region has now developed a stronger connection to Cologne.

Even in those districts of Cologne on the right bank of the Rhine that are historically and geographically part of the Bergisches Land, it can be seen that there is hardly any sense of belonging to the Bergisches Land, and that the inhabitants of these districts almost exclusively see themselves as Rhinelanders. An exception is the Rath/Heumar district of Cologne, which arose in the course of the and borders on Bergisch Gladbach and Rösrath, which according to the prevailing regional awareness is part of the Bergisches Land region. The long-established population in particular has a very strong sense of belonging to the Bergisches Land.

History
Bergisches Land used to be territory of the County of Berg, which later became the Duchy of Berg, who gave the region its name. The Duchy was dissolved in 1815 and in 1822 the region became part of the Prussian Rhine Province.

Amongst the population today, a sense of belonging to the region Bergisches Land is notable in the hilly northern part, but not so much anymore in the areas near the Cologne Lowland, the Ruhr area or the city of Düsseldorf.

Economic upswing
The region became famous during the period of its early industrialisation in the 19th century. At that time Wupper Valley was a historical Silicon Valley. Its twin cities Barmen and Elberfeld were the trading- and industrial capitals of Prussia at that time. This economic upswing caused the expansion of the Ruhr as coal-mining area and gave birth to research on, and the theoretical underlining of social entrepreneurship and socialism: Friedrich Engels was born in Barmen to a textile mill owner.

After the industrial downturn from the 1960s on, the region lost importance but cooperations by Bergisches Land entrepreneurs, active citizens and politicians are bringing back some regional awareness and economic power.

title: Bergisches Land


text:
Talk:Indira Gandhi

Semi-protected edit request on 3 September 2023
changing fopr to for Thirdpointofview (talk) 09:31, 3 September 2023 (UTC)
 * ✅  — Paper9oll  (🔔 • 📝)  11:04, 3 September 2023 (UTC)

The India map provided is wrong and needs to be corrected
from wherever the map is picked it seems not geniune and written in whatever language 131.89.195.121 (talk) 18:17, 18 June 2024 (UTC)

title: Talk:Indira Gandhi


text:
Enclosure

Enclosure or inclosure is a term, used in English landownership, that refers to the appropriation of "waste" or "common land" enclosing it and by doing so depriving commoners of their rights of access and privilege. Agreements to enclose land could be either through a formal or informal process. The process could normally be accomplished in three ways. First there was the creation of "closes", taken out of larger common fields by their owners. Secondly, there was enclosure by proprietors, owners who acted together, usually small farmers or squires, leading to the enclosure of whole parishes. Finally there were enclosures by acts of Parliament.

The primary reason for enclosure was to improve the efficiency of agriculture. However, there were other motives too, one example being that the value of the land enclosed would be substantially increased. There were social consequences to the policy, with many protests at the removal of rights from the common people. Enclosure riots are seen by historians as 'the pre-eminent form' of social protest from the 1530s to 1640s.

History
After William I invaded and conquered England in 1066, he distributed its land amongst 180 barons, who held it as his tenants in chief, establishing a feudal system. However he promised the English people that he would keep the laws of Edward the Confessor. Thus commoners were still able to exercise their ancient customary rights. The original contract bound the people who occupied the land to provide some form of service. This later evolved into a financial agreement that avoided or replaced the service.

Following the introduction of the feudal system, there was an increase in the economic growth and urban expansion of the country. In the 13th century, successful Lords did very well financially, while the peasants faced with ever increasing costs did not, and their landholding dwindled. After outbreaks of the Black Death in the middle of the 14th century however, there was a major decline in population and crop yields. The decline in population left the surviving farm workers in great demand. Landowners faced the choice of raising wages to compete for workers or letting their lands go unused. Wages for labourers rose and translated into inflation across the economy. The ensuing difficulties in hiring labour has been seen as causing the abandonment of land and the demise of the feudal system, although some historians have suggested that the effects of the Black Death may have only sped up an already on-going process.

From as early as the 12th century agricultural land had been enclosed. However, the history of enclosure in England is different from region to region. Parts of south-east England (notably sections of Essex and Kent) retained the pre-Roman Celtic field system of farming in small enclosed fields. Similarly in much of west and north-west England, fields were either never open, or were enclosed early. The primary area of field management, known as the "open field system ", was in the lowland areas of England in a broad band from Yorkshire and Lincolnshire diagonally across England to the south, taking in parts of Norfolk and Suffolk, Cambridgeshire, large areas of the Midlands, and most of south central England.

Definitions
Enclosure Inclosure Villagers
 * Was the removal of common rights that people held over farm lands and parish commons.
 * It was the re-allocation of scattered strips of land into large new fields that were enclosed either by hedges, walls or fences.
 * The newly created enclosed fields were reserved for the sole use of individual owners or their tenants.
 * Inclosure is the statutory and legal form of the word "enclosure". Enclosure is the process.
 * Lord of the manor
 * Freeholders or yeomanry. Proprietors of large and small properties
 * Copyholders.
 * Tenant farmers
 * Cottagers/cottar
 * Squatters
 * Farm servants living in their employers' house

Methods of enclosure
There were essentially two broad categories of enclosure, these were 'formal' or 'informal' agreements. Formal enclosure was achieved either through act of Parliament, or, from 1836 onwards, by a written agreement signed by all parties involved. The written record would probably also include a map.

With informal agreements there was either minimal or no written record other than occasionally a map of the agreement. The most straightforward informal enclosure was through 'unity of possession'. Under this, if an individual managed to acquire all the disparate strips of land in an area and consolidate them in one whole piece, for example a manor, then any communal rights would cease to exist, since there was no one to exercise them.

Open-field system
Before the enclosures in England, "common" land was under the control of the manorial lord. The usual manor consisted of two elements, the peasant tenantry and the lord's holding, known as the demesne farm. The land the lord held was for his benefit and was farmed by his own direct employees or by hired labour. The tenant farmers had to pay rent. This could either be cash, labour or produce. Tenants had certain rights such as pasture, pannage, or estovers that could be held by neighbouring properties, or (occasionally) in gross by all manorial tenants. "Waste" land was often very narrow areas, typically less than 1 yd wide, in awkward locations (such as cliff edges, or inconveniently shaped manorial borders), but also could be bare rock, it was not officially used by anyone, and so was often "farmed" by landless peasants.

The remaining land was organised into a large number of narrow strips, each tenant possessing several disparate strips throughout the manor, as would the manorial lord. The open-field system was administered by manorial courts, which exercised some collective control. The land in a manor under this system would consist of: What might now be termed a single field would have been divided under this system among the lord and his tenants; poorer peasants (serfs or copyholders, depending on the era) were allowed to live on the strips owned by the lord in return for cultivating his land. The open-field system was probably a development of the earlier Celtic field system, which it replaced. The open-field system used a three-field crop rotation system. Barley, oats, or legumes would be planted in one field in spring, wheat or rye in the second field in the autumn. There was no such thing as artificial fertilizer in mediaeval England, so the continual use of arable land for crops would exhaust the fertility of the soil. The open-field system solved that problem. It did this by allowing the third field, of the arable land, to be uncultivated each year and use that "fallow" field for grazing animals, on the stubble of the old crop. The manure the animals produced in the fallow field would help restore its fertility. The following year, the fields for planting and fallow would be rotated.
 * Two or three very large common fields
 * Several very large common hay meadows
 * Closes.
 * In some cases, a park.
 * Common waste.

The very nature of the three field rotation system imposed a discipline on lord and tenants in their management of the arable land. Every one had the freedom to do what they liked with their own land but had to follow the rhythms of the rotation system. The land-holding tenants had livestock, including sheep, pigs, cattle, horses, oxen, and poultry, and after harvest, the fields became 'common' so they could graze animals on that land. There are still examples of villages that use the open-field system, one example being Laxton, Nottinghamshire.

The end of the open-field system
Seeking better financial returns, landowners looked for more efficient farming techniques. They saw enclosure as a way to improve efficiency, however it was not simply the fencing of existing holdings; there was also a fundamental change in agricultural practice. One of the most important innovations was the development of the Norfolk four-course system, which greatly increased crop and livestock yields by improving soil fertility and reducing fallow periods. Wheat was grown in the first year, turnips in the second, followed by barley, with clover and ryegrass in the third. The clover and ryegrass were grazed or cut for feed in the fourth year. The turnips were used for feeding cattle and sheep in the winter. The practice of growing a series of dissimilar types of crops in the same area in sequential seasons helped to restore plant nutrients and reduce the build-up of pathogens and pests. The system also improves soil structure and fertility by alternating deep-rooted and shallow-rooted plants. For example, turnips can recover nutrients from deep under the soil. Planting crops such as turnips and clover was not realistic under the open field system because the unrestricted access to the field meant that other villagers' livestock would graze on the turnips. Another important feature of the Norfolk system was that it used labour at times when demand was not at peak levels.

From as early as the 12th century, some open fields in Britain were being enclosed into individually owned fields. After the Statute of Merton in 1235 manorial lords were able to reorganize strips of land such that they were brought together in one contiguous block.

Copyholders had a "customary tenancy" on their piece of land that was legally enforceable. The problem was that a "copyhold tenancy" was only valid for the holder's life. The heir would not have the right to inheritance although usually by custom, in exchange for a fee (known as a fine), the heir could have the copyhold transferred. To remove their customary rights, the landlords converted the copyhold into a leasehold tenancy. Leasehold removed the customary rights but the advantage to the tenant was that the land could be inherited.

There was a significant rise in enclosure during the Tudor period. Enclosure was quite often undertaken unilaterally by the landowner, sometimes illegally. The widespread eviction of people from their lands resulted in the collapse of the open field system in those areas. The deprivations of the displaced workers has been seen by historians as a cause of subsequent social unrest.

Legislation
In Tudor England the ever increasing demand for wool had a dramatic effect on the landscape. The attraction of large profits to be made from wool encouraged manorial lords to enclose common land and convert it from arable to (mainly) sheep pasture. The consequent eviction of commoners or villagers from their homes and loss of their livelihoods became an important political issue for the Tudors. The resulting depopulation was financially disadvantageous to the Crown. The authorities were concerned that many of the people subsequently dispossessed would become vagabonds and thieves. Also the depopulation of villages would produce a weakened workforce and enfeeble the military strength of the state.

From the time of Henry VII, Parliament began passing acts either to stop enclosure, to limit its effects, or at least to fine those responsible. The so-called 'tillage acts', were passed between 1489 and 1597.

The people who were responsible for the enforcement of the acts were the same people who were actually opposed to them. Consequently, the acts were not strictly enforced. Ultimately with rising popular opposition to sheep farming, the Tillage Act 1533 (25 Hen. 8. c. 13) restricted the size of flocks of sheep to no more than 2,400. Then the Taxation Act 1549 (3 & 4 Edw. 6. c. 23) was introduced that imposed a poll tax on sheep that was coupled with a levy on home produced cloth. The result made sheep farming less profitable. However, in the end it was market forces that were responsible for stopping the conversion of arable into pasture. An increase in corn prices during the second half of the 16th century made arable farming more attractive, so although enclosures continued the emphasis was more on efficient use of the arable land.

Parliamentary inclosure acts
Historically, the initiative to enclose land came either from a landowner hoping to maximise rental from their estate, or a tenant farmer wanting to improve their farm. Before the 17th century enclosures were generally by informal agreement. When they first introduced enclosure by act of Parliament the informal method continued too. The first enclosure by act of Parliament was in 1604 (the Melcombe Regis and Radipole, Dorset (Church) Act 1603 (1 Jas. 1. c. 30)) and was for Radipole, Dorset. This was followed by many more acts of Parliament and by the 1750s the parliamentary system became the more usual method.

The Inclosure Act 1773 created a law that enabled "enclosure" of land, at the same time removing the right of commoners' access. Although there was usually compensation, it was often in the form of a smaller and poorer quality plot of land. Between 1604 and 1914 there were more than 5,200 enclosure bills which amounted to 6800000 acres of land that equated to approximately one fifth of the total area of England.

Parliamentary enclosure was also used for the division and privatisation of common "wastes" such as fens, marshes, heathland, downland and moors.

Commissioners of enclosure
The statutory process included the appointment of commissioners. The process of enclosure was weighted in favour of the tithe owner who had the right to appoint one enclosure commissioner for their parish. Tithe-owners (usually the Anglican clergy) could voluntarily commutate tithe payments to a rental charge, this would have the effect of reducing their income, so many refused to allow it. However the Tithe Act 1836 (6 & 7 Will. 4. c. 71) made it compulsory for tithe payments to be commutated to a rent charge instead.

The commissioners of enclosure had absolute authority to enclose and redistribute common and open fields from around 1745 until the  (8 & 9 Vict. c. 118). After the 1845 act permanent commissioners were appointed who could approve enclosures without having to submit to Parliament.

The Rev. William Homer was a commissioner and he provided a job description in 1766:

"A Commissioner is appointed by Act of Parliament for dividing and allotting common fields and is directed to do it according to the respective interests of proprietors ... without undue preference to any, but paying regard to situation, quality and convenience. The method of ascertainment is left to the major part of the Commission ... and this without any fetter or check upon them beside their own honour confidence (and late indeed) awed by the solemnity of an oath. This is perhaps one of the greatest trusts ever reposed in one set of men; and merits all the return of caution attention and integrity which can result from an honest impartial and ingenuous mind. (From William Homer, An Essay on the Nature and Method [of] the Inclosure of Common Fields. 1766)"

After 1899, the Board of Agriculture, which later became the Ministry of Agriculture and Fisheries, inherited the powers of the Enclosure Commissioners.

One of the objectives of enclosure was to improve local roads. Commissioners were given authorisation to replace old roads and country lanes with new roads that were wider and straighter than those they replaced.

Enclosure roads
The road system of England had been problematic for some time. An 1852 government report described the condition of a road between Surrey and Sussex as "very ruinous and almost impassable." In 1749 Horace Walpole wrote to a friend complaining that if he desired good roads "never to go into Sussex" and another writer said that the "Sussex road is an almost insuperable evil". The problem was that country lanes were worn out and this had been compounded by the movement of cattle. Thus the commissioners were given powers to build wide straight roads that would allow for the passage of cattle. The completed new roads would be subject to inspection by the local justices, to make sure they were of a suitable standard. In the late eighteenth century the width of the enclosure roads was at least 60 feet, but from the 1790s this was decreased to 40 feet, and later 30 feet as the normal maximum width. Straight roads of early origin, if not Roman were probably enclosure roads. They were established in the period between 1750 and 1850. The building of the new roads, especially when linked up with new roads in neighbouring parishs and ultimately the turnpikes, was a permanent improvement to the road system of the country.

Social and economic factors
The social and economic consequences of enclosure has been much discussed by historians. In the Tudor period Sir Thomas More in his Utopia said: "The increase of pasture,' said I, 'by which your sheep, which are naturally mild, and easily kept in order, may be said now to devour men and unpeople, not only villages, but towns; for wherever it is found that the sheep of any soil yield a softer and richer wool than ordinary, there the nobility and gentry, and even those holy men, the dobots! not contented with the old rents which their farms yielded, nor thinking it enough that they, living at their ease, do no good to the public, resolve to do it hurt instead of good. They stop the course of agriculture, destroying houses and towns, reserving only the churches, and enclose grounds that they may lodge their sheep in them. As if forests and parks had swallowed up too little of the land, those worthy countrymen turn the best inhabited places into solitudes; for when an insatiable wretch, who is a plague to his country, resolves to enclose many thousand acres of ground, the owners, as well as tenants, are turned out of their possessions by trick or by main force, or, being wearied out by ill usage, they are forced to sell them; by which means those miserable people, both men and women, married and unmarried, old and young, with their poor but numerous families... (From Thomas Mores Utopia. 1518)"

An anonymous poem, known as "The Goose and the Common" has come to represent the opposition to the enclosure movement in the 18th century:

According to one academic: "'This poem is one of the pithiest condemnations of the English enclosure movement—the process of fencing off common land and turning it into private property. In a few lines, the poem manages to criticize double standards, expose the artificial and controversial nature of property rights, and take a slap at the legitimacy of state power. And it does it all with humor, without jargon, and in rhyming couplets.'"

In 1770 Oliver Goldsmith wrote the poem The Deserted Village, in it condemns rural depopulation, the enclosure of common land, the creation of landscape gardens and the pursuit of excessive wealth.

During the 19th and early 20th century historians generally had sympathy for the cottagers who rented their dwellings from the manorial lord and also the landless labourers. John and Barbara Hammond said that "enclosure was fatal to three classes: the small farmer, the cottager and the squatter." "Before enclosure the cottager was a labourer with land; after enclosure was a labourer without land."

Marxist historians, such as Barrington Moore Jr., focused on enclosure as a part of the class conflict that eventually eliminated the English peasantry and saw the emergence of the bourgeoisie. From this viewpoint, the English Civil War provided the basis for a major acceleration of enclosures. The parliamentary leaders supported the rights of landlords vis-a-vis the King, whose Star Chamber court, abolished in 1641, had provided the primary legal brake on the enclosure process. By dealing an ultimately crippling blow to the monarchy (which, even after the Restoration, no longer posed a significant challenge to enclosures) the Civil War paved the way for the eventual rise to power in the 18th century of what has been called a "committee of Landlords", a prelude to the UK's parliamentary system. After 1650 with the increase in corn prices and the drop in wool prices the focus shifted to implementation of new agricultural techniques, including fertilizer, new crops, and crop rotation, all of which greatly increased the profitability of large-scale farms. The enclosure movement probably peaked from 1760 to 1832; by the latter date it had essentially completed the destruction of the medieval peasant community. Surplus peasant labour moved into the towns to become industrial workers. The enclosure movement is considered by some scholars to be the beginnings of the emergence of capitalism.; for many Marxists, the enclosures constituted "primitive accumulation," establishing the structural conditions necessary for a capitalist political economy.

In contrast to the Hammonds' 1911 analysis of the events, critically J. D. Chambers and G. E. Mingay, suggested that the Hammonds exaggerated the costs of change when in reality enclosure meant more food for the growing population, more land under cultivation and on balance, more employment in the countryside. The ability to enclose land and raise rents certainly made the enterprise more profitable.

Arnold Toynbee considered that the main feature distinguishing English agriculture was the massive reduction in common land between the middle of the 18th to the middle of the 19th century.

The major advantages of the enclosures were: He writes: "The result was a great increase in agricultural produce. The landowners having separated their plots from those of their neighbours and having consolidated them could pursue any method of tillage they preferred. Alternate and convertible husbandry … came in. The manure of the cattle enriched the arable land and grass crops on the ploughed-up and manured land were much better than were those on the constant pasture."
 * Effective crop rotation;
 * Saving of time in travelling between dispersed fields; and
 * The ending of constant quarrels over boundaries and rights of pasture in the meadows and stubbles.

Since the late 20th century, those contentions have been challenged by a new class of historians. The Enclosure movement has been seen by some as causing the destruction of the traditional peasant way of life, however miserable. Landless peasants could no longer maintain an economic independence so had to become labourers. Historians and economists such as M.E.Turner and D. McCloskey have examined the available contemporary data and concluded that the difference in efficiency between the open field system and enclosure is not so plain and obvious.

Enclosure riots
After the Black Death, during the 14th to 17th centuries, landowners started to convert arable land over to sheep, with legal support from the Statute of Merton of 1235. Villages were depopulated. The peasantry responded with a series of revolts. In the 1381 Peasants' Revolt, enclosure was one of the side issues. However, in Jack Cade's rebellion of 1450 land rights were a prominent demand and by the time of Kett's Rebellion of 1549 enclosure was a main issue, as it was in the Captain Pouch revolts of 1604-1607 when the terms "leveller" and "digger" appeared, referring to those who levelled the ditches and fences erected by enclosers.

D. C. Coleman writes that "many troubles arose over the loss of common rights" with resentment and hardship coming from various channels including the "loss of ancient rights in the woodlands to cut underwood, to run pigs".

The protests against enclosure were not just confined to the countryside. Enclosure riots also occurred in towns and cities across England in the late 15th and early 16th century. The urban unrest was distributed across the whole of the country from York in the north, to Southampton in the south and Gloucester in the west, to Colchester in the east. The urban rioters were not necessarily agricultural workers but consisted of artisanal workers such as butchers, shoemakers, plumbers, clothmakers, millers, weavers, glovers, shearmen, barbers, cappers, tanners and glaziers.

Midland Revolt
In May and June 1607 the villages of Cotesbach (Leicestershire); Ladbroke, Hillmorton and Chilvers Coton (Warwickshire); and Haselbech, Rushton and Pytchley (Northamptonshire) saw protests against enclosures and depopulation. The rioting that took place became known as the Midland Revolt and drew considerable popular support from the local people. It was led by John Reynolds, otherwise known as 'Captain Pouch' who was thought to be an itinerant pedlar or tinker, by trade, and said to have originated from Desborough, Northamptonshire. He told the protesters he had authority from the King and the Lord of Heaven to destroy enclosures and promised to protect protesters by the contents of his pouch, carried by his side, which he said would keep them from all harm (after he was captured, his pouch was opened; all that was in it was a piece of mouldy cheese). A curfew was imposed in the city of Leicester, as it was feared citizens would stream out of the city to join the riots. A gibbet was erected in Leicester as a warning, and was pulled down by the citizens.

Newton Rebellion: 8 June 1607
The Newton Rebellion was one of the last times that the non-mining commoners of England and the gentry were in open, armed conflict. Things had come to a head in early June. James I issued a proclamation and ordered his deputy lieutenants in Northamptonshire to put down the riots. It is recorded that women and children were part of the protest. Over a thousand had gathered at Newton, near Kettering, pulling down hedges and filling ditches, to protest against the enclosures of Thomas Tresham.

The Treshams were unpopular for their voracious enclosing of land – the family at Newton and their better-known Roman Catholic cousins at nearby Rushton, the family of Francis Tresham, who had been involved two years earlier in the Gunpowder Plot and had by announcement died in London's Tower. Sir Thomas Tresham of Rushton was vilified as 'the most odious man' in Northamptonshire. The old Roman Catholic gentry family of the Treshams had long argued with the emerging Puritan gentry family, the Montagus of Boughton, about territory. Now Tresham of Newton was enclosing common land – The Brand Common – that had been part of Rockingham Forest.

Edward Montagu, one of the deputy lieutenants, had stood up against enclosure in Parliament some years earlier, but was now placed by the king in the position effectively of defending the Treshams. The local armed bands and militia refused the call-up, so the landowners were forced to use their own servants to suppress the rioters on 8 June 1607. The royal proclamation of King James was read twice. The rioters continued in their actions, although at the second reading some ran away. The gentry and their forces charged. A pitched battle ensued in which 40–50 people were killed; the ringleaders were hanged and quartered. A much-later memorial stone to those killed stands at the former church of St Faith, Newton, Northamptonshire. "NEWTON REBELLION 8th June 1607 This stone commemorates the Newton Rebellion of 8th June 1607 During this uprising over 40 Northamptonshire villagers are recorded to have been slain whilst protesting against the enclosure of common land by local landowners May their souls rest in peace. (Inscription on memorial stone at St Faiths'.)"

The Tresham family declined soon after 1607. The Montagu family went on through marriage to become the Dukes of Buccleuch, enlarging the wealth of the senior branch substantially.

Western Rising 1630–32 and forest enclosure
Although royal forests were not technically commons, they were used as such from at least the 1500s onwards. By the 1600s, when Stuart kings examined their estates to find new revenues, it had become necessary to offer compensation to at least some of those using the lands as commons when the forests were divided and enclosed. The majority of the disafforestation took place between 1629 and 1640, during Charles I of England's Personal Rule. Most of the beneficiaries were royal courtiers, who paid large sums to enclose and sublet the forests. Those dispossessed of the commons, especially recent cottagers and those who were outside of tenanted lands belonging to manors, were granted little or no compensation, and rioted in response.

title: Enclosure


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Agricultural revolution

Agricultural revolution may refer to:

 * First Agricultural Revolution (circa 10,000 BC), the prehistoric transition from hunting and gathering to settled agriculture (also known as the Neolithic Revolution)
 * Arab Agricultural Revolution (8th–13th century), The spread of new crops and advanced techniques in the Muslim world
 * British Agricultural Revolution (17th–19th century), an unprecedented increase in agricultural productivity in Great Britain (also known as the Second Agricultural Revolution)
 * Scottish Agricultural Revolution (17th–19th century), the transformation into a modern and productive system
 * Third Agricultural Revolution (1930s–1960s), an increase in agricultural production, especially in the developing world (also known as the Green Revolution)

title: Agricultural revolution


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County of Mark

The County of Mark (Grafschaft Mark, Comté de La Marck colloquially known as Die Mark) was a county and state of the Holy Roman Empire in the Lower Rhenish–Westphalian Circle. It lay on both sides of the Ruhr River along the Volme and Lenne rivers.

The Counts of the Mark were among the most powerful and influential Westphalian lords in the Holy Roman Empire. The name Mark is recalled in the present-day Märkischer Kreis district in lands south of the Ruhr in North Rhine-Westphalia, Germany. The northern portion (north of the Lippe river) is still called Hohe Mark ("Higher Mark"), while the former "Lower Mark" (between the Ruhr and Lippe Rivers) is for the most part merged in the present Ruhr area.

Geography
The County of the Mark enclosed an area of approximately 3,000 km2 and extended between the Lippe and Aggers rivers (north-south) and between Gelsenkirchen and Bad Sassendorf (west-east) for about 75 km. The east–west flowing Ruhr separated the county into two different regions: the northern, fertile lowlands of Hellweg Börde; and the southern hills of the Süder Uplands (Sauerland). In the south–north direction the southern part of the county was crossed by the Lenne. In the region of the Lower Lenne was the County of Limburg (1243–1808), a fiefdom of Berg.

The seat of the Counts of the Mark von de Marck or de la Marck was originally the Burg Altena in the Sauerland region, but moved to Burg Mark near Hamm in the 1220s. The county was bordered by Vest Recklinghausen, the County of Dortmund, the Bishopric of Münster, the County of Limburg, Werden Abbey, and Essen Abbey.

Coat of arms
The coat of arms of the county was "Or a fess chequy Gules and Argent of three". These arms have been used by the city of Hamm since 1226. Many other places in the area include the red and white checkered fess in their arms as a reference to the county and often to their founders.

History
Originally belonging to a collateral line of the counts of Berg at Altena, the territory emerged under the name of Berg-Altena in 1160. About 1198 Count Frederick I purchased the Mark Oberhof, a parish land (Feldmark) on the territory of the Edelherren of Rüdenberg, liensmen of the Cologne archbishop Philip von Heinsberg. Here Frederick had the Mark Castle (Burg Mark) erected as the residence of the new "Counts of the Mark". The nearby town of Hamm was founded by his son Adolf I, Count of the Mark in 1226, it soon became most important settlement of the county and was often used as residence.

In the 1288 Battle of Worringen, Count Eberhard II fought on the side of Duke John I of Brabant and Count Adolph V of Berg against his liege, the Cologne archbishop Siegfried II of Westerburg, titular Duke of Westphalia. As Brabant and its allies were victorious, the County of Mark gained supremacy in southern Westphalia and became independent of the Archbishopric of Cologne. The territory of Mark was for long restricted to the lands between the Ruhr and Lippe rivers ("Lower Mark"). New territories in the north ("Higher Mark") were gained during the 14th century in wars against the Prince-Bishopric of Münster.

In 1332 Count Adolph II married Margarete, the daughter of Count Dietrich VIII of Cleves. Adolph's younger son Adolph III upon the death of Dietrich's brother Count John acquired the County of Cleves on the western banks of the Rhine in 1368. In 1391 Adolph III also inherited the Mark from his elder brother Engelbert III and united both counties as "Cleves-Mark" in 1394.

In 1509 the heir to the throne of Cleves-Mark John III the Peaceful married Maria, the daughter of Duke William IV of Berg and Jülich. In 1511 he succeeded his father-in-law in Jülich-Berg and in 1521 his father in Cleves-Mark, resulting in the rule of almost all territories in present North Rhine-Westphalia in personal union, except for the ecclesiastical states. The dynasty of Jülich-Cleves-Berg became extinct in 1609, when the insane last duke John William had died. A long dispute about the succession followed, before the territory of Mark together with Cleves and Ravensberg was granted to the Brandenburg Elector John Sigismund of Hohenzollern by the 1614 Treaty of Xanten (generally accepted in 1666). It then became part of the Kingdom of Prussia after 1701.

In 1807 the County of the Mark passed from Prussia to France in the Treaties of Tilsit. In 1808 Napoleon then gave Mark to the elevated Grand Duchy of Berg, which was divided into four departments along the lines of Napoleonic France. Mark was in the Ruhr Department until the collapse of French power in 1813, when it returned to Prussia.

The Prussian administrative reform of 30 April 1815 placed Mark within Regierungsbezirk Arnsberg, Province of Westphalia. The Hohenzollern Prussian sovereigns remained Counts of the "Prussian County of the Mark" until 1918. The "County of the Mark" has no official meaning anymore, but is used to informally refer to the region in North Rhine-Westphalia.

Counts de la Mark
The House of La Marck is a cadet branch of Berg dynasty. Another surviving line of the House of Berg (more senior but less prominent in European History) became counts of Isenberg, then count of Limburg and Limburg Styrum.
 * 1160–1180 Eberhard I, son of Adolf IV, Count of Berg
 * 1180–1198 Frederick I, son of Eberhard I
 * 1198–1249 Adolph I, son of Frederick I. First Count of the House to name himself Count de La Marck in 1202; he scarcely used the titles of Berg and Altena
 * 1249–1277 Engelbert I
 * 1277–1308 Eberhard II
 * 1308–1328 Engelbert II
 * 1328–1347 Adolph II
 * 1347–1391 Engelbert III
 * 1391–1393 Adolph III, brother of Engelbert III, Count of Cleves since 1368 and former Bishop of Münster and Archbishop of Cologne
 * 1393–1398 Dietrich
 * 1398–1448 Adolph IV, son of Adolf III, also Count of Cleves 1394–1417, Duke of Cleves 1417–1448
 * 1437–1461 Gerhard, brother of Adolf IV – Regent in the county, not allowed to use the title Count de la Mark in his own rights
 * 1448–1481 John I, son of Adolph IV, also Duke of Cleves since 1448
 * 1481–1521 John II "The Babymaker", son, also Duke of Cleves
 * 1521–1539 John III "the Peaceful", son, also Duke of Jülich-Berg since 1511
 * 1539–1592 William "the Rich", son, also Duke of Jülich-Berg, Duke of Guelders 1538–1543
 * 1592-1609 John William, son, son, also Duke of Jülich-Berg

House of Hohenzollern
To France by the 1807 Treaty of Tilsit, incorporated into Grand Duchy of Berg
 * 1614–1619 John Sigismund of Hohenzollern
 * 1619–1640 George William, son
 * 1640–1688 Frederick William I, son
 * 1688–1713 Frederick I, son, King in Prussia from 1701
 * 1713–1740 Frederick William I, son, King in Prussia
 * 1740–1786 Frederick II, son, King of Prussia from 1772
 * 1786–1797 Frederick William II, nephew, King of Prussia
 * 1797–1807 Frederick William III, King of Prussia

title: County of Mark


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Agronomy

Agronomy is the science and technology of producing and using plants by agriculture for food, fuel, fiber, chemicals, recreation, or land conservation. Agronomy has come to include research of plant genetics, plant physiology, meteorology, and soil science. It is the application of a combination of sciences such as biology, chemistry, economics, ecology, earth science, and genetics. Professionals of agronomy are termed agronomists.

History
Agronomy has a long and rich history dating to the Neolithic Revolution. Some of the earliest practices of agronomy are found in ancient civilizations, including Ancient Egypt, Mesopotamia, China and India. They developed various techniques for the management of soil fertility, irrigation and crop rotation.

During the 18th and 19th centuries, advances in science led to the development of modern agronomy. German chemist Justus von Liebig and John Bennett Lawes, an English entrepreneur, contributed to the understanding of plant nutrition and soil chemistry. Their work laid for the establishment of modern fertilizers and agricultural practices.

Agronomy continued to evolve with the development of new technology and practices in the 20th century. From the 1960s, the Green Revolution saw the introduction of high-yield variety of crops, modern fertilizers and improvement of agricultural practices. It led to an increase of global food production to help reduce hunger and poverty in many parts of the world.

Plant breeding
This topic of agronomy involves selective breeding of plants to produce the best crops for various conditions. Plant breeding has increased crop yields and has improved the nutritional value of numerous crops, including corn, soybeans, and wheat. It has also resulted in the development of new types of plants. For example, a hybrid grain named triticale was produced by crossbreeding rye and wheat. Triticale contains more usable protein than does either rye or wheat. Agronomy has also been instrumental for fruit and vegetable production research. Furthermore, the application of plant breeding for turfgrass development has resulted in a reduction in the demand for fertilizer and water inputs (requirements), as well as turf-types with higher disease resistance.

Biotechnology

Agronomists use biotechnology to extend and expedite the development of desired characteristics. Biotechnology is often a laboratory activity requiring field testing of new crop varieties that are developed.

In addition to increasing crop yields agronomic biotechnology is being applied increasingly for novel uses other than food. For example, oilseed is at present used mainly for margarine and other food oils, but it can be modified to produce fatty acids for detergents, substitute fuels and petrochemicals.

Soil science
Agronomists study sustainable ways to make soils more productive and profitable. They classify soils and analyze them to determine whether they contain nutrients vital for plant growth. Common macronutrients analyzed include compounds of nitrogen, phosphorus, potassium, calcium, magnesium, and sulfur. Soil is also assessed for several micronutrients, like zinc and boron. The percentage of organic matter, soil pH, and nutrient holding capacity (cation exchange capacity) are tested in a regional laboratory. Agronomists will interpret these laboratory reports and make recommendations to modify soil nutrients for optimal plant growth.

Soil conservation
Additionally, agronomists develop methods to preserve soil and decrease the effects of [erosion] by wind and water. For example, a technique known as contour plowing may be used to prevent soil erosion and conserve rainfall. Researchers of agronomy also seek ways to use the soil more effectively for solving other problems. Such problems include the disposal of human and animal manure, water pollution, and pesticide accumulation in the soil, as well as preserving the soil for future generations such as the burning of paddocks after crop production. Pasture management techniques include no-till farming, planting of soil-binding grasses along contours on steep slopes, and using contour drains of depths as much as 1 metre.

Agroecology
Agroecology is the management of agricultural systems with an emphasis on ecological and environmental applications. This topic is associated closely with work for sustainable agriculture, organic farming, and alternative food systems and the development of alternative cropping systems.

Theoretical modeling
Theoretical production ecology is the quantitative study of the growth of crops. The plant is treated as a kind of biological factory, which processes light, carbon dioxide, water, and nutrients into harvestable products. The main parameters considered are temperature, sunlight, standing crop biomass, plant production distribution, and nutrient and water supply.

title: Agronomy