DB class 425 (1999)
|DB class 425/435|
Two class 425 multiple units at Unkel
|Numbering:||1st series: 001 / 501–156 / 656
2nd series: 201 / 701–240 / 740
3rd series: 301 / 801–320 / 820
4th series: 250 / 750–269 / 769
5th series: 271 / 771-283 / 783
|Manufacturer:||Siemens , Adtranz / Bombardier , DWA|
|Year of construction (s):||1999-2008|
|Axis formula :||Bo '(Bo) (2) (Bo) Bo'|
|Gauge :||1435 mm ( standard gauge )|
|Length over coupling:||67,500 mm|
|Length:||End car: 17,840 mm;
Middle car: 15.505 mm
|Trunnion Distance:||15,370 mm (turn 1–2 / 4–5)
15,505 mm (turn 2–3–4)
|Bogie axle base:||2,200 mm (end turn)
|Empty mass:||114.0 t|
|Top speed:||1. u. 3rd series: 140 (with LZB 160 km / h)
2nd, 4th and 3rd series 5th series: 140 km / h
|Hourly output :||2350 kW|
|Braking force:||140 kN|
|Acceleration:||1.0 m / s²|
|Braking delay:||0.9 m / s²|
|Driving wheel diameter:||850/780 mm|
|Impeller diameter:||850/780 mm|
|Motor type:||1TB1724 0GA02|
|Power system :||15 kV 16.7 Hz ~|
|Power transmission:||Overhead line|
|Number of traction motors:||4 × 2|
|Coupling type:||Scharfenberg coupling type 10|
which 1st class: 24
folding seats: 30
|Floor height:||780 mm (798 mm for 1st series)|
The class 425 and 426 multiple units of the Siemens Transportation Systems / Bombardier / DWA consortium are light electric articulated multiple units for S-Bahn and regional transport . They are almost identical in construction to the 424 series , which is used in the Hanover S-Bahn network. From the outwardly very similar pure S-Bahn series 423 , it differs, among other things, in the entry height, the reduced number of doors (2 instead of 3 per side of the car) and a built-in toilet. The driving and braking technology is on the other hand, apart from a few differences z. B. in power electronics, almost identical to that of the 423.
The 425 is designed as a four-part train , while the trains of the 426 series are two-part. The series numbers 425 and 426 were previously used by the Deutsche Bundesbahn for the old ET 25 and ET 26 multiple units.
The car bodies are welded from extruded aluminum profiles using a self-supporting construction. In order to keep the outer skin as smooth as possible and free of construction-related elevations, the panes, the frame and the box are glued together flush; this improves aerodynamics and enables efficient automated exterior cleaning. The panes are thermal windows made of two-layer laminated glass.
Based on the S-Bahn trains of the 420 series , the length of the four-part unit was set at around 70 meters. Unlike the multiple units of the 420 series, those of the 425 series should be accessible and overlooked in full; they are divided by a glass swing door. In order to achieve the required large free passages between the cars, the vehicle was designed as a four-part articulated multiple unit with close couplings and Jakobs bogies at the car transitions, which minimizes the movements and spacing of the car bodies from one another.
The vehicle is divided into two halves, which are largely similar. In the 424 and 425, each of them is equipped with a train control device, a transformer of 1.2 MVA, a drive converter , an on-board power supply, compressed air braking equipment with a brake control device and a radio system (previously Mesa 2002 , now MTRS ). The 426, on the other hand, has only one transformer and one drive converter. The vehicles that have already been delivered are equipped with an MTRS system with a remote control unit for the second driver's cab based on a solution from DB AG . The manufacturer will again install two systems with one control unit each.
The remaining installations are distributed:
- Car 1 (425 001 ff) contains the handicapped-accessible vacuum toilet and the Indusi LZB or I60R
- Car 2 (435 001 ff) the pantograph and the main switch , BNV 1 and BLG 1
- Car 3 (435 501 ff) the air compressor , BNV 2 and BLG 2
- Car 4 (425 501 ff) the thermal compartment for the train driver and the computer for the passenger information system.
In cars 1 and 4, there is a 1st class compartment with 12 seats after the driver's cab. It differs from the 2nd class in the larger distance between the rows of seats and a different upholstery color, seat division 2 + 2 corresponds to the 2nd class. In the meantime, in some regions, such as Cologne and the Rhine-Neckar region, one of the two 1st class compartments has been redesigned as a 2nd class compartment.
The drive converters implement three-phase drive with braking current feedback via four traction motors in the end bogies and the two outer Jakobs bogies . The drive takes place via a curved tooth coupling. The middle bogie is neither driven nor braked.
Automatic Scharfenberg couplings were installed in order to realize the wing concepts required by most locations with train lengths adapted to the number of passengers . The series 424 to 426 can be freely coupled with one another. The 420 and 423 can also be coupled, but mechanically and not electrically, which limits its use to towing broken vehicles.
The railcar has a floor height of 798 millimeters (or 780 millimeters), similar to the pure S-Bahn cars of the 424 series . In contrast to the latter, however, this train can be used at different platform heights and is therefore equipped with four wheelchair lifts. Eight electric double-leaf pivoting sliding doors on each side allow passengers to change quickly. In order to enable the technology-based handling procedure (TAV) for the self-handling of trains by the driver, they are equipped with light grids and anti-trap protection as well as passenger intercoms.
Train destination displays on the fronts and sides, a passenger information system (FIS) with display of line, terminus and next stop as well as an automatic announcement of the next stop and transfer options provide information. The automatic announcement was originally made a few meters after departure, as with the 423 series , but has now been based on an announcement based on distance measurement using a wheel set (424 / 425.0 / 426) or GPS (425.2 to 425.5) shortly before reaching the next stop converted.
Half of the train could be locked in off-peak times to make the passenger compartment safer and more manageable. However, this is usually not used and in some vehicles the swing door was removed from the glass partition. Since the spring of 2006, the door can no longer be locked after a conversion instruction from the DB AG.
The trains were designed for continuous operation; they are not dismantled, but instead parked when there is a break in operation . In this operating state, the air conditioning system provides frost protection. The train also carries out parts of the preparatory service automatically: part of the brake test is carried out and the train is preheated or cooled before the departure time, depending on the outside temperature. If an error occurs, a warning is given to the management via the train radio .
The equipment of the railcars 425 and 426 is repeatedly criticized by passengers , in particular the very hard seats with steep backrests and missing armrests for longer journeys are the focus of displeasure. Other points of criticism are the noise generated by the drive electronics and traction motors (nickname "squeaky"), the very loud ventilation and the rattling of the lids of the waste bins and the toilet, which is often unusable.
In some cases, entry or exit is only possible after crossing a considerable gap between the platform and the vehicle; passengers with wheelchairs require the use of a bridge by the railway staff.
The protests of the passenger association Pro Bahn , based on a user survey, led to the retrofitting of some vehicles in Bavaria. A similar passenger survey was carried out by Pro Bahn in North Rhine-Westphalia. Here, after winning a tender on the regional line RB 42 , DB Regio used vehicles with a converted interior.
Due to customer complaints, DB Regio Bayern withdrew the class 425 from the Munich – Mittenwald and Munich – Murnau routes and ran there again with modernized locomotive-hauled n-wagons or double-decker trains until the Talent 2 was deployed . The 425s were then used in the Augsburg area as RB trains from Augsburg to Ulm and Donauwörth as well as regional express trains (RE) from Augsburg to Treuchtlingen. In December 2009, the locomotives on these connections were replaced by the 440 series .
At the 2006/2007 timetable change, these vehicles were also used on the Main-Weser Railway in Hesse as the Mittelhessen Express . There were also customer complaints there. The new Talent 2 electric multiple units from Bombardier have been operating on this route since December 2013 .
The vehicles 425 001 to 425 156 belong to the first series. They have fixed steps, which creates a large gap on 76 cm platforms, but also allows them to be used on lower platforms. They also have a lift on the first and last doors and a first-class area in the driver's cab in both end cars, which was declassified in car 4 in Cologne and Ludwigshafen.
The step was closed in 2015 on nine vehicles that were handed over to the Hanover S-Bahn by Mittelhessen-Express in 2013 . The top edge of the doors has an orange stripe on the outside, which indicates that the gap has not been bridged.
425.15 Hanover S-Bahn
Vehicles 425 150 to 425 155 have been retrofitted with variable steps to enable access to lower platforms. The vehicles are primarily used on the S-Bahn Hanover on the S5 Hanover-Airport-Paderborn S-Bahn and run in the reinforced train to / from Hameln together with a 424 or 425.5 almost exclusively at the Hamelin end and travel between Hameln and Paderborn solo. Coming from Hanover, the Vario steps are lowered behind Lügde and raised again before Altenbeken or Paderborn Hauptbahnhof. As a clear indication of the non-barrier-free exits and the lack of gap bridging, orange bars were placed on the outside above the doors and inside next to the doors, as well as yellow lines on the floor.
The second series (425 201–425 240) is used on all lines of the Rhein-Neckar S-Bahn . In contrast to the first series, the seats are better padded and have armrests facing the aisle. The floor height of just 780 millimeters is also slightly lower than in the first series and thus stepless entry from the usual 760 millimeter platforms is possible.
The gap between the platform and the vehicle is also reduced by a folding step. For wheelchair users, it can be completely bridged at the first door behind the driver's cab using a manually deployable drive- over plate, but the lifts from the first series are not available.
Wider interior displays for passengers were installed, and it was made possible that the exterior displays for wing trains can also show the destination of the other part in a second line.
Since the beginning of 2007, the vehicles of the second series have only had a first-class area, which is located in car 1. The first-class area in car 4 was redesigned in favor of a higher capacity of the second class and provided with four additional seats.
The third series (425 301–425 320) largely corresponds to the second series, but like the first series has fixed levels, first-class areas and LZB on both sides. She got seats with armrests. Here, too, the 1st class compartments in car 4 were converted into 2nd class compartments in some vehicles in 2012.
The fourth production run (425 250 / 750-269 / 769) was for the regional train - / Regional Express acquired clock mode and usually sailed the RB-line 44 ( New Edingen / Friedrichsfeld - Mannheim - Ludwigshafen - Worms - Mainz ), RB-line 60 via the Main-Neckar-Bahn (Bensheim - Weinheim - Neu-Edingen / Friedrichsfeld - Mannheim) and RB line 2 via the Riedbahn and Rheinbahn (Biblis - Mannheim - Hockenheim - Waghäusel - Graben-Neudorf - Karlsruhe ). For later exclusive use in S-Bahn traffic, it was prepared for the installation of the folding step as in the second series. Otherwise it corresponds to the second series. After the redesign program, the vehicles of the fourth series are only used on the S-Bahn lines of the S-Bahn-RheinNeckar.
A fifth series of thirteen multiple units was delivered for the Hanover S-Bahn between June and November 2008 . These thirteen multiple units are largely identical to the vehicles of the second series of the RheinNeckar S-Bahn. Car 1 has the road numbers 425 271/771 to 425 283/783. Compared to the previous multiple units, they have additional magnetic rail brakes. In addition, they were equipped with outside handle bars on the driver's cab doors. The I 60 R (system PZB 90) was installed as punctiform train control (PZB). The vehicles were already delivered with light grids on the doors, which had to be retrofitted on the other vehicles.
425 redesign RheinNeckar
DB Regio RheinNeckar presented the redesign of the 425 series on November 2, 2010. This has only been implemented on a test basis at 425 205. The vehicle was dismantled at the beginning of 2011 and is now back in passenger traffic. The redesign included, among other things, the redesign of the interior with LED technology and comfortable seats, the installation of screens for passenger information and video surveillance cameras. It was originally planned to have further modifications to follow if the S-Bahn RheinNeckar wins the 2015 tender with the 425 series. However, it was questionable whether Deutsche Bahn could take part in the tender with these trains, since new vehicles would have been required according to the planning status at the time. At the beginning of 2015 it was announced that the renovation would not be implemented.
The eleven vehicles 425 019–425 029 (except for 425 023 and 425 028) have been extensively converted for the former RB line 42 (Münster – Essen). The conversions include the installation of luggage racks (thereby eliminating some of the seats), carpeting in the first class, a new arrangement of the seats, the installation of TFT screens to display the train route and connecting trains, more comfortable seats with better cushions and additional armrests as well as tables on some Seats, coat hooks, straps for bicycles in the multi-purpose compartment, changing table in the toilet, installation of antennas for better cell phone reception.
After the line was put out to tender, some of the vehicles were handed over to the DB regional locations in Ludwigshafen and Giessen. In the vehicles now stationed in Ludwigshafen, the TFT screens were removed and the additional luggage racks removed in order to install urgently needed additional seats.
The twelve vehicles 425 055 to 425 062 and 425 064 to 425 067 were converted for the line RE 11 Rhein-Hellweg-Express (Düsseldorf-Kassel-Wilhelmshöhe, until December 2018). For this purpose, new seats were installed and also arranged differently. The air conditioning has also been improved. The 1st class area is no longer located at both ends of the vehicle, but only in car 4 (425 5xx). The 1st class compartment was expanded there to 24 seats and in return the multi-purpose area was reduced to a total of six folding seats . Car 1 (425 0xx) is now purely a 2nd class area.
For the Rhein -Neckar S-Bahn, a total of 91 multiple units were renewed at the DB vehicle maintenance facility in Hagen and their equipment was largely aligned with one another. First, 77 multiple units (of which 11 × 425.0, 40 × 425.2, 6 × 425.3 and 20 × 425.4) were converted for lot 1, and later 14 more were added for line S6 from lot 2. The conversion cost around 40 million euros and took around four weeks per multiple unit. One of the first two redesigned vehicles (425 015 and 425 240) was presented to the press on November 5, 2015, they went into passenger service on November 23, still with the old FIS software and USB sockets covered due to lack of approval.
All vehicles were given folding steps, a new passenger information system in which the displays are no longer located at the car crossings and current connection information has been announced automatically since the beginning of 2017, as well as new seat cushions and armrests on the window and aisle.
In the first class, of which all vehicles only have an area with twelve seats in car 1, the seats are covered with real leather and have new, shaped headrests. The seats in the second class are designed in the "NASA design" and upholstered in leather in the head area, and the folding seats also have better upholstery. In the multi-purpose areas, bars were installed in front of the windows to protect them.
There are now 7.5-liter bins in every door area except for the last doors in car 4 and in the toilets. The boxes under the seats above the bogies were given protective strips, as these are often used by passengers as a footrest. In the seating groups in front of the first door there is a socket and a USB charging socket for passengers. The previous fluorescent tube lighting was converted to LED lights. The passenger compartment of each vehicle is monitored by 19 cameras, the images of which are to be stored in the vehicle for 72 hours. A room was set up in the Ludwigshafen depot for the police to evaluate the recordings.
The ticket machines have been removed from the previous S-Bahn vehicles. 16 multiple units were equipped with a new automatic passenger counting system, the counts of which can also be checked by means of stored video recordings. The lifts were removed from the 425.0 and replaced by ramps with a load capacity of 350 kg instead of the previous 300 kg. New driver seats will be retrofitted later.
Nine vehicles had been renewed by mid-February 2016, thirteen by the beginning of April, fifteen in mid-April and 36 in mid-August. At the beginning of March 2017, 13 multiple units had not been converted. The renovation was completed in April 2018.
On April 6, 2016, the transport authorities announced that the vehicles for 1.85 million euros would also be equipped with 539 19-inch screens with an aspect ratio of 4: 3 on the car transitions and in first class on the rear wall of the driver's cab, on which, as already Current travel information has been displayed in the Rhineland Palatinate networks "Diesel Network Southwest" and "RE Network Southwest" since the FIS software with RIS integration was put into operation. The first vehicle with this equipment (425 255) has been in operation since August 10, 2016, and the vehicles that have already been redesigned have been converted. The display of real-time information was activated in the tenth calendar week (in March) 2017.
The twelve 425s in use will be given new interior fittings and repainting at the Nuremberg plant between the beginning of 2014 and December 2015. The most extensive conversion of all 425s is carried out:
The seating is replaced by keel seats and the layout is changed. In the second class, tables are sometimes arranged in groups of four, and sometimes there are rows of seats. The interior color changes to a light beige, the floor covering to a light gray. An LED light strip with a smoked glass cover is used as lighting. The passenger information receives new line indicators, which are supplemented by screens, using real-time data. Video surveillance and automatic passenger counting are also included in the conversion. A GSM repeater is installed in the first two cars to improve cell phone reception. In the future, the installation of a WLAN system is also planned (has been implemented and is available in all). A 230 volt Schuko socket up to 125 W is installed on almost every seat.
425 Rhein-Main S-Bahn
The 14 multiple units that became vacant through the takeover of the RB 58 Frankfurt (Main) - Aschaffenburg line by the Hessische Landesbahn in 2018 are to be used on the S7 Frankfurt (Main) Hbf - Riedstadt-Goddelau and for the S8 short-run between Frankfurt Central Station and the airport regional train station become. These vehicles will be fundamentally modernized in the AW Krefeld-Oppum, similar to the modernized 423 trains for Munich. With the trains, it will be possible for the first time to board the S7 as well as at the airport without steps.
List of names
|425 126||Bruckmühl market|
|425 146||Feldkirchen-Westerham parish|
|425 307||Fornsbach community|
Hude (Oldb) (until 2011)
City of Gifhorn
|October 13, 2011|
Delmenhorst (until 2010)
City of Wolfsburg
|December 11, 2010|
|425 317||Elsfleth||until 2011|
|425 318||Brake (Lower Weser)||until 2011|
|425 319||Berne||until 2011|
|425 320||Nordenham||until 2011|
|DB class 426|
DB class 426
|Numbering:||001 / 501-043 / 543|
|Number:||41 units (built 43)|
|Manufacturer:||Siemens , Adtranz / Bombardier , DWA|
|Year of construction (s):||1999ff.|
|Axis formula :||Bo '(2) Bo'|
|Gauge :||1435 mm ( standard gauge )|
|Length over coupling:||36,490 mm|
|Length:||Single carriage: 17,840 mm|
|Trunnion Distance:||15,370 mm|
|Bogie axle base:||2,200 mm (end bogie)
2,700 mm (Jakobs bogie)
|Empty mass:||63.2 t|
|Top speed:||160 km / h|
|Hourly output :||1175 kW|
|Braking force:||140 kN|
|Acceleration:||0.88 m / s²|
|Driving wheel diameter:||850/780 mm|
|Impeller diameter:||850/780 mm|
|Motor type:||Three-phase asynchronous|
|Power system :||15 kV 16.7 Hz ~|
|Power transmission:||Overhead line|
|Number of traction motors:||2 × 2|
|Coupling type:||Scharfenberg coupling type 10|
|Floor height:||798 mm|
The two-part series 426 was procured for routes with lower passenger numbers and to reinforce 425s as required . This train consists of only two end cars and is only 35 meters long. His appearance (short, red and rectangular with a “handle” in the middle) earned him the nickname “strawberry basket” or “baby squeak” . With these vehicles, the problem of the overhead contact line swinging up comes to light with multiple traction: If three or four vehicles are driven coupled, their maximum speed must be limited because the pantograph distances are too short. The contact line forms a speed-dependent wave in which the middle or last pantograph can lose contact.
A class 426 multiple unit used on the Stuttgart Schusterbahn was modernized in 2017.
Mission history and technical problems
The class 425 and 426 railcars have only been used by the regional subsidiaries of Deutsche Bahn since 2000 . The intermediate car parts of the 425 series bear the series designation 435. As with the 424 series, there were technical problems during acceptance. The transformers suspended under the car body were not adequately shielded and caused malfunctions in the signal and safety technology on the network side . The transformers had to be redesigned, which delayed commissioning.
In autumn 2003, multiple units of the 423 to 426 series in North Rhine-Westphalia were found to have exceeded the braking distance, which led to platform and signal failures, and in individual cases reached several hundred meters. Such behavior had not previously been observed on any other multiple unit series. The causes were found to be turbulence when sanding at a higher speed, very unfavorable braking behavior with unfavorable rail conditions and defects in the anti-skid protection .
Such braking problems in the 425 and 426 series have been known at least since autumn 2002. From September 2003, the maximum speed of the series (regardless of LZB operation) was limited to 120 km / h in consultation with the Federal Railway Authority in North Rhine-Westphalia . The emergency timetable that was so necessary led to a number of missed train connections, especially in East Westphalia-Lippe . In the fall of 2003, the 425 hit the headlines when a few vehicles slid past stops despite the speed limit in North Rhine-Westphalia. At the beginning of November 2003, a speed limit of 80 km / h was temporarily imposed for a few days, which led to considerable operational disruptions. Such extensive braking problems did not occur at locations outside of North Rhine-Westphalia. There it remained with a few platform passes.
While the Deutsche Bahn announced that a film of lubricant caused by typical regional air pollution was the cause, experts suspected that the cause of the braking problems was a structural weakness - after all, the formation of a film of lubricant on the rails, especially in autumn from falling leaves, is a problem as old as that Railroad itself. In contrast to most railcars, the 425/426 had a brake that was independent of the wheel friction, e.g. B. a magnetic rail brake is omitted. The electric brake is primarily used for service braking. The compressed air disc brake comes into action as a supplementary brake if, at higher speeds, the braking force of the electric brake is insufficient to achieve a setpoint value specified by the brake control device. This process is called blending . In addition, it serves as the sole brake in the event of failure of the electrical brake, emergency and rapid braking, and as a holding brake.
In order to avoid flat spots and to be able to optimally exploit the coefficient of friction, the 42x, like all other modern vehicles, also have an electronic anti-skid system . The unbraked axle (s) of the middle bogie are used to determine the actual value. The braking power of the E-brake can only be controlled for each drive system (four axes), that of the pneumatic brake can be controlled individually. The versions of the wheel slide protection software used at the time were designed in such a way that, under unfavorable conditions, the electrical and pneumatic braking force could be greatly reduced, which led to significantly longer braking distances. Basically, the braking power is already limited by the fact that only eight out of ten axles are braked. Among other things, these problems led to regional timetable changes and conflicts with the Federal Railway Authority.
Until the problems described occurred, the behavior of the power transmission in the wheel / rail area on slippery rails was apparently only insufficiently researched. When researching the cause, it was found that there are widely differing types of lubricating film. Depending on the type of lubricating film, the maximum frictional connection can be found in the lower (high proportion of foliage, little moisture), but also in the upper hatch area (little / no foliage, high moisture). The alignment of the characteristic curve stored in the software of the wheel slide protection system to high slip was determined to be the main cause of the previously inexplicable braking distance extensions. The measures that have already taken place (optimized sand ejection, automatic sanding when the rapid braking loop is interrupted, equipment for sanding on the way by the driver, Mg brakes on the middle bogie on 40 of the vehicles used in North Rhine-Westphalia) have consequently been supplemented by new wheel slide protection software that is now based on the autumnal lubricating film with high frictional connection utilization with low slip values is optimized. Since then, braking distance extensions in the previous dimension are a thing of the past, the achievable deceleration on the lubricating film is now even better than with the all-axle braked 420 series .
In the fall of 2004, an extensive H04 program was organized in North Rhine-Westphalia to counter the problems of previous years. The vehicle operation for ten weeks in North Rhine-Westphalia was changed in such a way that only 425 were in use on any route.
The vehicles were withdrawn entirely from particularly difficult routes. For this purpose, locomotives and n-wagons from all over Germany were brought together in North Rhine-Westphalia. In some cases, the travel times calculated for high-speed railcars for the locomotive-hauled trains could hardly be kept, so that the operational sequence on some routes was very prone to failure due to a lack of reserves for vehicles and infrastructure. On the other hand, no braking problems with the 425 were reported, but this is also attributed to the unusually mild and dry autumn.
On April 3, 2005, the 425 got their approval for 160 km / h (which, however, still only LZB-guided). As a result, the planned schedule could be run again without changes. The following autumn showed that the measures described had also proven themselves in practice. No extraordinary impairment of braking performance was found any more.
With effect from September 29, 2007, the Federal Railway Authority decreed a reduction in the braking percentage (BrH) of the 423 to 426 series to 110 BrH (instead of the previous 142 BrH). This results in the PZB train type M in signal-controlled operation with lower monitoring speeds and curves, which reduces the maximum speed again to 120 km / h. LZB-guided, the reduced braking percentage results in a top speed of 140 km / h. After adaptation measures to the pneumatic braking equipment and further changes to the vehicle software ( kernel change : uninterrupted transition from full to rapid braking), since the end of 2008 the vehicles can be used again without restrictions at full vehicle-specific maximum speed outside the autumn months. The braking percentage was set at 142 BrH for the 425 and now 126 BrH for the 426. In order to be able to drive without restriction in the autumn months, the 425 were gradually equipped with additional brake sand systems from NOWE on the Jakobs bogies (except for the middle one). The converted vehicles could be used with 142 Brh and their top speed.
While the 422 and 430 series are successor series for the 423 series S-Bahn multiple units , the 424 to 426 series have no direct successor. This is a consequence of the extensive privatization in local transport and the resulting procurement of the Flirt , Desiro Mainline , Coradia Continental and Talent 2 series .
DB Regio NRW (North Rhine-Westphalia)
As of December 2008; Workshops: Essen and Cologne; Disposition: Cologne, Aachen; Owner: DB Regio NRW GmbH
|line||Line designation||Line route||comment|
|Rhine-Erft Railway||Mönchengladbach - Cologne - Cologne / Bonn Airport - Bonn-Beuel - Neuwied - Koblenz||Double traction|
|Rhine-Niers Railway||Essen - Duisburg - Krefeld - Mönchengladbach - (or Heinsberg -) Lindern - Aachen||Coming from Aachen, wing in Lindern: front part of the train to Duisburg, rear part of the train to Heinsberg.|
Home: Plochingen; Owner: DB Regio AG S-Bahn Stuttgart
- RB 11 Stuttgart-Untertürkheim - Stuttgart-Munster - Kornwestheim; (426 013 only commutes Mon-Fri in high season as RB 11)
DB Regio Baden-Württemberg (Baden-Württemberg)
Home: Plochingen; Owner: DB Regio AG Baden-Württemberg, Regionalverkehr Württemberg, Stuttgart
- RB Singen - Thayngen - Schaffhausen (series 425/426)
DB Regio Mitte (Baden-Württemberg, Bavaria, Hesse, Rhineland-Palatinate, Saarland)
(As of December 2019)
Home: Frankfurt (Main), Ludwigshafen (Rhine) and Trier; Owner: DB Regio AG, Central Region
- Karlsruhe - Graben-Neudorf - Waghäusel - Schwetzingen - Mannheim - Lampertheim - Biblis (individual trains run as RE)
- Koblenz - Neuwied - Linz (Rhine) - Bonn-Beuel - Cologne / Bonn Airport - Cologne - Mönchengladbach
- Treysa - Gießen (partially take over amplifier trips; until probably 2025)
- Gießen - Friedberg - Hanau (two train circuits; until probably 2025)
- Worms - Hofheim - Biblis (Mon-Fri, individual trains)
- Use on the Rhein-Main S-Bahn :
- Use on the Rhein-Neckar S-Bahn :
- Osterburken - Mosbach - Eberbach - Heidelberg - Mannheim - Ludwigshafen - Schifferstadt - Neustadt - Kaiserslautern - Homburg
- Mosbach - Eberbach - Heidelberg - Mannheim - Ludwigshafen - Schifferstadt - Neustadt - Kaiserslautern
- Karlsruhe - Bruchsal - Heidelberg - Mannheim - Ludwigshafen - Schifferstadt - Speyer - Germersheim
- Bruchsal - Graben-Neudorf - Philippsburg - Germersheim
- Mannheim-Waldhof - Mannheim (- Heidelberg - Bruchsal - Karlsruhe)
- Bruchsal - Heidelberg - Mannheim - Ludwigshafen - Schifferstadt - Speyer - Germersheim
- Heidelberg - Neckargemünd - Meckesheim - Sinsheim - Eppingen
- Heidelberg - Neckargemünd - Meckesheim - Aglasterhausen
- Bensheim - Weinheim - Neu-Edingen / Friedrichsfeld - Mannheim - Ludwigshafen - Worms - Mainz
DB Regio Bayern (Bavaria)
(As of June 2020)
Home: Munich-Steinhausen, Würzburg; Owner: DB Regio and Südostbayernbahn
- RB (Munich -) Freising - Landshut (- Plattling) (two series 425)
- RB Traunstein - Ruhpolding (traffic was resumed in June 2020, after the vehicles were shut down by the EBA in November 2019, with three BR426)
- RB Würzburg - Rottendorf - Schweinfurt - Haßfurt - Bamberg (only RB 58033, RB 58036, RB 58260, RB 58269 Mon-Fri, RB 58265 only Fri, with series 425, RB 58267 with series 426 Mon-Th)
- RB Bamberg - Haßfurt (class 425 mornings Mon-Fri, afternoons only Fri)
- RB (Karlstadt -) Würzburg - Rottendorf - Kitzingen (series 425, Mon-Fri)
- RB Würzburg - Ochsenfurt - Marktbreit (series 425, Mon-Fri)
- RB Würzburg - Ochsenfurt - Steinach - Ansbach - Treuchtlingen (series 425 + 426, only weekend)
- RB Würzburg - Lauda (series 425) since Dec. 9, 2018
- RB Gemünden - Aschaffenburg (series 425, Mon-Fri)
- RB Traunstein - Ruhpolding (BR 426)
(As of December 2019)
Due to an acute shortage of vehicles and the lack of multiple units of the 420 series , which are currently being retrofitted with the LZB train control system , the Munich S-Bahn had all of the clock amplifiers on the S3 and S8 completely out of order in September 2019, which became the clock amplifiers of the S2 and S20 partially deleted from the timetable. After the state government speculated about serious contractual penalties and requested the railway to come up with a quick replacement concept, the 425 series vehicles will now be purchased from other regions until all ET 420s have been completed.
The following vehicles were loaned to the Munich S-Bahn:
- 425 023 - S-Bahn Rhein-Main (October 2019 - December 2019)
- 425 028 - S-Bahn Rhein-Main (October 2019 - December 2019)
- 425 031 - S-Bahn Rhein-Main (October 2019 - December 2019)
- 425 032 - S-Bahn Rhein-Main (October 2019 - December 2019)
DB Regio Southeast (Saxony-Anhalt)
(As of December 2015)
Place of residence: Magdeburg; Owner: DB Regio
- Magdeburg - Stendal - Salzwedel - Uelzen (individual trains)
- Stendal - Hohenwulsch - Salzwedel (individual trains)
- Use with the S-Bahn Mittelelbe :
- Schönebeck-Bad Salzelmen - Magdeburg - Zielitz - Stendal - Osterburg - Wittenberge
DB Regio Nord (Bremen / Lower Saxony)
For a short time these vehicles ran repeatedly as emergency aid on the Hanover S-Bahn . After the loss of the tender in the regional S-Bahn network Bremen, the vehicles were moved to Hanover in December 2010 and were used on the Hanover - Lehrte - Wolfsburg route . The names of the trains have also been changed accordingly (e.g. City of Gifhorn, City of Wolfsburg). The operation ended in December 2015 due to a change of operator.
Since December 2008 the class 425 (fifth series) has been used together with the class 424 in the entire network of the Hanover S-Bahn. The trains with Vario steps (425.15) are used on the S 5 to continue to and from Paderborn:
- Minden (Westphalia) - Haste - Wunstorf - Hanover-Nordstadt - Hanover Hbf - Hanover-Linden / Fischerhof - Haste
- Nienburg - Wunstorf - Hanover-Nordstadt - Hanover Hbf - Hanover-Linden / Fischerhof - Haste
- Hannover-Anderten-Misburg - Lehrte - Hildesheim Hbf Hannover Hbf -
- Hanover Fair / Laatzen - Sarstedt - Hildesheim Central Station Bennemühlen - Langenhagen Mitte - Hanover-Nordstadt - Hanover Central Station -
- Hameln - Altenbeken - Paderborn Hbf Hannover Airport - Langenhagen Mitte - Hannover-Nordstadt - Hannover Hbf - Hannover-Linden / Fischerhof -
- Hannover Hbf - Hannover-Anderten-Misburg - Lehrte - Celle
- Hannover Hbf - Hannover-Anderten-Misburg - Celle
Since December 15, 2013, nine railcars of the first series with fixed steps have also been used on the Hanover S-Bahn.
Schleswig-Holstein regional train (Schleswig-Holstein)
From December 2011, according to the transport contract, the 425 series should be used on the Hamburg-Altona-Kiel railway between Kiel and Neumünster. Due to the lack of approval for the Bombardier Talent 2 , the 425 trains cannot yet be replaced in other federal states, so this was not the case.
For the official opening of the new north-south railway tunnel in Berlin on May 27, 2006, Deutsche Bahn put trains of the 423 and 425 series on the route from Berlin Südkreuz via the stations Berlin Potsdamer Platz and Berlin Hauptbahnhof to the station Berlin Gesundbrunnen im Every 20 minutes to get to know the new route free of charge. The trains came from Hanover, North Rhine-Westphalia, Saxony-Anhalt and Bavaria. Two trains were used to form sets with eight cars each. The trains ran until the end of the 2006 World Cup and were then returned to their home operations.
Abellio Rail Baden-Württemberg
Since June 9, 2019, railcars of the 425 and 426 series have been used in the Abellio Rail Baden-Württemberg network to replace undelivered new TALENT 2 vehicles from the manufacturer Bombardier . Abellio rented the vehicles from DB Regio. The operation will continue until the delivery of all new vehicles, which was specified at the time Abellio started operations in August 2019. In March 2020, however, trains of the BR 425/426 were still on the way on the RB 18 from Tübingen Hbf to Osterburken or Mannheim. In Heilbronn Hbf the rear part of the train (mainly a BR 426) is uncoupled, the front part (BR 425) then continues to Osterburken and the rear part sometimes to Mannheim, otherwise it ends in Heilbronn.
Bombardier announced in June 2019 that only 6 of the 21 TALENT 3 railcars ordered for the E-Netz-Saar RB can be delivered by the start of operations in December 2019. The replacement concept developed by Vlexx provides that class 425 railcars are to be rented by the state, which also ran on the affected lines until the operator change and will return to Saarland with the change of operator from DB Regio. The use of the 425 series under the direction of Vlexx is planned from December 2019 to June 2020 until the missing new vehicles have been delivered.
Württemberg Railway Company (Schönbuchbahn)
Since December 14, 2019, the Württembergische Eisenbahn-Gesellschaft (WEG) has been using four vehicles of the 426 series on the Schönbuchbahn , which have been leased from DB Regio. They operate in a mixed operation with the existing regional shuttles until new, specially developed multiple units are delivered to the special purpose association in the course of 2021. The vehicles keep their DB livery, but carry a Schönbuchbahn logo for the duration of their use.
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- Daniel Riechers: S-Bahn multiple units - New vehicles for Germany's urban express traffic . 1st edition 2000, transpress Verlag, Stuttgart 2000, ISBN 3-613-71128-1
- Picture gallery on the European Railway Server
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- Bavaria: Soon more comfort through Silberlinge instead of 425 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. Forum entry on Drehscheibe-online.de from July 24, 2005
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- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 3 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- DB Regio Südwest and the authorities of the states of Baden-Württemberg, Rhineland-Palatinate, Saarland and the Verkehrsverbund Rhein Neckar present the first redesigned S-Bahn vehicle of the ET 425 series. (No longer available online.) DB Mobility Logistics AG, 5. November 2015, archived from the original on November 9, 2015 ; accessed on November 6, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 5 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 10 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 6 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 7 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 8 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- Redesign of the ET 425 of the S-Bahn RheinNeckar in the Hagen production center of DB Fahrzeuginstandhaltung GmbH. (PDF; 2.9 MB) (No longer available online.) DB Regio Südwest, August 26, 2015, p. 9 , archived from the original on September 29, 2015 ; Retrieved September 18, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- The ongoing redesign of the S-Bahn vehicles is being expanded to include information screens. (No longer available online.) DB Mobility Logistics AG, April 5, 2016, archived from the original on August 22, 2016 ; accessed on August 11, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- First S-Bahn vehicle with information screens in use. (No longer available online.) DB Mobility Logistics AG, August 10, 2016, archived from the original on August 22, 2016 ; accessed on August 11, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- DB Regio Mitte puts real-time information system into operation in the modernized trains of the RheinNeckar S-Bahn. (No longer available online.) Deutsche Bahn AG, March 2, 2017, archived from the original on March 20, 2017 ; Retrieved March 19, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- eisenbahn-magazin 6/2014, p. 19
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- Marcel Hilgers: Series overviews »Series 425 - 3rd series (301 - 320). In: MöBahn.de. January 28, 2013, accessed March 11, 2015 .
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- Our vehicles. Deutsche Bahn AG, accessed on March 8, 2020 .
- The Schusterzügle uses WiFi. Retrieved March 8, 2020 .
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