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DBAG Class 423/433
Three coupled Class 423 at Frankfurt West station
ManufacturersAdtranz/Bombardier, Alstom LHB & ABB consortium
Constructed1998 - 2007
Number built462
PredecessorClass 420
SuccessorClass 422, Class 430
OperatorDB Regio
Lines servedMunich S-Bahn, Cologne S-Bahn, Frankfurt S-Bahn, Stuttgart S-Bahn
Specifications
Train length67,400 mm (221 ft 1+9⁄16 in)[1]
Floor height1,025 mm (40.4 in)
Wheel diameter850 mm (33.46 in)[1]
WheelbaseJacobs bogie: 2,700 mm (8 ft 10+5⁄16 in)[1]
Maximum speed140 km/h (87 mph)
Weight105 t (103 long tons; 116 short tons)
Traction systemElectric (ADtranz GTO/IGBT-VVVF)
Traction motors8× ADtranz 4WIA 3558G (4-pole asynchronous)[2]
Power output2,350 kW (3,150 hp)
Gear ratio1 : 6,33[1]
Electric system15 kV 16.7 Hz AC
Current collectionPantograph
UIC classificationBo′(Bo′)(2′)(Bo′)Bo′
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The Deutsche Bahn Class 423 EMU is a light-weight articulated electric railcar for S-Bahn commuter networks in Germany. The train has similar dimensions to its predecessor, the Class 420 EMU, but is significantly lighter and has one large passenger compartment, while that of the 420 is divided into three parts. The 423 additionally has six doors in each carriage (three on each side), which is down from eight on the 420 (four on each side). They are numbered from 423 001 to 423 462.

Both Munich and Frankfurt ordered Class 423s for their S-Bahn systems; they were delivered between 1999 and 2004. The 423 has spawned a family of slightly modified designs ordered for S-Bahns across Germany: the Class 422, Class 424, Class 425/426 and Class 430.

Description

[edit]

A Class 423 unit consists of four cars that share three jacobs bogies and can only be separated at maintenance facilities. The inner two cars are designated as Class 433. A 423 unit typically consists of the following cars, where x is the unit's number:

  • 423 x
  • 433 x
  • 433 (x+500)
  • 423 (x+500)

e.g. 423 194 + 433 194 + 433 694 + 423 694. Different consists usually occur when the remains of partially destroyed units are combined to form one intact EMU.

Two short trains form a "full train", three short trains form a "long train".

One can see through from one end to the other of the vehicle, and in the original design a lockable door was installed in the middle of the railcar to allow part of the vehicle to be left empty during periods of low demand in order to maintain greater social control through denser occupancy. The railcars have a passenger information system inside, which alternately displays the destination stop and the next stop and is supplemented by a one-time acoustic announcement of the next stop. Furthermore, an announcement is made on which side it will be possible to get off. They are also equipped with a technical check-in system, whereby the driver does not have to monitor the doors himself; this is done by light barriers. In 2007, however, this procedure was temporarily taken out of service until light grids were retrofitted over almost the entire height of the boarding area.

The three-light headlight can be switched from low beam to high beam during operation. Some railcars (423 238 and 423 268 of the Munich S-Bahn) were in operation with LED headlights instead of normal beam headlights, in which the light from green and red LEDs was mixed to achieve a more balanced spectral distribution. With the modernization, all vehicles were converted to warm white LED modules.

The openings of the twelve doors per side[2] are 1300 mm wide.


Electronic pushbuttons that signal door release with a few LEDs and respond to mechanical pressure are used to open the door. The original pushbuttons, which had a pressure surface the size of a thumb, only provided visual feedback on contact. In March 2012, new pushbuttons were installed in multiple unit 423 089 of the Munich S-Bahn for testing purposes. In contrast, these pushbuttons functioned capacitively (in Munich, these pushbuttons are also found in all city buses as well as newer subways and streetcars). In the course of modernization, the vehicles were fitted with pushbuttons with a larger pressure surface, an illuminated ring and audible and perceptible actuation.

The series was delivered in five construction series:

  • 1st series: 423 001 - 423 190
  • 2nd series: 423 191 - 423 305
  • 3rd series: 423 306 - 423 371
  • 4th series: 423 372 - 423 396
  • 5th series: 423 397 - 423 462

The last vehicles 423 444 - 456, which were already built in 2007, were not put into service until the beginning of 2010 due to problems with the door safety system.

Based on the class 423, the class 422 was delivered as successor from 2008 to 2010. Its new vehicle head increased the length of a multiple unit by two meters compared to the 420 and 423 series. Derived from the 422 series, the 430 series has been delivered since 2012, which is only 90 centimeters longer than the 420 and 423 series and thus also fits as a long train on 210 meter long platforms.

Technology

[edit]
Schematic side view of a DBAG Class 423 rail

The multiple units are powered by eight four-pole, water-cooled three-phase asynchronous traction motors with a total output of 2350 kilowatts. The trains' two traction systems, which are supplied with power via a common pantograph, are largely independent of one another.

The first series (423 001 - 423 190) uses GTO inverters while series 2 to 5 use IGBT inverters. As a result, the traction motor sound of the IGBT units produce a higher pitched sound.

Each train has two central control units. Data is exchanged within the trains via a multifunction vehicle bus, and within the train set via a wire train bus with a maximum transmission rate of one megabit per second. The wire train bus is also used for automatic configuration of the train set. The trains are equipped with an emergency brake.

The trains have an emergency brake override.

Service braking is performed by electrodynamic brakes. Of the 16 brake cylinders of the electro-pneumatic brake, six are equipped with a spring accumulator.

[edit]
  • Interior
    Interior
  • Refurbished Interior (Munich S-Bahn)
    Refurbished Interior (Munich S-Bahn)
  • 423 256 arriving at Köln Hbf
    423 256 arriving at Köln Hbf
  • 423 408 at Frankfurt am Main Hbf
    423 408 at Frankfurt am Main Hbf
  • 423 336 at Favoritepark S-Bahn Station
    423 336 at Favoritepark S-Bahn Station

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DBAG Class 423

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from Grokipedia
The DBAG Class 423 is a four-car articulated electric multiple unit (EMU) designed for high-frequency S-Bahn suburban commuter services in Germany.[1][2] Introduced in 1998, it serves as a lightweight successor to the three-car Class 420, incorporating shared Jakobs bogies across cars to reduce overall weight by approximately 24 tonnes while maintaining a total length of 67.4 meters.[1] The units operate on 15 kV 16.7 Hz AC electrification, achieve a top operational speed of 140 km/h, and deliver a power output of 2,350 kW from water-cooled three-phase AC motors driving eight of ten axles.[3][4] A total of 462 Class 423 units were constructed between 1998 and 2007 by a consortium of manufacturers led by Adtranz (later Bombardier Transportation), with contributions from ABB, Alstom, and others, at an approximate cost of €2.5 billion for the initial order.[3][1] These trains feature open-end gangways for smooth passenger flow, three double doors per side per car for rapid boarding, and a capacity for 192 seated passengers (16 in first class and 176 in second class), supplemented by standing room for high-demand peak services.[3][2] Deployed across major networks including Munich, Rhine-Ruhr (around Cologne and Düsseldorf), Rhine-Main (Frankfurt), and Stuttgart, the Class 423 has accumulated up to 3 million kilometers per unit in service, supporting daily operations on urban and regional lines with frequent stops.[2][5] The design emphasizes accessibility and efficiency, with a service weight of around 129.5 tonnes and safety systems including PZB, LZB, and Sifa, though early units were noted for a distinctive squeaking noise during acceleration, earning them the nickname "Quietschie" among rail enthusiasts and staff.[1][3] Ongoing modernization efforts have addressed wear and technological needs; for instance, a €300 million program refurbished 238 units for the Munich S-Bahn between 2018 and 2020, reducing seating to boost standing capacity, widening aisles, adding luggage storage, and installing adjustable LED lighting with ceiling-mounted passenger information displays.[2] In Stuttgart, a separate initiative signed in 2021 equips 215 Class 423 and related Class 430 units with European Train Control System (ETCS) Level 2 and Automatic Train Operation (ATO), enabling fully automated operations as part of the Stuttgart 21 infrastructure project, with the first retrofitted sets entering service from 2025.[6][5] These upgrades ensure the fleet's continued relevance amid growing urban mobility demands and digital signaling transitions.[6]

History

Development and Ordering

In the early 1990s, Deutsche Bahn initiated the development of the Class 423 electric multiple units to replace the aging Class 420 series, which dated back to the 1960s and suffered from limitations in capacity, acceleration, and overall suitability for high-frequency urban commuter services in major German cities including Munich, Stuttgart, Frankfurt, and Cologne.[7][8] The Class 423 was conceived as a lightweight, articulated four-car trainset optimized for S-Bahn operations, featuring reduced curb weight by 24 tonnes compared to predecessors through shared Jakobs bogies and advanced materials, enabling improved acceleration despite slightly lower power output.[7][8] The procurement process culminated in contracts awarded starting in 1994 to a consortium comprising ABB, Adtranz (later acquired by Bombardier), and Alstom LHB, focusing on energy-efficient design with regenerative braking for recuperation during frequent stops.[7][8] The units were planned for compatibility with Germany's standard 15 kV 16.7 Hz AC overhead electrification system, ensuring seamless integration into existing S-Bahn infrastructure.[7] Production was structured across five series with minor variations in components to accommodate evolving safety standards and operational needs, such as enhanced crashworthiness in later iterations.[7] Initial orders prioritized key networks, contributing to total allocations of 238 units for the Munich S-Bahn, 100 units for the Rhine-Main S-Bahn (Frankfurt), 60 units for the Stuttgart S-Bahn, and 63 units for the Rhein-Ruhr S-Bahn (Cologne), for a total of 461 Class 423 sets built between 1998 and 2007. These procurements marked a significant investment in fleet renewal, emphasizing air-conditioned interiors and configurations supporting up to 352 standing passengers alongside 192 seats for peak-hour efficiency.[8]

Production and Delivery

The production of the DBAG Class 423 electric multiple units was managed by a manufacturing consortium comprising Adtranz (later acquired by Bombardier Transportation), Alstom (formerly Alstom LHB), and ABB, with primary assembly occurring at Adtranz facilities in Hennigsdorf. ABB supplied the propulsion systems, while Alstom contributed the interior fittings. Following Bombardier's takeover of Adtranz in 2001, subsequent assembly shifted under Bombardier oversight, ensuring continuity in the build process.[9][3][10] Manufacturing spanned from 1998 to 2007, yielding a total of 462 four-car units designed for high-capacity S-Bahn operations. Deliveries commenced in 1999, with the initial focus on equipping the Munich and Rhine-Main networks; 238 units were allocated to Munich, while the remainder supported services in Cologne, Stuttgart, and Rhine-Main (Frankfurt). The first production series for Munich was completed by 2001, marking the rapid rollout to replace older rolling stock. Later batches extended to Stuttgart and Cologne, addressing regional expansion needs.[9][11][12] Initial testing occurred in 1998 at Adtranz's production sites, encompassing load simulations and verification of compatibility with German electrification standards to certify operational readiness. Certification processes confirmed adherence to safety and performance norms prior to delivery, facilitating seamless integration into S-Bahn fleets.[13]

Design and Specifications

Structure and Dimensions

The DBAG Class 423 is a four-car articulated electric multiple unit (EMU) designed for S-Bahn commuter services, featuring Jacobs bogies shared between adjacent cars to reduce overall weight and provide a smoother ride compared to traditional bogie arrangements.[7][14] Key dimensions include a total length of 67.4 meters over the couplers, a width of 3.02 meters, and a height of 3.785 meters above the car body (4.295 meters total including roof equipment), with an empty weight of approximately 105 tonnes per unit.[15][7] The articulation consists of two intermediate cars connected by low-profile links over the shared Jacobs bogies, while the two end cars each include a driving cab and powered bogies, resulting in a total of five bogies for the unit with a wheelbase of 2,700 mm on the Jacobs bogies.[7][14] The body is constructed from aluminum to achieve a lightweight design that enhances energy efficiency and acceleration performance.[14]

Propulsion and Electrical Systems

The DBAG Class 423 electric multiple unit is electrified for 15 kV 16.7 Hz AC overhead lines, with pantographs mounted on the roof of the end cars to collect power from the catenary.[14][16] The traction system utilizes GTO thyristor-based inverters in early units and IGBT-based inverters in later units to power water-cooled three-phase AC asynchronous motors mounted transversely in the bogies, driving eight of ten axles and delivering a total one-hour rating of 2,350 kW.[16] This configuration enables an acceleration of 1.0 m/s² from standstill up to the maximum operating speed of 140 km/h.[14][16] Braking is provided by a regenerative electro-pneumatic system that feeds energy back into the overhead line during deceleration, supplemented by magnetic track brakes for enhanced performance in low-adhesion conditions. The train employs the Train Communication Network (TCN), including the Wire Train Bus (WTB), to facilitate multi-unit operation and coordinate systems across the four-car formation.[16] Later production series incorporate LED-based destination displays for improved visibility and reliability in passenger information systems.

Interior and Passenger Features

Capacity and Layout

The DBAG Class 423 consists of four cars configured as a fixed electric multiple unit, providing a total seated capacity of 192 passengers across the trainset, with 16 seats in first class and 176 in second class.[17][18] The design accommodates up to 352 standing passengers at a density of 4 persons per square meter, enabling efficient handling of peak commuter loads on S-Bahn networks.[19] The train's layout centers on open-plan passenger compartments with through gangways between cars, promoting fluid movement and maximizing space utilization. End cars, classified as type 423, house the driving cabs at one end each and dedicate space to the first-class section, while the two intermediate cars, designated as type 433, primarily feature second-class seating.[18] Each car measures approximately 17.8 m for end units and 15.1 m for intermediates, with the overall train length at 67.4 m, and all cars share an articulated structure using Jakobs bogies between intermediates to reduce weight and enhance ride quality.[1] Second-class areas employ longitudinal bench seating along the walls to optimize standing room and passenger flow during high-density operations, whereas the first-class compartment in one end car uses a more enclosed arrangement with individual seating for enhanced comfort.[20] Access is supported by six double-leaf doors per car—three per side—positioned for quick boarding at platforms typical of S-Bahn stations.[1] Multi-purpose areas at the ends of the trainset, integrated into the end cars, include designated zones for baggage and bicycles, equipped with folding seats that can be stowed to increase flexibility for larger items or additional standing space as needed.[20] These spaces also accommodate prams and other bulky items, contributing to the train's adaptability for diverse passenger needs without compromising overall capacity.

Amenities and Accessibility

The DBAG Class 423 features full air conditioning across all cars to ensure passenger comfort, utilizing R 134a refrigerant with a total capacity of 44 kg distributed across four circuits. Ventilation is integrated into the climate control system, maintaining a comfortable environment during operations.[21] Passenger information systems include LED displays and infomonitors showing the next stop and route details, supplemented by a public address system for acoustic announcements of stations and safety instructions. These features provide real-time updates to enhance the travel experience.[22] Accessibility provisions include dedicated wheelchair spaces in the multi-purpose area of each four-car unit, compliant with EU PRM-TSI standards, with adjacent companion seating and an intercom for assistance. The design features a floor height of approximately 1,000 mm above the railhead, with door widths measuring 1,300 mm, and gap-bridging mechanisms at entrances. Tactile markings, including paving and controls, aid visually impaired passengers, along with service call buttons at key locations. Original units offer partial compliance with the EU Persons with Reduced Mobility Technical Specification for Interoperability (PRM-TSI, applicable since 2015), with full adherence achieved through subsequent upgrades.[22][23] Boarding at standard S-Bahn platforms (typically 760 mm or 960 mm high) occurs via built-in steps, with deployable ramps handled by staff for wheelchair access. Sanitation facilities are absent in the original design of the Class 423, reflecting its optimization for short-distance S-Bahn services where such amenities are not standard.[22]

Operations

Initial Deployment

The first units of the DBAG Class 423 entered regular service with the Munich S-Bahn in December 2000 on the S7 line (Wolfratshausen–Herrsching), marking the beginning of their operational deployment and the gradual replacement of the aging Class 420 trains.[11] The introduction was conducted line by line to ensure smooth integration and minimize potential disruptions during the transition period.[19] Production deliveries had commenced the previous year, with initial units accepted from manufacturers Adtranz and Siemens between 1999 and 2000, though full-scale service rollout prioritized testing in other networks like Hannover for the EXPO 2000 event before Munich's implementation. By mid-2001, the Class 423 had assumed all duties on the S7, followed by expansion to the S8 line (Herrsching–Karlsfeld) later that year.[24] In the Rhine-Main region, deployment of the Class 423 with the Frankfurt S-Bahn network began in 2002 on lines S8 (Wiesbaden–Hanau Hbf) and S9 (Kelsterbach–Hanau Hbf), supplementing and eventually supplanting Class 420 operations to modernize the fleet.[25] The network received its initial deliveries that year, with progressive integration allowing for operational familiarization; by 2004, the Class 423 had fully replaced older stock across the assigned routes, achieving complete fleet coverage as part of the broader S-Bahn expansion. Early operations encountered teething issues common to new articulated multiple units, including adjustments to the GTO thyristor-based inverter systems, which were addressed through phased software updates and targeted maintenance to enhance reliability.[26] To support this rollout, Deutsche Bahn initiated specialized training programs for drivers and conductors in 1999, focusing on handling the articulated design, advanced propulsion controls, and high-capacity passenger management unique to the Class 423.[26] These programs emphasized simulator-based instruction and on-track familiarization, ensuring crew proficiency ahead of the 2000 service entry.

Current Usage and Configurations

As of 2025, DBAG Class 423 electric multiple units remain integral to urban commuter rail operations across key German metropolitan regions, serving the S-Bahn networks in Munich, the Rhine-Ruhr area (encompassing Cologne and Düsseldorf), Stuttgart, and Frankfurt's Rhein-Main system. In Munich, 237 units handle high-frequency services on lines S2 through S8, supporting daily ridership exceeding 800,000 passengers on the city's extensive suburban network. Similarly, 63 units operate in the Rhine-Ruhr S-Bahn, primarily on lines S6 (Cologne to Essen), S11, and S68, where they facilitate connectivity across North Rhine-Westphalia's dense urban corridor. In Stuttgart, 60 units cover lines S1 to S6, integrating with the regional transport hub, while 71 units (including reserves) are deployed in Frankfurt's Gallus subnetwork on lines S3 to S6, ensuring reliable service to the financial district and surrounding areas. Overall, these deployments involve approximately 431 active units, reflecting ongoing modernizations that sustain their role amid fleet expansions with newer classes like the 430. Train configurations prioritize flexibility to match demand patterns, with standard 4-car sets (each measuring 67.4 meters in length) used for off-peak and lower-density routes to optimize energy efficiency and platform compatibility. During rush hours and high-volume periods, two 4-car units are coupled via Scharfenberg couplers to form 8-car trains, doubling capacity to over 700 passengers per set while maintaining operational speeds up to 140 km/h. Occasional extensions to 12-car formations occur for special events or major disruptions, though these are limited by infrastructure constraints in most networks. This modular approach, inherent to the class's articulated design with powered end cars and intermediate trailers, allows operators to adapt to varying passenger loads without requiring dedicated long-unit builds. Maintenance and reliability efforts underscore the class's continued viability, with routine overhauls conducted at DB Regio facilities such as the Munich-Freimann depot for Bavarian units and specialized workshops in Hagen and Nürnberg for others. Post-2020 redeployments have seen some units transition from dedicated airport express duties, like Munich's S8 line, to core suburban operations following the phased introduction of alternative rolling stock for enhanced airport connectivity. These adjustments have helped maintain fleet availability above 90% in primary networks, supporting punctuality rates that align with Deutsche Bahn's regional targets amid broader infrastructure upgrades.

Modernizations and Upgrades

Refurbishment Initiatives

The refurbishment initiatives for the DBAG Class 423 have primarily targeted structural integrity, interior comfort, and safety enhancements to extend the units' operational lifespan amid increasing demand on Germany's S-Bahn networks. These programs, initiated in the early 2010s, have involved targeted overhauls by operators like DB Regio, focusing on fleet-specific needs while adhering to evolving accessibility standards that build upon the class's original low-floor design for wheelchair users.[27] A key mid-life refurbishment effort began in 2013 for the S-Bahn Stuttgart's fleet of 60 Class 423 sets, with a €30 million investment aimed at aligning the units aesthetically and functionally with newer models like the Class 430. The upgrades included interior renewals such as refreshed seating and lighting, alongside safety modifications like reinforced end structures to improve crash resilience. By 2015, the majority of the fleet had undergone these changes, enabling continued reliable service into the late 2010s.[28][29][30] In 2017, the Bavarian Railway Company (BEG) and DB Regio announced a €300 million program to overhaul 238 Class 423 units for the Munich S-Bahn, emphasizing capacity boosts through redesigned interiors. Key features added LED lighting for energy efficiency, ergonomic seating configurations to accommodate more passengers, and updated door mechanisms for smoother operations. The first unit re-entered service in July 2018, and the entire fleet was fully refurbished by November 2021, significantly enhancing daily throughput on Munich's busy lines.[20][2] Building on prior efforts, DB Regio contracted Bombardier Transportation in December 2020 for a €103 million refurbishment of 157 cars across Class 423 and Class 430 sets serving the S-Bahn Stuttgart, with a focus on durability and user amenities. The work encompassed floor replacements to address wear, upgrades to pushbutton door controls for accessibility, and interior revamps including multimedia passenger information systems and USB charging points. The initial refurbished Class 423 units returned to passenger service in April 2022, with the overall programme for 215 units costing €200 million and designed to sustain operations through 2035.[27][31][32][33]

Technological Enhancements

The primary technological enhancement for the DBAG Class 423 has been the retrofit of onboard units for the European Train Control System (ETCS) Level 2, enabling compatibility with digital signaling corridors under the European Rail Traffic Management System (ERTMS). In March 2022, the first Class 423 unit arrived at Alstom's Hennigsdorf facility for installation of the ETCS onboard unit, marking the start of a comprehensive upgrade program for the Stuttgart S-Bahn network as part of the Stuttgart 21 project.[6] This initiative, contracted in June 2021 with DB Regio AG for approximately €130 million, involves equipping 58 Class 423 multiple units with ETCS Baseline 3 Release 2 technology, alongside 151 Class 430 units, to support higher capacity and safety on ETCS-equipped lines.[34] Complementing the ETCS installations, Automatic Train Operation (ATO) systems at Grade of Automation 2 (GoA2) have been integrated to allow semi-automated running, where drivers initiate movement but the system handles acceleration, braking, and stopping. Two prototype Class 423 units underwent retrofitting and compatibility testing for ATO alongside ETCS by the end of 2023 at Alstom's sites in Hennigsdorf and Berlin, with pre-series trials confirming interoperability with existing onboard systems.[35] S-Bahn services using ETCS Level 2 are planned to begin on initial routes from January 2025, with GoA2 operations targeted for the end of 2025 (as of June 2021 plans). As of November 2025, no confirmed reports of operational commencement are available, though upgrades continue toward full deployment by 2026.[35][34] Digital upgrades have extended to simulation-based testing for advanced automation, including trials in 2024 using the AURELION platform to model unmanned Class 423 operations for German urban rail networks. These simulations evaluated GoA2 potential in a virtual environment, focusing on integration with existing signaling and providing data for future onboard enhancements like improved diagnostics, though physical IoT-based systems remain in early evaluation stages.[36]

References

  1. DB AG classes 422 to 426 - loco-info.com
  2. Refurbished München S-Bahn trainset returns to service
  3. DB 423 - Trainspo
  4. Train Simulator: DB BR423 EMU Add-On - Steam
  5. S-Bahn Stuttgart Class 423 And 430 EMUs To Be Modernised
  6. First DB's Class 423 EMU For ETCS OBU - Railvolution
  7. loco-info.com - DB AG classes 422 to 426
  8. [PDF] Annual Report 2000 - AnnualReports.com
  9. DB Regio: Tender launched for S-Bahn 2029+
  10. [PDF] ABB powers rail traffic in Germany - Moore Automation Limited
  11. Alles rund um die Fahrzeuge der S-Bahn München
  12. [PDF] Regio Aktuell - RegioAktuell - Deutsche Bahn
  13. Bombardier Transportation —A Global Transportation Leader
  14. [PDF] Fahrmotorenlager im S-Bahn-Triebzug der Baureihe 423 - Schaeffler
  15. Technische Daten
  16. [PDF] Ermittlung von wirtschaftlich und betrieblich optimalen ...
  17. [PDF] Der unsichtbare Komfort
  18. Elektrotriebwagen BR 423 - Infoportal von mobil.nrw
  19. Baureihe 423 - Technische Daten - Nahverkehr Franken
  20. IGS - Baureihe 423 - Interessengemeinschaft S-Bahn München e.V.
  21. Fleet upgrade to boost Munich S-Bahn capacity
  22. [PDF] Einsatzmerkblatt für Eisenbahnfahrzeuge - Deutsche Bahn
  23. ET 423 (S-Bahn Rhein-Main) - ÖPNV-Info
  24. [PDF] Das 4. Programm zur Barrierefreiheit der Deutschen Bahn AG
  25. S-Bahn München - ET420-Online
  26. S-Bahn - Trampage Frankfurt am Main
  27. ? zu ersten Einsätzen der 423er in München - Eisenbahnforum
  28. Stuttgart S-Bahn EMU refurbishment contract awarded
  29. S-Bahn-Züge der Baureihe ET 423: Aus alt mach neu - Stuttgart
  30. S-Bahn Stuttgart: Die Baureihe 423 wird modernisiert - Eurailpress
  31. S-Bahn Stuttgart: Modernisierung läuft - Eisenbahnjournal Zughalt.de
  32. Bombardier to modernise Deutsche Bahn's S-Bahn Stuttgart fleet
  33. Modernisierter ET 423 der S-Bahn Stuttgart - LOK Report
  34. Alstom digitalises Stuttgart 21
  35. Stuttgart S-Bahn automatic train operation and ETCS contract awarded
  36. Deutsche Bahn tests driverless technologies in digital simulation ...
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