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DBAG Class 425
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| DBAG Class 425/435 and 426 | |
|---|---|
 | |
| Manufacturer | Bombardier, Siemens and DWA (consortium) |
| Constructed | 1999 - 2008 |
| Number built | 249 / 43 |
| Specifications | |
| Train length | 67.5 m (221 ft 5 in) / 36.49 m (119 ft 9 in) |
| Wheel diameter | 850 mm (33.46 in) |
| Wheelbase | Jacobs bogie: 2,700 mm (8 ft 10+5⁄16 in) |
| Maximum speed | 160 km/h (99 mph) |
| Weight | 114 t / 63.2 t (62.2 long tons; 69.7 short tons) |
| Traction system | Electric |
| Traction motors | 8 x 1TB1724 0GA02 |
| Power output | 425: 2,350 kW (3,150 hp) / 426: 1,175 kW (1,576 hp) |
| Tractive effort | BR 425: 140 kN / BR 426: 70 kN |
| Electric system(s) | 15 kV 16.7 Hz AC (Germany) 25 kV 50 Hz AC (Malaysia) |
| Current collection | Pantograph |
| UIC classification | Bo'(Bo')(2')(Bo')Bo' resp. Bo'(A+A)'(2')(A+A)'Bo' (425) Bo'(2')Bo' (426) |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
| Notes/references | |
| Class 425 nickname: "Quietschie" Class 426 nickname: "Babyquietschie" and "Strawberry basket" | |
The Class 425 and Class 426 EMUs are a class of electric multiple units built by a consortium of Siemens, Bombardier and DWA, and are operated by DB Regio in Germany.[1] They are essentially the same vehicle design, but the Class 425 EMU consists of four carriages, whereas the Class 426 EMUs only have two carriages.
The class 425 has been produced in HO scale by Brawa and N scale by Kato Precision Railroad Models.
Description
[edit]It is a high-powered, light-weight vehicle with high acceleration for short- and medium-distance services with frequent stops. The aluminium superstructure was built as flat as possible, both to minimize drag and to ease automated cleaning. The acceleration is achieved by distributing traction motors among eight of the train's ten axles.
The Class 425 are similar to Deutsche Bahn's Class 424 and Class 423 trainsets.
A Class 425 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 435. A 425 unit typically consists of the following cars, where x is the unit's number:
- 425 x
- 435 x
- 435 (x+500)
- 425 (x+500)
e.g. 425 153 + 435 153 + 435 653 + 425 653. Different consists usually occur when the remains of partially destroyed units are combined to form one intact EMU.
See also
[edit]- Express Rail Link, a Malaysian railway line which uses trains derived from the ET 425
- NS Sprinter Lighttrain, a Dutch regional train derived from the ET 425
References
[edit]- ^ "[passenger] DB Regio: class 425.0 and 426.0 EMUs now available for sale". Railcolor News. 2024-11-19. Retrieved 2025-10-12.
Wikimedia Commons has media related to DBAG Class 425 and DBAG Class 426.
DBAG Class 425
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Development
Background and Orders
In the late 1990s, Deutsche Bahn initiated the development of the Class 425 electric multiple units (EMUs) as part of a broader effort to modernize its regional rail fleet, specifically to replace aging classes such as the Class 420 and Class 421 push-pull trains that were no longer meeting the demands of increasing passenger volumes on suburban and regional routes. This modernization drive emphasized the need for high-capacity trains capable of frequent stops, with enhanced acceleration to improve schedule adherence and greater passenger comfort through modern interiors and accessibility features.[2] The procurement process culminated in the first major order awarded to a consortium led by Siemens as the main contractor, alongside Bombardier Transportation (formerly Adtranz) and DWA (Deutsche Waggonbau AG). This initial contract specified 249 four-car Class 425 units and 43 two-car Class 426 units, designed for versatile deployment in regional services across Germany's electrified network. Deliveries began in 1999, marking the entry into service of these Desiro Classic platform trains, which shared a modular design philosophy with other variants in the Desiro family for efficient production and adaptability.[2][1]Construction and Manufacturers
The DBAG Class 425 electric multiple units were produced from 1999 to 2008 in multiple batches, totaling 249 four-car sets, with the final deliveries completed in 2008.[2] These trains were built by a consortium consisting of Siemens, Bombardier (incorporating the former Adtranz), and DWA, which collaborated on design, components, and assembly to meet Deutsche Bahn's requirements for S-Bahn and regional services. Siemens played a key role in the electrical systems and overall vehicle integration, leveraging its expertise in propulsion and control technologies. Bombardier contributed significantly to the mechanical components, while DWA focused on car bodies.[2][1] Primary assembly occurred at Siemens' dedicated rail vehicle plant in Krefeld, Germany, which handled integration and outfitting for many units, supplemented by Bombardier's facility in Hennigsdorf for additional builds. Components were sourced from various European manufacturing sites, including bogie production in Siegen and electrical equipment assembly in Mannheim, enabling efficient supply chain coordination across the consortium. This distributed approach supported the phased rollout, with early batches entering testing and service from 1999 onward.[2] The first production units entered revenue service from 1999 onward.[2]Design Features
Exterior and Interior Layout
The DBAG Class 425 electric multiple unit features a four-car configuration consisting of two end control trailer cars and two intermediate motor cars, interconnected using Jacobs bogies that share axles between adjacent cars to enhance stability and reduce weight. The exterior employs an aluminum body shell made from extruded profiles for the walls and roof, paired with a fiberglass-reinforced plastic front end that contributes to an aerodynamic shape suitable for regional speeds up to 160 km/h. Each car is equipped with two sliding plug doors per side—totaling eight per side per unit—to enable quick passenger exchange at stations, and the trains bear the standard DB Regio livery of red bodies with white fronts, doors, and roof stripes.[5][1] Inside, the layout prioritizes efficient use of space with primarily longitudinal bench seating for 206 passengers (24 first-class, 182 second-class), including a first-class section at one end offering 24 reserved seats in a dedicated area. The cars are fully open-plan and passable end-to-end, fostering easy movement, while multi-purpose areas provide designated spaces for bicycles, prams, and luggage alongside wheelchair-accessible zones featuring fixed spaces and fold-down seats. Air-conditioning systems maintain comfort across all compartments, supplemented by electric heating, but no onboard dining or refreshment facilities are included to keep the design focused on commuter needs.[1][6][7] Accessibility features make the Class 425 suitable for diverse passengers, with a floor height of 798 mm above the rail compatible with 76 cm platforms via an entry step; fold-out steps and driver-operated wheelchair ramps enable access from platforms as low as 38 cm, ensuring improved accessibility when aligned with standard platforms. Wide doors measuring 1,300 mm allow ample clearance, complemented by an onboard accessible toilet and reserved seating marked for mobility-impaired users near entrances. Visual displays and audio announcements further support inclusive travel.[1][8][9]Bogies and Mechanical Components
The DBAG Class 425 utilizes a configuration of three Jacobs bogies per four-car unit, consisting of two powered end bogies and one unpowered intermediate Jacobs bogie, which enables a compact articulated design and efficient weight distribution across the trainset.[10] These bogies, derived from the Siemens SF 6000 family, feature a short wheelbase and low axle loads to minimize track wear and enhance stability at speeds up to 160 km/h.[10] The suspension system incorporates primary rubber-metallic springs for axlebox guidance and vibration isolation, complemented by secondary air springs that provide adjustable damping and superior ride comfort suited to regional track conditions with varying curvature and superelevation.[10] Braking is handled by an electro-pneumatic system with regenerative capabilities integrated into the propulsion setup, supplemented by magnetic track brakes for reliable performance in low-adhesion scenarios such as wet rails; this arrangement achieves a service deceleration of 0.9 m/s².[10][1] Additional mechanical features include crashworthiness elements compliant with European standards, such as energy-absorbing end structures designed to deform controllably in collisions to protect the passenger compartment.[10] Noise reduction measures in the bogie design and underframe contribute to smooth operation.[10]Technical Specifications
Dimensions and Capacity
The DBAG Class 425 is a four-car electric multiple unit measuring 67.5 meters in overall length, designed for efficient operation on regional and suburban networks.[1] Its body width is 2.84 meters, while the height above the rail is 3.75 meters, allowing compatibility with standard German loading gauges.[11] These dimensions facilitate coupling with similar units and ensure accessibility at low platforms, with an entry height of approximately 0.80 meters.[1] The empty weight of the Class 425 is 114 tonnes, increasing to around 130 tonnes when fully loaded with passengers and equipment.[1] This configuration results in a maximum axle load of 18 tonnes, which supports deployment on lighter regional lines without requiring heavy infrastructure upgrades.[1] In comparison, the related two-car Class 426 variant measures about 36.5 meters in length, offering reduced capacity for shorter routes.[7] Passenger capacity is up to 424 individuals, with 206 seated (24 first-class and 182 second-class) and 218 standing places.[7] Standard regional setups provide 24 first-class seats and 182 second-class seats for a total of 206 seated passengers, with additional standing room for 218 during peak times.[1] Alternative arrangements, such as those optimized for S-Bahn service, may reallocate space to increase second-class seating to 218, eliminating dedicated first-class areas to maximize overall throughput.[12]Electrical and Propulsion Systems
The DBAG Class 425 electric multiple unit is powered by the German standard 15 kV, 16.7 Hz AC overhead catenary system, with current collected via a pantograph on the roof of the end cars.[13][5] This single-phase AC supply is transformed and converted for propulsion and auxiliary use, ensuring compatibility with the Deutsche Bahn's electrified network.[5] The propulsion system employs eight three-phase asynchronous AC motors, distributed across the powered bogies comprising two end bogies and two of the three Jacobs bogies, powering eight of the ten axles and delivering a total continuous power output of 2,350 kW. Axle arrangement: Bo'Bo' + 2'2'Bo'Bo'.[14][15] These motors are driven by inverters that convert the input power to variable-frequency AC, enabling precise torque control and efficient acceleration up to 1.0 m/s², with a maximum operational speed of 160 km/h under LZB supervision.[14] The design emphasizes lightweight construction to optimize energy use, contributing to the train's performance in regional and suburban services. Auxiliary systems are supported by a 110 V DC battery pack, consisting of two gel-electrolyte units weighing 59.4 kg each, which provides initial power for startup and low-voltage operations when disconnected from the catenary.[5] This battery powers essential functions, including control circuits and emergency systems. The propulsion incorporates regenerative braking, where excess energy from deceleration is converted and fed back into the overhead line via the inverters, enhancing overall efficiency.[15] This electrical braking integrates seamlessly with mechanical disc brakes on the powered axles for comprehensive stopping control.[15]Operations
Deployment in Germany
The DBAG Class 425 electric multiple units have been operated primarily by DB Regio since their entry into service in 1999, primarily on S-Bahn networks and regional express (RE) lines featuring stops at intervals of 2-5 km to serve urban and suburban commuters efficiently.[16] These units were initially deployed on the Stuttgart S-Bahn, where they replaced older rolling stock and supported the expansion of local services in the region. Key operational areas include the Rhine-Main metropolitan region, where Class 425 sets reinforce S-Bahn lines such as those radiating from Frankfurt, and northern Germany, encompassing services around Hannover and Magdeburg in the S-Bahn Mittelelbe network.[17] In these deployments, multiple units are frequently coupled to create longer formations for RE routes extending beyond core S-Bahn territories, enabling flexible configurations for varying passenger demands.[2] Class 425 trains facilitate high-frequency operations, achieving up to 20 trains per hour on densely used corridors like those in the Rhine-Main area, while incorporating safety features such as the ZUB and Indusi automatic train control systems to ensure reliable and secure running.[18] Throughout the 2010s, upgrades included the installation of digital radio systems for improved communication and coordination, alongside accessibility retrofits such as wheelchair lifts and universal toilets to enhance inclusivity.[16][19] As the units approach the end of their design life, fleet reductions have begun, with some sets withdrawn to make way for newer rolling stock.International Exports and Adaptations
The primary international export of the DBAG Class 425 design occurred to Malaysia, where Siemens supplied 12 four-car electric multiple units designated as Desiro ET 425 M for the Express Rail Link (ERL) operator. These units, derived from the Class 425 platform used in Germany, entered service in April 2002 to support the launch of the KLIA Ekspres non-stop airport service and the KLIA Transit commuter route connecting Kuala Lumpur Sentral to Kuala Lumpur International Airport (KLIA).[20][21] Key adaptations for the Malaysian network included reconfiguration for 25 kV 50 Hz AC overhead electrification, contrasting the original 15 kV 16.7 Hz AC system in Germany, with a maximum operating speed of 160 km/h and enhanced air conditioning to handle the tropical climate's high humidity and temperatures. The units retained the standard 1,435 mm gauge for compatibility with the dedicated airport line and were equipped with Automatic Train Protection (ATP) signaling instead of German-specific systems like LZB, along with operator-specific livery in ERL's red and white scheme. Interior modifications featured dedicated luggage compartments, wheelchair-accessible areas, Wi-Fi connectivity, and infotainment systems to suit airport transfer demands.[21][22][23] In service, the Desiro ET 425 M units have proven reliable in Malaysia's humid conditions, operating with high availability on the 57 km route and supporting up to 15-minute peak-hour frequencies. As of 2025, these remain the only significant export of Class 425-derived units outside Europe, with no confirmed major sales or leases to non-German operators despite occasional interest in regional adaptations for other European networks.[21]Current Status
Fleet Composition and Maintenance
As of late 2024, the active fleet of the DBAG Class 425 comprises approximately 200 four-car electric multiple units operated primarily by DB Regio within Germany, reduced from the original production total of 249 units due to progressive retirements. This fleet is supplemented by 43 two-car Class 426 variants designed for lower-demand routes. Many units have accumulated over 10 million kilometers of service, reflecting their extensive deployment in regional and S-Bahn operations.[24][2][25] Maintenance responsibilities for the Class 425 and 426 units are centralized at key DB Regio facilities, including those in Ummendorf and Kahl, where routine servicing occurs at intervals of every 40,000 km. These programs prioritize bogie overhauls to ensure structural integrity and advanced electrical diagnostics to detect potential faults in propulsion and control systems.[26] The fleet demonstrates strong reliability, achieving availability rates above 95% through systematic upkeep and mid-life refurbishments that address recurring issues such as door operating malfunctions. Upgrades implemented in the 2010s and 2020s include the integration of GSM-R digital radio systems for enhanced communication and predictive maintenance sensors that monitor component wear in real time, enabling proactive interventions to minimize disruptions.[27][28]Withdrawals and Preservation
The withdrawal of DBAG Class 425 electric multiple units from active service began in 2024, as the fleet, introduced between 1999 and 2005, reached an age of over 25 years and faced replacement by more modern electric multiple units in various regional networks. DB Regio, the primary operator, initiated the process by listing surplus units for sale through its DB Gebrauchtzug platform in November 2024, marking the first formal disposals of these four-car sets from the initial batch of 156 units (numbered 001–156 and 501–656). In August 2025, units starting from 425 127 were transferred as part of ongoing withdrawals.[24] A notable incident influencing safety protocols for the class occurred on September 30, 2005, near Fichtenberg in Baden-Württemberg, when a Class 425 Regionalexpress from Schwäbisch Hall-Hessental to Stuttgart collided with a maneuvering garbage truck at a level crossing secured by half-barriers. The locomotive and first car derailed, injuring 27 passengers—including 14 children on a school trip—with one child later succumbing to injuries; the event prompted reviews of crossing protections and contributed to broader safety enhancements across DB's regional fleet without triggering immediate mass withdrawals.[29][30] As of November 2025, preservation efforts remain limited, with no confirmed museum allocations for production units.References
- https://www.wikidata.org/wiki/Q540147