The multiple units of Series 423/433 are S-Bahn – trainsets that since 1998 the predecessor DB Class 420 to replace. The vehicles were originally developed for the S-Bahn München designed, but are also used in the Rhine-Main S-Bahn , the S-Bahn Stuttgart and the S-Bahn Cologne used.
With Class 423 both driven to control car called, while also driven intermediate cars as series 433 are classified.
The four-part multiple units of class 423 are 67.40 m long. The trainset is built for the S-Bahn-operation and does not have a toilet. As lightweight vehicle he is mostly made of aluminum . The drive here is three-phase technology with braking current feedback used, the power is 2,350 kW . The maximum permissible speed of the motor-coach train is 140 km / h.
A “short train” Series 423 consists of four cars :
Control car 1: 423001-462
Mittelwagen 1: 433001-462
Mittelwagen 2: 433501-962
Control car 2: 423501-962
The serial numbers of the individual cars are based, as delivered always on the same scheme, the leading two cars have, while the rear two cars bearing the same serial number 500 increased sequence number.
Two short ranges serve as the “enforcement”, three short ranges serve as the “long train”.
View of the passenger compartment
The train is clear, you can see through from one end to the other, which in the original version in the middle of the train a lockable door was fitted with it should be possible in low demand periods to allow a part of the train is empty, a to obtain greater social control through denser occupancy. Trains possess inside a passenger information system (FIS), which turns the target station and the next stop displays and is complemented by a unique acoustic announcement of the next stop. The reports also include an announcement will be on which side of the exit possible. They are equipped with a system for technical clearance (TAV) equipped with the engine driver , the doors do not have to monitor themselves, this is of photoelectric taken. In 2007 this process was rendered temporarily inoperative, were retrofitted to light grid over almost the entire height of the entry area (see door closure and light barriers ).
The trains are different from the similar-looking, technically but differently constructed series 424 , 425 and 426 by three instead of two doors on each side of the car, the missing toilet, a floor height of 1,025 mm above the running surface, which at 20 km / h lower speed, and the ability to maximum driving in triple traction (424-426: maximum quadruple traction).
The triple headlights signal can in the operation of dipped headlights on high beam switch. Some trains (423 238 and 423 268 of the Munich S-Bahn) are held with normal beam headlamps with LED headlamps in operation, in which the light from the green and red LEDs is admixed to a more balanced spectral distribution.
old (above) and built for testing door button (below)
For door opening electronic switches are used, the signal the door release with LEDs and mechanical pressure to react. With trainset 423 089 S-Bahn Munich new buttons were installed in March 2012 to test which, in contrast, capacitive function. In Munich , this button can also be found in all buses and newer subways and streetcars again.
The series was delivered in five model series: 
1. production run: 423001-423190
2. construction series: 423191-423305
3. construction series: 423306-423371
4. construction series: 423372-423396
5. construction series: 423397-423462
The last in 2007 built vehicles 423444-456 were put into operation because of problems with the door security until early 2010. 
Based on the Series 423 successor model is since the end of 2008 422 ships, representing the most striking change in the new vehicle head.
The British Rail Class 365 “Networker Express” are dual-voltage (25 kV AC and 750 V DC) electric multiple units built by ABB at York, from 1994 to 1995. These were the last units to be built at the York factory before its closure. All Class 365 units in service have received front-end cab modifications to equip them with cab air conditioning, installed by WAGN, the design of which has given them the nickname “Happy Train”
In the early 1990s, the Networker family was entering large-scale service in the Network SouthEast sector – both third-rail EMUs (Class 465/466) and DMUs (Class 165/166) were in service, with proposals for others, including a so-called “Universal Networker”, intended as Class 371 and 381, that would have dual-voltage capability. However, by 1992, no work had been done in the development of these due to a lack of funding, so a replacement plan was required. For this, the Class 465 was modified for longer-distance services – a prototype was converted from an existing unit (designated as Class 465/3) to determine suitability, before funding was authorised for the purchase of 41 dual-voltage EMUs, each of four cars. These became the Class 365
Although specified as a dual-voltage unit, Class 365s have never operated with this capability since they were built with only one system of traction current pickup. Units 365501 to 365516, which worked briefly for Network SouthEast before the franchise was given to Connex South Eastern, were originally supplied only with DC shoe gear for use on the 750-volt third-rail system (with the exception of unit 365502, which ran briefly on the AC network during testing and commissioning and was the main reason for this unit being chosen as the one subleased from Connex South Eastern to WAGN to bolster unit availability in the aftermath of the Potters Bar Crash in 2002). In this configuration the maximum speed was 90 mph (145 km/h).
When they transferred to West Anglia Great Northern for use with 25 kV AC overhead line traction supply, the shoes and associated equipment were removed and a Brecknell Willis high speed pantograph was installed, along with other operator and voltage-specific modifications and testing by Bombardier Transportation at its Doncaster Works, shortly before the works were closed.
However, the 365s retain the original 750-volt DC bus, meaning that when on 25 kV overhead lines the current is collected as AC, rectified to DC for the onboard systems, and then inverted back to AC for the 3-phase traction motors. For running on overhead lines the maximum speed was raised to 100 mph (161 km/h).
Basic equipment consists of;
DMOC A – 4x 3-phase AC traction motors, traction inverter, sander
TOSL – Compressor, auxiliary converter, disabled toilet
PTOSL – Pantograph, transformer, auxiliary converter, small toilet
DMOC B – 4x 3-phase AC traction motors, traction inverter, sander
Dynamic (rheostatic) braking on the two Driving Motor coaches is available in addition to disc brakes, via a system of brake blending.
In common with the whole Networker fleet, wheel slide protection (WSP) operates on every axle. Under braking conditions a blowdown valve releases air from the brake cylinder of any axle if the rotational speed varies significantly from the average axle speed on the train.
Internal LED Passenger Information Display Systems (PIDS) and Auto-Announcers are fitted across the entire fleet.
Thameslink and Great Northern, which took over the service formerly operated by First Capital Connect until 14 September 2014, and previously WAGN until 1 April 2006, uses Class 365s on outer-suburban services from King’s Cross. These services are shared with older Class 317 and Class 321 units, although 365s are seen more frequently. Services generally fall into two categories:
King’s Cross to Peterborough
King’s Cross to Cambridge and on to King’s Lynn
These services usually stop more frequently than the East Coast expresses with which they share the southern section of the East Coast Main Line, although there are exceptions, notably the non-stop services to Cambridge (many of which go on to King’s Lynn), operated almost solely by Class 365 units.