64-726: The Frankfurt Schlachthof–Hanau railway is a railway line that is used by the Rhine-Main S-Bahn and connects the Frankfurt City Tunnel via the Offenbach City Tunnel and Mühlheim with Hanau . It mostly runs parallel to the Frankfurt–Göttingen railway and was built to relieve the busy long-distance railway line. To distinguish it from the planned North Main S-Bahn to Hanau via Maintal ,
128-502: A little later and continue to Offenbach Hbf. Just as with the line implemented, this draft provided for the option of building a station to serve up to 20,000 visitors to a planned sports hall. In the autumn of 1983, a cost–benefit analysis by Gerhard Heimerl for the route in Offenbach came to the conclusion that an underground route offered greater benefits than the development of the existing line in Offenbach's built-up area, despite
192-544: A modernization in the interior, which included light gray instead of striped partitions and new upholstery in the current design. At the same time, the already quite advanced phasing-out was severely curtailed and henceforth focused on the railcars of the third construction series in order to be able to take at least the oldest vehicles out of service. Two railcars received the test LED headlights, but these could not prevail in Frankfurt. The rapid-transit railway Rhine Main had
256-603: A significant time savings for the many commuters. This project failed at the community Bischofsheim, which refused to build a bend in their district. There they pointed out that a change of direction in Bischofsheim station was possible. According to the Darmstadt-Dieburg local transport organization, the realization of this route is dependent on the expansion of the Main-Rhine-Bahn and a compression of
320-569: A weaker clock density. While now all services are also provided on the aforementioned lines of railcars, drive only individual pairs of trains on the line 34 at rush hour and because of the operational link in Bad Vilbel two of the three bound train pairs on the line 48 as a wagon train with double-decker and a locomotive Class 245. The biggest problem experienced on the Rhine-Main S-Bahn is frequent unpunctuality, one reason for which
384-548: Is a 15-minute interval on the Offenbach–Hanau section. Until November 2014, mainly DB Class 420 trains were used, but since then usually class 430 trains are used. Due to earmarked funding, only S-Bahn trains are generally allowed to run between Offenbach Ost and Hanau north side. Rhine-Main S-Bahn [REDACTED] The Rhine-Main S-Bahn system is an integrated rapid transit and commuter train system for
448-475: Is approximately one train every two minutes. The next major phase of construction followed in 1990 when the line was extended in a southeasterly direction. Ostendstraße station was built between the streets of Hanauer Landstrasse and Ostendstraße. 300 metres (980 ft) further south the route crosses the Main . The tunnel was built by digging a trench in the river bottom and sinking the tunnel tubes into it, half
512-506: Is expected until 2027 as RMV funds are already committed to the purchase of rolling stock. On several regional routes without overhead contact line, S-Bahn-like traffic was already partially introduced at the time of the Frankfurter Verkehrsverbund, i.e. high density of traffic, continuous weekend traffic as well as trains bound through Frankfurt during the daytime and Frankfurt main station. The operators were and are
576-470: Is maintained from 6 a.m. until about 8 p.m., and a somewhat reduced service is run until the late evening. The last services leave Frankfurt at 2:12 a.m. The S8/S9 runs 24/7. The S-Bahn system is quite closely integrated with other components of the region's transport system, such as the bus services in the various cities and towns, the tram services in Mainz , Frankfurt and Darmstadt , and
640-488: Is necessary to close the tunnel several times between 2015 and 2018 for between two and six weeks each, mostly during school holidays. The times of service closure are also used to modernize the stations in the tunnel. From July 31 to August 18, 2006, the mainline tunnel between the main station and Konstablerwache was completely closed to exchange 30 switches. On May 13, 2007, the served by the S2, new breakpoint Frankfurt Zeilsheim
704-623: Is the shortage of capacity in the Citytunnel . Capacity of the tunnel was increased from 22 trains per hour (in each direction) to 24 trains per hour in 2010 by optimising the Punktförmige Zugbeeinflussung signalling system, rather than upgrading the system to the more modern Linienzugbeeinflussung (LZB) system, as used on the Munich S-Bahn to achieve a throughput of 30 trains per hour in each direction in
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#1732790844325768-404: Is to operate as a mixed operation of two-system metropolitan railway car on mostly existing light rail and railway / S-Bahn routes, which makes their realization - despite the great track length - quite reasonably priced. Their primary task is to strengthen the tangential traffic, to spare the passengers tiresome and time-consuming detours via the Frankfurt city center and to reduce the congestion of
832-542: The Frankfurt U-Bahn . In Frankfurt, connections can be made, at either Hauptwache or its neighbouring station Konstablerwache , between the eight cross-city S-Bahn lines and eight of the city's nine U-Bahn lines, while the S-Bahn stations Frankfurt Hauptbahnhof and Frankfurt Süd between them have connection to six of the U-Bahn lines and any of the city's tram lines. Some opportunities for interchange also exist in
896-558: The Frankfurt/Rhine-Main region, which includes the cities Frankfurt am Main , Wiesbaden , Mainz , Offenbach am Main , Hanau and Darmstadt . The network comprises nine S-Bahn lines, eight of which currently travel through the cornerstone of the system, a tunnel (the " City Tunnel ") through central Frankfurt. The first section of this tunnel was opened on May 28, 1978. Further tunnel sections were opened in 1983 and 1990, before its completion in 1992. The system belongs to
960-503: The Offenbach City Tunnel shortly afterwards. The line bypasses Offenbach (Main) Hauptbahnhof and runs to Offenbach Ost , where it resurfaces and resumes running parallel with the long-distance line to Hanau Hauptbahnhof. Shortly before the end of the line, it crosses the Main , otherwise the line runs on the south bank of the Main. The S-Bahn route runs south of the long-distance line between Offenbach Ost and Dietesheim and then pivots to
1024-553: The Rhein-Main-Verkehrsverbund (RMV) and is operated by DB Regio , a subsidiary of Deutsche Bahn . End-to-end journey times on the nine lines in the system range from 36 minutes (on line S7) up to 87 minutes (on line S1). The longest journey time into central Frankfurt ( Hauptwache ), from any point on the network, is 54 minutes. Services on some lines start shortly after 4 a.m., while all lines have services from about 5 a.m. onwards. A full service
1088-913: The Taunus Railway (S1), the Main-Lahn Railway (S2), the Limes Railway (S3), the Kronberg Railway (S4), the Homburg Railway (S5) and the Main-Weser Railway (S6) after climbing a ramp under the former postal station in the tunnel and reached the surface about 500 metres (1,600 ft) east of the central station . The Main Railway service (S14, now S8), was introduced shortly later. The line runs northeast for about 700 metres (2,300 ft) from
1152-561: The Citytunnel was extended, adding the underground stations Ostendstrasse and Lokalbahnhof to the system, along with the overground station Frankfurt Süd. All the lines (with the exception of the S15) were extended to Frankfurt Süd, while the S5 and S6 were further extended a short time later to a new station at Stresemannallee, south-west of Frankfurt Süd. In 1992, S1 and S2 trains were diverted to
1216-790: The DB Regio and the Hessian State Railways (HLB), formerly the Frankfurt-Königsteiner Eisenbahn (FKE). The FVV led these lines with their own line letter (K, T and N) or as S-Bahn line (S9, S11). This affected the following routes (sorted by today's RMV line number): On other lines such as the Horlofftalbahn (48, HLB) or the Odenwaldbahn (82/85, Vias) also in the rush hour additional trains to and from Frankfurt Hauptbahnhof; but they have
1280-602: The Frankfurt City Tunnel. The realization is planned for the end of 2023. Other projects under consideration include an extension of the S1 from Rödermark-Ober-Roden to Dieburg , an extension of the S7 from Riedstadt-Goddelau to Biblis , and a branch of the S7 to Groß-Gerau . The Frankfurt district of Oberrad has seen a campaign to reactivate its rail station that was mothballed in the 1980s as an S-Bahn station. In
1344-518: The Frankfurt Hauptbahnhof, rather than running these services through the Citytunnel. Reconstruction of the signalling technology in the Citytunnel enabled all westbound S2 trains to travel all the way to Niedernhausen at a frequency of 15 minutes in 2010. Since 2015 a new signal tower for the Citytunnel is installed at Frankfurt Hauptbahnhof which is going to replace the original signal tower operating since 1978 in 2018. Therefore, it
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#17327908443251408-515: The Munich core city tunnel. A further cause of delays is that many of the S-Bahn lines share track with freight trains, regional trains and inter-city trains. Longer distance passenger trains take priority over the S-Bahn, which frequently has to stand for up to 10 minutes to allow the other service to overtake. Mixed services are particularly found along the S6, S7, S8 and S9 routes. The operators recognise
1472-605: The Ostendstraße and Lokalbahnhof stations in the Frankfurt (Main) Schlachthof depot at a level junction from the Frankfurt Hbf (underground)–Frankfurt Süd railway and runs briefly above ground at the former Frankfurt-Oberrad station, parallel to the Frankfurt–Göttingen railway , using the former route of the Frankfurt–Offenbach Local Railway . It continues to follow the line, even when it dives into
1536-533: The S7 from Riedstadt-Goddelau, that currently terminates in the main hall of the Hauptbahnhof, with a service to and from Fechenheim (replacing the station at Mainkur) four times an hour of which half would extend to and from Hanau. The S6 to Friedberg will get its own track to be independent of long-distance and regional traffic on the Main-Weser-Bahn. In the 1980s and 1990s, it was planned to expand
1600-514: The S8/S9 will be 24/7 through the Citytunnel with a 30-minute frequency between 1:00 am and 4:30 am from Frankfurt Flughafen Regionalbahnhof to Konstablerwache (1:11 am/4:11 am from Konstablerwache to Frankfurt Flughafen Regionalbahnhof) and a 60-minute frequency between 12:49 am and 3:49 am from Wiesbaden Hbf and Hanau Hbf (1:46 am/3:46 am from Hanau Hbf to Wiesbaden Hbf) The S-Bahn crosses three of
1664-509: The breakdown was as follows: 65 units of class 420 (of which 55 plantations and 10 reserves) and 100 units of class 423 (including 93 plantations and 7 reserves). Until autumn 2014, the class 420 were replaced by modern vehicles of the DB 430 series. This is part of the contract that RMV signed with Deutsche Bahn in November 2011 following the tendering of transport services. Since the completion of
1728-451: The car to the Frankfurt railcar - some of them were in the interior until the withdrawal with Stuttgarter advertising stickers. The 65 remaining trains of the 420 series were still in operation until November 2014. Since the conversion of the S7 and some of the S1 (which had previously been performed by 420s since the autumn of 2013) to the new 430 series in May 2014 made numerous 420s redundant,
1792-696: The central station to Taunusanlage station, built on the site of the old city walls near the Alte Oper and the Deutsche Bank Twin Towers . The tunnel bends to the east and after 250 metres (820 ft) it joins Tunnel C of the Frankfurt U-Bahn , which was built together with the City Tunnel under the Freßgass (the pedestrianised streets of Kalbächer Gasse and Große Bockenheimer Straße, named after its eateries) to Hauptwache . In 1983,
1856-515: The centre of Mainz, while the S9 travels via Mainz-Kastel . This arrangement means that it is possible to travel between Wiesbaden, the capital of the state of Hesse , and Frankfurt, the state's largest city, by three different routes. In the same year, a new station on lines S3-S6 was opened in the Frankfurt fairground ( Frankfurt Messe station ). In 2002, a new S-Bahn line, the S7, between Frankfurt Hauptbahnhof (main arrivals hall) and Riedstadt-Goddelau
1920-467: The city of Frankfurt withdrew its original approval for the Oberrad routes. Another option (option A) envisaged building the line largely parallel to the existing line. Only at Kaiserlei would a short tunnel have been built to bring the S-Bahn line closer to the town. Instead of the option that was ultimately implemented, the line would then have turned south to run parallel to the long-distance line again
1984-452: The city tunnel was extended, largely in a cut and cover tunnel, 600 metres (2,000 ft) to the east beneath the Zeil to Konstablerwache . This section is also a joint tunnel with the U-Bahn; the S-Bahn lines run between the U-Bahn lines. The tunnel has a train frequency of roughly 28 trains per hour in each direction, that is one train every two minutes. During the rush hour the frequency
Frankfurt Schlachthof–Hanau railway - Misplaced Pages Continue
2048-623: The clock on this route. However, this should be done in the form of an extended to Frankfurt S-Bahn line S -Bahn RheinNeckar. The S5 is planned to be extended via Friedrichsdorf to Usingen, requiring electrification of the Taunusbahn line. The green light for the project was given in May 2015, with a scheduled completion date of the end of 2019. A further extension to Grävenwiesbach (Hochtaunuskreis) and Brandoberndorf has been requested by local politicians in Hochtaunuskreis, but no action
2112-438: The commuter network in the area around Frankfurt, including creation of a link line between Bad Soden am Taunus and Niederhöchstadt. In 1978 the first section of the "Citytunnel" of the Rhine-Main S-Bahn was opened, with all lines sharing the tunnel between Hauptbahnhof and Hauptwache. The initial system, which lay entirely to the north of the river Main , comprised the following lines: In 1980, two further lines were added to
2176-400: The costs. The decision was therefore made to run the line parallel to the existing line only on the short section north of Oberrad in order to realise the Offenbach City Tunnel in Offenbach. In the eastern section, the tunnel largely follows the route of the former Frankfurt–Offenbach Local Railway , which was closed in 1955 due to financial losses and low demand and Berliner Straße (street)
2240-484: The delivery of new class 423 railcars in Frankfurt, in parallel, in August 2003, the first ET 420 were retired. As of 2004, Frankfurt ET 420 no longer received any main examinations; this was only in 2007 with 420 271 started when it became clear that the delivery of the last railcar due to registration problems would have to be postponed indefinitely. All Frankfurt vehicles were also from 2007 to 2008 for three million euros,
2304-493: The delivery, 100 vehicles of the class 423 and 91 vehicles of the class 430 are in use, the latter vehicles on the lines S1, S7, S8 and S9. In the early years trains of the second and third series of electric locomotive class 420 in the color pure orange / Kieselgrau (contrary to original plans, the proposed paint carmine / kieselgrau was not used) were used in Frankfurt, although occasionally lent to 1990 due to lack of vehicles also from Munich blue white 420s were used, for example,
2368-555: The double track to a third track. Later, the plan was changed to build the S6 for their entire run until Friedberg own two tracks for a scheduled operation independent of long-distance, regional and freight traffic. After 24 years of planning and resolution of legal challenges, construction of the first phase between Frankfurt-West and Bad Vilbel started in December 2017. The S6 will receive a new station between Frankfurt-West and Eschersheim to serve Frankfurt-Ginnheim . Commissioning of
2432-611: The end of years of poor maintenance in North Rhine-Westphalia that From then on, they were usually taken out of service directly at the end of the investigation period. In parallel, four Stuttgart trains of the seventh series were relocated to Frankfurt in July 2009. After the main inspection, three of them were initially deployed from mid-June, primarily on the S7 and the airport short-commuter (S8 / S9), later normal in mixed operation with older units on all ET 420 rides. In
2496-537: The entire network was possible, so that in very rare cases even to use z. B. came on the lines S5 and S6, which were converted in 2005 on the trains of the series 423. Frankfurt City Tunnel The Frankfurt City Tunnel is a standard gauge railway in Frankfurt and the core of the Rhine-Main S-Bahn . The line runs underground for its entire length. The first section was put into operation on 28 May 1978 to Hauptwache . S-Bahn trains began operating on
2560-729: The expanded line is planned for December 2022. A further application of such two-system metropolitan railway vehicles is provided in the west of Frankfurt: Starting in Bad Homburg and the Frankfurt Northwest Center so-called Regional Tangent West (RTW) on Eschborn South, Sulzbach (Taunus), Frankfurt-Sossenheim, Frankfurt-Höchst, Frankfurt Airport and Frankfurt Stadium to the Isenburg center in Neu-Isenburg or after Dreieich-Buchschlag run. The Regional Tangent West
2624-584: The first completely traffic-red vehicle park of the German course AG. This status was maintained until the end of 2003, when the S-Bahn Stuttgart handed over the orange-white and orange-pebble-gray units to Frankfurt. After just over a year, the S-Bahn were completely painted red by the z-position of the last orange-pebble-gray unit 420 376 early 2005. Until 2005, there was also the last pebble gray orange 420 (apart from 420 001) in Frankfurt, but this train
Frankfurt Schlachthof–Hanau railway - Misplaced Pages Continue
2688-407: The four largest rivers in the region, with a total of nine bridges and a tunnel: S-Bahn in Frankfurt has several tunnels: The City Tunnel Offenbach is 3.7 kilometres (2.3 mi) long and has three underground stations, which are served by the lines S1, S2, S8 and S9. Opening: 1995 Plans for the system include a line to Hanau via Maintal, largely running north of the river Main. This would extend
2752-417: The group of lines S3, S4, S5 and S6. All the lines, with the exception of the S7, share 5 stations. Initially this arrangement gave rise to some considerable delays caused by poorly functioning signalling. To some extent this has been allayed by routing every second westbound S2 train in peak times to Offenbach am Main (Hauptbahnhof) and every second eastbound S2 train in peak times to the main arrivals hall of
2816-548: The line. Lines S1 and S2 only use the line between Frankfurt and Offenbach Ost, from where they continue to Rödermark-Ober Roden and Dietzenbach respectively. The S8 only runs to Hanau during the peak hour and otherwise ends in Offenbach Ost. The S9 runs over the entire length of the line. All S-Bahn lines run every half hour, so there are eight trains an hour between Frankfurt and Offenbach Ost and two trains an hour between Offenbach Ost and Hanau. During rush hour, there
2880-526: The mid-90s was also a rapid-transit railway line in planning, which should be led from Frankfurt over Rüsselsheim to Darmstadt. The train should come from Darmstadt coming before Bischofsheim in a curve yet to be built (Schindberg curve) to Frankfurt. This would have given the Darmstadt the long desired direct connection to the Frankfurt airport. Furthermore, such a fast connection between Darmstadt and Rüsselsheim would have been created, which would have brought
2944-491: The need to separate S-Bahn services from other services along these routes. The first stage towards this was originally scheduled to start in 2007, doubling the number of tracks from two to four on the S6 line between Westbahnhof and Bad Vilbel, but in October 2011 Deutsche Bahn stated that it expected work to start in 2014 and the extra tracks to go into service in 2018. 165 S-Bahn trains are in operation. On December 31, 2012,
3008-456: The network, made possible by construction of a new rail bridge over the river Main : Completion in 1983 of a 600m long easterly extension of the Citytunnel, as far as Konstablerwache, improved the opportunities for train turnaround in the tunnel. At this stage lines S1–S6 and line S14 were extended to Konstablerwache, while the S15 was rerouted to the main arrivals hall of the Hauptbahnhof. In 1990
3072-496: The new Mühlberg underground station, the first station in the direction of Offenbach. This left the S3, S4, S5 and S6 serving all the stations between Hauptbahnhof and Frankfurt Süd, a situation which still pertains to this day. The S14, which is now the S8, also served all of these stations. In 1995, the newly instituted RMV increased train frequency from a 20/40/60 minute schedule (depending on
3136-718: The north side. The entire section is single-track except for the section between Mühlheim and Dietesheim, with Steinheim station also only having one platform edge. A single-track It ends at the northern-most platform in Hanau Hauptbahnhof so that in future it can also be served by the North Main S-Bahn line. The chainage is continued from the Frankfurt Hbf–Frankfurt Süd line . This begins in Frankfurt (Main) Hbf (underground) at kilometre 50. Today, S-Bahn lines S1 , S2 , S8 and S9 operate on
3200-506: The opening of the trunk line extension to Frankfurt South. The cars of the 2nd construction series were delivered completely to the S-Bahn Munich until the beginning of the 2000s. Due to the ever-increasing vehicle demand at that time were between 1980 and 2004 at irregular intervals all railcars of the third and fourth series and numerous cars of the fifth and sixth series from the S-Bahn Stuttgart delivered to Frankfurt. In 2003 began
3264-416: The phasing out progressed sharply. Another reason for this was the expiry of the examination period of many vehicles, while at the same time main examinations were no longer worthwhile due to the manageable remaining service life. In the last months of operation, trains of the 420 series were still in service on the S8 and S9 lines. In exceptional cases or in case of vehicle shortage a use of the series 420 in
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#17327908443253328-611: The river at a time. After passing under the Main the tunnel divides: One branch runs in the direction of Sachsenhausen where it runs under the Sachsenhausen old town to Frankfurt Lokalbahnhof and then climbs a ramp to the embankment of the South Main railway to Frankfurt South station . At the South station the S-Bahn connects with regional and main line services was built, trams and the U-Bahn. The second section , which
3392-478: The route is also referred to as the South Main S-Bahn . Prior to the construction of the line between Frankfurt and Offenbach, five different options were examined. Three options provided for the extension of the Frankfurt City Tunnel in different forms, in which a tunnel from Oberrad was planned in the southern (option D), middle (option C) or northern (option B) areas and the line would then run from
3456-445: The routes of the S5 and S6 were shortened slightly, so that they travelled only as far as Frankfurt Süd, while the S3 and S4 were extended to Darmstadt and Langen. The section of the S3 between Höchst and Bad Soden im Taunus also ceased to be served by S-Bahn trains. In 1999, the S8 was effectively divided into two lines, the S8 and S9, both of which travel between Hanau and Wiesbaden via Bischofsheim . The S8 continues to travel through
3520-401: The spring of 2014, another train of the seventh series and four trains of the eighth series were relocated from Stuttgart to Frankfurt in order to absorb a shortage of vehicles resulting from deadlines in older 420s. This was also the only period in which the eighth series in Frankfurt was in use. After an early deployment was already foreseeable at that time, no great efforts were made to adapt
3584-520: The suburbs of Frankfurt. Since the end of 2003, the system comprises the following lines: The former routes are as follows: [REDACTED] Plans for a rail connection between the central rail station (Hauptbahnhof) in Frankfurt and the Hauptwache, the central commuter destination in the city, were started in the early 1960s. Construction work on the project started in 1969. During the construction phase, some rearrangements were carried out to
3648-520: The time of day) to the 15/30/45/60 minute schedule which is still used in the system. The S15 ceased operations at this stage. Also in 1995, a new underground alignment through the city of Offenbach was opened, assisting the rerouting of the S14 (renamed the S8) through Mühlberg to City-Tunnel Offenbach and Hanau. The S1 was also extended as far as Offenbach, while the S2 returned to serving Frankfurt Süd. In 1997,
3712-460: The western boundary of the Offenbach built-up area parallel to the existing long-distance line towards Offenbach Hbf . However, these options would have meant—at least during the construction period, possibly also permanently due to changes in groundwater flows–a massive intervention in the usability of the areas for agriculture, so that some saw it as a threat to farms in Oberrad. After protests,
3776-566: Was added to the system (replacing the regional train line on the northern part of the Mannheim–Frankfurt railway ). Due to a shortage of capacity in the Citytunnel, these trains are not currently able to reach Frankfurt's inner city. At present, these trains do not operate on a 30-minute schedule because of several ICE lines that operate on the same tracks. In 2003 the Rodgaubahn , a commuter rail system serving Offenbach and its environs,
3840-518: Was built on its route. The first section between Frankfurt (Main) Schlachthof junction and Frankfurt (Main) Mühlberg station was opened in 1992. This part of the line lies entirely in a branch of the Frankfurt City Tunnel. The section of the line to Offenbach Ost through the Offenbach City Tunnel went into operation on 23 May 1995. A few days later, on 28 May, the entire line to Hanau was put into operation. The line separates between
3904-511: Was completed in 1992, branches off to the east on the Sachsenhausen side after the passage under the Main towards Mühlberg . Then the line comes to the surface prior for a few kilometres until the next station at Offenbach -Kaiserlei where the Offenbach City Tunnel begins. This underground section has three underground stations and ends at Offenbach Ost station, where the Rodgau line branches off. Between Konstablerwache and Ostendstraße stations
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#17327908443253968-590: Was incorporated into the Rhine-Main S-Bahn system. This resulted in the S1 being extended from Offenbach Ost to Rödermark-Ober Roden, while the S2 was also rerouted from Frankfurt Süd to serve Offenbach Ost and all stations to its new terminus in Dietzenbach. The current system has an almost 5-minute frequency for services between Frankfurt and Offenbach Ost and an actual 5-minute frequency for services between Frankfurt Hauptbahnhof and Frankfurt Süd. The group of lines S1, S2, S8 and S9 all share 10 stations, as do
4032-413: Was opened, on 31 October 2008, operated by the S3, single-track breakpoint Schwalbach North. For the timetable change 2017/18, a continuous night traffic was introduced on weekends. Due to nocturnal blockages of the City Tunnel, the railways go in a first phase at night on modified lines: From August 2018, the start of operations of the entire night traffic in the Citytunnel is planned. From December 2018
4096-587: Was scrapped in the spring of 2005 in Trier-Ehrang. In 2009, when the use of the class 420 at the S-Bahn Rhein-Ruhr was completed, the Essen depot delivered several ET 420 of the fifth and sixth series to Frankfurt. Although the Frankfurt plant made great efforts to align the railcars to the Frankfurt units (for example, most railcars were still redesigned in 2007), they were in such poor condition by
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