Bih-Yuan Ku
Senior Editor
On 15 July, Tobu Railway Co., Ltd. began operating Hitachi Rail’s new Series N100, nicknamed SPACIA X, as shown in Figure 1. The SPACIA X could reduce CO2 emissions by up to 40% compared to the current SPACIA, and would virtually replace all of the electricity used for operations with electricity from renewable sources, making CO2 emissions net zero.
Figure 1 Hitachi Rail’s new Series N100, nicknamed the SPACIA X train. (Source: Hitachi Rail; used with permission.)
The new train’s nickname reflects the evolution of the Limited Express SPACIA by adding the letter “X” to the Limited Express SPACIA, which has long been loved by customers as a synonym for transportation to the Nikko and Kinugawa Onsen areas in Japan. A total of 12 new cars in two trains have been introduced at the beginning of the operation, and another 12 new cars in two trains will be introduced in the future. Each train has 212 seats and includes a total of six formats for passengers to choose among, including a luxurious Cockpit Suite, Cockpit Lounge, Compartment, and Premium Seat.
Designed in-house by Hitachi, the train cars have evolved while maintaining the original SPACIA form, with the colors evoking a noble white reminiscent of the “Gofun” painted on the Yomeimon Gate, Karamon Gate, and main sanctuary of the Nikko Toshogu Shrine. The window frames are inspired by carefully handmade crafts, such as the muntins (Kumiko) in Kanuma and bamboo weaving that have been handed down from the Edo period.
Governor Ned Lamont announced that the Connecticut Department of Transportation (CTDOT) was purchasing 60 new rail cars that will be used on the state’s commuter rail lines as part of its ongoing rail car renewal program. CTDOT has entered into a contract with Alstom for the single-level rail coach cars, which are valued at US${\$}$315 million. Delivery of the first cars is expected in 2026. The cars will be prioritized for use on the Hartford Line, as well as the branches of the New Haven Line.
The agreement calls for the delivery of 60 fully customized, sustainable, next-generation commuter rail cars, providing customers with safe and comfortable service. The rail cars will have a spacious two-by-two seating configuration, as shown in Figure 2, and easy access for passengers using mobility aids. The new rail cars will enhance the customer experience with convenient overhead luggage racks, foldable workstation tables, and a bicycle storage area. There will also be a reliable Wi-Fi connection, real-time information displays, and conveniently located power outlets and USB ports. Additionally, customers will enjoy panoramic balcony-style windows, allowing for the flow of natural sunlight through the car’s interior, giving riders great site views.
Figure 2 Sitting configuration of the CTDOT new commuter rail cars. (Source: CTDOT; used with permission.)
Each stainless steel 85-foot-long rail car will be designed for continuous operation of up to 24 h and 1,200 miles daily and will have at least a 40-year design life. The rail car is based on the Adessia rail car produced by Alstom. It will be custom-designed to meet Federal Railroad Administration requirements and tailored for CTDOT, as shown in Figure 3. The final design will ultimately be a unique rail car specific for Connecticut riders. The order of 60 new rail cars follows a recent order of six new dual-mode locomotives, as the state’s rail equipment continues to be upgraded. Dual-mode locomotives can be powered through an electric supply or onboard diesel engine, which improves reliability, and the equipment can operate in electric mode, which reduces emissions. The agreement with Alstom includes future options for additional rail cars for passenger rail service in Connecticut.
Figure 3 CTDOT new commuter rail car based on the Alstom Adessia rail car. (Source: CTDOT; used with permission.)
Iarnród Éireann (Irish Rail) awarded a €28 million contract for train-charging infrastructure at Drogheda to Alstom. The fast-charging infrastructure on two platforms and one siding at Drogheda will be installed by end of 2024 to enable new battery-electric DART+ trains, entering service in 2025, to operate to and from Drogheda in advance of planned electrification of the line, and to be recharged during service turnaround at Drogheda. Figure 4 shows a DART+ battery-electric train, and Figure 5 shows the platforms at Drogheda before the installation of the fast-charging facilities.
Figure 4 Iarnród Éireann DART+ battery-electric train. (Source: Iarnród Éireann; used with permission.)
Figure 5 Iarnród Éireann Drogheda station platform. (Source: Iarnród Éireann; used with permission.)
Funded by the National Transport Authority as part of the DART+ Program, the project will see electrification of three lines at Drogheda, as well as supporting infrastructure, including a new substation at Marsh Road. The charging infrastructure has secured planning permission from Louth County Council, enabling preparatory works to commence in late 2023. Of the initial order of 95 DART+ carriages entering service in 2025, 65 are battery-electric powered, with 30 electric carriages. The battery-electric units will have 840 kWh of energy per five-carriage train, with trains to operate in up to 10-carriage formation.
They will be capable of operation of journeys up to 80 km on battery power alone, and benefit from charging at Drogheda during turnaround between journeys. This will happen automatically, with the pantograph (the arm on top of DART that connects to overhead lines) extending upon arrival to the charging platform to overhead lines, and then lowering again automatically once the train is ready to depart. The charging infrastructure will be capable of charging a throughput of up to three 10-carriage-length trains per hour. Additionally, overnight charging will occur and regenerative braking will replenish batteries on the move. Furthermore, there will be a 3.6-MWh energy storage system installed at Drogheda. This will provide additional flexibility, allowing multiple trains to charge simultaneously, and extra resilience to the power supply from the grid.
The first of the 94 Siemens Mobility built new trains for Transport for London’s (TFL) Piccadilly line arrived at the Test and Validation Center in Wegberg-Wildenrath, Germany, as shown in Figure 6. The first nine-carriage train came off the production line in Vienna at the end of July before being transported to the Test and Validation Center, as shown in Figure 7. Meanwhile, there is work to complete Siemens Mobility’s new site in Goole, East Riding of Yorkshire. Around half of the new trains will be assembled at Siemens Mobility’s new site. The site is currently in the final stages of fit-out, with recruitment well underway, ahead of production starting at the United Kingdom-based site from early 2024.
Figure 6 TFL new Piccadilly line train arrived at the Test and Validation Center. (Source: Siemens Mobility U.K.; used with permission.)
Figure 7 First TFL new Piccadilly line train left the production line in Vienna. (Source: Siemens Mobility U.K.; used with permission.)
The state-of-the-art train will be put through rigorous tests, including acceleration and braking functionality, noise and vibration trials, as well as testing all of the equipment on board, both hardware and software, and functional tests of the interfaces the train will have with off-train equipment. This is just the start of the trains’ journey toward transforming rail travel in London from 2025.
The Piccadilly line trains are based on Siemens Mobility’s Inspiro family of metro trains and offer passengers an improved customer experience with walk-through, air-conditioned carriages, and improved accessibility. The new metro trains will increase capacity by around 10% and are also significantly lighter than existing designs, which will mean the trains are more energy efficient as well as providing a smoother ride for passengers. The lighter weight is due to the innovative articulated design, which requires fewer bogies.
New Mark V SkyTrain cars of TransLink (formally the South Coast British Columbia Transportation Authority in metro Vancouver, BC, Canada) have entered their testing phase at a facility in Kingston, ON, Canada. Functional performance testing at the Alstom facility includes testing the brakes, power systems, doors, and car connectivity, as well as propulsion and automatic running on rails to simulate real-life operations; 205 new cars are designed to eventually replace the original Mark I models, which are slated for retirement by the end of 2027. Figure 8 shows a Mark V SkyTrain leaving the Kingston Facility. Figure 9 shows the same Mark V SkyTrain during a test run.
Figure 8 TransLink’s new Mark V SkyTrain leaving the Kingston facility. (Source: TransLink; used with permission.)
Figure 9 TransLink’s new Mark V SkyTrain during a test run. (Source: TransLink; used with permission.)
The Mark V design features consist of five-car sets, all internally open-ended with walk-through carriages in the same style as the Mark III trains. They have mostly forward-facing seating and include more space for bikes, luggage, and leaning pads. The new digital interior information displays will provide riders with improved onboard transit alerts. Strip indicator lights at the doors will assist people who have hearing loss by flashing when doors close, fault warnings are issued, or when emergency brakes are deployed. The Mark V trains will operate with door chimes and on-train announcements to assist customers who are visually impaired.
The purchase of these SkyTrain cars is part of the Expo Millennium Line Upgrade Program. The program is funded with an investment of CA$1.47 billion through the Investing in Canada Infrastructure Program with contributions from the Government of Canada, Government of British Columbia, and TransLink.
The City Council of San Jose, CA approved Santa Clara Valley Transportation Authority’s (VTA) Bay Area Rapid Transit (BART) Silicon Valley Phase II Extension Project at the 15 August meeting. This is the largest single public infrastructure project ever constructed in Santa Clara County, and will extend the BART service six miles from the Berryessa Transit Center into downtown San José, and ending in the city of Santa Clara. The route map is shown in Figure 10. This project will be able to provide a one-seat ride from San José and Santa Clara to destinations all around the Bay Area through frequent and reliable BART service. The connection of BART Phase II Extension with Caltrain at Diridon Station will also make it easier to go to Palo Alto and the San Francisco International Airport by public transportation.
Figure 10 Route map of VTA’s BART Silicon Valley Phase II Project. (Source: Santa Clara VTA; used with permission.)
Digital Object Identifier 10.1109/MVT.2023.3313268