5000-series Cars (2009)

  

The 5000-series CTA railcars have an exterior to be very similar to the 3200-series cars. Differences include some minor changes in the window arrangement near the sidedoors and the use of LED destination signs. Car 5008 is seen at the head end of an 8-car train the prototype 5000-series railcars at Kimball on November 9, 2009. For a larger view, click here. (Photo by Graham Garfield)

Specifications:

Built by: Bombardier Transit Corporation
Year: 2009 (prototype cars 5001-5012)
Length: 48'-0"
Width at Floor: 8'-8"
Width at Windows: 9'-4"
Height over Roof: 12'-0"
Trucks: Bombardier
Truck centers: 33' 8"
Truck wheelbase: 6' 6"
Coupler: #1 end / #2 end: Form 5 / tubular
Wheel diameter: 28"
Seats: 38
Weight (w/o passengers): 57,000 lbs
Motors per car: 4
Free speed: 70 mph

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History:

By the early 2000s, the CTA's oldest cars (the 2200-series) were more than 30 years old, and its next oldest series (the 2400-series) wasn't much younger. CTA's most recent purchase of new rail cars was in the 1990s when 3200-series cars were purchased for the opening of the Orange Line, and to replace older cars on the Brown and Yellow lines. The need to continue renewing the railcar fleet, along with the eventual need for an expanded fleet for 8-car Brown Line service and various planned extensions necessitated a new railcar order.

 

Development

The new series of cars was originally going to be essentially the same as the 3200-series with a few upgrades. The "3500-series", as they were dubbed, were to be unpainted metal with corrugated side panels on the exterior and feature full-width motor cabs, air-conditioning, upholstered seat inserts in a fiberglass seat shell, and sliding side doors. New features were to include a video surveillance system (prototypes of which were retrofitted and tested on some 3200-series units), protective film on windows to deter graffiti vandalism, improved destination signs, use of 2x2 seating throughout the car (discontinuing the use of single seats started in the 3200s), and the use of AV signs inside in concert with the pre-recorded announcements to alert riders to station stops and other information.

The Chicago Transit Authority issued a Request for Proposals (RFP) for the manufacture and delivery of the 3500-series on April 17, 2002. The request advertised for a contract to manufacture up to 406 cars, with options to build up to 300 additional cars. In late December 2002 the bid requisition was "canceled in its entirety."

In May 2003, the CTA publicly announced that their plans to purchase new rail cars using alternating current (AC) technology, which is increasingly used in transit system traction. This represented a substantial change from the previous 3500-series designs, which had called for another order of DC-propulsion units.

The decision to transition the fleet to AC traction was based on both passenger comfort and cost savings. AC cars have practical benefits for riders. AC train motor systems produce smoother acceleration and braking. Trains also use AC power more efficiently, lowering operating and maintenance costs, and there is less wear and tear on the rails and cars because of the way the power is supplied. Through power regeneration, AC propulsion also offers some power savings. Some of the power used to accelerate the train can be recovered and put back into the third rail when stopping the train. This provides additional power to accelerate other trains and reduces the total amount of energy required to run the system. On trains using DC propulsion systems, the braking energy is dissipated as heat.

The third rail remains 600v DC and the DC-to-AC conversion happens onboard the cars. However, this still means that there will be a long period during which CTA will operate a mixed fleet of AC and DC equipment because the conversion will take decades, the amount of time needed to replace the agency's entire fleet of railcars. A line, theoretically, will be able run with both AC and DC equipment during the conversion period, but not in mixed train consists.

As the High-Performance 2000-series represented a clean break with the PCC 6000s, the new AC cars represent the beginning of a new family of cars that are incompatible with the current High-Performance Family cars. The AC cars keep the same coupler (the Ohio Brass Form 5), so the ACs and DCs can be mechanically coupled, but they will not be able to be electrically coupled.

The new railcars were internally referred to variously as "1000-series" and "8000-series" before CTA announced them as being officially termed the "5000-series". The choice to number the cars in the 5000-series is interesting, considering that a previous set of cars bore that series designation. Reuse of car numbers is not a new concept for the "L", however, as most of the High-Performance Family cars numbered 2001-3458 reused car numbers previously used by Lake Street and Metropolitan Division wooden "L" cars.

 

Car Design and Acquisition

In this view of car 5009's interior on April 19, 2010, note the 5000-series' use of longitudinal seats, overhead stanchions with straps, LED destination signs, and flooring with glow-in-the-dark striping. For a larger view, click here. (Photo by Graham Garfield)

Aesthetically speaking, the 5000-series railcars are similar to the 3200-series cars. Their exteriors maintain the unpainted stainless steel car sides with fluting below the window line and molded fiberglass end caps. However, the cars have many new features.

Aside from the use of AC propulsion, perhaps the most obvious change in the 5000-series railcars is the use of longitudinal aisle-facing seating. With the new seating configuration, the CTA says they can accommodate more customers per rail car and provide a more comfortable trip. The longitudinal seating configuration adds six-inches to the narrowest portion of the aisle, providing more space for standing customers. Vertical and horizontal stanchions with hanging straps in the center of the car also provide additional support for standees. Customers carrying backpacks, packages, luggage, strollers and bikes have more room to maneuver. Additionally, the new configuration allows for one more wheelchair position (two per car) than the current configuration (one per car). The cars have 40 seats, one more than the CTA's newest units, the 3200-series. Urban railways in several major cities, such as New York, Boston, London, Paris and Tokyo, also use aisle-facing seating. In 2004, the CTA tested the concept on a pair of 3200-series cars, unit 3407-08, by temporarily converting the cars to longitudinal seating, running them on all routes except the Yellow Line, and collecting feedback. (Read more about the experimental seating cars here.)

Other features of the cars include:

The CTA issued a RFP for the manufacture of the new 5000-series AC-propulsion rail cars on January 28, 2005. The RFP called for a base order of 206 rail cars with additional options that could bring the total purchase to 706 cars. The total with all options would represent the largest single railcar procurement in CTA history, topping the 600 2600-series railcars delivered in 1981-87.

According to an October 10, 2005 Crain's Chicago Business article, three companies submitted proposals by the September 15, 2005 deadline: Alstom Transportation Inc., an American subsidiary of French firm Alstom S.A.; Bombardier Inc., the Montreal-based aircraft and railcar manufacturer; and Kawasaki Rail Car Inc., a subsidiary of Japanese company Kawasaki Heavy Industries Ltd. According to Crain's, the three manufacturers all retained local consultants, many former CTA and city staff and officials, to help them hone their pitches and navigate the Chicago political waters.

On May 10, 2006, the Chicago Transit Board approved a contract for the manufacture and purchase of 406 new rail cars -- the base order and first option in the RFP. The total contract with all options is not to exceed $933 million; however, CTA currently has funding for the base order of 206 and an additional option in the contract for 200 rail cars for a total of $577 million. CTA is using capital funding from the Federal Transit Administration Formula Funds-5309, and funds from the Illinois Department of Transportation. When approving the contract, the CTA said they may have to issue $50 million in bonds to complete the purchase unless additional capital funds were provided.

Through a competitive RFP process, CTA selected Bombardier Transit Corporation located in Bensalem, Pennsylvania for the contract. Its project history includes the first North American order for high-speed trains from Amtrak; commuter cars for the Long Island Railroad and Metro-North Railroad, and rapid transit cars for the New York City Transit Authority. In the U.S., Bombardier Transportation is also the leader in automated people mover systems which currently operate in 10 airports across the country.

The base order and first option will provide enough cars replace the Budd 2200-series cars delivered in 1969-70 and the Boeing-Vertol 2400-series cars delivered in 1976-78, plus some additional cars to increase the fleet size to meet growing ridership and operate 8-car trains on the Brown Line.

CTA received 10 prototype cars in advance of the full production order. The prototype cars will get at least nine months of testing -- in Chicago's snowy winter and humid summer -- before other new cars are delivered by Bombardier. Construction will go forward at a slow pace during the testing period. Production of the remainder of the base order of 206 is expected to begin in 2010 with delivery beginning in 2011, with the first option of 200 additional rail cars following that. Under the contract with Bombardier, CTA will be able to exercise other options for an additional 216 rail cars and another 84 rail cars for airport service as funding becomes available.

The CTA issued a Notice to Proceed to Bombardier at the end of July 2006 to begin assembly of the cars. The contract called for delivery of the 10 prototype cars within 30 months after official Notice to Proceed is given by the CTA, although due to various issues they were actually delivered some months after that period.

The Chicago Transit Board granted permission on October 11, 2006 to issue up to $275 million in revenue bonds to help pay for new rail cars and buses and to continue capital improvement projects.

On January 23, 2008, the Chicago Transit Board approved a change order to the contract with Bombardier, incorporating technology enhancements to improve some of the previously planned features of the rail cars. Adding wireless connectivity to the electronic systems provided for the following additional features:

In addition to the technological upgrades, the change also included a new specification for the seat insert fabric, which was upgraded to an anti-stain/anti-microbial fabric newly available in the industry.

The adjustments made to the existing $577 million contract total $26.6 million, bringing the grand total for the base order of 206 rail cars and option 1 for 200 additional rail cars to $603.6 million.

Besides these changes, the CTA also asked the manufacturer to perform an industrial design assessment to determine what additional enhancements could be made to improve the functionality and appearance of the rail cars without affecting the production and delivery schedule. Features such as seat design, flat panel information screens, windscreen and lighting design were all evaluated and additional costs estimated for consideration. Proposed designed were prepared and shown at a CTA Board meeting; however, the changes were not pursued and the prototypes and production cars were delivered as originally specified.

On February 10, 2010, the Chicago Transit Board approved an ordinance providing authorization to issue revenue bonds that will allow the agency to purchase the 406 rail cars contained in the base order and option 1 of CTA's contract with Bombardier. When the procurement began in 2006, CTA programmed the issuance of bonds as part of its capital spending. The amount for the bonds is not to exceed $550 million. The total cost of the rail cars is $674 million. The bonds, which were to be bid in early March 2010, are backed by federal funds and sales taxes.

 

Prototype Units -- Cars 5001-5012

Per the contract, the 10 prototype 5000-series cars were built for CTA, but Bombardier actually built 12 prototypes total. Cars 5003-5012 were delivered to CTA per contract, while Bombardier kept the other two, 5001-02, for testing and other purposes.

The 5000-series cars are being assembled and track tested at Bombardier's plant in Plattsburgh, NY. With car shells assembled in La Pocatiere, Quebec, near Montreal, from parts fabricated there and in Sahagun, Mexico, the shells are trucked to Plattsburgh, the site of Bombardier's assembly and testing facility. Once assembled and placed on trucks, the cars are moved by the Canadian Pacific railroad approximately two miles to a test facility and test track. A full schedule of tests, both in the shop and on the track, are performed. Power was first applied to the first set of cars, 5001-02, and system static testing was begun.

Upon completion, the prototype car shells underwent water testing followed by the installation of under-car and interior wiring and equipment and interior fixtures including floors, seats, lights, and the motorcab. The side and end doors and some wire harnesses were installed in La Pocatiere during shell assembly and other wire harnesses were installed in Mexico during underframe assembly.

Prototype cars 5009-10 received a special promotional exterior graphic scheme for the prototypes' introduction to the press and public. No other cars received this scheme. Car 5010 is seen at Howard on April 19, 2010. For a larger view, click here. (Photo by Graham Garfield)

The first prototype cars delivered to CTA was unit 5011-12 on September 24, 2009. This was followed by the delivery of cars 5007-08 on October 21, 2009, cars 5003-04 on November 3, 2009, and cars 5005-06 on November 18, 2009. Delivery of the ten prototype 5000-series cars was completed with the arrival of cars 5009-10 at Skokie Shops at approximately 3:30pm on November 23, 2009. Ironically, the very first set of cars, unit 5001-02, were retained by Bombardier at their Plattsburgh, NY assembly and testing facility.

CTA began testing the first cars received, 5011-12, before any of the other cars arrived. These two cars were tested as a two-car train beginning October 6, 2009 on Track 1, the southbound Purple Line Express track, between Howard and Wilson middays when no revenue service was scheduled. The cars operated in non-revenue service, without passengers, bi-directionally on Track 1, testing the propulsion, braking, Global Positioning, leveling, public address, and other systems, as well as clearances. The cars carried a compliment of CTA and Bombardier engineers, as well as Rail Operations instructors and other personnel, to conduct tests, monitor and troubleshoot issues, and analyze the results.

The 5000s first operated south of Wilson on November 4, 2009, when a four-car train consisting of cars 5007-08 and 5011-12 continued testing in non-revenue service between Linden and 95th. During testing, the train simulated in-service operation by making all station stops but opening the doors on whatever side of the train was opposite the platform so as not to confuse or pick up customers. One car would also be loaded with sandbags to simulate the weight of a passenger load. Non-revenue testing continued for several months and on all the "L" lines. The four-car test train of 5007-08 and 5011-12 made its first test trip on the Orange, Brown and Green lines on November 5, and on the Blue and Pink lines on November 6, 2009.

Crew familiarization training began on December 10, 2009, using cars 5009-10. The training train originated from and laid up to Skokie Yard. Training concentrated on the operators assigned to the Red Line, since this was where the cars were first run in revenue service.

After several months of testing in non-revenue service, CTA's first new rapid transit cars in more than 15 years entered revenue service on April 19, 2010, under rush hour conditions on the Red Line. The consist of the first train of the new cars in revenue service was 5010-5009-5011-5012-5006-5005-5004-5003. Cars 5001-5002 remained at Bombardier and 5007-5008 were at Skokie Shops. A minor glitch occurred immediately on the cars' maiden voyage. The train was loaded and ready to go at 95th/Dan Ryan at 7:30 a.m., but the brakes refused to release on car 5011, the third car of the eight-car train. CTA and Bombardier personnel troubleshot the problem and, after a 10-minute delay, the new train was underway.

Following four weeks of passenger service testing on the Red Line, the 5000-series prototype cars moved to the Green Line over the weekend of May 15-16 and went into service there beginning Monday, May 17. The first trip on the Green Line Monday morning was Run 605, leaving Harlem/Lake at 6:20am. Train operated as a 6-car consist on the Green Line, compared with its 8-car operation on the Red Line.

The CTA temporarily removed the 5000-series prototype rail cars from service on Thursday, May 20, 2010 so that engineers could install and test a modification to the braking system. Bombardier had been working on a modification that would improve the operation of the brakes. Although the test trains did not experienced any failure, under certain conditions a component was found to be affected. Vibrations were affecting a component in the braking system, CTA engineers found. According to the Chicago Tribune, the vibrations could possibly cause the "slack adjuster'' in the brake to loosen and result in a loss of braking friction during extended use. The slack adjuster makes accommodations for the amount of wear on the brake pads over time. The retrofit was performed at Skokie Shops, and once the adjustment was made the rail cars were tested out-of-service beginning in June before resuming testing again on the Green Line on Monday, July 12, 2010. The cars continued in Green Line service until Saturday, July 31, 2010, after which they were transferred to the Blue Line. The prototype railcars began in-service testing on the Blue Line beginning Monday, August 2.

The prototype rail cars will ultimately undergo testing across all eight of CTA’s rail lines through the end of 2010. The 10 prototype rail cars are being tested to evaluate performance under real-world operating conditions. The rail cars must successfully complete testing before CTA will authorize the delivery of the remaining 396 rail cars.

 

Production Units -- Cars 5013-5406

Once the CTA has completed testing of the 10 prototype units, and assuming a satisfactory outcome of the testing regiment, the CTA will authorize Bombardier to proceed with final assembly and delivery of the production units. This would occur some time in 2011 at the earliest. As the CTA currently plans to exercise the base order and option 1 of their contract with Bombardier, this would provide for the delivery of another 396 railcars for, along with the 10 prototypes, a total of 406 cars. Along with cars 5001-02, already manufactured and still at Bombardier, the remaining units would presumably be numbered 5013 through 5406.