5000-series Cars

  

This computer rendering of the forthcoming 5000-series CTA railcars shows their 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. For a larger view, click here. (Images courtesy of Bombardier Inc.)

 

Note: Information on this page is based on CTA® press releases and publicly-released information, as well as published newspaper articles. However, all information should be considered tentative and unofficial until the new cars begin delivery.
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Specifications:

Built by: Bombardier Transit Corporation
Year: 2008-10?
Length: 48'-0"
Width at Floor: 8'-8"
Width at Windows: 9'-4"
Height over Roof: 12'-0"
Trucks: ?
Truck centers: ?
Truck wheelbase: ?
Coupler: #1 end / #2 end: Form 5 / tubular
Wheel diameter: ?
Seats: 40
Weight (w/o passengers): ?
Motors per car: ?
Free speed: ?

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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 original 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, 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 automated 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 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 will remain 600v DC and the DC-to-AC conversion will happen on 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.

As the High-Performance 2000-series represented a clean break with the PCC 6000s, the new AC cars will represent the beginning of a new family of cars that will be incompatible with the current High-Performance Family cars. The AC cars will 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 variously referred to as "1000-series" and "8000-series" before CTA® announced them as being 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

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

This computer rendering of the forthcoming 5000-series CTA railcars shows the cars' interior design. Note the 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. (Images courtesy of Bombardier Inc.)
Aside from the use of AC propulsion, perhaps the most obvious change in the 5000-series railcars will be the use of longitudinal aisle-facing seating. With the new seating configuration, the CTA® says they will be able to accommodate more customers per rail car and provide a more comfortable trip. The longitudinal seating configuration will add 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 will also provide additional support for standees. Customers carrying backpacks, packages, luggage, strollers and bikes will 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 will accommodate 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, as described by CTA® in press releases and public presentations, 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 Altsom 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.

Delivery of prototype rail cars is expected in late 2008. The 10 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 base order of 206 is expected to begin in 2009 with delivery beginning in 2010. If the first option is exercised for 200 additional rail cars, delivery is expected to begin in 2012. 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 calls for delivery of the 10 prototype cars within 30 months after official Notice to Proceed is given by the CTA®.

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.