Railway Interiors – Next Generation Fleets Part 2

In The Lost Art of Passenger Comfort & Good Design – Railway Interiors Part 1, we looked at individual components and functionalities of train interiors – from seats, layout, information displays, and storage spaces, down to power sockets and USB connectors. Now in Part 2, we now look at a number of North American, and a UK, train operators that are implementing some of these ideas to develop their next generation long distance and high speed train interior concepts and designs.

Interior design for train companies has always been a balance between comfort and capacity. And now accommodating multiple uses and demographics also has to be factored in. Designing contemporary train interiors is about problem solving and putting individual changes and improvements together in a coherent total comprehensive design for a better passenger and traveled experience.

The rail market has been changing, and the pandemic accelerated the changes. We also saw in Part 1 that train carriage interiors need to accommodate a greater range of uses, storage needs, and passenger expectations, whilst maintaining flexibility for different demographics, age groups and uses. It is important to note that most western countries have an aging demographic, as well as a growing leisure market, plus the rise of a plethora of personal light electric vehicles (from mobility scooters to e-scooters). As well as wanting to encourage the increase in active transport such as cycling, e-bikes, hiking etc.

Great British Railways’ rail passenger revenue by journey purposes in a quarter of 2024 show leisure sector receipts of £1,538m, larger than the combined business and commuter receipts of £1,286m. All these sectors’ figures are larger than first quarter 2023.

New North American Night Train Interiors

Jim Mathews, President & CEO of the National Association of Railroad Passengers (NARP) was the Master of Ceremonies of the conference. NARP represents over 40 million American train passengers, so he was an ideal advocate for improved passenger train interior amenities.

He also presented Amtrak’s plans for specifying, and funding, their new long distance fleet. The recent US Federal $66B Infrastructure and Recovery Act is a massive investment in many modes of public transport, including intercity rail. But due to Buy American legislation, this funding would require US built trains. Mathews noted that such domestic production will cost three times more than European carriages, due to having to set up a US train carriage manufactory. Unfortunately, there is no long term plan to support the US railway industry, so once these funds are spent, there is no commercial stability to entice investors.

Amtrak is looking to expand their sleeping options in its new long distance train procurement. In addition to sleeper cabins and bunks, they are also looking into specifying stacked single person sleeping capsules, as seen in the recent NightJet, Chinese, and Japanese sleeper trains. Mathews’ cousin is a US submarine officer. After having been shown a photo of the NightJet sleeping capsules, the undersea officer said that they appeared very similar to enlisted sailor’s submarine bunks…

Whilst open bunks were a popular sleeper train option in the past, the trend now is that individual and pairs of travellers prefer the privacy of secure cabins or capsules. Slightly larger compartments with a seat and folding table, and more storage space are also offered, often designed to connect to another by the opening of a partition. Effective and controllable ventilation, heating, and air conditioning is also expected by modern travellers.

Persons with reduced mobility (PRM) will have larger cabins with space to rotate mobility devices. The Amtrak accessible double decker sleeper carriages will actually have two lifts – although keeping them operational on a swaying, vibrating train will be a large maintenance challenge.

Amtrak is also considering making bike storage spaces safe to store e-bikes. Some routes serve skiing areas, so having configurable space for seasonal sporting equipment, storing bikes in warm months, and skis in winter, would be ideal.

Another speaker noted a booming North American travel trend for eco-chic holidays – for instance, sustainable transport like long distance trains, as well as canal travel and sailing ships. Both Amtrak and Canada’s national passenger train carrier VIA Rail are already tapping into both of these markets, as they are quite lucrative. And both railways have been following the renaissance of the sleeper train market in Europe with great interest. Austria’s Nightjet operates 20 sleeper train routes across Europe, with fully booked cabins most of the time, and has ordered another 33 sleeper carriages.

But both railways still provide basic intercity service, for many cities and towns without other intercity public transport. Hence the need for their new fleets to offer a wide range of sleeping accommodation, as well as reclining seats for economy passengers.

VIA Rail’s New Long Distance Fleet Requirement Definition Process

VIA Rail also presented its new long distance fleet procurement process. Whilst superficially similar to Amtrak’s fleet requirements, there could be important differences that preclude a concurrent VIA Rail long distance fleet order that could help share the supply chain and purchase costs. VIA Rail has three long distance sleeper train routes services, as befits the world’s second largest country, with the potential for a fourth if sufficient sleeper carriages were available. VIA also operates remote routes to regions without road access. For instance, VIA’s Hudson’s Bay train endures extreme climatic conditions in providing essential transport to remote communities to the sub-Arctic on Hudson’s Bay and in Northern Quebec.

As a result, VIA Rail will likely specify an operating temperature requirement of -50C to 45C for their long distance fleet. This may well require near military grade electronics with multiple decade robustness. Furthermore, Amtrak currently operates double decker Superliners, and is considering ordering new bilevel carriages for some of its routes. However, low clearances at the major hubs at Montréal and Winnipeg stations preclude double decker VIA Rail trains. Hence it is unlikely that Amtrak and VIA will be able to make a large joint order.

VIA Rail’s dome carriages are well loved and well used. They feature in some preliminary renders of the proposed new long distance fleet released in December 2024:

As well as Economy class interior:

And the cafe car:

National Trains

As Amtrak and VIA Rail are national railway companies, their respective new train procurements are somewhat reflective of the national character. Whilst they service many small towns with no inter-city bus service, these trains are also prime tourist draws. Good design, large windows to see the vast landscapes, comfortable interiors for often multi-day journeys. And configurable for loading sporting activities equipment on board.

The UK currently has a fragmented railway network, but as in most countries, their high speed lines are their flagship railway service, and serve as a symbol of the country’s modernity and efficiency. The Train à Grande Vitesse, Shinkansen, Germany’s ICE, Spain’s AVE, &c are such examples.

California High Speed Railway Train Interiors

The California High-Speed Rail Authority (CAHSR) is building a 220mph / 355 km/h electrified high speed line between Los Angeles and San Francisco. The authority has issued a RFP from the two shortlisted firms Alstom Transportation and Siemens Mobility.

Concurrently, the Authority is using the train interior design process, which it hopes will also generate buzz and positive awareness of the new line among its stakeholders and the general public. The goal is to create a wow factor for the interiors, similar to what Brightline has done.

CAHSR built a full scale white mock-up of some proposed train interiors to provide a much more visceral and effective experience, for more accurate feedback from disability groups, seniors, families, student groups, etc. Their preliminary feedback has been:

• Comfortable Seating – Economy class with comfortable seats is a key requirement.

• Not a lot of families liked the high density 3+2 seating configuration, but it satisfies the need for larger families and groups to sit together.

• Cocoon Seating – innovative concept with fixed inclined seating and adjustable shades on window and doorway for sleeping or resting is well liked. This would also provide a calm space for the neuro-diverse to shut out light and noise nuisances.

• Premium Seating – First Class airliner-like pods (but not a full cocoon) are much welcome.

• Compartments – support for 1, 2, & 4 passengers, especially in Business Class, for privacy.

• Family Room – lots of support from families for this.

• Bike Storage carriage – CAHSR would like modest amount of bike storage with secure fastening, which will be popular in states with a large biking constituency:

CAHSR refined their Design Vision Book, and Functional and Technical Requirements (FTR) documents based on the feedback, and will create a High Fidelity Mock-up to specify the look and feel of the refined carriage interior design. Concurrently, the agency has released the RFP for the train fleet, to select the manufacturer in 2025. The goal is to start revenue service in 2030.

UK HS2 Train Interiors

These trains are being designed to be 15% lighter, by using lightweight, recycled content, and have 30% more seats than comparable European high speed trains. A key specification of HS2 has been for a flexible interior layout, with potential for reconfiguration during the design phase or later in the unit’s life.

The initial 2018 HS2 Train Technical Specification (TTS) defines the three interior layouts that the train must be configurable in:

• The One-Space Layout (1SL) provides a single class of travel, with 2+2 seating throughout.
• The Two-Space Layout (2SL) will also incorporate premium seating in a 2+1 formation, which is foreseen as being between 15% and 20% of total capacity.
• To provide maximum capacity option, a High Density Layout (HDL) configuration has also been specified.

One-Space Layout – 1SL

This layout originally envisioned a seat pitch of 895mm for seats in rows and 2,030mm for bay seats, with a minimum of two bays per carriage and 32 per train. All seats will be no more than 12m from an exterior door to minimise dwell times. The ‘pitch’ of windows is specified to be 1,790mm to align with double the seat pitch, ensuring exterior visibility for all seated passengers.

Toilets will include air-freshening devices (but no mention toilet ventilation which is odd, though likely – hopefully – included), a visual display, and a speaker for train messages. Toilets will be replaceable should a reconfigured layout be required.

Wheelchair spaces will be provided in the saloon, each with an electrical socket and fold-away table. This layout will provide four wheelchair spaces and eight toilets per consist, at least two of which to be accessible. There is provision to double the number of wheelchair spaces per train to eight. Gangways will be sufficiently wide to allow a passenger in a wheelchair to move between carriages when the train is on a straight track.

Each carriage will have luggage space for half the passengers to bring a small bag, and for a quarter of them to bring a large bag. Small bags can be stored under the seat in front or in the overhead racks. Large bags must be accommodated in luggage stacks, with a bulk luggage storage area able to accommodate two bicycles or up to two cubic metres of luggage, with the ability to be converted to seating.

We saw in Part 1 of this series how the UK’s Class 800 trains had problematic bike storage spaces. The HS2 spec defines a bicycle as having up to 740mm wheels, a 580mm frame, 1050mm wheelbase, and 460mm width handlebars. With electrically assisted bikes getting larger and more popular, will this space be large enough?

The spec also states that seats should be ‘comfortable for the user population’, although this appears to remain subjective. UK’s Rail Safety and Standards Board (RSSB) has over the last few years researched this issue to produce a guidance note on the subject: GMGN2696 Iss 1 Assessment of Passenger Seat Comfort. It remains to be seen – rather experienced – its impact on the bottoms (and backs) of the train riding population.

In addition, the seats will recline to at least two different positions, whilst not affecting the space of the passenger behind. Standard seats will be 450mm wide, whilst premium seats will be wider at 500mm, covered with a leather-type fabric.

Each seat will have access to an electrical and a USB socket, visible to passengers at their seat, without having to reach across another passenger. Coat hooks, reading lights, and cup holders will be provided at all seats, along with storage for small items such as mobile phones. All seats will have a sensor to detect when it is occupied, and presumably able to detect the difference between a piece of luggage and a passenger, or even a small child.

Bay seats will have fixed tables able to accommodate a laptop for each passenger, whilst the fold down seat-back tables at the regular seats will be sufficiently large to accommodate a laptop.

Catering facilities will be included, as well as two trolley storage points.

Two-Space Layout – 2SL

This layout includes similar numbers of bay seats, although some may be ‘half bays’ – ie a table for two. And at least one of the four wheelchair spaces will be in the premium seating area.

The 2SL layout also replaces the catering trolleys with a café-shop in standard class, and a kiosk in one of the premium class carriages. The café-shop will include a bean grinding coffee machine, whilst the kiosk will provide self-serve hot and cold drinks, and snacks.

High Density Layout – HDL

The HDL specification was developed to provide for a future maximum capacity reconfiguration, to assess the maximum capacity and hence mass that the train could carry and hence should be designed for. Passengers will have a typical inter-city train seat, wherein the ergonomics will not be considered. They will still be in a 2+2 configuration, but there will only be a single four seat bay per carriage, with the rest of the seats in an airline layout. The abundant luggage stacks of the other options will be reduced to only two per carriage. The Wi-Fi provided throughout the rakes will be retained in this option.

The TTS does not specify how many seats are to be provided in the HDL option, but HS2’s preference is for at least 700 seats per train, with a total capacity (with standees) of 950 passengers.

Final HS2 Interior Design

The detailed interior layout will be decided in the two and a half year design process currently underway by HS2 Ltd, DfT, and West Coast Partnership Development, the shadow operator for HS2. So all of the above specifications are subject to potential change.

The winning train design by Bombardier/Hitachi is based on the Zefiro V300 train, which was designed to be compatible with the non-high speed Italian network. As such it was smaller in height and especially width (and is structurally optimised for this). Thus this train is well suited to the HS2 tender. The toilet was also designed around narrower trains. In door and vestibule geometry terms, these are much more similar to the Mk 4s on the East Coast, Pendolinos on the West Coast, CAF Mk 5 sleeper coaches than the more recent IETs.

Alstom has built full-size mock-ups at its Derby factory, of the carriage interiors for user group testing. To date, this has resulted in slight changes in overhead racks and poles, as well as removing deep cup placeholders on tables to avoid time consuming cleaning, based on feedback from cleaning staff. There will almost certainly be self-service coffee machines in the non-passenger (crumple) zone at the front of the end vehicles to meet the refreshment requirements. The trains are planned to start construction in 2026.

High Speed Seats

Alstom is claiming that the HS2 trains will have “the best seats of any UK trains”, with cushioning a priority. This is important given the backlash against the “ironing board” seats in some recent trains.

The economy seats will have “best-in-class” 87cm pitch, although this is slightly (15mm) tighter than the originally envisioned 895mm seat pitch. Nonetheless, the designers believe that passengers will be able to recline without significantly impinging into the space of the passenger behind. The passenger space will also have a reading light with three brightness settings, easily accessible USB-C and two three-pin plug sockets, fold-down table, and a perch to hold electronic devices for viewing.

The designers were able to configure the train’s mechanical equipment to require less ceiling space than on existing trains, resulting in slightly more headroom. Each train will also have a bookable space for four bikes and spaces for unfolded pushchairs and buggies.

High Speed Toilets

Changing tables in every toilet, plus a pull-down seat to secure toddlers, and a pull-out rack to store bags just above the level of any suspiciously wet floor. An information screen beside the mirror will update passengers on upcoming train stops and other announcements.

Level Up Boarding

The new HS2 platforms have been designed to be the same height as the carriage floor, allowing wheelchairs, mobility devices, and wheeled luggage to roll on and off. Not only does this prevent accidents, it also makes boarding and alighting smoother and quicker. However the trains will also stop at some existing stations, so all carriages will have retractable steps to access the lower platforms.

Doors of Specification

HS2 is currently seeking to vary their contract with Alstom/Hitachi to have more passenger doors designed in – likely 6 pairs per 8-carriage train. This was an issue identified by West Cost Partnerships in 2021 (in the Siemens vs HS2 Judicial Review) and will result in the loss of at least 24 seats per train. The advantage is that this will significantly speed up intermediate station dwell as well as terminus turnaround times.

Reality

The original technical specification may have been a bit aspirational, as it is designed to provide a level playing field for public procurement. But the requirements outlined in the calm, rational words may not survive HS2’s meandering fortunes. The muddle created by cancellation of the HS2 sections north of Handsacre Junction and the subsequent capacity issues created are much more serious than the details of different seat layouts.

UK Train Interiors in General

Contrary to these new North American train specifications, UK rail passengers will not likely see seating layouts changed for seasonal or special events. The closest are the UK train tip-up seats so the area can be used as bike space, wheelchair space, and/or luggage space as needed.

In Europe, Scandinavian and Alps trains often have space for skis. In fact, residents and visitors to Oslo take the city’s Line 1 Metro to get to the top of the local ski hill to ski down.

UK Sleeper Train Interiors

The rolling stock of the Caledonian sleeper is quite new, so there are no plans on rethinking their interiors for some decades yet. Nevertheless, sleeper trains are experiencing something of a renaissance on the Continent, notably NightJet.

After the 1978 Taunton fire, the fire and evacuation regulations for sleeper trains became more strict than for regular carriages. The one derogation they have is that chairs or stools do not need to be bolted to the floor in the bar.

We previously looked at the design and proposed operation of the Channel Tunnel Nightstar sleeper trains, however sleeper train operation has changed greatly since the 1980s. Offering trains with coaches destined for multiple destinations, requiring marshalling and servicing special train catering vehicles – passenger railways simply do not operate that way anymore. Airlines have faced much the same problems in trying to provide everywhere to everywhere flights, with the added complication of security. Hub and spoke networks have simpler, more reliable operations.

Furthermore, the traditional market for sleepers in Europe, with long trains wending their way north-south/west-east, with the trains being pulled apart and remarshalled several times, died because of cheaper air travel. This had relegated the NightStar sleeper fleet to irrelevance and led to its selling off. In addition, rising customer expectations of hotel standards (eg ensuite showers, not sharing compartments, toilets at the ends of corridors etc) were expensive to provide and operate by railway companies.

These external factors have continued to worsen, with high speed rail travel. Whereas railways have faced increasing demands from other investment priorities. This has left a very narrow commercial pathway for any UK or European company trying to maintain, let alone introduce a new sleeper service. With exception of OBB’s Nightjet, such new ventures have collapsed – Midnight Trains being the most recent.

Brightline Brightens up their Spaces

The Brightline private passenger railway in Florida is a great example of a design focused passenger experience, using station and train interior design to attract car drivers onto trains, which we looked at recently. Despite cars being the primary way of life in North America, the privately owned and operated Brightline service has been quite successful, and it is planning a second line, Brightline West, between Las Vegas and Los Angeles.

Dayniter Trains of the Past

Canadian National’s (CN) Dayniter trains of the 1970s were a deluxe coach (for the period) with individually adjustable deeply reclining seats, padded leg rests, and lots of legroom. The multiply articulated seats were key to the concept, which provided somewhat comfortable sleeping. Unfortunately, the many articulations made it a non-contiguous and somewhat lumpy sleeping experience, so rest was sometimes less than ideal:

The contemporary cabin designs provide travellers with some privacy and comfort, with seats that recline back to about 30 degrees from horizontal for sleeping or snoozing.

Deeply reclining seats aren’t a new idea, but does demonstrate that concepts can be found from the past and updated with modern materials.

Caledonian Sleeper’s Proposed Lie Flat Seats were Quashed

Lie flat seats were originally proposed for the Caledonian Sleeper Mk 5 Economy ‘seated’ carriages, but were dismissed on safety grounds. One LR colleague recalls a conversation with a senior person in Transport Scotland who explained that this option had been dismissed on safety grounds. The issue may have been that lying down with the head in the direction of travel risked spinal injury in case of a collision or derailment. However, feet first was considered an acceptable risk. The operational problem would be to turn wagons around in depot to ensure feet first positioning. However the Caledonian also changes direction every night on the Highlander at Waverley. So the lie flat seats were dropped. And Economy passengers have to attempt sleep at only 10° of recline.

Analysis of Privacy

Some of the above designs feature ‘private’ seats or rooms in Business Class interiors. However, some are merely noise reducing grouping of panels, sometimes only even half height, and/or with open doorways. Incomplete reflecting soundproofing provides only an illusion of privacy. Only a contiguous sealed space will truly isolate speech. Privacy also includes the visual – not having other passengers watch what you’re watching, or what document you are working on.

Senses Working Overtime

Train interiors are one of the few things that train operating companies and transport authorities have direct control over. Crew behaviour can be variable, schedules can be affected by other trains’ delays, track conditions, or Acts of God. But a well designed interior that provides comfort, a relaxing atmosphere, passenger control of their area, as well as helpful technical functionality such as good Wi-Fi, effective but non-intrusive next stop and route progress displays.

As in car and airline interior design, all five senses are appealed to. Modern materials have improved lighting, ventilation, and sound insulation. Natural materials feel better to the touch, and are more pleasant than plastics or petroleum-based synthetic pleather seat coverings of previous train generations. These improvements bring train travel much closer to the comfortable car experience some travellers are used to. And the improvements highlight the salient advantages of rail over cramped airline travel.

Furthermore, the direct origin to destination of many rail journeys provides for more productive, or relaxing leisure, time than air travel. Travelling to and from out of denser city areas is typically fraught with the particularly unrelaxing dead time of being in traffic, queueing to go through security, and waiting around a half hour or more at a gate to board.

In most countries, the days of drab train interiors are fortunately coming to an end. As are the days of trains designed primarily for the able bodied majority. The coming generation of intercity trains is much better designed for an aging population, their mobility devices, as well as a growing cycle and active travel demographic. Cities’ public transport networks are similarly being increasingly improved for accessibility, so it is also necessary to upgrade intercity trains accordingly.

Thank you to Railway Interior Innovation Summit host Red Cabin for access to their 2024 North American conference.

The Railway Interiors Series:

Part 1 – The Lost Art of Passenger Comfort & Good Design – Railway Interiors

Part 2 – Next Generation (Anglosphere) Fleet Interiors

Part 3 – Europe Railway Interiors Conference Report, & Other Notes