Images: An in-depth look at the first new Dart+ train

Irish Rail put the first of their new battery/overhead electric hybrid trains on show this morning to the media and others before the seats are taken out of the train for testing. Test equipment and weights in the form of sand will added to simulate a packed train as the train undergoes rigorous safety testing before the new Dart trains start to enter service, all going well in just over a year from now.

The first of the trains are due to be used on the northern line between Dublin and Drogheda at the start of 2026. The trains are part of French train manufacturer Alstom’s X’Trapolis model of suburban trains, which is seen as a way to overcome previous issues with sourcing spare parts.

Irish Rail has a framework contract with Alstom to commission up to 750 electric/battery-powered vehicles over a 10-year timescale and a 15-year maintenance window as part of the contract.

The first orders from the framework are a mix of hybrid and traditional overhead electric trains. Irish Rail also hopes to order more X’Trapolis trains soon to replace the existing Dart fleet. All of the trains ordered from the framework, regardless of power configuration, will be the same in terms of fit-out and general passenger experience.

Vehicle testing is more stringent for new trains added to the network, and once that is finished, further trains of the same design are commissioned more quickly.

The battery element of the train is to allow for service further than the current overhead wires, but electrification is planned to follow as part of the Dart+ infrastructure programme, which also includes closing level crossings on some lines and other upgrades such as turn back facilities.

Irish Rail was recently granted permission for Dart+ West but without the all-important depot to stable and maintain the trains. A new plan for a depot is expected to be submitted for planning by the end of 2025.

Just to add: One thing missing from the below, but which has been much discussed, is that the new Dart trains will be covering a longer distance but will not have toilets. There is some discussion about more toilets at stations and existing toilets at stations being open for longer, but nothing has been confirmed at this point.

IMAGES

Here’s the outside of the train:

A longer view of the train:

When the event lights are off, the side of the train is very white:

The train is articulated with shared bogies, which are common in other countries, but there are none currently operating in Ireland.

Although it’s not a first. The first was the Drumm battery train, which operated from 1932 to 1949 and continued as hauled passenger stock until 1964.

The doors are marked with symbols for wheelchairs, prams or bicycles depending on the area of the train:

All doors will have extending ramps for as close to possible gap-less boarding — this was not demonstrated today due to a lack of platform, but it can be just about seen under the doors here:

Updated: After this article was published, a reader sent IrishCycle the below image of a mockup Dart+ train, which was displayed at the Transport Research Arena conference in January. The train today was the real live train, but the mockup image gives you an idea of the side of the extended ramp/gap filler:

Back to the real train, the main battery equipment is on the top of the carriages:

Inside there are no doors between carriages which gives a very open feeling and makes it easier to find seats if you board a busy section of the train:

The carriages are fully walk-through, there are level differences (shown in the photo below), and there are steps other points (not shown):

The seat coverings and handles have lost their green colouring shown in previous mockups:

The internal electronic displays also can help passengers find a less busy area of the train:

The internal displays also indicate which side to exit the train at the next stop to avoid confusion at stations with central platforms:

The airy feeling is added to by the seats being fixed to the wall without floor supports:

The wheelchair spaces are well marked-out:

A view of a wheelchair space beside the external doors:

Priority seating for others who need it is also clearly marked:

There are USB A and USB C charging ports at the seating:

There are also marked-out pram areas with fold-down seats:

The two bicycle areas can officially carry three bicycles each — this gives a minimum official capacity of six bicycles per train in the shorter configuration. This will be doubled to 12 spaces when two trains are combined to make a larger set.

The no bikes at peak time rule will still apply as is standard in most international rail operations for urban areas.

There will be restraints to secure bicycles, but the hook shown here in black was still locked in place, so not yet working:

The previously mentioned bicycle charging plug points were removed from the spec of the train. The USB charging points here are provided for phones.

On the upside, in reality, more than three bicycles will be able to fit in this space, but even the official capacity of 6 spaces per train is good:

This is the standard door layout from the inside:

To meet safety requirements, the walk-through carriage isn’t counted as an exit. So, at each end carriage, there are also new built-in window breakers for emergencies — these might seem to be a greater vandalism risk, but they are said to be not easily pressed by accident and seen as less of a vandalism risk than providing a glass hammer which can smash more than one window:

A view passengers won’t be seeing daily is the driver cab:

This train’s battery was not charged:

And finally, the driver’s cab with the rear lights shown: