The "NE Train" was first delivered from Tokyu Car Corporation in April 2003, configured as the world's first hybrid diesel/battery railcar[3] and classified as KiYa E991-1. The stainless steel bodyshell was derived from the E127-100 series EMU design, although with cabs at both ends instead of one in a married pair, two doors per side instead of three, and no gangways.[1] From 6 May 2003, it was tested on the Nikkō and Karasuyama Lines.[4] Data obtained from these trials was used to develop the KiHa E200 DMU, which entered service on the Koumi Line from July 2007.[1] The train used small lithium-ion batteries and high powered cells as would be used in a hybrid automobile.[5]
The KiYa E991-1 "NE Train" on delivery in April 2003
"NE Train" in its first incarnation as diesel/battery hybrid KiYa E991-1 in May 2004
KuMoYa E995 fuel-cell/battery hybrid railcar
The "NE Train" underwent modifications in 2006 to replace the diesel generator with a hydrogen fuel cell, becoming the world's first fuel-cell/battery hybrid railway vehicle, classified KuMoYa E995-1. The vehicle was fitted with six hydrogen tanks (with total capacity of 270 L (71 U.S. gal)) and lithium-ion batteries with increased storage capacity (19 kWh) compared with the earlier KiYa E991 hybrid version. These powered the train's two 95 kW (127 hp) traction motors. The railcar was based at Nagano depot, and tested on JR East main lines in the Nagano area during fiscal year 2007 at speeds of up to 100 km/h (62 mph).[6]
KuMoYa E995 series battery railcar
The "NE Train" again underwent modifications at Tokyu Car Corporation's factory in Yokohama in 2009 to become a battery electric multiple unit with the addition of a pantograph and storage batteries replacing the earlier fuel cell, and rebranded "NE Train Smart Denchi-kun" (NE Train スマート電池くん). This railcar has a maximum service speed of 100 km/h (62 mph) and can operate on battery power alone a distance of up to 50 km (31 mi) away from an overhead power supply.[7]
The railcar was test-run within Ōmiya Works from October 2009, with test running on the Utsunomiya Line under consideration from January 2010.[8]
The unit was modified in August 2011, with one of the four lithium battery units relocated beneath the passenger seats, increasing available space.[9]
In February and March 2012, the programme entered its final phase. Nighttime trial runs were conducted on the non-electrified Karasuyama Line outside operating hours. A recharging facility was built at the line terminus Karasuyama Station. It consists of a rigid overhead conductor bar which recharges the train via its pantograph.[10] The overhead conductor bar is rated at 1,500 V DC, powered by local electricity grid at 6,600 V AC. A single charge of 10 minutes gives a range of approximately 20 km (12 mi).[11]
^ 世界初の燃料電池ハイブリッド車両 クモヤE995形 [World-first fuel-cell hybrid rail vehicle KuMoYa E995]. Japan Railfan Magazine. Vol. 48, no. 561. Japan: Koyusha Co., Ltd. January 2008. pp. 53–55.
^「蓄電池駆動電車システム」の開発を進めています [Development of battery-powered train system] (PDF). JR East press release (in Japanese). Japan: East Japan Railway Company. 6 October 2009. Retrieved 30 August 2011.
^JRが改良版蓄電池車両を公開 [JR shows off modified battery vehicle]. Shimotsuke Original Online News (in Japanese). Japan: Shimotsuke Shimbun. 26 August 2011. Archived from the original on 19 March 2012. Retrieved 30 August 2011.
^「スマート電池くん」の実用性を確認する試験を実施します [Validation testing of "Smart Denchi-kun"] (PDF). Press release (in Japanese). Japan: East Japan Railway Company. 7 February 2012. Retrieved 10 February 2012.
^烏山線で充電試験 蓄電池で走る [Recharging trials on Karasuyama Line – Running on batteries]. The Asahi Shimbun Digital (in Japanese). Japan: The Asahi Shimbun Company. 6 March 2012. Archived from the original on 10 March 2012. Retrieved 7 March 2012.
^JR東日本 烏山線に新型蓄電池電車導入 [JR East to introduce new battery train on Karasuyama Line]. Tetsudo Hobidas (in Japanese). Japan: Neko Publishing Co., Ltd. 6 November 2012. Retrieved 6 November 2012.