The Hitachi A-train is a family of rail rolling stock built and designed by Hitachi using a common base and construction techniques. The stock is designed to facilitate a number of product life-cycle improvements including ease of manufacture, increase in energy efficiency, and recyclability.
The "A-train" design concept includes several elements: the primary feature is the vehicle car bodies constructed from double skin aluminium extruded sections which are friction stir welded, other features of the design are hollow extruded mounting rails on the vehicle body to which modular components are attached.
Initially the A-train family consisted of multiple units designed and built by Hitachi, for use on the railway system in Japan. The A-train family comprises trains for both commuter services and limited express services. Hitachi has given the family a modular design which enables both production and refurbishment to be undertaken faster. The A-train's strong body is the result of the use of revolutionary technology called friction stir welding (FSW). Due to the low heat input of this patented process high strength, excellent crashworthiness and minimal distortion can be achieved.
Hitachi has provided a number of trains based on the A-train concept for use in Japan:
- E257 series - a limited express EMU operated by the East Japan Railway Company (JR East)
- 815 series - a commuter EMU operated by the Kyushu Railway Company (JR Kyushu) and the first A-train type to enter service
- 817 series - a commuter EMU operated by the Kyushu Railway Company (JR Kyushu)
- 683 series - a limited express EMU operated on the Hokuriku Main Line by the West Japan Railway Company (JR West)
- 289 series - limited express EMU converted from surplus 683 series sets
- 883-1000 series - additional cars built to augment existing 883 series Sonic EMUs operated by the Kyushu Railway Company (JR Kyushu)
- 885 series - a limited express EMU operated by the Kyushu Railway Company (JR Kyushu)
- Fukuoka Subway 3000 series - an EMU type operated on Fukuoka City Subway's Nanakuma Line
- Hankyu 9000 series - a commuter EMU operated by Hankyu Railway
- Hankyu 9300 series - a commuter EMU operated by Hankyu Railway
- Seibu 20000 series - a commuter EMU operated by the Seibu Railway
- Seibu 30000 series - a commuter EMU operated by the Seibu Railway
- Tobu 50000 series - a commuter EMU operated by the Tobu Railway
- Tokyo Metro 05 series - an EMU type operated on the Tokyo Metro Tōzai Line
- Tokyo Metro 10000 series - an EMU type operated on the Tokyo Metro Yūrakuchō Line and Tokyo Metro Fukutoshin Line
- Tokyo Metro 15000 series - an EMU type operated on the Tokyo Metro Tōzai Line
- Tokyo Metro 16000 series - an EMU type operated on the Tokyo Metro Chiyoda Line built in cooperation with Kawasaki
- Tōyō Rapid 2000 series - a commuter EMU operated by the Tōyō Rapid Railway Line
- TX-1000 series - a commuter EMU operated by the Metropolitan Intercity Railway Company on Tsukuba Express services, built by Kawasaki Heavy Industries to A-train specifications
- TX-2000 series - a commuter EMU operated by the Metropolitan Intercity Railway Company on Tsukuba Express services
- Sotetsu 20000 series
A-train family overseas
Hitachi have been marketing the A-train family overseas. Both the Chongqing Monorail in China and the Sentosa Express Monorail in Singapore utilise A-train derived cars. However, Hitachi's first major conventional rail order outside Japan came when Southeastern ordered 29 EMUs for use running the domestic services on High Speed 1 in the United Kingdom. The Class 395 units are standard gauge and designed to operate at speeds of up to 225 km/h (140 mph).
At approximately the same time as the UK order, Hitachi received an order from Taiwan Railway Administration (TRA) for six 8-car trains, based on the Japanese 885 series, designated as TEMU1000, for operation on the main line between Taipei and Hualien. Deliveries of the trains began in late 2006, with the first public test of the new trains in March 2007.
In 2007, Korail ordered eight 4-car express trains branded as the Trunk-Line Electric Car (TEC) to Hitachi. These car body, bogies, power systems made in Japan, but were to be assembled at SLS Heavy Industry in Changwon, Korea. and, a significant amount of the components have been replaced by a Korean part. The trains were for deployment on "Rapid Train" services on the Gyeongbu Line and Janghang Line between Seoul station and Sinchang Station, branded Nuriro and with a maximum speed of 150 km/h.
Hitachi gained further ground in the UK market when it was announced that an A-train based design similar to that of the Class 395, initially named the Hitachi Super Express, won the United Kingdom Government's Intercity Express Programme tender to replace InterCity 125 sets on the InterCity East Coast and Greater Western franchises. The Class 801 EMU sets operate only on electrified sections of the network, and the Class 800 EDMU (electro-diesel multiple unit) "bi-mode" sets are powered by AC overhead where available and underfloor diesel generators beyond the extents of electrification. The train specification allows for the conversion of Class 800s to Class 801s, as it is assumed that electrification will continue to expand.
The choice of Hitachi units, which would see little final manufacturing in the UK over the foreign-owned but domestically manufactured Bombardier option, was controversial, particularly in the area that would have manufactured them, leading to a campaign to reverse the decision. It was, however, economics which became a sticking point with the weight of the design creeping up (though some accused the Department for Transport of producing impossible specification requirements) and reportedly difficult negotiations over the final unit price and production balance between the different power options. The inability or reluctance of the financial markets to provide the necessary capital was the final straw, leading to the announcement in February 2010 of a three-month independent review into the value for money of the programme.
In March 2015 First Great Western ordered 29 bi-mode Hitachi AT300 (Class 802s) They will make use of the full power output to cope with gradients in Devon and Cornwall (enhanced diesel rating) and built with larger fuel tanks. The trains use overhead electric power between London Paddington and Newbury.
Other operators in the UK which have ordered Hitachi AT300 trains include LNER's Azuma (Class 800 and 801), TPE's Nova 1 Class 802 and Hull Trains' Class 802s. East Midlands Railway have also ordered 33 Class 804 bi-mode trains to replace their Intercity fleet by 2022.
The AT100 is targeted at high-density urban trains, whilst the AT200 is designed for suburban, commuter and regional routes. Abellio ScotRail has selected the Hitachi AT200 Class 385s for new trains when it is operating the Scotrail franchise.
|800/0||AT300||Bi-mode||2014-2018||Great Western Railway||36||5||800001-800036|
|800/1||AT300||Bi-mode||2014-2018||London North Eastern Railway||13||9||800101-800113|
|800/2||AT300||Bi-mode||2014-2018||London North Eastern Railway||10||5||800201-800210|
|800/3||AT300||Bi-mode||2014-2018||Great Western Railway||21||9||800301-800321|
|801/1||AT300||EMU||2017-2019||London North Eastern Railway||12||5||801101-801112|
|801/2||AT300||EMU||2017-2019||London North Eastern Railway||30||9||801201-801230|
|802/0||AT300||Bi-mode||2017-2019||Great Western Railway||22||5||802001-802022|
|802/1||AT300||Bi-mode||2017-2019||Great Western Railway||14||9||802101-802114|
|803||AT300||EMU||2021||East Coast Trains||5||5||803001-803005|
|804||AT300||Bi-mode||2020-2022||East Midlands Railway||33||5||804001-804033|
|TBA||AT300||Bi-mode||2020-2022||Avanti West Coast||13||5||TBA|
|TBA||AT300||EMU||2020-2022||Avanti West Coast||10||7||TBA|
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