mfranjic
Member
.......
..I apologize if I have too hastily and too self-assured concluded that what I wrote below deserves opening a new thread. More than anything I wanted to shape my interest and affection for the Hitachi Rail BR Class 800 Series (800-810) AT300 A-trains (for the Intercity Express Programme) into the form of a database that brings together all the series of the trains: BR Class 800, BR Class 801, BR Class 802, BR Class 803, BR Class 805, BR Class 807 and BR Class 810 to one place. I came to the data in a various ways, using a couple of different sources and some material I have collected in the recent years. The official data on these trains is so hard to come by. I guess showing some basic promotional material on these series of the trains publicly, in the form of a simple brochures that would contain a few technical data, images, schemes or drawings, quite probably wouldn't endanger or compromise their further and smooth development and the production …
..I think I am rather familiar and fairly up-to-date with the most of the manufacturing defects and operational problems associated with these trains, but that is a different topic and I would not like to go into it here. To me personally the trains visually look great (except the sliding pocket doors that compromise the nice streamlined look), they are designed in a very interesting and complex way, and the fact they may not be of a sufficient quality or are uncomfortable to travel on, it is the result of something else ... As far as I know and as much as I have read, BR Class 395 ▪ Javelin EMU HST, produced by the same factory, is accepted and considered as a pretty pleasant train to travel on.
..As the database was expanding, it occurred to me I could supplement it with some other series of the British Rail HSTs, regardless if they belong to the group of High Speed 1 (HS1/CTRL) or High Speed 2 (HS2) trains and that's why the database also contains the trains of the classes: BR Class 373 ▪ Eurostar e300 / TGV TMST, BR Class 374 ▪ Eurostar e320 / Velaro, BR Class 390 ▪ Pendolino, BR Class 395 ▪ Javelin and BR Class 397 ▪ Civity.
..On 30. Jul 2003, on the opening press run of High Speed 1 Section 1, Eurostar 373/2 'North of London' (known as 'Regional' Eurostar), reg. 373 313/14 ('Entente Cordiale'), half set EMU-8, train configuration: 2M6T, wheel arrangement: Bo-Bo + Bo-(2)(2)-Bo + Bo-(2)(2)-Bo + Bo-Bo, powered by 12 Brush Traction TM2151B, 3-phase asynchronous TMs, each rated at 1.020 kW, with the ΣTMp of 12.240 kW / 16.414 hp / 16.642 PS, set British rail speed record of 334,7 km/h (208 mph) on the HS1/CTRL, recorded at Nashenden Valley, just outside Rochester.
..I tried to make a picture below as a link to the database of Hitachi Rail BR Class 800 Series (800-810) AT300 A-trains in its original appearance so please click on it. If the attached image is not visible, please open the link to the database here.
..Besides the new Hitachi Rail Italy S.p.A. Blues (Trenitalia S.p.A. HTR.412), tri-mode, EMU-4, train configuration: 2M2T, wheel arrangement: Bo-(2)(2)(2)-Bo, I added an imagined, non-existent EMU into the database - Hitachi Class 820/1 ▪ Cyclone, tri-mode serial hybrid, computer-controlled active tilting, EMU-12 HST, train configuration: 12M0T, wheel arrangement: 12 x Bo-Bo, capable of using three different power sources: OHLE (25 kV; 50 Hz AC ▪ 15 kV; 16,7 Hz AC ▪ 3 kV DC ▪ 1,5 kV DC), diesel gensets and batteries, which allow the train to be used without distinction, both on the electrified and non-electrified lines, arriving to guarantee in the latter case, through particular functions, acceleration and speed performance completely comparable to the train in the electric configuration. Each car is equipped with one diesel-electric MTU PowerPack, composed of MTU 12V 1600 R91, 4-stroke, turbocharged, diesel engine (engine architecture: 90°V 12-cylinder; engine displacement: 21,0 l / 21.042 ccm / 1.284,1 cu in ▪ bore: 122,0 mm / 4,8 in; stroke: 150,0 mm / 5,9 in); CR: 17,5:1, rated at 736 kW / 987 hp / 1.001 PS at 1.900 rpm, coupled to Traktionssysteme Austria GmbH (TSA) TGE 59A-43-4 (2.100 V; 214 A; 62,9 Hz), 3-phase traction alternator, rated at 736 kW / 987 hp / 1.001 PS at 1.900 rpm, producing electricity for (among other onboard consumers) Hitachi Industrial Products, Ltd. permanent magnet synchronous motors - PMSM, each rated at 400 kW (77 % more powerful and 40 % lighter than Hitachi Industrial Products, Ltd. 3-phase, induction motors - Copper Rotor IM used on the existing BR Class 80x Series trains). The system complements roof-mounted battery system consisting of several MTU 151M4P EnergyPacks (Li-ion cell battery module), each of 122,4 kWh / 3.000 kW, rechargeable by: regenerative braking, current from the pantograph and the diesel gensets. Transformers, traction converters, inverters, APS and the other hybrid electrical equipment is placed in the free underfloor space, opposite to the diesel gensets or on the roof, like with Hitachi Rail Italy S.p.A. Caravaggio (Trenitalia S.p.A. ETR.421/521/621), double-deck EMU-4/5/6. In HMU Boost mode, a power supplement that batteries guarantee in the starting phase is analogy to what happens with the KERS used on F1 cars. By activating this mode, the gap between the power obtained by the diesel-electric units and the power the train has in electric mode is covered by means of the traction batteries, making sure that acceleration values are almost identical to the catenary-powered train, with enormous potential savings on journey times and greater possibility of recovering from delays accrued compared to the scheduled time. In addition to the starting of the diesel engines, the traction batteries are used to power the auxiliary services and the traction both independently and in HMU (Hybrid Mode) together with the diesel genset(s). The power supply of the train, with the batteries only, can be achieved through the Platform Mode function, in which the diesel engines remain off and the pantograph lowered. It is also useful for shunting movements in the station / depot area, conceived in order to allow the maximum reduction of acoustic emissions and fine dust before, during and after the stops in the stations or inside the inhabited centres…
..Some of the series of Hitachi Rail tilting trains:
…..▪ JR Shikoku 8000 series
…...▪ TEMU1000 series
…....▪ QR Tilt Train
….....▪ 883-1000 series AT300
…......▪ 885 series AT300
….......▪ N700A/N700S Series Shinkansen
…........▪ E5/H5 Series Shinkansen
….........▪ E6 Series Shinkansen
..The better acceleration of the Hitachi Class 820/1 ▪ Cyclone is achieved by its very high traction motors' power output that allows it to make more use of the short straight sections between the curves. For a railway with lots of changes of speed, acceleration to make the most of the fast stretches is as important as the overall top speed. The new trains with their better acceleration can get very close to the timings of the tilting trains. Tilting? Wonderful thing, but the tilting trains are heavier and more complicated than their non-tilting equivalents and so are more expensive to buy, operate and maintain. They require a series of balises to be mounted on the track, increasing infrastructure maintenance costs. Sometimes, they are also less roomy, which reduces the quality of the passengers' experience… I would be surprised if the tilt capable trains (or track mounted enabling equipment) in the UK is retained beyond the lifespan of BR Class 221 ▪ Super Voyager and BR Class 390 ▪ Pendolino …
..This is, just as I said, just an imagined project of the tri-mode, tilting, serial hybrid EMU-12 HS trainset, intended both for the electrified lines with the different supply voltages and those non-electrified, all of the standard gauge (1.435 mm / 4 ft 8½ in), for the speed range between 160 km/h (99 mph) and 300 km/h (186 mph), able to climb hills and mountains or scurry next to the fastest European HSTs. Some of its described operating modes are taken from Hitachi Rail HTR.312/412 Blues, tri-mode EMU-4 trainset. Having only first (F) class and executive (E) class seats and per one restaurant (R) and buffet (B) car, Hitachi Class 820/1 ▪ Cyclone is primary intended for a long and pleasant journeys all over the European railroads. I guess this project would be achievable, but I don't believe whether needed or as such interesting to anyone. Maybe just as TRLT (Technology Readiness Level Train) or comprehensive test train …
..Legend:
D - driving cab; P - pantograph; c - car; b - bogie; T - trailer; M - motor car; d - diesel engine; e - traction electric motor;
DEMU - Diesel-Electric; EMU - Electric; BEMU - Battery; HMU - Hybrid;
E - executive class; C - composite (executive & first class); F - first class; R - restaurant car; B - buffet car
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Type: Hitachi Class 820/1 Cyclone, tri-mode, tilting, serial hybrid EMU-12
Train configuration: 12-car / 12M0T
Wheel arrangement: 12 x Bo-Bo
Formation: DPM(d+e)E + M(d+e)E + PM(d+e)E + PM(d+e)B + M(d+e)E + 2 x PM(d+e)E + M(d+e)E + 2 x PM(d+e)C + M(d+e)R + DPM(d+e)F
Electric system: 25 kV; 50 Hz AC ▪ 15 kV; 16,7 Hz AC ▪ 3 kV DC ▪ 1,5 kV DC (OHLE)
Installed power: 12c x 1d x 736 kW (MTU Friedrichshafen GmbH 12V 1600 R91) + 12c x 4e (24b x 2e) x 400 kW (Hitachi Industrial Products, Ltd. PMSM)
▪ 8.832 kW / 11.844 hp / 12.008 PS (DEMU) + 19.200 kW / 25.748 hp / 26.105 PS (EMU) + 3.000 kW / 4.023 hp / 4.079 PS (BEMU)
* the sum of these powers: DEMU, EMU and BEMU represents the total installed power, however the power that can be transferred (in the different modes) to the driving axles is limited by the power of the traction electric motors
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..This train with all powered axles wouldn't be exception since at least one HST I can remember of in this moment was powered by as many traction motors as it had axles, and it was Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. 500 Series Shinkansen (W1 set), EMU-16 HST, train configuration: 16M0T, wheel arrangement: 16 x Bo-Bo, powered by 64 Hitachi Rail WMT204, 3-phase, 4-pole, asynchronous TMs, each rated at 285 kW, with the train's total power of 18.240 kW / 24.460 hp / 24.800 PS. The sets W2-W9 were powered by TMs rated at 275 kW, and their ΣTMp was 17.600 kW / 23.602 hp / 23.929 PS. Between 2008 and 2010, eight of the original nine, 500 Series Shinkansen sets have been shortened from 16 to 8 cars (V sets, 500-7000 Series), train configuration: 8M0T, wheel arrangement: 8 x Bo-Bo, for use on Sanyo Shinkansen Kodama services.
..In this moment Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. N700S Series Shinkansen, tilting, fully-active suspended, battery self-propulsioned, EMU-16 HST, train configuration: 14M2T, wheel arrangement: 2-2 + 14 x Bo-Bo + 2-2, powered by 56 Hitachi Industrial Products, Ltd. (2.300 V; 126 A; 130 Hz; 320 kg), 3-phase, 6-pole, squirrel cage induction TMs, each rated at 305 kW at 3.260 rpm, with the ΣTMp of 17.080 kW / 22.905 hp / 23.222 PS is the most powerful Shinkansen train. The N700S Series Shinkansen is equipped with Fuji Electric Co., Ltd.'s SiC (Silicone Carbide) traction system and Toshiba's SCiB (Super Charge Ion Battery) Li-ion battery modules (4 of the train’s 16 cars are equipped with the underfloor batteries) which enables the train to operate catenary-free at low speed, in the event of an earthquake or power outage.
..In addition to the predetermined EMU-16 HST, train configuration: 14M2T, the N700S J0 train set was also tested with the train configuration: 16M0T (ΣTMp of 19.520 kW / 26.177 hp / 26.540 PS), with the traction motors installed in the leading cars too, performing running tests at 362 km/h (225 mph), significantly exceeding 285 km/h (177 mph), a maximum operating speed on the Tokaido section, between Yonehara and Kyoto.
** No matter of the perfection of the train construction itself and the technical justification of the aerodynamic solution of the noses of the Shinkansen trains, their appearance inspired by a unique and peculiar mythology never helped me to get used to them and accept them. The only series of the Shinkansen trains whose appearance I like and find interesting are:
..▪ Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. 500 Series Shinkansen
..▪ Hitachi Rail 800 Series Shinkansen
..Also, Chinese CRH's high-speed comprehensive test train with the both end cars powered - CRH380AM (initially CRH500 / CIT500), reg. CRH380AM-0204, deployed under the Ministry of Science and Technology and the Ministry of Railways of the People's Republic of China, and developed by CSR Qingdao Sifang Locomotive Co., Ltd. is an EMU-6 HST, train configuration: 6M0T, wheel arrangement: 6 x Bo-Bo. It was based on CSR Qingdao Sifang Co., Ltd. CRH380A EMU-8 HST. The head car and the tail car adopt two different end cars' noses' designs. The train is powered by 24 CSR Zhuzhou Electric Co., Ltd YQ-600 (2.700 V; 155 A; 137,8 Hz; 780 kg), 3-phase, 4-pole, asynchronous TMs, in this case rated at 950 kW at 4.636 rpm, thus reaching the TMs' total power of 22.800 kW / 30.575 hp / 31.000 PS. According to some other sources, the rated (nominal) power of the train was 14.400 kW / 19.310 hp / 19.579 PS (24 x 600 kW) and the test train's maximal power of 21.120 kW / 28.322 hp / 28.715 PS was obtained by 'overclocking' the traction motors by increasing the electric current's parameters (similar to the ALSTOM TGV V150 experimental train).
..The train described above was designed to break the record of 574,8 km/h (357,2 mph) achieved by the French test train ALSTOM TGV V150 on 03. Apr 2007. Unlike Chinese HSTs, French V150 record train had quite different drivetrain system. This EMU-5 HST comprised the wheel arrangement: Bo-Bo + 2-(Bo)(Bo)-2 + Bo-Bo, where each of the two power heads (locomotives) of the existing TGV POS 4402 train was powered by four Alstom 6 FHA 3657 (3.865 Nm; 1.350 kg), 3-phase, 6-pole, asynchronous TMs, each rated at 1.160 kW at 2.963 rpm (25 kV; 50 Hz AC) / 1.960 kW at 5.033 rpm (31 kV AC), while each of two AGV bogies of the newly produced TGV Duplex cars had two Alstom 12 LCS 3550 C (2.456 Nm; 785 kg), 12-pole, permanent magnet synchronous (PMSM) TMs, each rated at 760 kW at 3.500 rpm (25 kV; 50 Hz AC) / 1.000 kW at 4.924 rpm (31 kV AC), installed. The combined TMs' power ouput, when achieving a speed record, was 19.680 kW / 26.391 hp / 26.757 PS at 31 kV AC. I am not sure if it was technically feasible to fit and the remaining two boogies by Alstom 12 LCS 3550 C PMS TMs, so the EMU-5 HST with the wheel arrangement: Bo-Bo + Bo-(Bo)(Bo)-Bo + Bo-Bo would have the combined TMs' power ouput of 23.680 kW / 31.755 hp / 32.196 PS (31 kV AC). Very questionable if that power would be usable and transferable to the rails…
..Alstom's engineers believed it was possible to exceed 600 km/h (373 mph), even though the reaching that speed would have put the pantograph dangerously close to that of the travelling wave disturbance of the OHLE. Should that speed be exceeded, the train would then overtake its own generated wave causing an effect similar to that of an airplane surpassing the speed of sound. The contact regime between the pantograph and the catenary would undergo an abrupt change, which could even lead to de-wiring and the destruction of the whole assembly. There was also a purported 'diplomatic' limit: Japanese MLX01 maglev trainset on 02. Dec 2003 had set a speed record of 581 km/h (361 mph). The French managers considered it pointless as well as prudent to force the experiment to exceed that speed, as they could have entered a kind of 'international race' that they did not have much chance of winning. Time would prove them right: on 21. Apr 2015, another L0 Series maglev reached 603 km/h (375 mph) on the Yamanashi test line. All the communication related to 'Operation V150' stressed that the results obtained were only relevant for wheel-rail contact technology and overhead contact wire power supply.
..As another comparison and reference; on 03. Dec 2010, Chinese standard high-speed train CSR Qingdao Sifang Co., Ltd. CRH380AL, reg. CRH380A-6041L, EMU-16 HST, train configuration: 14M2T, wheel arrangement: 2-2 + 14 x Bo-Bo + 2-2, powered by 56 CSR Zhuzhou Electric Co., Ltd YQ-365 / CRRC Yongji Electric Co., Ltd. YJ92B (2.110 V; 130 A; 140 Hz; 1.476 Nm at 2.372 rpm; 465 kg), 3-phase, 4-pole asynchronous TMs, each rated at 385 kW at 4.142 rpm, with the ΣTMp of 21.560 kW / 28.912 hp / 29.313 PS (wheels' power - 20.440 kW) reached the maximum speed of 486,1 km/h (302,0 mph). I wonder what maximum speeds could have been reached with, let's call it, CSR Qingdao Sifang Co., Ltd. CRH380AJL, EMU-16 HST, train configuration: 16M0T, wheel arrangement: 16 x Bo-Bo, powered by 64 CSR Zhuzhou Electric Co., Ltd. YQ-365, 3-phase, 4-pole, asynchronous TMs, each rated at 385 kW, with the ΣTMp of 24.640 kW / 33.043 hp / 33.501 PS, designed on the bases of the serial CSR Qingdao Sifang Co., Ltd. CRH380AL and CSR Qingdao Sifang Co., Ltd. CRH380AJ (CRH 400A) test train. **CSR Zhuzhou Electric Co., Ltd.YQ-365 traction motor is a derivative of Hitachi Rail Copper Rotor IM (MT207), used on Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. E5/H5 Series Shinkansen EMU-10 HST. Chinese version of this traction motor, used on CRRC Qingdao Sifang Co., Ltd. CRH2 A/B/E and CRH2C 1st stage EMUs, is CSR Zhuzhou Electric Co., Ltd. MB-5120-A.
..Unlike this CSR Qingdao Sifang Co., Ltd. CRH380AL EMU-16 HST of the standard configuration, on 09. Jan 2011 a modified Siemens Mobility GmbH / CRRC Tangshan Railw. Veh. Co.,Ltd. / CRRC Changchun Railw. Veh. Co., Ltd. CRH380BL (Velaro CRH3C), reg. CRH380B-6402L, EMU-12 HST, train configuration: 8M4T (instead of the standard 8M8T), wheel arrangement: Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo, powered by 32 CRRC Yongji Electric Co., Ltd. YJ105A1 / Siemens Mobility GmbH 1TB2019-0GC02 (2.750 V; 145 A; 137,5 Hz; 2.621 Nm at 2.120 rpm; 750 kg), 3-phase, 4-pole asynchronous TMs, each rated at 587 kW at 4.100 rpm, with the ΣTMp of 18.784 kW / 25.190 hp / 25.539 PS (wheels' power - 18.400 kW), reached the speed of 487,3 km/h (302,8 mph). It would be interesting if we could have seen what speeds would be achievable with some other CRH380BL, 16-car train's configurations, like 10M6T, with the ΣTMp of 23.440 kW / 31.434 hp / 31.870 PS or 12M4T, with the ΣTMp of 28.128 kW / 37.720 hp / 38.243 PS. A similar version of this traction motor was used on BR Class 374 ▪ Eurostar e320 / Velaro…
..During the testing between Madrid and Zaragoza, on 16. Jul 2006, Siemens Mobility GmbH RENFE AVE Class 103 / S-103 (Velaro E), reg. 9-103 205-1, EMU-8 HST, train configuration: 4M4T, wheel arrangement: Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + Bo-Bo, powered by 16 Siemens Mobility GmbH 1TB2019-0GB02 (2.027 V; 275 A; 138 Hz; 2.621 Nm at 2.120 rpm; 750 kg), 3-phase, 4-pole asynchronous TMs, each rated at 560 kW at 4.100 rpm, with the ΣTMp of 8.960 kW / 12.016 hp / 12.182 PS (25 kV; 50 Hz AC), used for the AVE service and operated in Spain by the state-run railway company RENFE, during the homologation tests on the Madrid-Barcelona high-speed line, reached the speed of 403,7 km/h (250,8 mph).
..A current generation of China Railway High-speed (CRH) trains are modular (8-17 cars) EMUs, built by two different corporations. Unlike at the trains of the previous generation which development and production were strongly influenced by the foreign companies: CRH380A/AL (E2-1000 ▪ Kawasaki Heavy Industries Rolling Stock Co.), CRH380B/BL/BG (CRH3C Velaro ▪ Siemens Mobility GmbH), CRH380CL (CRH380BJ ▪ Siemens Mobility GmbH / Hitachi Rail) and CRH380D (Zefiro 380 ▪ Bombardier Transportation), the influence of Chinese industry and design is more visible and emphasized in the Fuxing Hao (also known as the CR) series of EMU HSTs. I'll mention here two EMU-16 HSTs with an operating speed of 350 km/h (217 mph): "Blue/Red Dolphin" (CR400AF) and "Golden Phoenix" (CR400BF):
• CRRC Qingdao Sifang Rolling Stock / Qingdao Sifang Bombardier Railway Transportation Equipment Co., Ltd. (BST) CR400AF-A, EMU-16 HST, train configuration: 8M8T, wheel arrangement: 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2-2, powered by 32 CSR Zhuzhou Electric Co., Ltd. YQ-625 (2.750 V; 155 A; 137,8 Hz; 3.100 Nm at 2.517 rpm; 735 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 625 kW at 4.100 rpm, with the ΣTMp of 20.000 kW / 26.820 hp / 27.192 PS.
• CRRC Tangshan Railw. Veh. Co.,Ltd. / CRRC Changchun Railw. Veh. Co., Ltd. CR400BF-A, EMU-16 HST, train configuration: 8M8T, wheel arrangement: 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2-2, powered by either 32 CRRC Yongji Electric Co., YJ302A (2.750 V; 155 A; 137,8 Hz; 3.100 Nm at 2.517 rpm; 740 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 625 kW at 4.100 rpm, with the ΣTMp of 20.000 kW / 26.820 hp / 27.192 PS or 32 CRRC Yongji Electric Co., Ltd. YJ268A (2.800 V; 158 A; 140 Hz; 3.000 Nm at 2.517 rpm; 680 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 650 kW at 4.174 rpm, with the ΣTMp of 20.800 kW / 27.893 hp / 28.280 PS.
..High-speed trains and high-speed railway in general is an very interesting and wide area, the source of many inovatiove and modern technologies. In general, HSTs are electrically powered because of the power needed to run the trains at the high speed, and which is impossible to generate by the diesel gensets in that extent. Those HSTs powered by the diesel engines mostly belong to the past, some of them, like BR Class 43 (HST) (formerly BR Classes 253, 254 and 255), designed on the concept with the powercars with the diesel gensets, the others, like BR Class 180 ▪ Adelante, with the diesel-hydraulic propulsion system and those later and more modern, like BR Class 220 ▪ Voyager, BR Class 221 ▪ Super Voyager and BR Class 222 ▪ Meridian, with the floor-mounted diesel gensets.
..The appearance of bi-mode, tri-mode and hybrid trains introduces a new dimension to the HSTs, bringing the best from the different propulsion concepts to one place. This is the reason I find Hitachi Rail BR Class 800-810 AT300 A-trains so interested. In the intention of the further development of those trains, by the implementation of the hybrid technology, and under the agreement from December 2020, Hitachi Rail and Eversholt Rail Ltd replaced one of the under-floor diesel genset on Hitachi BR Class 802 EMU-5 bi-mode train (launched by GWR in August 2018) with a battery, creating a tri-mode hybrid train, expecting fuel savings of up to 20 %. The train will be able to operate solely on battery power when entering and leaving the non-electrified stations on the route, reducing pollution and noise. The battery will be able to recharge while operating under electrification, or within 10 to 15 minutes while static (possible by using charging stations at terminal, depot or at selected passenger stops).
..Hitachi Rail drawed on its own expertise developed in Japan, as well as working with Sunderland-based Hyperdrive Innovation Ltd (Turntide Technologies), which Hitachi Rail signed an agreement with in July 2020 to create and develop the battery packs for mass production at Hyperdrive’s HYVE facility, with the goal to bring battery-powered trains to the country. Hitachi Rail and Eversholt Rail Ltd say projected improvements in battery technology, particularly in power output and charging, could allow more diesel engines to be replaced incrementally, with a fully electric-battery inter-city train capable of travelling at a longer distances …
..Hitachi, Ltd. Railway Systems Business Unit, trading as Hitachi Rail, is the rolling stock and railway signalling manufacturing division of Hitachi, Ltd. The factory Hitachi Rail built the first railway carriage in 1924 for the domestic japanese market and soon became one of the main railway suppliers in Japan. By 1964, Hitachi Rail was one of only three companies that built the world’s first fleet of high-speed trains, the Shinkansen. Hitachi Rail Europe (later Hitachi Europe Ltd) was established in London as the European headquarters of the company in 1999. Hitachi Rail markets a general-purpose train known as the Hitachi A-train, which uses double-skin, friction-stir-welded aluminium body construction. Those BR Class 800-810 AT300 trains (for the Intercity Express Programme) are the part of the Hitachi A-train family. Hitachi Rail was designing and manufacturing a couple of the Shinkansen models, including the above mentioned N700S Series Shinkansen EMU-16 HST with the tilting capability.
..In Feb 2015, Hitachi, Ltd and Finmeccanica (now Leonardo S.p.A.) agreed to purchase the Italian rolling stock manufacturer AnsaldoBreda S.p.A. and acquire 40 % Finmeccanica's stake in Ansaldo STS, the railway signaling division of Finmeccanica. The purchase was completed later that year, and in Nov 2015 AnsaldoBreda S.p.A. changed its name to Hitachi Rail Italy S.p.A.. Since being acquired by Hitachi Rail, production of some BR Class 802 trains has been shifted to Hitachi Rail Italy S.p.A.'s Pistoia plant due to Hitachi Newton Aycliffe plant being at capacity. The name later changed in Hitachi Rail with headquarters in London and subsidiary in Pistoia. Production sites in Italy remain in Pistoia and Reggio Calabria.
..On 01. Jul 2022 Alstom has transferred Bombardier Transportation’s contribution to the Frecciarossa 1000 (ETR.1000) high-speed train platform to Hitachi Rail, following the French rolling stock manufacturer’s acquisition of Bombardier Transportation in January 2021. The transfer of the ETR.1000 platform, formally known as the V300 Zefiro, was part of Alstom’s commitments to the European Commission to avoid concerns relating to unfair competition. Namely, the V300 Zefiro platform was jointly manufactured by Bombardier Transportation and Hitachi Rail Italy S.p.A.. It was heavily based on the existing products, including Bombardier Transportation’s Zefiro and AnsaldoBreda's V250 (ETR.700) trains. This HST currently serves passengers in Italy and France as the Frecciarossa 1000, which is operated in Italy by Trenitalia S.p.A., and in Spain by Iryo, a brand of Intermodalidad de Levante S.A. (ILSA) - company jointly owned by Trenitalia S.p.A., Air Nostrum and the infrastructure investment fund Globalvia.
..On 26. Feb 2016, Bombardier Transportation / Hitachi Rail Italy S.p.A. Frecciarossa 1000, reg. 03, EMU-8 HST, train configuration: 4M4T, wheel arrangement: Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + Bo-Bo, powered by 16 BRBX MJA 280-4 (1.404 V; 322 A; 100 Hz; 3.017 Nm at 1.994 rpm; 735 kg), 3-phase asynchronous TMs, each rated at 625 kW at 2.971 rpm, with the ΣTMp of 10.000 kW / 13.410 hp / 13.596 PS, reportedly attained a peak speed of 393,8 km/h (244,7 mph) while traversing Torino - Milano HSL.
..I cited this brief history and the organization structure of Hitachi Rail here just to show that it is not enough to put the company's inscription on the production site, no matter of the company's long history and tradition, expecting it would imply in itself that the quality and comfortable trains will emerge from its production drives (for a time some airlines would only accept delivery of Boeing 787 Dreamliner aircraft assembled in Boeing Everett Factory, while were avoiding those built in Boeing South Carolina factory accused of shoddy production and ignoring safety defects in its aircraft) …
..The factory is its administration and management, organization, working conditions and the atmosphere, people with their personal culture, upbringing, work habits, mentality, motivation... Another thing is how much money someone is willing to invest into the production of something. With a too few resources invested in the development and the production, it's not realistic to expect something to be solid, compact and well made. Or very comfortable …
..What I know for sure is that I have invested two months of hard work and all my resources into creating this database and this post in general. Was all this worth the effort? I hope it was …
...Kind regards
…...Mario
P.S. My big and sincere thanks and respect to A Few Good Men who helped me with the information and all my doubts related to the trains of the classes: BR Class 805, BR Class 807 and BR Class 810. I wish there was someone from the factory itself among them. But he was not ...
..I apologize if I have too hastily and too self-assured concluded that what I wrote below deserves opening a new thread. More than anything I wanted to shape my interest and affection for the Hitachi Rail BR Class 800 Series (800-810) AT300 A-trains (for the Intercity Express Programme) into the form of a database that brings together all the series of the trains: BR Class 800, BR Class 801, BR Class 802, BR Class 803, BR Class 805, BR Class 807 and BR Class 810 to one place. I came to the data in a various ways, using a couple of different sources and some material I have collected in the recent years. The official data on these trains is so hard to come by. I guess showing some basic promotional material on these series of the trains publicly, in the form of a simple brochures that would contain a few technical data, images, schemes or drawings, quite probably wouldn't endanger or compromise their further and smooth development and the production …
..I think I am rather familiar and fairly up-to-date with the most of the manufacturing defects and operational problems associated with these trains, but that is a different topic and I would not like to go into it here. To me personally the trains visually look great (except the sliding pocket doors that compromise the nice streamlined look), they are designed in a very interesting and complex way, and the fact they may not be of a sufficient quality or are uncomfortable to travel on, it is the result of something else ... As far as I know and as much as I have read, BR Class 395 ▪ Javelin EMU HST, produced by the same factory, is accepted and considered as a pretty pleasant train to travel on.
..As the database was expanding, it occurred to me I could supplement it with some other series of the British Rail HSTs, regardless if they belong to the group of High Speed 1 (HS1/CTRL) or High Speed 2 (HS2) trains and that's why the database also contains the trains of the classes: BR Class 373 ▪ Eurostar e300 / TGV TMST, BR Class 374 ▪ Eurostar e320 / Velaro, BR Class 390 ▪ Pendolino, BR Class 395 ▪ Javelin and BR Class 397 ▪ Civity.
..On 30. Jul 2003, on the opening press run of High Speed 1 Section 1, Eurostar 373/2 'North of London' (known as 'Regional' Eurostar), reg. 373 313/14 ('Entente Cordiale'), half set EMU-8, train configuration: 2M6T, wheel arrangement: Bo-Bo + Bo-(2)(2)-Bo + Bo-(2)(2)-Bo + Bo-Bo, powered by 12 Brush Traction TM2151B, 3-phase asynchronous TMs, each rated at 1.020 kW, with the ΣTMp of 12.240 kW / 16.414 hp / 16.642 PS, set British rail speed record of 334,7 km/h (208 mph) on the HS1/CTRL, recorded at Nashenden Valley, just outside Rochester.
..I tried to make a picture below as a link to the database of Hitachi Rail BR Class 800 Series (800-810) AT300 A-trains in its original appearance so please click on it. If the attached image is not visible, please open the link to the database here.
..Besides the new Hitachi Rail Italy S.p.A. Blues (Trenitalia S.p.A. HTR.412), tri-mode, EMU-4, train configuration: 2M2T, wheel arrangement: Bo-(2)(2)(2)-Bo, I added an imagined, non-existent EMU into the database - Hitachi Class 820/1 ▪ Cyclone, tri-mode serial hybrid, computer-controlled active tilting, EMU-12 HST, train configuration: 12M0T, wheel arrangement: 12 x Bo-Bo, capable of using three different power sources: OHLE (25 kV; 50 Hz AC ▪ 15 kV; 16,7 Hz AC ▪ 3 kV DC ▪ 1,5 kV DC), diesel gensets and batteries, which allow the train to be used without distinction, both on the electrified and non-electrified lines, arriving to guarantee in the latter case, through particular functions, acceleration and speed performance completely comparable to the train in the electric configuration. Each car is equipped with one diesel-electric MTU PowerPack, composed of MTU 12V 1600 R91, 4-stroke, turbocharged, diesel engine (engine architecture: 90°V 12-cylinder; engine displacement: 21,0 l / 21.042 ccm / 1.284,1 cu in ▪ bore: 122,0 mm / 4,8 in; stroke: 150,0 mm / 5,9 in); CR: 17,5:1, rated at 736 kW / 987 hp / 1.001 PS at 1.900 rpm, coupled to Traktionssysteme Austria GmbH (TSA) TGE 59A-43-4 (2.100 V; 214 A; 62,9 Hz), 3-phase traction alternator, rated at 736 kW / 987 hp / 1.001 PS at 1.900 rpm, producing electricity for (among other onboard consumers) Hitachi Industrial Products, Ltd. permanent magnet synchronous motors - PMSM, each rated at 400 kW (77 % more powerful and 40 % lighter than Hitachi Industrial Products, Ltd. 3-phase, induction motors - Copper Rotor IM used on the existing BR Class 80x Series trains). The system complements roof-mounted battery system consisting of several MTU 151M4P EnergyPacks (Li-ion cell battery module), each of 122,4 kWh / 3.000 kW, rechargeable by: regenerative braking, current from the pantograph and the diesel gensets. Transformers, traction converters, inverters, APS and the other hybrid electrical equipment is placed in the free underfloor space, opposite to the diesel gensets or on the roof, like with Hitachi Rail Italy S.p.A. Caravaggio (Trenitalia S.p.A. ETR.421/521/621), double-deck EMU-4/5/6. In HMU Boost mode, a power supplement that batteries guarantee in the starting phase is analogy to what happens with the KERS used on F1 cars. By activating this mode, the gap between the power obtained by the diesel-electric units and the power the train has in electric mode is covered by means of the traction batteries, making sure that acceleration values are almost identical to the catenary-powered train, with enormous potential savings on journey times and greater possibility of recovering from delays accrued compared to the scheduled time. In addition to the starting of the diesel engines, the traction batteries are used to power the auxiliary services and the traction both independently and in HMU (Hybrid Mode) together with the diesel genset(s). The power supply of the train, with the batteries only, can be achieved through the Platform Mode function, in which the diesel engines remain off and the pantograph lowered. It is also useful for shunting movements in the station / depot area, conceived in order to allow the maximum reduction of acoustic emissions and fine dust before, during and after the stops in the stations or inside the inhabited centres…
..Some of the series of Hitachi Rail tilting trains:
…..▪ JR Shikoku 8000 series
…...▪ TEMU1000 series
…....▪ QR Tilt Train
….....▪ 883-1000 series AT300
…......▪ 885 series AT300
….......▪ N700A/N700S Series Shinkansen
…........▪ E5/H5 Series Shinkansen
….........▪ E6 Series Shinkansen
..The better acceleration of the Hitachi Class 820/1 ▪ Cyclone is achieved by its very high traction motors' power output that allows it to make more use of the short straight sections between the curves. For a railway with lots of changes of speed, acceleration to make the most of the fast stretches is as important as the overall top speed. The new trains with their better acceleration can get very close to the timings of the tilting trains. Tilting? Wonderful thing, but the tilting trains are heavier and more complicated than their non-tilting equivalents and so are more expensive to buy, operate and maintain. They require a series of balises to be mounted on the track, increasing infrastructure maintenance costs. Sometimes, they are also less roomy, which reduces the quality of the passengers' experience… I would be surprised if the tilt capable trains (or track mounted enabling equipment) in the UK is retained beyond the lifespan of BR Class 221 ▪ Super Voyager and BR Class 390 ▪ Pendolino …
..This is, just as I said, just an imagined project of the tri-mode, tilting, serial hybrid EMU-12 HS trainset, intended both for the electrified lines with the different supply voltages and those non-electrified, all of the standard gauge (1.435 mm / 4 ft 8½ in), for the speed range between 160 km/h (99 mph) and 300 km/h (186 mph), able to climb hills and mountains or scurry next to the fastest European HSTs. Some of its described operating modes are taken from Hitachi Rail HTR.312/412 Blues, tri-mode EMU-4 trainset. Having only first (F) class and executive (E) class seats and per one restaurant (R) and buffet (B) car, Hitachi Class 820/1 ▪ Cyclone is primary intended for a long and pleasant journeys all over the European railroads. I guess this project would be achievable, but I don't believe whether needed or as such interesting to anyone. Maybe just as TRLT (Technology Readiness Level Train) or comprehensive test train …
..Legend:
D - driving cab; P - pantograph; c - car; b - bogie; T - trailer; M - motor car; d - diesel engine; e - traction electric motor;
DEMU - Diesel-Electric; EMU - Electric; BEMU - Battery; HMU - Hybrid;
E - executive class; C - composite (executive & first class); F - first class; R - restaurant car; B - buffet car
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Type: Hitachi Class 820/1 Cyclone, tri-mode, tilting, serial hybrid EMU-12
Train configuration: 12-car / 12M0T
Wheel arrangement: 12 x Bo-Bo
Formation: DPM(d+e)E + M(d+e)E + PM(d+e)E + PM(d+e)B + M(d+e)E + 2 x PM(d+e)E + M(d+e)E + 2 x PM(d+e)C + M(d+e)R + DPM(d+e)F
Electric system: 25 kV; 50 Hz AC ▪ 15 kV; 16,7 Hz AC ▪ 3 kV DC ▪ 1,5 kV DC (OHLE)
Installed power: 12c x 1d x 736 kW (MTU Friedrichshafen GmbH 12V 1600 R91) + 12c x 4e (24b x 2e) x 400 kW (Hitachi Industrial Products, Ltd. PMSM)
▪ 8.832 kW / 11.844 hp / 12.008 PS (DEMU) + 19.200 kW / 25.748 hp / 26.105 PS (EMU) + 3.000 kW / 4.023 hp / 4.079 PS (BEMU)
* the sum of these powers: DEMU, EMU and BEMU represents the total installed power, however the power that can be transferred (in the different modes) to the driving axles is limited by the power of the traction electric motors
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..This train with all powered axles wouldn't be exception since at least one HST I can remember of in this moment was powered by as many traction motors as it had axles, and it was Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. 500 Series Shinkansen (W1 set), EMU-16 HST, train configuration: 16M0T, wheel arrangement: 16 x Bo-Bo, powered by 64 Hitachi Rail WMT204, 3-phase, 4-pole, asynchronous TMs, each rated at 285 kW, with the train's total power of 18.240 kW / 24.460 hp / 24.800 PS. The sets W2-W9 were powered by TMs rated at 275 kW, and their ΣTMp was 17.600 kW / 23.602 hp / 23.929 PS. Between 2008 and 2010, eight of the original nine, 500 Series Shinkansen sets have been shortened from 16 to 8 cars (V sets, 500-7000 Series), train configuration: 8M0T, wheel arrangement: 8 x Bo-Bo, for use on Sanyo Shinkansen Kodama services.
..In this moment Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. N700S Series Shinkansen, tilting, fully-active suspended, battery self-propulsioned, EMU-16 HST, train configuration: 14M2T, wheel arrangement: 2-2 + 14 x Bo-Bo + 2-2, powered by 56 Hitachi Industrial Products, Ltd. (2.300 V; 126 A; 130 Hz; 320 kg), 3-phase, 6-pole, squirrel cage induction TMs, each rated at 305 kW at 3.260 rpm, with the ΣTMp of 17.080 kW / 22.905 hp / 23.222 PS is the most powerful Shinkansen train. The N700S Series Shinkansen is equipped with Fuji Electric Co., Ltd.'s SiC (Silicone Carbide) traction system and Toshiba's SCiB (Super Charge Ion Battery) Li-ion battery modules (4 of the train’s 16 cars are equipped with the underfloor batteries) which enables the train to operate catenary-free at low speed, in the event of an earthquake or power outage.
..In addition to the predetermined EMU-16 HST, train configuration: 14M2T, the N700S J0 train set was also tested with the train configuration: 16M0T (ΣTMp of 19.520 kW / 26.177 hp / 26.540 PS), with the traction motors installed in the leading cars too, performing running tests at 362 km/h (225 mph), significantly exceeding 285 km/h (177 mph), a maximum operating speed on the Tokaido section, between Yonehara and Kyoto.
** No matter of the perfection of the train construction itself and the technical justification of the aerodynamic solution of the noses of the Shinkansen trains, their appearance inspired by a unique and peculiar mythology never helped me to get used to them and accept them. The only series of the Shinkansen trains whose appearance I like and find interesting are:
..▪ Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. / Kinki Sharyo Co., Ltd. / Nippon Sharyo, Ltd. 500 Series Shinkansen
..▪ Hitachi Rail 800 Series Shinkansen
..Also, Chinese CRH's high-speed comprehensive test train with the both end cars powered - CRH380AM (initially CRH500 / CIT500), reg. CRH380AM-0204, deployed under the Ministry of Science and Technology and the Ministry of Railways of the People's Republic of China, and developed by CSR Qingdao Sifang Locomotive Co., Ltd. is an EMU-6 HST, train configuration: 6M0T, wheel arrangement: 6 x Bo-Bo. It was based on CSR Qingdao Sifang Co., Ltd. CRH380A EMU-8 HST. The head car and the tail car adopt two different end cars' noses' designs. The train is powered by 24 CSR Zhuzhou Electric Co., Ltd YQ-600 (2.700 V; 155 A; 137,8 Hz; 780 kg), 3-phase, 4-pole, asynchronous TMs, in this case rated at 950 kW at 4.636 rpm, thus reaching the TMs' total power of 22.800 kW / 30.575 hp / 31.000 PS. According to some other sources, the rated (nominal) power of the train was 14.400 kW / 19.310 hp / 19.579 PS (24 x 600 kW) and the test train's maximal power of 21.120 kW / 28.322 hp / 28.715 PS was obtained by 'overclocking' the traction motors by increasing the electric current's parameters (similar to the ALSTOM TGV V150 experimental train).
..The train described above was designed to break the record of 574,8 km/h (357,2 mph) achieved by the French test train ALSTOM TGV V150 on 03. Apr 2007. Unlike Chinese HSTs, French V150 record train had quite different drivetrain system. This EMU-5 HST comprised the wheel arrangement: Bo-Bo + 2-(Bo)(Bo)-2 + Bo-Bo, where each of the two power heads (locomotives) of the existing TGV POS 4402 train was powered by four Alstom 6 FHA 3657 (3.865 Nm; 1.350 kg), 3-phase, 6-pole, asynchronous TMs, each rated at 1.160 kW at 2.963 rpm (25 kV; 50 Hz AC) / 1.960 kW at 5.033 rpm (31 kV AC), while each of two AGV bogies of the newly produced TGV Duplex cars had two Alstom 12 LCS 3550 C (2.456 Nm; 785 kg), 12-pole, permanent magnet synchronous (PMSM) TMs, each rated at 760 kW at 3.500 rpm (25 kV; 50 Hz AC) / 1.000 kW at 4.924 rpm (31 kV AC), installed. The combined TMs' power ouput, when achieving a speed record, was 19.680 kW / 26.391 hp / 26.757 PS at 31 kV AC. I am not sure if it was technically feasible to fit and the remaining two boogies by Alstom 12 LCS 3550 C PMS TMs, so the EMU-5 HST with the wheel arrangement: Bo-Bo + Bo-(Bo)(Bo)-Bo + Bo-Bo would have the combined TMs' power ouput of 23.680 kW / 31.755 hp / 32.196 PS (31 kV AC). Very questionable if that power would be usable and transferable to the rails…
..Alstom's engineers believed it was possible to exceed 600 km/h (373 mph), even though the reaching that speed would have put the pantograph dangerously close to that of the travelling wave disturbance of the OHLE. Should that speed be exceeded, the train would then overtake its own generated wave causing an effect similar to that of an airplane surpassing the speed of sound. The contact regime between the pantograph and the catenary would undergo an abrupt change, which could even lead to de-wiring and the destruction of the whole assembly. There was also a purported 'diplomatic' limit: Japanese MLX01 maglev trainset on 02. Dec 2003 had set a speed record of 581 km/h (361 mph). The French managers considered it pointless as well as prudent to force the experiment to exceed that speed, as they could have entered a kind of 'international race' that they did not have much chance of winning. Time would prove them right: on 21. Apr 2015, another L0 Series maglev reached 603 km/h (375 mph) on the Yamanashi test line. All the communication related to 'Operation V150' stressed that the results obtained were only relevant for wheel-rail contact technology and overhead contact wire power supply.
..As another comparison and reference; on 03. Dec 2010, Chinese standard high-speed train CSR Qingdao Sifang Co., Ltd. CRH380AL, reg. CRH380A-6041L, EMU-16 HST, train configuration: 14M2T, wheel arrangement: 2-2 + 14 x Bo-Bo + 2-2, powered by 56 CSR Zhuzhou Electric Co., Ltd YQ-365 / CRRC Yongji Electric Co., Ltd. YJ92B (2.110 V; 130 A; 140 Hz; 1.476 Nm at 2.372 rpm; 465 kg), 3-phase, 4-pole asynchronous TMs, each rated at 385 kW at 4.142 rpm, with the ΣTMp of 21.560 kW / 28.912 hp / 29.313 PS (wheels' power - 20.440 kW) reached the maximum speed of 486,1 km/h (302,0 mph). I wonder what maximum speeds could have been reached with, let's call it, CSR Qingdao Sifang Co., Ltd. CRH380AJL, EMU-16 HST, train configuration: 16M0T, wheel arrangement: 16 x Bo-Bo, powered by 64 CSR Zhuzhou Electric Co., Ltd. YQ-365, 3-phase, 4-pole, asynchronous TMs, each rated at 385 kW, with the ΣTMp of 24.640 kW / 33.043 hp / 33.501 PS, designed on the bases of the serial CSR Qingdao Sifang Co., Ltd. CRH380AL and CSR Qingdao Sifang Co., Ltd. CRH380AJ (CRH 400A) test train. **CSR Zhuzhou Electric Co., Ltd.YQ-365 traction motor is a derivative of Hitachi Rail Copper Rotor IM (MT207), used on Hitachi Rail / Kawasaki Heavy Industries Rolling Stock Co. E5/H5 Series Shinkansen EMU-10 HST. Chinese version of this traction motor, used on CRRC Qingdao Sifang Co., Ltd. CRH2 A/B/E and CRH2C 1st stage EMUs, is CSR Zhuzhou Electric Co., Ltd. MB-5120-A.
..Unlike this CSR Qingdao Sifang Co., Ltd. CRH380AL EMU-16 HST of the standard configuration, on 09. Jan 2011 a modified Siemens Mobility GmbH / CRRC Tangshan Railw. Veh. Co.,Ltd. / CRRC Changchun Railw. Veh. Co., Ltd. CRH380BL (Velaro CRH3C), reg. CRH380B-6402L, EMU-12 HST, train configuration: 8M4T (instead of the standard 8M8T), wheel arrangement: Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo, powered by 32 CRRC Yongji Electric Co., Ltd. YJ105A1 / Siemens Mobility GmbH 1TB2019-0GC02 (2.750 V; 145 A; 137,5 Hz; 2.621 Nm at 2.120 rpm; 750 kg), 3-phase, 4-pole asynchronous TMs, each rated at 587 kW at 4.100 rpm, with the ΣTMp of 18.784 kW / 25.190 hp / 25.539 PS (wheels' power - 18.400 kW), reached the speed of 487,3 km/h (302,8 mph). It would be interesting if we could have seen what speeds would be achievable with some other CRH380BL, 16-car train's configurations, like 10M6T, with the ΣTMp of 23.440 kW / 31.434 hp / 31.870 PS or 12M4T, with the ΣTMp of 28.128 kW / 37.720 hp / 38.243 PS. A similar version of this traction motor was used on BR Class 374 ▪ Eurostar e320 / Velaro…
..During the testing between Madrid and Zaragoza, on 16. Jul 2006, Siemens Mobility GmbH RENFE AVE Class 103 / S-103 (Velaro E), reg. 9-103 205-1, EMU-8 HST, train configuration: 4M4T, wheel arrangement: Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + Bo-Bo, powered by 16 Siemens Mobility GmbH 1TB2019-0GB02 (2.027 V; 275 A; 138 Hz; 2.621 Nm at 2.120 rpm; 750 kg), 3-phase, 4-pole asynchronous TMs, each rated at 560 kW at 4.100 rpm, with the ΣTMp of 8.960 kW / 12.016 hp / 12.182 PS (25 kV; 50 Hz AC), used for the AVE service and operated in Spain by the state-run railway company RENFE, during the homologation tests on the Madrid-Barcelona high-speed line, reached the speed of 403,7 km/h (250,8 mph).
..A current generation of China Railway High-speed (CRH) trains are modular (8-17 cars) EMUs, built by two different corporations. Unlike at the trains of the previous generation which development and production were strongly influenced by the foreign companies: CRH380A/AL (E2-1000 ▪ Kawasaki Heavy Industries Rolling Stock Co.), CRH380B/BL/BG (CRH3C Velaro ▪ Siemens Mobility GmbH), CRH380CL (CRH380BJ ▪ Siemens Mobility GmbH / Hitachi Rail) and CRH380D (Zefiro 380 ▪ Bombardier Transportation), the influence of Chinese industry and design is more visible and emphasized in the Fuxing Hao (also known as the CR) series of EMU HSTs. I'll mention here two EMU-16 HSTs with an operating speed of 350 km/h (217 mph): "Blue/Red Dolphin" (CR400AF) and "Golden Phoenix" (CR400BF):
• CRRC Qingdao Sifang Rolling Stock / Qingdao Sifang Bombardier Railway Transportation Equipment Co., Ltd. (BST) CR400AF-A, EMU-16 HST, train configuration: 8M8T, wheel arrangement: 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2-2, powered by 32 CSR Zhuzhou Electric Co., Ltd. YQ-625 (2.750 V; 155 A; 137,8 Hz; 3.100 Nm at 2.517 rpm; 735 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 625 kW at 4.100 rpm, with the ΣTMp of 20.000 kW / 26.820 hp / 27.192 PS.
• CRRC Tangshan Railw. Veh. Co.,Ltd. / CRRC Changchun Railw. Veh. Co., Ltd. CR400BF-A, EMU-16 HST, train configuration: 8M8T, wheel arrangement: 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo + 2-2, powered by either 32 CRRC Yongji Electric Co., YJ302A (2.750 V; 155 A; 137,8 Hz; 3.100 Nm at 2.517 rpm; 740 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 625 kW at 4.100 rpm, with the ΣTMp of 20.000 kW / 26.820 hp / 27.192 PS or 32 CRRC Yongji Electric Co., Ltd. YJ268A (2.800 V; 158 A; 140 Hz; 3.000 Nm at 2.517 rpm; 680 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 650 kW at 4.174 rpm, with the ΣTMp of 20.800 kW / 27.893 hp / 28.280 PS.
..High-speed trains and high-speed railway in general is an very interesting and wide area, the source of many inovatiove and modern technologies. In general, HSTs are electrically powered because of the power needed to run the trains at the high speed, and which is impossible to generate by the diesel gensets in that extent. Those HSTs powered by the diesel engines mostly belong to the past, some of them, like BR Class 43 (HST) (formerly BR Classes 253, 254 and 255), designed on the concept with the powercars with the diesel gensets, the others, like BR Class 180 ▪ Adelante, with the diesel-hydraulic propulsion system and those later and more modern, like BR Class 220 ▪ Voyager, BR Class 221 ▪ Super Voyager and BR Class 222 ▪ Meridian, with the floor-mounted diesel gensets.
..The appearance of bi-mode, tri-mode and hybrid trains introduces a new dimension to the HSTs, bringing the best from the different propulsion concepts to one place. This is the reason I find Hitachi Rail BR Class 800-810 AT300 A-trains so interested. In the intention of the further development of those trains, by the implementation of the hybrid technology, and under the agreement from December 2020, Hitachi Rail and Eversholt Rail Ltd replaced one of the under-floor diesel genset on Hitachi BR Class 802 EMU-5 bi-mode train (launched by GWR in August 2018) with a battery, creating a tri-mode hybrid train, expecting fuel savings of up to 20 %. The train will be able to operate solely on battery power when entering and leaving the non-electrified stations on the route, reducing pollution and noise. The battery will be able to recharge while operating under electrification, or within 10 to 15 minutes while static (possible by using charging stations at terminal, depot or at selected passenger stops).
..Hitachi Rail drawed on its own expertise developed in Japan, as well as working with Sunderland-based Hyperdrive Innovation Ltd (Turntide Technologies), which Hitachi Rail signed an agreement with in July 2020 to create and develop the battery packs for mass production at Hyperdrive’s HYVE facility, with the goal to bring battery-powered trains to the country. Hitachi Rail and Eversholt Rail Ltd say projected improvements in battery technology, particularly in power output and charging, could allow more diesel engines to be replaced incrementally, with a fully electric-battery inter-city train capable of travelling at a longer distances …
..Hitachi, Ltd. Railway Systems Business Unit, trading as Hitachi Rail, is the rolling stock and railway signalling manufacturing division of Hitachi, Ltd. The factory Hitachi Rail built the first railway carriage in 1924 for the domestic japanese market and soon became one of the main railway suppliers in Japan. By 1964, Hitachi Rail was one of only three companies that built the world’s first fleet of high-speed trains, the Shinkansen. Hitachi Rail Europe (later Hitachi Europe Ltd) was established in London as the European headquarters of the company in 1999. Hitachi Rail markets a general-purpose train known as the Hitachi A-train, which uses double-skin, friction-stir-welded aluminium body construction. Those BR Class 800-810 AT300 trains (for the Intercity Express Programme) are the part of the Hitachi A-train family. Hitachi Rail was designing and manufacturing a couple of the Shinkansen models, including the above mentioned N700S Series Shinkansen EMU-16 HST with the tilting capability.
..In Feb 2015, Hitachi, Ltd and Finmeccanica (now Leonardo S.p.A.) agreed to purchase the Italian rolling stock manufacturer AnsaldoBreda S.p.A. and acquire 40 % Finmeccanica's stake in Ansaldo STS, the railway signaling division of Finmeccanica. The purchase was completed later that year, and in Nov 2015 AnsaldoBreda S.p.A. changed its name to Hitachi Rail Italy S.p.A.. Since being acquired by Hitachi Rail, production of some BR Class 802 trains has been shifted to Hitachi Rail Italy S.p.A.'s Pistoia plant due to Hitachi Newton Aycliffe plant being at capacity. The name later changed in Hitachi Rail with headquarters in London and subsidiary in Pistoia. Production sites in Italy remain in Pistoia and Reggio Calabria.
..On 01. Jul 2022 Alstom has transferred Bombardier Transportation’s contribution to the Frecciarossa 1000 (ETR.1000) high-speed train platform to Hitachi Rail, following the French rolling stock manufacturer’s acquisition of Bombardier Transportation in January 2021. The transfer of the ETR.1000 platform, formally known as the V300 Zefiro, was part of Alstom’s commitments to the European Commission to avoid concerns relating to unfair competition. Namely, the V300 Zefiro platform was jointly manufactured by Bombardier Transportation and Hitachi Rail Italy S.p.A.. It was heavily based on the existing products, including Bombardier Transportation’s Zefiro and AnsaldoBreda's V250 (ETR.700) trains. This HST currently serves passengers in Italy and France as the Frecciarossa 1000, which is operated in Italy by Trenitalia S.p.A., and in Spain by Iryo, a brand of Intermodalidad de Levante S.A. (ILSA) - company jointly owned by Trenitalia S.p.A., Air Nostrum and the infrastructure investment fund Globalvia.
..On 26. Feb 2016, Bombardier Transportation / Hitachi Rail Italy S.p.A. Frecciarossa 1000, reg. 03, EMU-8 HST, train configuration: 4M4T, wheel arrangement: Bo-Bo + 2-2 + Bo-Bo + 2 x 2-2 + Bo-Bo + 2-2 + Bo-Bo, powered by 16 BRBX MJA 280-4 (1.404 V; 322 A; 100 Hz; 3.017 Nm at 1.994 rpm; 735 kg), 3-phase asynchronous TMs, each rated at 625 kW at 2.971 rpm, with the ΣTMp of 10.000 kW / 13.410 hp / 13.596 PS, reportedly attained a peak speed of 393,8 km/h (244,7 mph) while traversing Torino - Milano HSL.
..I cited this brief history and the organization structure of Hitachi Rail here just to show that it is not enough to put the company's inscription on the production site, no matter of the company's long history and tradition, expecting it would imply in itself that the quality and comfortable trains will emerge from its production drives (for a time some airlines would only accept delivery of Boeing 787 Dreamliner aircraft assembled in Boeing Everett Factory, while were avoiding those built in Boeing South Carolina factory accused of shoddy production and ignoring safety defects in its aircraft) …
..The factory is its administration and management, organization, working conditions and the atmosphere, people with their personal culture, upbringing, work habits, mentality, motivation... Another thing is how much money someone is willing to invest into the production of something. With a too few resources invested in the development and the production, it's not realistic to expect something to be solid, compact and well made. Or very comfortable …
..What I know for sure is that I have invested two months of hard work and all my resources into creating this database and this post in general. Was all this worth the effort? I hope it was …
...Kind regards
…...Mario
P.S. My big and sincere thanks and respect to A Few Good Men who helped me with the information and all my doubts related to the trains of the classes: BR Class 805, BR Class 807 and BR Class 810. I wish there was someone from the factory itself among them. But he was not ...
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