Class 800 Azuma

Class 800 Azuma
Name	Azuma (Class 800)
Service	2017–present
Manufacturer	Hitachi
Family	A-train
Yearconstruction	2014–2019
Yearservice	2017
Numberbuilt	122 vehicles (approx.)
Formation	5, 9 cars
Operator	LNER, HST, East Coast operators
Carlength	26 m (approx.)
Maxspeed	200 km/h (125 mph)
Traction	IGBT-VVVF
Electricsystem	25 kV AC / diesel-electric bi-mode
Safety	AWS, TPWS, ETCS (where fitted)

Class 800 Azuma

The Class 800 Azuma is a family of high-speed bi-mode multiple units built by Hitachi as part of the Intercity Express Programme to replace InterCity 125 and InterCity 225 services on the East Coast Main Line. Introduced in 2017, the units entered service with London North Eastern Railway and later operated on routes linking London King's Cross, Newcastle and Edinburgh, featuring modular A-train construction and dual-mode power for overhead 25 kV AC and on-board diesel operation.

Design and Development

Hitachi developed the design under the UK government's Intercity Express Programme contract awarded in 2009, partnering with suppliers including Siemens (bogie components), Bombardier Transportation (traction components subcontracting), and Alstom-originated supply chains. The A-train family concept traces to Hitachi's earlier deliveries for JR East and JR West in Japan, influencing structural techniques used in the Class 800's aluminium monocoque car bodies and bolstered crashworthiness compliant with Railway Group Standards. Initial design studies considered alternatives from Stadler and collaborative proposals involving CAF; however, the programme proceeded with Hitachi's proposal emphasizing commonality with the Japan-derived Shinkansen-influenced modular architecture. Industrial strategy involved manufacturing at Hitachi Newton Aycliffe and component supply from facilities in Italy, Germany, and Japan. Design milestones included prototypes tested on the East Coast Main Line and approval by the Office of Rail and Road.

Technical Specifications

The units are formed as five- or nine-car sets with distributed traction equipment and underfloor diesel generator modules supplied by Cummins derivatives, enabling a switch between 25 kV AC overhead collection via pantograph and diesel-electric mode for non-electrified sections such as branches around Bradford and Yorkshire diversions. Maximum permitted speed is 125 mph (200 km/h) under UK gauge constraints, with traction control implemented through IGBT-based inverters and asynchronous traction motors similar to systems used by JR East and other A-train derivatives. Bogies incorporate designs influenced by Siemens and Mitsubishi engineering standards to reduce track forces while meeting Network Rail route availability. On-board systems include ETCS compatibility, Train Protection & Warning System (TPWS), and Automatic Warning System (AWS), with passenger amenities such as Wi-Fi, power outlets, and PRM TSI-compliant accessibility features. Vehicle mass distribution and noise mitigation benefited from computational fluid dynamics studies comparable to those used for Shinkansen 700 and E259 series designs.

Operations and Services

Initially operated by London North Eastern Railway following the transfer from Virgin Trains East Coast franchise continuity arrangements, the trains serve inter-city paths between London King's Cross, Leeds, Newcastle, Aberdeen, and Edinburgh Waverley. Timetable integration required coordination with Network Rail infrastructure projects including East Coast upgrade works and electrification schemes affecting services to Leeds and Doncaster. The bi-mode capability allowed operators to maintain through-services when electrification was incomplete between Newark and Edinburgh, reducing the need for traction changes at terminal depots like Haymarket and King's Cross depot. The Azuma sets have been deployed on charter workings and special timetabled diagrams connected to events at Wembley Stadium and seasonal traffic to Scarborough.

Safety and Performance

Safety certification demanded crashworthiness testing and simulations against standards applied by the Rail Safety and Standards Board and statutory approval from the Office of Rail and Road. The units incorporate crumple zones, energy-absorbing structures and fire-retardant materials meeting Railway Group Standards for passenger rolling stock. Operational performance metrics showed improved acceleration and journey-time reductions on select inter-city diagrams versus the InterCity 125, with regenerative braking and improved reliability metrics tracked by operators and reported to Department for Transport overseers. Early years saw some technical teething issues including software integration and cooling-system incidents prompting fleet software updates and depot maintenance procedure revisions coordinated with RSSB and manufacturer support teams. Crash incident investigations followed protocols established after events like the Grayrigg derailment, using data recorders and On-Train Monitoring Recorder analysis.

Manufacturing and Variants

Manufacture combined final assembly at Hitachi's Newton Aycliffe site with bodyshell production and subassembly from suppliers across Italy, Japan, and Germany. The programme produced two principal variants: the bi-mode 800/1 five- and nine-car sets for long-distance routes, and the closely related electric-only Class 801 designed for fully electrified diagrams, with technical commonality allowing maintenance pooling. A hybrid of the family, the Class 802, was developed with higher-capacity diesel engines for longer unelectrified routes served by companies such as TransPennine Express and other franchisees. Variants also include modified interior layouts configured for first-class and standard-class allocations tailored to operators like LNER and franchise successors.

Reception and Impact

The fleet's introduction stimulated debates in Parliament and coverage in media outlets including BBC News, The Guardian, and The Telegraph over procurement, domestic manufacturing jobs, and performance. Transportation analysts from The Institution of Mechanical Engineers and think tanks such as the Institute for Government assessed benefits including lower emissions on electrified routes and lifecycle cost projections compared with legacy InterCity fleets. Passenger surveys by Transport Focus and operator feedback highlighted improvements in comfort and facilities, though criticism arose over seating layout, reliability during early service months, and decisions related to on-board catering that involved Rail Delivery Group discussions. Overall, the Class 800 family influenced subsequent UK fleet renewal programmes and informed policy debates on future electrification and rolling stock procurement choices.

Category:Hitachi multiple units Category:High-speed trains of the United Kingdom