British Rail Class 395

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British Rail Class 395 Javelin
395023 at Dover Priory.jpg
395023 at Dover Priory in 2020
Class 395 Interior.jpg
The interior of a Class 395 Javelin
In service2009–present[1][2]
ManufacturerHitachi
Built atKasado factory, Yamaguchi, Japan[3]
Family nameA-Train
Constructed2007–2009
Entered service29 June 2009 (2009-06-29)[1][2]
Number built29 trainsets
Number in service29 trainsets
Formation6 cars per trainset
DPT1+MS1+MS2+MS3+MS4+DPT2[note 1]
Fleet numbers395001–395029
Capacity340 seats + 12 tip up[5]
Operator(s)Southeastern
Depot(s)
Line(s) served
Specifications
Car body constructionAluminium
Train length121.3 m (397 ft 11 58 in)
Car lengthPDTSO - 20.88 m (68 ft 6 in) [6] MS - 20.00 m (65 ft 7 38 in) [6]
Width2.81 m (9 ft 2 58 in)
Height3.817 m (12 ft 6 14 in)
Floor height1.235 m (4 ft 58 in)
Wheelbase2.6 m (8 ft 6 in) (bogies)
Maximum speed
  • AC operation: 140 mph (225 km/h)
  • DC operation: 100 mph (160 km/h)
  • Record: 157 mph (253 km/h)
Weight265 t (261 long tons; 292 short tons) (empty)
Traction systemEMU
Traction motors16 x 210 kW (280 hp)
Acceleration1.6 mph per second (0.70 m/s2 (2.3 ft/s2))
Deceleration2.0 mph per second (0.90 m/s2 (3.0 ft/s2))
2.7 mph/second (1.20 m/s2 (3.9 ft/s2)) (emergency)
Auxiliaries3 x 110 kW (150 hp)
3-phase AC + 110 V DC)
Electric system(s)25 kV 50 Hz AC overhead lines,
750 V DC third rail
Current collection method
UIC classification2'2'-Bo'Bo'-Bo'Bo'-Bo'Bo'-Bo'Bo'-2'2'
Braking system(s)electropneumatic
Safety system(s)TVM430, AWS, TPWS, KVB
Track gauge1,435 mm (4 ft 8 12 in) standard gauge
Notes
Sources:[7][8] except where noted

The British Rail Class 395 Javelin[9][10] is a dual-voltage electric multiple unit (EMU) built by Hitachi as part of the Hitachi A-train AT300 family for high-speed commuter services on High Speed 1 and elsewhere on the Integrated Kent Franchise. The whole fleet is operated by Southeastern.

The Class 395 can operate at a maximum speed of 140 mph (225 km/h) under 25 kV AC overhead electrification on High Speed 1, and 100 mph (160 km/h) on 750 V DC third rail supply on conventional lines. It is typically formed as a six-car train, although they can be rapidly coupled to one another to form a 12-car train as required. The type, which was entirely manufactured in Japan, is the first Hitachi-built rail vehicle to be sold to a European customer,[11][12] as well as being the first British order for a Japanese train.[13] The fleet was ordered during June 2005 by the ROSCO HSBC Rail, and was delivered to the UK between August 2007 and August 2009. Following the completion of 4,000 miles (6,400 km) fault-free running six months ahead of schedule, a 'preview' service was launched between London St Pancras and Ashford via Ebbsfleet on 18 June 2009.[13] These were gradually expanded until the commencement of the full regular service on 13 December 2009.[2]

The use of the high-speed trains as part of the transport infrastructure for the Olympic Park formed part of the original bid for the 2012 Summer Olympics.[14][15] The service was named the Olympic Javelin Shuttle, which formed the origin of the Javelin nickname.[16] The Olympic services began 28 July 2012.[17] Furthermore, the Class 395 has also been irregularly operated for charter services, the first such uses did not happen until after the 2012 Olympics due to a lack of free units.[18]

History[edit]

Background[edit]

In December 2003, formal approval was given by the Strategic Rail Authority for domestic services to be run on the under-construction Channel Tunnel Rail Link (CTRL) in Kent, England, which has since been rebranded as High Speed 1 (HS1).[19] Preliminary consultations for a new franchise including the envisioned 'CTRL Domestic' services along with new rolling stock for operating the said services, which were to begin in 2004.[20] In 2005, the proposed high-speed services were combined with those from the former South Eastern rail franchise to form the Integrated Kent franchise (IKF).[21]

In October 2004, Hitachi was announced as the preferred bidder to supply high-speed trains for the CTRL services.[8][22][23] During June 2005, a contract valued at £250 million was signed with Hitachi Europe Ltd to supply 28 trainsets, with HSBC Rail acting as the financier (ROSCO); at this point, the new fleet had an expected service date of 2009.[24] In November 2005, the Department for Transport announced Govia as the new operator of the IKF.[25]

The contract was Hitachi's first rail vehicle sold to a European customer.[11][12] The company had previously worked with HSBC Rail and UK rail authorities between 2002 and 2003 to demonstrate the suitability and conformance of Hitachi's traction system with the UK rail network, including test of the use of AC induction motors, and electromagnetic compatibility tests.[26][note 2] The contract was also the first British order for a Japanese train; as such, Hitachi viewed the deal as a key opportunity to establish itself in the UK market.[13][27]

Construction of the CTRL (High Speed 1) was complete in November 2007. By 2008, the initially planned 'CTRL Domestic' services (2003) from London St Pancras to Gravesend, and Canterbury West and Folkestone Central, via Ashford, had been expanded in scope to include services to Medway Towns, East Kent and Dover.[28] Furthermore, a twenty-ninth train was added to the order agreement by franchise holder Southeastern to provide additional capacity.[3]

Maintenance depots and training[edit]

The contract for the trains included maintenance of the trains;[29] according to Hitachi, the maintenance techniques and schedules of which being initially generated from experience of their Shinkansen cousins in Japan.[30] Maintenance services are provided via a consortium, referred to as 'DEPCO', which included HSBC Rail (finance), Fitzpatrick Contractors Ltd (construction), RPS Burks Green (architects/civil engineers), EMCOR UK (mechanical and electrical plant) and GrantRail (trackwork) constructed a new maintenance depot building at Ashford and the updating of the existing depot site.[4][31]

The Ashford Train Depot was formally opened on 2 October 2007,[32] constructed on the site of the Ashford Down Yard Carriage Sidings;[33][note 3] the facility included a five-track trainshed with bogie drop made by BBM and train lifting equipment from Mechan. A second building housed a wheel lathe from Sculfort. Other facilities included carriage washing plant, a 25 kV OHL test track, and sidings for rolling stock.[31] The design and layout of the depot, which was optimised specifically for the Class 395, enables the most efficient workflow possible, including minimal complex shunting actions, physical minimisation wherever reasonable, and in line with modern data management practices.[30]

A Class 395 train simulator supplied by Corys TESS was acquired for use at Southeastern's training centre in Ashford for driver training,[34] Southeastern's co-parent company SNCF also assisted with high-speed driver training.[35] The DEPCO consortium also updated Ramsgate train depot for the IKF with facilities including storage sidings for the Class 395 trains and light maintenance facilities.[31]

Testing and preview service[edit]

395019 cab interior on display at Railfest 2012

Pre-shipping factory tests included static and dynamic load tests, traction and braking tests, including tests on a 750 V DC third-rail system specially installed at Hitachi's test track.[36] This round of manufacturer tests included the use of supercomputers to conduct both simulations and verification tests.[27]

The first train was delivered from Japan to Southampton Docks on 23 August 2007.[37] Days later, it was unveiled by then-Secretary of State for Transport Ruth Kelly at a media event held at Hitachi's new Ashford maintenance facility.[13] Following the delivery of the first four units in March 2008, production was temporarily put on hold while these units were subjected to extensive UK-based testing. Homologation testing was undertaken by Serco,[38] SNCF International assisted with testing of KVB and TVM 430 signalling systems, with speeds of 240 km/h (150 mph) attained in January 2008.[36][39][40][41]

Following the successful completion of these tests, production and shipping of the main production tranche commenced in December 2008.[13][42][43] Each train was required to demonstrate 5,000 miles of fault-free operations prior to their acceptance by Southeastern.[13] The final three trains arrived in the UK in August 2009,[1][3][44] with the final train delivered to Southeastern on 11 December 2009.[45]

The performance metric of 4,000 miles (6,400 km) fault-free running was achieved six months ahead of schedule, clearing the way for a 'preview' service to be offered between London St Pancras and Ashford via Ebbsfleet. On 18 June 2009, these were ceremonially launched by the Secretary of State for Transport Andrew Adonis, although the preview service only became available to general passengers on 29 June.[13] Amongst other benefits, the preview service allowed for further train testing under real-world conditions,[46] during which the type reportedly achieved a 99% punctuality rate in the first month of operations.[1][3][47] In September 2009, preliminary services were launched to the Kent coast (Dover via Folkestone, and Ramsgate via Canterbury).[48][49] During November 2009, preview services commenced on the North Kent line as well.[50]

Even during the preview service, the Class 395 presented several performance improvements in comparison to conventional rolling stock, including its high rate of acceleration, lower noise levels (primarily attributed to its air conditioning arrangements), and its aesthetic appeal. Railway journalist Richard Clinnick observed several minor shortcomings of the interior, such as the somewhat cramped seating arrangement and the lack of securing straps at the baby changing facility, but positively reviewed the overall package.[13] In September 2010, it was reported that several passengers were concerned by the presence of a 'wobbling' motion that occurred within some tunnel sections; the phenomenon was described by Southeastern as non-dangerous, but all trains were fitted with dampers that prevent any recurrence of the issue.[51]

Operations and performance[edit]

Southeastern High Speed
St Pancras International London UndergroundEurostar
Stratford International Docklands Light Railway
Ebbsfleet International Eurostar
Gravesend
Strood
Snodland
(limited service)
Maidstone West
(limited service)
Rochester
Chatham
Gillingham
Rainham
Sittingbourne
Faversham
Whitstable
Chestfield & Swalecliffe
Herne Bay
Birchington-on-Sea
Westgate-on-Sea
Margate
Broadstairs
Dumpton Park
Ramsgate
Ashford International Eurostar
Canterbury West
Sandwich
Deal
Walmer
Folkestone West
Folkestone Central
Dover Priory
Martin Mill

A full regular service commenced on 13 December 2009.[2] Initial services included a half-hourly north Kent service to and from St Pancras, London, via Stratford, Ebbsfleet, Gravesend, Strood, Rochester, Chatham, Gillingham, Rainham, and Sittingbourne to Faversham, a half-hourly service to East Kent via Stratford, Ebbsfleet, Ashford with one train continuing to Margate via Canterbury West, Ramsgate and Broadstairs, with the other to Dover via Folkestone West and Folkestone Central.[52] Seven million journeys were made in the first year of operation,[53]

The introduction of the trains was generally successful, with good reliability and passenger satisfaction figures: the new high-speed services also caused an increase in passenger numbers above that already being experienced on the Kent network.[54] On introduction, timetabled journeys to London from Ebbsfleet were reduced from 51 to 18 minutes, whilst trains using the entire length of High Speed 1 (starting in Ashford) had timetabled journeys reduced by around 45 minutes.[55] However, the service has been criticised as being of limited use to many London commuters because trains terminate at St Pancras. Additionally, the change in service patterns to accommodate high-speed trains resulted in some non-high-speed services in Kent becoming slower.[56]

In May 2011, a limited service from Maidstone West via Strood and Gravesend started.[57] followed in September 2011 by a limited service from Sandwich via Deal to London St Pancras, partially subsidised by Kent County Council.[58] In 2013, four years after the service started, total passenger numbers were ten million and punctuality was 92.6% (compared to 90.1% nationwide).[59]

From 2015, trains were operating a circular route, where one of the trains to Faversham via the Medway towns continues as a semi-fast service to Ramsgate. From here, it then goes all stations via Sandwich and Deal to Dover Priory, where it then becomes the Dover Priory to St Pancras International service via Ashford International. Another service operated in the reverse direction.[citation needed]

In 2016, due to damage to the line between Folkestone Central and Dover Priory on Christmas Eve 2015, the High Speed services heading clockwise terminated at Ramsgate, and at Folkestone Central in the anti-clockwise direction. There was a shuttle service running between Dover Priory and Ramsgate using Main Line Trains (375/3 Electrostars) whilst repairs were carried out.[citation needed]

The off-peak and weekend services are usually formed of six coaches, except for the Margate service via Ashford International and Canterbury West which are sometimes formed of 12 coaches.[citation needed]

Design[edit]

Southeastern High Speed Class 395 No. 395018 at St Pancras International
The nose cone on a 395 is opened for coupling

The 400 Series Mini Shinkansen[60] and Hitachi's A Train design form the basis of the Class 395 design.[8][13] From the 400 series the class inherits the same 6-car 20 m carriage with doors at one-third and two-thirds along the carriage.[note 4] Both are designed for operations at high speed on newly built lines as well as at lower speed on conventional legacy lines.[61] Unlike the steel-bodied 400 series, the Class 395 has its carbody (walls, roof, floor) formed from friction stir welded (FSW) double-walled hollow extruded aluminium body panels, a technology that Hitachi considers to be a part of its A-Train train family specification.[8][62] The manufacturer claims that the FSW approach achieves minimal strain while providing a lightweight and high strength carbody in comparison to conventional techniques.[30]

The train consists of six-car units, with all axles on the middle four cars powered.[30] The outer cars are unpowered, but mount the pantographs (giving a formation DPT1+MS1+MS2+MS3+MS4+DPT2.[note 1]). The bogies are bolsterless, with both powered and unpowered bogies sharing a common design to simplify maintenance.[62][30] Each six-car unit can work in multiple with another to create 12-car trains. The coupling process is automated and has been designed to take less than 60 seconds.[62][63]

The propulsion system of the Class 395 comprises 16 electric motors each rated to produce 210 kW that work in conjunction with four IGBT converter/inverter units.[30] In combination with its braking system, it can achieve a peak acceleration rate of 0.70 m/s2 (2.3 ft/s2) and a normal maximum deceleration rate of 0.90 m/s2 (3.0 ft/s2), although the latter can be elevated to 1.20 m/s2 (3.9 ft/s2) under emergency circumstances only. The train uses an electrically operated air brake system, supplied by Faiveley.[64][30] Approximately 40% of the train equipment by value was provided by European suppliers.[citation needed]

Each six-car train is configured with 340 seats in standard class [2+2] formation, while tweleve additional tip-up priority seats are located in an indicated wheelchair area near the vestibules of each non-driving unit.[13] There is no separation between the vestibules and the main interior save for wind shields.[30] There are two toilets per unit, one of which is larger and has been equipped for disabled access.[5] The seats themselves are typically of an 'airline' styling, and are fitted with compact armrests; there are also a small number of table seats present in each car.[13] Nearly all seats feature flip-down tables and coat hooks, while a single electrical socket has been provided for each pair of seats. The seating layout has not been aligned with the exterior windows, and there are no first class seats provided in any of the carriages; both factors may be due to the train's intended users being commuters and the longest planned service only taking 80 minutes.[13] Various aspects of the interior design, such as the aisle width, lighting scheme, and arrangement of interior equipment, is in conformance with British Rail Vehicle Accessibility Regulations.[30]

The trains meet UK Railway Group Standards (RGS), and European Union Technical Specifications for Interoperability (TSI) standards for crashworthiness, and UK or EU standards for structure-load-bearing behaviour, material strength, aerodynamics, noise and fire resistance.[65] Key areas of the train's design that were heavily influenced by these standards were its fireproofing measures and crashworthiness approach, which Hitachi observed to bear considerable differences with their corresponding Japanese standards.[30] In addition to the applicable standards, the Class 395 was greatly shaped by the various criteria specified by the customer. Wherever it has been beneficial to do so, the various technologies and new approaches developed for the type have been incorporated by Hitachi back into its main product lines.[30]

Each train is equipped with a computer-based Train Management System (TMS), which incorporates numerous monitoring systems, communications, environmental controls, and enables the train crew to control various onboard systems, including Selective Door Operation (SDO). The TMS features considerable redundancy, which has enabled it to obtain a SIL 2 safety certification.[30] The SDO system uses a combination of GPS and train speed integration to estimate position and identify which station the train is currently at, simplifying the correct door selection sequence.[66] For reliability, passenger doors use a relatively simple sliding pneumatic system that has already in use for several decades on Shinkansen trains.[4][67]

Named units[edit]

A mockup 395 was named after athlete Dame Kelly Holmes: subsequently the name was transferred to an operational unit, 11 other "fast Britons" were selected in a public vote – the honoured were Jamie Staff, Steve Backley, Sir Steve Redgrave, Rebecca Adlington, Sir Chris Hoy, Ben Ainslie, Daley Thompson, Duncan Goodhew, Katherine Grainger, Lord Sebastian Coe, and Dame Tanni Grey-Thompson; all Olympic/Paralympic medalists.[68]

Following the 2012 Olympics and Paralympics, Southeastern announced that another 12 units would be named after members of Team GB, including Alistair Brownlee, Ed Clancy, Hannah Cockroft, Jessica Ennis, Mo Farah, Jason Kenny, Jonnie Peacock, Victoria Pendleton, Ellie Simmonds, Dame Sarah Storey, Laura Trott and David Weir.[69]

In November 2016, unit 395016 is named 'Somme 100' to commemorate the centenary of the Battle of the Somme.[70] Unit 395 015 was de-named after running on the Regency Javelin rail tour and it was previously named 'Live On'. Before that unit 395 014 had been named 'The Victoria Cross', which was subsequently removed when 395 015 received its name.

On 8 June 2019, unit 395013 was named Hornby Visitor Centre.[71]

Unit Name
395 001 Dame Kelly Holmes
395 002 Sebastian Coe
395 003 Sir Steve Redgrave
395 004 Sir Chris Hoy
395 005 Dame Tanni Grey-Thompson
395 006 Daley Thompson
395 007 Steve Backley
395 008 Ben Ainslie
395 009 Rebecca Adlington
395 010 Duncan Goodhew
395 011 Katherine Grainger
395 012 #trainbow
395 013 Hornby Visitor Centre
395 014 The Victoria Cross (2014-2015)
Dina Asher-Smith
395 015 Live On (2015-2016)
Southeastern highspeed 10 years 2009-2019
395 016 Jamie Staff
Somme 100 (2016-2017)
395 017 Dame Sarah Storey
The Passchendaele Javelin (2017-2019)
395 018 Mo Farah
The Victory Javelin (2017-2019)
395 019 Jessica Ennis
395 020 Jason Kenny
395 021 Ed Clancy MBE
395 022 Alistair Brownlee
395 023 Ellie Simmonds
395 024 Jonnie Peacock
395 025 Victoria Pendleton
395 026 Marc Woods
395 027 Hannah Cockroft
395 028 Laura Trott
395 029 David Weir

Fleet details[edit]

Class Operator No. Built Year Built Cars per Set Unit nos.
Class 395 Southeastern 29 2007–2009 6 395001–395029
Diagram

Accidents[edit]

  • At 3pm on 23 October 2017, 395008 (heading towards London St Pancras) struck a delivery van on a level crossing near Teynham between Faversham and Sittingbourne.[72]

Model railways[edit]

In 2009 Hornby Railways launched two model versions of the BR Class 395, a super detailed model, and a basic representation of the prototype as part of their Railroad range both in South Eastern Blue livery and in 2012 Hornby released a special Olympic Games Livery in both super detail and basic in OO gauge.[73]

See also[edit]

Notes[edit]

  1. ^ a b DPT "Driving Pantograph Trailer" , MS "Motor Standard".[4] Also referred to as DPTSO (Driving Pantograph Trailer Second Open) and MSO (Motor Second Open) respectively
  2. ^ The project known as the "Verification train" or "V-Train"
  3. ^ 51°08′31″N 0°52′52″E / 51.14187°N 0.88105°E / 51.14187; 0.88105 Ashford train depot
  4. ^ The Class 395 door positions are of the commuter type to conform with the train specification of a maximum 90-second station dwell time.[4]

References[edit]

  1. ^ a b c d "Final Class 395 docks in Southampton". Railway Gazette International. London. 17 August 2009.
  2. ^ a b c d Sources:
  3. ^ a b c d "Final Class 395 train arrives in Southampton, begins last leg of journey to depot in Ashford" (PDF) (Press release). Hitachi. 17 August 2009.
  4. ^ a b c d "Hitachi Class 395 – an update". www.railwaypeople.com. 15 August 2008.
  5. ^ a b Sources:
  6. ^ a b "The Railway Centre - Class 395". The Railway Centre. Retrieved 25 July 2015.
  7. ^ Mochida et al. 2010, p.40, Table 1 "Key Rolling Stock Specifications"
  8. ^ a b c d "Hitachi preferred for CTRL domestic trains". Railway Gazette International. 1 December 2004. Archived from the original on 4 October 2012. Retrieved 18 July 2009.
  9. ^ "AT300 - Intercity High Speed | Hitachi Rail EU". www.hitachirail-eu.com. Retrieved 23 February 2020.
  10. ^ Ltd, White October. "Class 395 (Javelin) | Hitachi Rail Europe". www.hitachirail-eu.com. Retrieved 5 July 2016.
  11. ^ a b Gomersall 2005.
  12. ^ a b Kawasaki, Yamaguchi & Mochida 2008.
  13. ^ a b c d e f g h i j k l Clinnick, Richard (12 August 2009). "Javelin set to hit its targets". railmagazine.com.
  14. ^ "London 2012 venue: Olympic zone". BBC News. 16 January 2004. London's bid team say the Olympic Park will be served by 10 train lines, including 'Olympic Javelin' bullet trains providing a link to the city centre in seven minutes.
  15. ^ "£20m bullet trains to serve Olympic Park". London 2012. 28 October 2004. Archived from the original on 12 August 2012. Retrieved 7 August 2012.
  16. ^ "Javelin train speeds into London". BBC News. 12 December 2008.
  17. ^ "High speed trains to ferry spectators to Olympic Park". ITV. 28 July 2012.
  18. ^ Devereux, Nigel (15 September 2019). "Operation 'Javelin'". railwaymagazine.co.uk.
  19. ^ "Green Light for High Speed Services for Kent, Four Bidders Selected for new Kent Franchise" (Press release). Strategic Rail Authority. 22 December 2003. Archived from the original on 4 January 2004.
  20. ^ Clark, Christopher (Spring 2004). "Commuter Services on Channel Tunnel Rail Link and the Integrated Kent Franchise (28 January 2004)" (PDF). Journal of the Transport Economists' Group. 31 (1): 7–11.[permanent dead link]
  21. ^ "Integrated Kent Franchise – Invitation to Tender" (PDF). Strategic Rail Authority. January 2005. 1.5 Scope of the IKF, p.10. Archived from the original (PDF) on 9 April 2010.
  22. ^ "London's New bullet train". Government Office for London. 29 October 2004. Archived from the original on 5 November 2005.
  23. ^ "Hitachi wins Channel Tunnel Rail Link Contract" (Press release). Hitachi. 28 October 2004. Archived from the original on 19 May 2006.
  24. ^ Sources:
  25. ^ "Department for Transport announces integrated Kent franchise". Department for Transport. 30 November 2005.
  26. ^ Ojima, Hirofumi (24 January 2008). "Networkers get a traction transplant". Railway Gazette International.
  27. ^ a b "High-speed trains, driven by superior Japanese technologies, run in the U.K., the birthplace of railways". social-innovation.hitachi. June 2017.
  28. ^ Select Committee on Future Passenger Rail Services in Kent (2008), 2.2 Services.
  29. ^ Mochida et al. 2010, Maintenance, pp.44–45
  30. ^ a b c d e f g h i j k l Toshihiko Mochida, Naoaki Yamamoto, Kenjiro Goda, Takashi Matsushita, and Takashi Kamei (2010). "Development and Maintenance of Class 395 High-speed Train for UK High Speed 1" (PDF). hitachi.com.CS1 maint: multiple names: authors list (link)
  31. ^ a b c Sources:
  32. ^ "At home with the High Speed 1 domestic stock". Railway Gazette International. 30 October 2007.
  33. ^ "Integrated Kent Franchise Stakeholder Briefing Document" (PDF). Department for Transport. January 2005. 3.2.4 Depots, p.19.
  34. ^ Sources:
  35. ^ "High Speed in the UK". Keolis. Archived from the original on 8 November 2011. Retrieved 1 January 2012.
  36. ^ a b "Hitachi high speed Javelin train ready to ship to UK". ASLEF. Retrieved 1 January 2012.[permanent dead link]
  37. ^ "Japanese bullet train docks in UK". BBC News. 23 August 2007.
  38. ^ Sources:
  39. ^ "Annual report 09" (PDF). SNCF International. p. 7.[permanent dead link]
  40. ^ "Rapport d'Activité 2008" (PDF) (in French). SNCF. p. 10. Dans le cadre d'un contrat conclu entre SNCF International et Hitachi, des experts du Centre d'Ingénierie du Matériel de la SNCF étaient à bord des trains à Grande Vitesse Class 395 de l'opérateur SouthEastern pour contrôler le bon fonctionnement des équipements de sécurité. Des tests à 240 km/h ont eu lieu en janvier 2008 pour valider définitivement les dispositifs des premières rames livrées en Grande-Bretagne
  41. ^ "Annual report 2009" (PDF). SNCF International. p. 17.[permanent dead link]
  42. ^ "First production units of Hitachi Class 395 trains for HS1 service embark on journey from Japan to UK on time" (PDF) (Press release). Hitachi. 9 December 2008.
  43. ^ Development of UK Class 395 High Speed Commuter Train, Keith Jordan, 3. Design, Testing and commissioning.
  44. ^ "Final three 'Javelin' units arrive at Southampton Docks". Railway Herald (191). Scunthorpe. 24 August 2009. p. 3.
  45. ^ "Hitachi hands over the final Class 395 'Javelin' EMU" (PDF). Railway Herald (205). Scunthorpe. 14 December 2009. p. 7.
  46. ^ "High speed preview services announced" (Press release). Southeastern. 1 June 2009. Archived from the original on 27 August 2011. Retrieved 5 January 2012.
  47. ^ "Southeastern ready to launch High Speed service". Railway Gazette International. London. 18 June 2009.
  48. ^ "High speed preview service extends to Dover, Folkestone, Canterbury and Ramsgate" (Press release). Southeastern. 7 September 2009. Archived from the original on 5 January 2011. Retrieved 5 January 2012.
  49. ^ Sources:
  50. ^ Sources:
  51. ^ Sources:
  52. ^ "High speed service" (Press release). Southeastern. 8 October 2008. Archived from the original on 13 September 2012.
  53. ^ "Over 7 million journeys made on high speed in a year" (Press release). Southeastern. 13 December 2010. Archived from the original on 1 March 2011. Retrieved 5 January 2012.
  54. ^ Sources:
  55. ^ "High Speeding To Success" (Press release). Southeastern. 14 June 2010. Archived from the original on 25 June 2010. Retrieved 5 January 2012.
  56. ^ "High speed train service 'no use at all' for East Kent". BBC News. 5 December 2011.
  57. ^ "High-speed trains start from Maidstone". Kent Online. 20 May 2011. Retrieved 23 May 2011.
  58. ^ Sources:
  59. ^ "The impact of domestic services on High Speed 1". Kent County Council.
  60. ^ Kawasaki, Yamaguchi & Mochida 2008, p. 61.
  61. ^ Hitachi Class 395, Railway Strategies Live 2010, Base Train for Class 395, p. 10.
  62. ^ a b c Kawasaki, Yamaguchi & Mochida 2008, Basic Specifications, pp.40–41
  63. ^ Gomersall 2005, p. 12.
  64. ^ "Brakes & Couplers – Regional Trains" (PDF). Faiveley Transport.
  65. ^ Kawasaki, Yamaguchi & Mochida 2008, Accommodating Specifications, pp.62–63
  66. ^ Mochida et al. 2010, Train Operation Control Suitable for Operating Practices Specification to UK, pp.43–44
  67. ^ "Rolling Stock Reliability Focus – Dilemmas on Doors" (PDF). Modern Railways. Air or electric? p. 61. January 2011. Archived from the original (PDF) on 3 January 2012. Retrieved 5 January 2012.
  68. ^ "First Class 395 'Javelin' named at Ashford International" (PDF). Railway Herald (195): 6. 28 September 2009.
  69. ^ "High speed Javelin train named after Paralympic great Dame Sarah Store" (Press release). Southeastern. 7 February 2013. Archived from the original on 11 February 2013. Retrieved 20 March 2013.
  70. ^ Pyman, Tom (7 November 2016). "Southeastern to run commemorative poppy train ahead of Remembrance Sunday to mark 100 years since the Somme". Kent News. Archived from the original on 23 October 2017.
  71. ^ https://mobile.twitter.com/hornby/status/1137291945359921152?s=19
  72. ^ Jeffery, Poppy (23 October 2017). "Train hits van at level crossing in Lower Road, Teynham". Kent Online. KM Group. Retrieved 21 September 2018. The incident happened at 3pm this afternoon when a high-speed Javelin train on its way to London St Pancras struck a delivery van on a level crossing near Teynham between Faversham and Sittingbourne.
  73. ^ "Hornby BR Class 395". Hornby Railways Collector Guide. Retrieved 19 February 2020.

Sources[edit]

External links[edit]