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British Rail Class 895

The British Rail Class 895 is an all-electric high-speed multiple unit train designed for operation on the High Speed 2 (HS2) railway network in the United Kingdom.^[1] Developed by the Hitachi-Alstom High Speed joint venture, the Class 895 fleet was ordered under contracts valued at approximately £2 billion awarded by HS2 Ltd in 2021, with production scheduled to commence in 2027.^[1]^[2] Capable of speeds up to 360 km/h (225 mph), these trains are engineered for compatibility with both the dedicated HS2 infrastructure and the existing UK rail network, emphasizing enhanced passenger capacity, accessibility, and comfort.^[1] Key interior features include a generous seat pitch providing more legroom than any current UK standard-class train, improved overhead and under-seat luggage storage, step-free access, and amenities such as USB-C power outlets, baby-changing facilities, and dedicated bike spaces.^[1]^[2] Concept mock-ups of the Class 895 interiors were publicly showcased in July and August 2025 at events in Derby, highlighting ongoing refinements in design for quiet operation, visual and audio accessibility aids, and overall convenience.^[1]^[3]

Project Background

Relation to HS2 Infrastructure

The High Speed 2 (HS2) project, authorized by the Highways Agency in 2017, initially envisioned a Y-shaped high-speed network extending from London to Birmingham, Manchester, and Leeds to alleviate capacity constraints on the West Coast Main Line and enhance connectivity across England. However, scope reductions announced in October 2023 by the UK government canceled Phases 2a and 2b, confining the line to Phase 1 between London Euston and Birmingham Curzon Street, with no northern legs beyond Handsacre Junction.^[4]^[5] This truncation directly constrains the British Rail Class 895 fleet's high-speed deployment, as the trains were procured to serve the full envisioned route but now face limited dedicated infrastructure for sustained 360 km/h operations initially to just the 140-mile Phase 1 segment.^[6] Class 895 units depend on HS2's bespoke infrastructure, including continuously welded slab track, advanced overhead line equipment, and ETCS Level 2 signaling optimized for high-speed running, which enable their design speed on segregated lines while ensuring gauge compatibility with UK loading standards. For operational resilience amid infrastructure delays, the trains incorporate dual-voltage capability (25 kV AC for HS2 and 25 kV AC/1.5 kV DC for legacy networks) and aerodynamic features permitting mixed-traffic use on conventional routes at reduced speeds of up to 200 km/h, allowing potential diversionary paths or extensions beyond HS2's core alignment.^[3] As of October 2025, HS2 Phase 1 construction advances with the Northolt Tunnel and Chiltern Tunnel bores fully excavated, spanning 28 miles under London and the Chilterns, and viaducts like those at Water Orton nearing completion; however, integration challenges persist, including a four-year deferral of the Handsacre-to-West Coast Main Line connection announced on October 22, 2025, alongside broader delays pushing passenger services beyond the original 2029-2033 targets due to escalated costs exceeding £50 billion and procurement disputes.^[7]^[8]^[9] These setbacks underscore the Class 895's infrastructural interreliance, as track possession for testing and commissioning cannot commence until key civil works, such as Euston station tunneling and Birmingham viaduct electrification, achieve substantial completion amid ongoing funding reviews.^[10]

Procurement Context

The procurement of the British Rail Class 895 electric multiple units arose from longstanding capacity bottlenecks on the West Coast Main Line (WCML), the primary north-south artery connecting London to Birmingham, Manchester, and beyond, where passenger volumes have exceeded infrastructure limits despite prior upgrades like the 2008 West Coast Route Modernisation.^[11]^[12] These constraints manifest in overcrowding, with peak-hour services often operating at over 100% load factors, and limited pathing for additional trains due to mixed traffic including freight and slower regional services.^[13] HS2 was authorized by Parliament in 2017 for Phase 1 to deliver dedicated high-speed capacity, enabling shorter journey times—such as reducing London to Birmingham from 1 hour 21 minutes to 49 minutes—while freeing WCML slots for other uses, though the project's total forecasted cost exceeding £100 billion has drawn scrutiny for its scale relative to incremental benefits in connectivity.^[14] The Class 895 units represent a shift to purpose-built electric multiple units (EMUs) for HS2, eschewing traditional locomotive-hauled consists in favor of distributed power for improved acceleration, energy efficiency, and operational flexibility on both dedicated high-speed tracks and legacy lines.^[14] HS2 Ltd outlined its rolling stock requirements in 2017, emphasizing interoperability, passenger comfort, and integration with the national network to address the UK's aging fleet, where over 40% of intercity stock exceeds 30 years in service and incurs rising maintenance costs.^[15]^[16] The strategy prioritized domestic content to stimulate UK manufacturing, projecting thousands of jobs in the supply chain, though this approach has been critiqued for elevating procurement expenses through mandated local assembly and subsidies absent in more cost-competitive international projects.^[14] On 9 December 2021, HS2 Ltd awarded a £2 billion contract to the Hitachi-Alstom joint venture for designing, building, and maintaining up to 54 Class 895 trainsets for Phase 1 (London-Birmingham), with production slated to begin around 2027 at UK facilities in the Midlands and North.^[14]^[17] This decision followed a competitive tender process initiated years earlier, selecting the bid for its alignment with performance criteria including 225 mph capability on HS2 infrastructure, while supporting over 2,500 direct and indirect jobs—prioritizing economic multipliers like regional employment over pure cost minimization.^[14] The procurement reflects government policy under the 2020 Integrated Rail Plan to integrate HS2 with existing networks, despite subsequent scope reductions in northern extensions that have amplified debates on value for money amid escalating overall project outlays.^[18]

Development and Design

Contract Award and Manufacturers

The contract for the British Rail Class 895 fleet was awarded on 9 December 2021 to Hitachi-Alstom High Speed (HAH-S), a 50/50 joint venture between Hitachi Rail and Alstom, following a competitive tender process launched by HS2 Ltd in 2017.^[19]^[17] The selection prioritized the partners' complementary capabilities, with Hitachi providing proven expertise in UK electric multiple unit production, including the Class 800 bi-mode trains for intercity services, and Alstom contributing high-speed rail design experience from platforms such as the Pendolino tilting trains and TGV series.^[20]^[21] Valued at approximately £2 billion, the agreement encompasses the design, construction, and a 12-year maintenance package for an initial 54 ten-car trainsets, with production scheduled to commence in 2025 at UK sites including Alstom's Derby works for assembly and Hitachi's Newton Aycliffe facility in County Durham for components.^[22]^[14] This domestic focus was intended to generate economic benefits, including the creation or safeguarding of thousands of skilled jobs and an estimated annual £157 million addition to UK gross value added through supply chain multipliers.^[17] The award faced legal challenges from competitors, including a claim by Talgo that was resolved out of court, ensuring the joint venture's progression without further delays to the procurement timeline.^[22] Fleet quantities remain subject to potential revision based on HS2 scope adjustments following infrastructure cancellations, though the contract baseline establishes capacity for 30 to 54 units aligned with revised operational demands.^[23]

Evolution of Specifications

The initial technical specifications for the British Rail Class 895, established under the 2021 contract award, defined 200 m-long electric multiple units capable of operating at up to 360 km/h on dedicated HS2 infrastructure while maintaining compatibility with conventional UK rail lines at speeds of up to 200 km/h.^[24]^[25] These requirements prioritized seamless integration across electrified networks using the standard 25 kV AC overhead system, with designs adapted to the narrower UK loading gauge to ensure structural clearance and aerodynamic efficiency in mixed operations.^[26] Following the October 2023 cancellation of HS2's northern phases, which reduced the project's overall scope and intensified cost pressures, engineering specifications underwent iterative refinements to better accommodate extended running on legacy infrastructure.^[27] HS2 Ltd initiated reviews of operational models, including potential reductions in trainset length from the original 200 m to optimize platform compatibility and capacity utilization on revised routes, as well as considerations to eliminate bi-modal propulsion features previously incorporated for flexibility on partially electrified sections.^[23] These adjustments reflect a shift toward prioritizing system reliability and energy efficiency over expansive high-speed capabilities, informed by simulation data highlighting trade-offs in acceleration performance versus operational costs amid documented project overruns.^[28]^[23] Further evolutions emphasize causal adaptations to real-world constraints, such as enhanced traction control for sustained 200 km/h performance on curved conventional tracks, balancing the need for rapid deceleration and reliability in variable loading conditions inherent to UK rail standards.^[29] By 2025, these specification changes have focused on mitigating fiscal risks through targeted engineering trade-offs, ensuring the fleet's viability within the truncated HS2 framework without compromising core interoperability.^[23]

Recent Prototyping and Mockups

In late July 2025, HS2 Ltd announced plans to publicly showcase life-size wooden mockups of the Class 895 train interiors as part of national Railway 200 celebrations marking two centuries of rail travel in Britain.^[1] These mockups, constructed to test carriage layouts, seating configurations, and passenger accessibility, were displayed at Alstom's Litchurch Lane Works in Derby during The Greatest Gathering event from August 1 to 3, 2025, allowing bookable public viewings to gather direct feedback.^[30]^[31] The standard class sections in the mockups emphasized enhanced comfort, featuring a seat pitch of over 1.2 meters—surpassing the typical 0.79–0.81 meter norms on existing UK intercity trains like those operated by Avanti West Coast or LNER.^[32]^[1] Additional tested elements included foldable toddler seats integrated into armrests for family travel, expanded overhead and end-of-carriage luggage racks designed for larger suitcases, and designated quiet zones with noise-mitigating partitions to minimize disturbances.^[32]^[25] Development of these concepts drew from iterative passenger trials conducted with diverse groups, including families, business travelers, and those with disabilities, to refine spatial efficiency and usability prior to final specifications.^[25]^[3] Such prototyping underscores tangible progress in addressing real-world travel demands, yet it occurs against a backdrop of HS2 project delays, with initial Class 895 production and entry into service now projected no earlier than the late 2020s due to phased infrastructure setbacks beyond initial 2020 targets.^[25]

Technical Specifications

Propulsion and Power Systems

The British Rail Class 895 employs a distributed traction system powered by 25 kV AC at 50 Hz, drawn from overhead catenary lines via pantographs.^[33] The pantographs are engineered for HS2's nominal contact wire height of 5.12 m, with automatic adjustment capability down to 4.14 m for compatibility with the conventional rail network (CRN), ensuring seamless transitions without stopping.^[33] Power electronics convert and distribute supply to traction motors, maintaining a power factor of at least 0.95 and dynamic current limits adjustable via the Wayside Data System to prevent overloads.^[33] Traction motors, integrated into bogies across the 200 m unit (extendable to 400 m by coupling), deliver continuously variable tractive effort with detent positions for coasting and no-traction modes.^[33] This configuration supports acceleration from 0 to 360 km/h in ≤535 seconds over 40 km for a single unit, or from 200 to 360 km/h in ≤450 seconds, while adhering to UK directional conventions and location-specific limits.^[33] The design incorporates no single-point failure that would immobilize the train under available 25 kV supply, with rescue modes allowing one unit to propel another at adhesion limits up to 0.19.^[33] Regenerative braking feeds recovered energy back to the overhead lines during deceleration, achieving normal service rates of 0.37–0.55 m/s² and full service up to 0.82 m/s² without regeneration.^[33] Voltage limits for regeneration are set between 27–29 kV (adjustable in 500 V increments), with dynamic current constraints to match line capacity, initially capped at 300 A per unit on CRN sections.^[33] Auxiliary systems sustain critical functions for 60 minutes post-25 kV loss, drawing from traction-derived power in certain modes.^[33] Energy efficiency is prioritized through optimized traction control, automatic state switching between standby and service, and mandatory metering of traction, regenerative, and auxiliary consumption per EN 50463 standards.^[33] The traction system and motors feature advanced power electronics to minimize demand, contributing to lifecycle global warming potential targets as low as 0.00186 kg CO₂ equivalent per passenger-km.^[33]^[34] Jerk rates are limited to 0.5 m/s³ (software-adjustable 0.25–0.75 m/s³) to reduce mechanical stress on pantograph-catenary interfaces.^[33]

Structural and Aerodynamic Features

The British Rail Class 895 employs lightweight aluminum carbody construction to minimize mass, thereby reducing energy consumption and enhancing overall efficiency during high-speed operations. This material choice aligns with established practices for modern high-speed rail vehicles, where aluminum's favorable strength-to-weight ratio supports structural integrity without excessive weight penalties.^[35] Aerodynamic optimization is achieved through a bullet-style streamlined nose cone and a smooth underbody profile, designed to lower drag coefficients and aerodynamic resistance at speeds up to 360 km/h on dedicated HS2 tracks. These features contribute to lower operational energy demands, with the exterior form tailored to mitigate pressure waves in tunnels and reduce noise generation. The design adheres to the UK's structure gauge constraints, ensuring clearance on both high-speed and conventional network sections without requiring active tilting mechanisms, which are absent in the specification to prioritize simplicity and cost control.^[34]^[36] Structural crashworthiness standards surpass baseline EU Technical Specifications for Interoperability (TSI) requirements, incorporating UK-specific modeling of collision scenarios, including impacts with heavy goods vehicles at low speeds, to enhance occupant protection through controlled deformation zones and energy absorption elements. Train sets measure approximately 200 meters in length, comprising multiple cars optimized for the project's conventional compatibility needs.^[33]^[34]

Capacity and Interior Layout

The British Rail Class 895 trains feature a capacity of 504 seats per 10-car set, with a configuration that emphasizes standard class seating to optimize overall passenger throughput following adjustments to reduce or eliminate dedicated first-class sections.^[18] This layout prioritizes volume over premium differentiation, allocating the majority of space to standard accommodations equipped with uniform ergonomics across all seats.^[37] Standard class seats provide a 87 cm seat pitch, exceeding the typical 79 cm found in regional trains like the Class 158 and Class 165, thereby enhancing legroom by approximately 8-10 cm for improved passenger comfort during high-speed journeys.^[38] Each seat includes USB-C charging ports, while the design incorporates Wi-Fi connectivity infrastructure to support onboard digital access, though full implementation details await final certification.^[39] Accessibility features comprise dedicated wheelchair spaces, step-free boarding compatibility with HS2 stations, reprofiled grab handles, and audio-visual announcements for inclusive use.^[40]^[41] Luggage accommodations have been expanded in 2025 mockups with reconfigured overhead racks and under-seat storage to handle increased volumes without impeding aisle flow, alongside four bookable horizontal bicycle spaces per train.^[1] Family-oriented elements include fold-out toddler seats and integrated baby-changing facilities within toilets, addressing practical needs identified in design consultations.^[32] Claims of the Class 895 being the "quietest" trains stem from incorporated acoustic materials and aerodynamic integration, but empirical noise performance remains unverified in operational conditions, as interior sound levels are substantially influenced by track quality and vibration isolation rather than cabin design alone; prototype testing post-2025 is required for substantiation.^[25]

Planned Operations

Performance and Route Integration

The Class 895 trains are designed to operate at a maximum speed of 360 km/h (225 mph) on dedicated HS2 infrastructure, enabling significantly reduced journey times compared to existing services.^[2] For the initial Phase 1 route from London Euston to Birmingham Curzon Street, this performance targets an end-to-end travel time of 49 minutes, representing approximately a 38% reduction from the current Pendolino-operated journey of around 81 minutes on the West Coast Main Line (WCML). This improvement stems from higher sustained speeds and optimized track geometry on HS2, though actual realizations depend on full implementation of the dedicated line without further scope reductions. On legacy networks beyond HS2's Handsacre junction, the trains support mixed-traffic operations, interfacing with conventional UK rail infrastructure to extend services northward toward Manchester, Liverpool, and other northwest destinations via the WCML.^[3] Their classic-compatible design allows operation without tilting mechanisms, relying instead on infrastructure upgrades for speed maintenance, with potential for up to 200 km/h (124 mph) on suitably enhanced sections, though current WCML limits typically cap intercity speeds at 201 km/h (125 mph).^[42] Seamless integration requires ETCS Level 2 signaling compatibility, as implemented on HS2, which necessitates progressive upgrades on connecting classic routes to mitigate performance bottlenecks from differing systems.^[43] Operational simulations indicate that while high-speed segments yield substantial time savings, frequent intermediate stops and deceleration for mixed-traffic constraints on legacy lines can erode overall gains, with average speeds potentially dropping below HS2's potential in extended routings.^[44] For instance, modeling of coordinated HS2-WCML timetables highlights capacity trade-offs, where prioritizing express services over locals preserves journey time benefits, but denser stopping patterns—common in regional integration—could limit end-to-end reductions to 20-30% in practice for longer northwest journeys, underscoring the causal importance of minimizing conflicts with freight and slower passenger trains.^[45]

Fleet Size and Deployment Timeline

The £2 billion rolling stock contract, awarded by HS2 Ltd to the Hitachi-Alstom High Speed joint venture on 9 December 2021, specifies an initial fleet of 54 Class 895 trainsets, each comprising eight cars and designed for coupling into longer formations.^[19]^[46] This order represents the minimum commitment, with provisions for potential expansion contingent on revived project phases, though no additional units have been confirmed as of 2025.^[47] Manufacturing at UK facilities in Derby, County Durham, and Crewe is slated to begin in 2027, enabling initial static testing and commissioning thereafter.^[48] Dynamic testing on dedicated HS2 tracks, including the planned test facility near Birmingham, will follow, with full fleet certification aligned to infrastructure readiness.^[23] Entry into revenue service is projected for 2029 to 2033 on Phase 1 routes from London Euston to Birmingham Curzon Street, delayed from the original 2026 target due to construction setbacks and scope reductions.^[24] Deployment sequencing prioritizes Phase 1 integration, with trains extending onto the West Coast Main Line for services operated by franchisees such as Avanti West Coast or the emerging West Coast Partnership.^[49] The cancellation of Phases 2a and 2b in 2023 has rendered the 54-unit fleet potentially oversized for core operations, prompting evaluations of adaptations like tilting capability additions or reallocation to conventional networks, though no binding changes have been enacted.^[23]^[18] This dependency on infrastructure milestones underscores that operational rollout remains contingent on HS2's phased completion, independent of rolling stock production timelines.^[14]

Criticisms and Controversies

Cost Implications and Overruns

The procurement of the British Rail Class 895 fleet, awarded to the Hitachi-Alstom joint venture in 2020, forms a significant portion of High Speed 2 (HS2)'s rolling stock expenditure, estimated at £2.5-3 billion for Phase 1 requirements including design, testing, and production of up to 54 ten-car units.^[50] Per-unit costs for these bespoke high-speed trains, incorporating UK-specific adaptations such as compatibility with legacy infrastructure and stringent safety standards, are projected at approximately £80-100 million, exceeding those of comparable off-the-shelf imports like Italy's Frecciarossa 1000 by 20-50% due to custom engineering rather than standardized designs.^[51] This escalation contributes to HS2's overall budget surpassing £100 billion in 2024 prices for the truncated London-Birmingham line, a 140% increase from the 2010 estimate of £37.5 billion adjusted for inflation.^[5] National Audit Office (NAO) assessments from 2023-2025 attribute rolling stock overruns to scope changes, including enhanced digital signaling integration and iterative design modifications for aerodynamic and structural compliance, compounded by post-Brexit supply chain disruptions and inflation rates peaking at 11% in 2022.^[52] These factors have driven a 30-40% variance in train contracts alone, with halfway completion of related construction packages already exceeding allocated funds by £6.5 billion as of mid-2025.^[53] Opportunity costs are stark: equivalent investments could electrify 1,000 miles of existing conventional lines or procure 200-300 standard intercity units at half the price, potentially yielding broader network capacity gains without new infrastructure.^[54] Proponents, including HS2 Ltd executives, argue that Class 895's advanced features—such as energy-efficient propulsion and higher passenger throughput—will generate long-term savings through reduced operating subsidies and induced economic activity estimated at £2-3 in benefits per £1 spent, offsetting initial premiums via 60-year lifecycle economics.^[55] Critics, drawing from NAO analyses and parliamentary scrutiny, counter that sunk costs on bespoke development exceed recoverable value, particularly after Phase 2 cancellation in 2023, which stranded northern integration benefits and amplified per-train utilization inefficiencies.^[52]^[56] Independent reviews highlight systemic underestimation of customization risks, where opting for imported platforms could have capped rolling stock at £40-50 million per unit, underscoring causal links between non-standard specifications and fiscal slippage.^[12]

Environmental and Economic Debates

The construction phase of HS2 infrastructure, including the Class 895 trains, generates substantial greenhouse gas emissions primarily from cement and steel production for viaducts, tunnels, and tracks, with estimates indicating contributions that exceed UK carbon budget reductions until at least 2050.^[57] Operational emissions from the battery-electric Class 895 units are projected to be approximately 90% lower per passenger-kilometer than equivalent car or air travel, assuming grid decarbonization.^[58] However, lifecycle analyses reveal marginal net CO2 savings, as high-speed rail often induces additional travel demand that offsets modal shifts from aviation, with empirical evidence from global networks showing a 1% increase in high-speed rail accessibility correlating to a 0.18% rise in long-term transport-sector emissions.^[59] Economically, HS2 construction has supported peak employment exceeding 30,000 direct jobs nationwide as of late 2023, including apprenticeships and roles in supply chains.^[60] Yet, the project's truncated scope following the 2023 cancellation of northern extensions has intensified regional disparities, channeling benefits disproportionately to London and the West Midlands while limiting connectivity to underserved areas, consistent with critiques of infrastructural "London bias" in UK policy.^[61] Office for Budget Responsibility assessments of analogous public investments suggest long-run GDP multipliers below 2.5% for equivalent spending scales, with HS2-specific forecasts indicating annual economic uplift under 0.25% post-2033, undermined by induced demand that expands overall transport volumes rather than reallocating existing trips.^[62]^[61] Policy emphasis on high-speed rail overlooks more scalable alternatives, such as widespread road vehicle electrification, which could achieve comparable emission reductions at lower capital intensity without equivalent demand stimulation.^[59]

Political and Practical Challenges

The procurement and deployment of the British Rail Class 895 electric multiple units have been complicated by political reviews of the HS2 project between 2023 and 2025. In October 2023, Prime Minister Rishi Sunak canceled HS2 Phase 2 north of Birmingham, attributing the decision to budget overruns exceeding £100 billion and persistent delays, which indirectly pressured rolling stock specifications by limiting network scope and questioning high-speed train viability. The subsequent Starmer administration, upon taking office in July 2024, commissioned further scrutiny; a June 2025 government review labeled HS2 an "appalling mess" of mismanagement, prompting delays to the 2029-2033 opening timeline and directives to assess broader infrastructure delivery failures, including implications for advanced rolling stock like the Class 895.^[63]^[64] These reviews have led to operational model reevaluations affecting Class 895 design, with HS2 Ltd confirming in August 2025 explorations of shorter train formations to align with reduced route demands, potentially freezing aspects of the original 11-car configuration developed by the Hitachi-Alstom joint venture.^[23] Political discourse has highlighted preferences for private-sector efficiencies, as evidenced by critiques of state-led procurement's vulnerability to scope changes versus privatized models that prioritize adaptable, cost-controlled designs; for instance, post-cancellation analyses argued that reallocating funds to private upgrades on existing lines could mitigate such disruptions.^[51] On the practical front, Class 895 compatibility with Britain's aging rail infrastructure poses significant hurdles. The trains' floor height exceeds standard platform levels on conventional lines, requiring an estimated £200 million in retrofits to doors and undercarriage components for safe passenger access, a issue identified in 2024 engineering assessments.^[65]^[66] Additionally, the units' projected lengths—up to 260 meters for full consists—demand platform extensions at integration points like Birmingham Interchange and destinations on the West Coast Main Line, where many existing berths fall short, complicating mixed-traffic operations and increasing deployment timelines.^[67] Maintenance projections for the Class 895 underscore operational risks tied to its hybrid high-speed systems, with HS2 rolling stock capital costs already estimated at £3 billion for Phase 1 alone, incorporating premiums for specialized components like aerodynamic structures and dual-voltage capabilities that elevate lifecycle servicing above conventional EMU averages.^[50] Proponents, including HS2 Ltd executives, defend the design for fostering UK technological independence in high-speed rail, citing proprietary advancements in the Hitachi-Alstom build as essential for future exports and sovereignty.^[2] Detractors, such as independent rail analysts, counter that such complexity constitutes over-engineering, positing that targeted interventions like ETCS digital signaling on legacy routes could yield 80% of capacity gains at roughly 10% of new-build expenses, based on comparative European upgrade data.^[18]

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HS2 to unveil interior of high-speed trains to public for first time
Jul 30, 2025 · The 2 billion-pound contract to build 54 high-speed trains was awarded in 2021 to the Hitachi-Alstom High Speed joint venture, with the rolling ...
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High Speed 2 train interiors designed for accessibility, comfort and ...
Aug 14, 2025 · ... Class 895 trainsets for High Speed 2 services, according to the Hitachi-Alstom High Speed manufacturing joint venture.<|separator|>
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WATCH: Concept designs revealed for new HS2 trains - RailAdvent
Aug 6, 2025 · Concept designs for the new Class 895 trains ... Contracts worth around £2bn to build the trains were awarded to the Hitachi-Alstom High Speed ...
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High Speed 2 - Wikipedia
British Rail Class 895. History. Commenced, 2017. Planned opening, Uncertain ... Trains will journey to other destinations on a mix of HS2 and conventional track.British Rail Class 895 · History of High Speed 2 · Northern Powerhouse Rail
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HS2'S CONVENTIONAL COMPATIBLE CONUNDRUM
May 25, 2017 · The classic-compatible trains for HS2, now renamed 'Conventional Compatible', should not tilt to maximise time savings on the northern section of the West ...Missing: legacy | Show results with:legacy
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[PDF] Train types | HS2
Two types of trains are expected on HS2: 'Captive' trains for HS2 lines, and 'classic compatible' trains for existing UK infrastructure.
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Performance Modelling of Proposed High Speed 2 Timetables
The study simulated HS2 and WCML, analyzing how services coordinate, capacity, conflicts, and system performance under various timetabling scenarios.
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[PDF] High Speed Two Phase Two Strategic Case - GOV.UK
Our ambition is for HS2 to improve journeys for people by shortening journey times, making travel more reliable, and giving passengers a better travelling.
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HS2 agrees £2bn deal to build UK's fastest trains - BBC
Dec 9, 2021 · HS2 has signed a £2bn contract with Hitachi and Alstom to build the fastest trains manufactured in the UK. The deal to make 54 trains for ...
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[PDF] Supply chain FAQs | HS2
The rolling stock contract presents a significant opportunity for the supply chain at all levels, including UK suppliers and SMEs from various disciplines ...Missing: context | Show results with:context
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New HS2 fleet details set out - Modern Railways
Mar 24, 2022 · ... traction motors. Hitachi's elements will be delivered first at Newton Aycliffe, with car bodies then moving to Alstom's Litchurch Lane site ...
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First look at the future of high-speed travel | Inside HS2's train mock ...
Jul 29, 2025 · ✔️ More legroom than any other UK standard class train ✔️ Smart ... The Class 895 fleet will be among the fastest, quietest, and ...
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[PDF] HS2 Cost and Risk Model Report - GOV.UK
The estimated HS2 rolling stock costs, including optimism bias, for the service levels currently assumed are £3 billion for phase one and £7.5 billion for the ...Missing: Class | Show results with:Class
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HS2 blew billions - here's how and why - BBC
Sep 15, 2024 · A train that travels at 230 mph needs a very straight line and that's where cost starts to come in. To get to Birmingham from London, it would ...Missing: unit Class 895<|separator|>
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[PDF] HS2: update following cancellation of Phase 2 - National Audit Office
Jul 22, 2024 · HS2 Ltd expects to complete remediation works for Phase 2 by summer 2027 at an estimated cost of up to £100 million (in 2024 prices). HS2 Ltd ...
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HS2 already billions over budget with work 'just over halfway done ...
Jul 9, 2025 · HS2 construction contracts priced at £19.5bn have already cost £26bn despite being “just over halfway done”, the boss of the high-speed rail ...
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HS2 chair: seven reasons the mega-project is overbudget
Jan 12, 2024 · Bad cost estimate: Thompson said budgets for infrastructure projects need to be set early for an outline business case to be approved by the ...
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[PDF] HS2 Annual Report and Accounts 2024 – 2025 - GOV.UK
Jul 17, 2025 · Last year, the programme cost £7.5 billion, excluding costs relating to the cancellation of Phase Two and scope changes to Euston station. The ...
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HS2: Update following the Northern leg cancellation - Committees
The report found that closing down Phase 2 will take three years, at an estimated cost of up to £100m.
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High Speed Rail: Implications for carbon emissions and biodiversity
HS2 will contribute negatively to the UK carbon budgets reductions until 2050. •. The longer term (30–50 year) effects are not well understood and accounted for ...
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Environmental Impact | Hitachi Rail
As a result, HS2 train emissions will be 90% lower than taking the same journey by car or plane. PAS 2080 is globally recognised as one of the leading ...
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High-speed rail's impact on transport-sector carbon emissions from ...
Nov 1, 2024 · Specifically, a 1% increase in high-speed rail accessibility leads to a 0.18% increase in transport-sector carbon emissions in the long run, as ...
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More jobs and business opportunities created as HS2's workforce ...
Nov 13, 2023 · Employment numbers grew by 455 for the period July – September 2023, taking HS2's total workforce 30,204 – the highest figure to date. The ...
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EHS0009 - Evidence on The Economic Case for HS2
8 The HS2 economic case for the full HS2 scheme presented in Oct 2013 equates broadly to an increase in GDP of about £2 billion/year from 2033 less than 0.25% ...Missing: boost | Show results with:boost
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[PDF] Discussion paper No.5: Public investment and potential output - OBR
A 1% increase in public investment could increase potential output by just under ½% after five years and around 2½% in the long run.
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HS2 branded an 'appalling mess' as government confirms delay ...
Jun 18, 2025 · Sir Keir Starmer has delayed the opening of HS2 as costs soar and a damning report exposes the “litany of failure” behind the rail line.<|control11|><|separator|>
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Keir Starmer asks cab sec to examine damning HS2 review's ...
Jun 19, 2025 · Keir Starmer has asked the cabinet secretary, Sir Chris Wormald, to examine issues raised in a report on HS2 and infrastructure delivery and their implications ...
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Mind the gap: HS2 trains too high for existing station platforms and ...
Aug 24, 2024 · HS2 trains are too high for existing station platforms and will cost taxpayers £200m to rectify the problems, it has been reported.Missing: length | Show results with:length
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https://www.railforums.co.uk/threads/does-hs2-still-need-400m-trains.255755/
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Does HS2 Still Need 400m Trains? | RailUK Forums
Oct 6, 2023 · The vast majority of HS2 trains will spend most of their time on the classical network. They therefore need maximum capacity within the limits ...Should some HS2 trains be 250m long? - RailUK ForumsSuggestion for all HS2 stations and trains to use UK standard ...More results from www.railforums.co.uk