New Zealand AM class electric multiple unit

New Zealand AM class electric multiple unit
AM 103 at Puhinui station
Interior
In service	2014
Manufacturer	CAF
Built at	Beasain, Spain
Family name	CxK
Replaced	ADK, ADL class DMUs SA, SX class locomotive hauled carriages
Constructed	2013 - 2015
Entered service	2014 - current
Number built	57
Number in service	57
Formation	1 AMA (driving motor) + 1 AMT (trailer) + 1 AMP (driving motor/pantograph), per set
Capacity	230 seated, 143 standing, 373 total
Operator(s)	Transdev Auckland
Depot(s)	Wiri
Line(s) served	Eastern Line Onehunga Line Southern Line Western Line
Specifications
Car body construction	Stainless steel
Train length	71.8 m (235 ft 7 in) per set
Car length	24.3 m (79 ft 9 in) (AMA, AMP), 23.2 m (76 ft 1 in)
Width	2.76 m (9 ft 1 in)
Height	3.99 m (13 ft 1 in) (over Pantograph Lowered)
Floor height	1.10 m (3 ft 7 in) (Standard Floor Level), 0.75 m (2 ft 6 in) (Low Floor Section)
Platform height	0.75 m (2 ft 6 in)
Doors	4 × twin doors (2 per side) per car, push-button opening
Maximum speed	110 km/h (68 mph)
Weight	132 t (130 long tons; 146 short tons) per set, Tare.
Power output	1,520 kW (2,038 hp)
Acceleration	1 m/s2 (3.3 ft/s2)
Deceleration	1 m/s2 (3.3 ft/s2)
Electric system(s)	25 kV 50 Hz AC overhead
Current collection method	Pantograph
AAR wheel arrangement	Bo−Bo + 2−2 + Bo−Bo
Safety system(s)	ETCS (to application level 1)
Coupling system	Scharfenberg
Multiple working	Within class only
Track gauge	1,067 mm (3 ft 6 in)

The New Zealand AM class of electric multiple unit (EMU) was constructed for the electrification of Auckland's railway network. The class was introduced in 2014 with the first unit having arrived in September 2013. The units are classified AM (Auckland Metro), with the driving motor car with pantograph classified AMP, the middle trailer car AMT and the driving motor car without pantograph AMA. The trains are operated by Transdev Auckland for Auckland Transport under the AT Metro brand.

In February 2010, an "industry engagement document" preceding the formal call for tenders was published, calling for 114 EMU cars in 38 three-car sets, capable of being coupled as six-car trains, the maximum Auckland's stations can handle. The tender also included 13 electric locomotives. The sets would have seated around 240 passengers. While the document specified only a small number of elements, it required a speed of 110 km/h for fully laden trains, a minimum design life of 35 years and the ability to climb the steep grades of the proposed city link. The expected value of the contract was approximately $500 million.

In December 2010, there was concern that government handling of the tender could be placing the process into doubt, with four tenderers out of the ten shortlisted having withdrawn. One of them, Bombardier Transportation, criticised the government for initially shortlisting four companies then extending it to ten, which in their view created a lack of confidence in the tendering process. Also criticised has been the fact that KiwiRail had "effectively prevented" their facilities in Hillside and Lower Hutt from tendering for the contract or parts of the contract, settling for encouraging overseas tenderers to include some local component. This, together with the refusal to allow local manufacturing to build railway wagons, was seen by groups such as unions and newspaper commenters as a sign that KiwiRail/the Government was unwilling to support New Zealand rail manufacturing.

In April 2011, it was confirmed that the shortlist had been reduced to two, with the contract expected to be awarded several months later. Still uncertain was ownership of the trains, with Auckland Transport preferring to take ownership rather than being owned by KiwiRail. The Rail & Maritime Transport Union favoured this course, as it would ensure that they cannot be sold by the government at a later stage. Auckland Council transport committee chairman Mike Lee noted that it would be inappropriate that Auckland would be expected to pay back a government loan for the trains (unlike recent Wellington train purchases), yet could end up not owning the trains.