IETS are also cleared for a a LOT of the route in which these would be intended to operate on, if not all, so introduction to service should be fairly straight forward. Just the usual crew training.
Logically, 808, having skipped 804 (was that the original number given to the 810s?) and 806. All of the bi-modes are even numbered apart from the 805s. But class numbering is so weird now, they might be 802/3s, 370s or 140s. Who knows?
Yes, the 810s were originally the 804s, but as I understand it that was changed because they are a different length to the other 80x.
Exactly this, self imposed public sector procurement rules are damaging what needs to be swifter action.
They also haven’t used Plug Doors because, until the ScotRail order, Hitachi themselves considered the plug door to be considered an unreliable outdated European feature. Had they got their way with the 385s, they too would have had sliding doors. It took for a lot of convincing from ScotRail, and IFE, that Plug Doors can be reliable. Had they won various joint tube or metro orders they’d have to have come up with some solution to that too. Though it’s only until the 385/ that they haven’t.
And the doors are the most common fault in the 385s. In fact it's the only fault I've ever had. Saying that, any fault is a rare thing on a 385. (Apart from the plug sockets which keep getting kicked and broken)
There has been no repeat orders from any regular operator (excluding private open access), so possibly they have lost reputation or discouraged others from getting a business case due to the higher prices.
A sliding door opens by sliding along its centre-line into a recess built into the vehicle body and so is recessed in from the body side. A plug door opens by moving outwards from the vehicle body then sliding alongside it. When closed, the plug-door gives a more streamlined appearance and should reduce wind noise when the train is moving. Plug-door as on class 390, sliding door as on class 150.
There is little reason to believe they'll be anything except 80x. I imagine the tri-mode design of the units will prevent it from being part of an existing class, but until we hear otherwise it's probably going to be the next in sequence up from 800... If only Avanti hadn't broken it with the 805s and 807s.
So you're looking at the train sat on the platform.
As much as I want all new trains to have level boarding, it was unlikely to expect a "new design", and while a FLIRT was possible I'm not surprised it wasn't the option selected.
I would imagine they are cleared for the Sunderland route outright due to LNER running Durham Coast diverts, and probably already cleared for parts of the West Yorkshire route with a mix of TPE (i.e. Wakefield Kirkgate - Brighouse) & LNER (assuming LNER have run an Azuma via the Knottingley area).
Lordy, I hope not. Still, I suppose in that first image, if you’re staring at your laptop you don’t care about the pillar being your view out.
That‘s ‘Durham Coast’ diverts. LNER have operated diversionary services on the route for some years, since soon after the introduction of their 80x classes, but although the Sunderland passenger service was withdrawn they still run through Sunderland to provide the ECS for their limited Middlesbrough services.
Understand that so the question is public sector procurement legislation working?
Absolutely, whilst the IET is bland, its a proven product on the ECML, you can see why any "Long-Distance" operator would select them!
I believe that various iterations of the 80X have ran on all the routes that Grand Central operates. I seem to recall that a few LNER Azumas have been through Knottingley and TPE have sent one of their Class 802s to Bradford Interchange.
Goodbye, comfortable seats on Grand Central...
It'll just be the render. They are definitely going to be five-coach sets. There have been plenty of train renders (including those by Hitachi) which are incorrect in various ways.
I would think that the battery is particulatory useful.when running under diesel as it allows regenerative braking to be used to charge the batteries. The batteries would also allow the diesel engines to run at a more consistent level and when acceleration is required the batteries will kick in to provide additional power to the motors.
