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GWR Class 800

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Dave1987

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Philip Phlopp said:
I don't disagree. It is, as I say, a way to add some extra flexibility. If it wasn't specified to have a back-up engine, I wouldn't be suggesting we add one, but since it's there, well, it's not a bad thing.

What I would add is that commuter EMU stock tends to work on more rigidly defined and shorter routes, IEP is going to be travelling over a much wider area with more diversionary routes, it's going to be encountering rolling electrification works, and circumstances could well result in very unusual train configurations, such as 5 car bi-mode units having to haul 5 car electric units in passenger service - that only can happen because the electric unit has its back-up engine.

It's also quite possible that future generations of EMU have battery back up power when density, safety and mass issues resolve themselves. It's tricky to fit battery packs or diesel engines to 20m EMU stock right now - ThamesLink tried with the Class 700s and sort of ran into a brick wall.
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Indeed I see where you are coming from there. And as najaB suggests if they are coming out of a common engine pool then the costs would be significantly reduced.
 
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gsnedders

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najaB said:
Is it the same engine as used in the bi-modes? If so, then they are almost 'free' as the packaging will have been sorted out for the bi-modes, and they can form part of the common pool of engine modules.
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Yes, as I understand it. Same engine vehicle (I was gonna say motor vehicle, but… well, yes) as the bi-modes. As such, I presume the overall cost is pretty low.
 
reddragon

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The new train wash at North Pole gained consent to operate months back, but I do not know if it has been commissioned or has been used.

The old Eurostar train wash is still there & still works as a back up.
 
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smiffy9373

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The new train wash at North Pole looks like it has fan driers on the exit! Much like the driers you get on a car wash. If the washer is that fancy makes you wonder why the train is so dirty.
 
D365

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Philip Phlopp said:
It's also quite possible that future generations of EMU have battery back up power when density, safety and mass issues resolve themselves. It's tricky to fit battery packs or diesel engines to 20m EMU stock right now - ThamesLink tried with the Class 700s and sort of ran into a brick wall.
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IIRC the Crossrail Class 345s are specified with a battery for the purpose of self-recovery. Would hazard a guess that it's easier to package under the 23m coaches.
 
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hibtastic

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The IEP is a fantastic looking train! I'm looking forward to seeing it in person. Does anyone know when they are likely to begin testing in Scotland up to Edinburgh Waverley?
 
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ainsworth74

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I don't think they'll end up that way until they enter service (even if it's a soft launch as is being seen with the 700s) as the testing in being done in England on the ECML as far as I'm aware.
 
Rob F

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When a bimode is running on diesel power is the drive still distributed throughout the train, the same as when running on electric?

Also, the electric sets with a single donkey engine, will the drive from that engine only power the coach it is installed in or is that distributed as well?

Rob
 
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gsnedders

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Rob F said:
When a bimode is running on diesel power is the drive still distributed throughout the train, the same as when running on electric?

Also, the electric sets with a single donkey engine, will the drive from that engine only power the coach it is installed in or is that distributed as well?

Rob
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It's all distributed; the engines just drive an alternator which feeds power to the motors. The big difference will be current generated between bi-modes and EMUs, which therefore affects power available. They're DEMUs when running in diesel mode.
 
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notlob.divad

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gsnedders said:
It's all distributed; the engines just drive an alternator which feeds power to the motors. The big difference will be current generated between bi-modes and EMUs, which therefore affects power available. They're DEMUs when running in diesel mode.
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Instead of referring to them as Bi-modes, would it not be better to use something like (D)EMU as in a DEMU where the D is optional.?

I don't know maybe that just confuses it even more?
 
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Nippy

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notlob.divad said:
Instead of referring to them as Bi-modes, would it not be better to use something like (D)EMU as in a DEMU where the D is optional.?

I don't know maybe that just confuses it even more?
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No because they are bi mode, if you call them (D)EMU that would cause confusion with DEMUs, which are entirely different and not bi mode!
 
43096

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Nippy said:
No because they are bi mode, if you call them (D)EMU that would cause confusion with DEMUs, which are entirely different and not bi mode!
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They're EDMUs. Bi-mode is a term used in the DfT as they don't like the word "diesel".
 
Haydn1971

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To be fair, bi-mode is a reasonable term, because I'd expect the power packs to change from diesel to an alternative power source... That could be battery, or something not yet considered - the bi-modes are gonna be here for at least 27 years in some form or another.
 
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D1009

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ainsworth74 said:
I don't think they'll end up that way until they enter service (even if it's a soft launch as is being seen with the 700s) as the testing in being done in England on the ECML as far as I'm aware.
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So they won't need any staff training up there then?
 
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WatcherZero

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Review of the 800 in Modern Rail which describes them as roomier than an HST with the same bright and airy feel as the 395.

Also applauds the fact theres room to spin a wheelchair in the disabled loo's.
 
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leomartin125

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Quick update as of my knowledge of unit locations.

Class 800/0

800001 - Old Dalby
800002 - North Pole IEP Depot
800003 - Newton Aycliffe
800004 - Stoke Gifford IEP Depot

Class 800/1

800101 - North Pole IEP Depot


As I said, these are based on my knowledge and observations. Any corrections feel free to correct me.

UPDATED 01-08-2016
 
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swt_passenger

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Seven additional Bi-mode AT300s confirmed for GWR:

UK: Franchised passenger operator Great Western Railway and leasing company Eversholt Rail confirmed an order for an additional seven electro-diesel trainsets from Hitachi Rail Europe on August 3.

The new trainsets will be built at Hitachi Rail Italy’s Pistoia plant. They are in addition to the 57 trainsets which Hitachi is providing for GWR from 2017 under the government’s Intercity Express Programme, and GWR’s separately-financed order for a further 29 trainsets to enter service in 2018.

‘They give us greater flexibility in our fleet to deliver faster, more frequent, services and additional seats for customers, particularly while Network Rail completes the modernisation of the Great Western Main Line’, said GWR Managing Director Mark Hopwood.

Hitachi Rail Europe Managing Director Karen Boswell said Hitachi was ‘pleased GWR and Eversholt Rail Group have exercised one of the options they have with us to increase their fleet. This further strengthens our working relationship with two major customers.’

http://www.railwaygazette.com/news/...rn-railway-orders-more-hitachi-trainsets.html
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That is probably final confirmation that the 365 cascade is dead.
 
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swt_passenger

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Philip Phlopp said:
Pedantry, but they're AT300s and not IEPs.
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Fixed, thanks.

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MidlandMainlie said:
5 car I am assuming?
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No news on that, looking at a couple of versions of the story.

Given the numbers of EMUs they are down on original plans, I'd have thought 9 car would be better, as they would then be of similar capacity to a pair of 387s.
 
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Dave1987

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Hmmm so Hitachi are filling up the Italian plant they acquired. So what happens post mid 2020's to Newton Aycliffe? Hope we are not going to get to another point like we did with Bombardier when they didn't win the Thameslink deal claiming the factory could be shut if orders didn't come in. Then miraculously they won the Crossrail contract.
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And what's the situation going to be on the 2 x 5 car services with regards to staffing and catering.
 
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