Be quite funny if you just heard the starter motor turning over and over then it stopped just south of reading west then everyone had to get off and walk back to the station whilst they called a diesel to push it back onto the electrified track as the driver had forgotten to fill it with diesel the night before
The driver isn't the one to refuel the train, that's up to depot staff. The driver would also check the fuel levels as part of their pre-departure checks so this would never happen.
What makes this even more rare, is than a 9 car 801 only has one engine which is supposed to be used in emergencies only. The 802 on the rear has 3 engines so it wouldn’t have accelerated very quick once on diesel mode as essentially the 801 on the front would’ve been getting pushed!
I'm not too sure about the following, it'd be great if someone can fill us in, but: the 'engines' are technically generators to provide electricity to the electric motors, so would it be right to assume that the output of the combined engines of both trains is shared equally between all motors, instead of the 802 'pushing' the 801?
Hi, I work with these units so can shed a little light on this, When a full bi-mode couples to an 801 in diesel mode, the 801 operates like a control car/dvt, how ever you wish to imagine it, regardless of set 801 set length. In this video, the 802 would have been pushing the 801. The 801's engine would have run to provide auxiliary power to the train to feed lighting, brake control ect... This is now common with LNER, 800/2's can be seen regularly on diverts coupled to an 801/1 as 10 car formations, with the 800/2 doing 'all the work' while the 801 powers its auxiliary supply only. 80x fleet does not cross feed traction supply from one unit to another. Hope this helps
Ah yes Stepford Express train headed for Llyn-by-the-sea Edit: in my life, there’s 2 meanings to SCR: 1. Stepford County Railway 2. Student Class Representative
The GW class 800 has more powerful traction motors and modified drive electronics to allow the delivery of higher current levels. Apparently this is due to having to carry additional weight over more steeply graded track.
@@TrenyCwm The whole root no. Through the steepest sections North of the Preston yes. And no, the 800s don't have more powerful traction motors than any other Asuma.
@@dat581 You're wrong pal. Standard azumas are rated at 750hp, the GW ones are 900. The gradients in Devon are notorious for causing delays. Uou have to consider a number of factors here, the linespeeds is likely lower in much of Devon therefore the trains have less momentum generated to assist with climbing gradients etc. Additionally the lengths of 125 running on all the GW main lines is far greater than on the WCML. Therefore it has to be sustained for longer periods while also lugging additional engine weight which many of the other Azumas don't have.
its not really, theres no reason electro-diesel trains shouldnt be able to switch to their engines while moving, pretty sure the old class 73s could back in the 60s
The description says it's heading for Eastleigh, so from Reading West it's heading towards Basingstoke. Beyond Reading West the OHLE heads down the Berks and Hants, the route to Basingstoke being diesel only, then third rail from Basingstoke to Eastleigh and beyond. No doubt the reason for the inclusion of a bi-mode 802 in the formation is to facilitate the movement of the 801 over the relatively short and flat stretch between Reading West and Eastleigh. A lot easier and cheaper than hiring in locomotives and translator vehicles, especially if the TPE 802 had to visit Eastleigh to. The 802 has 3 x 940hp MTU engines, giving a total of 2,820hp, while the 801 has a 750hp engine. The combined power of 3,570hp should be more than enough to move the combination, even at reduced speed. The line to Eastleigh not being 125mph.
In the long term our government should stop holding back the railways and fund a rolling program of electrification, so that we don't need to have any new bimode trains.
Hasn’t the southeastern highspeed javelins been doing that for 10 years? (They do it at Ebbsfleet Intl). Its cool, you see the pantograph go down as it switches from AC to DC
The Javelins (along with the class 319s and 313s before them) are dual electric 25kV AC/750V DC, but the trains in this video are bi-mode diesel and electric. They are not the first such units in Britain, but I believe they may be among the first AC electric/diesel bi-modes, along with the Class 88 locomotive. The claas 73 and its contemporaries are bi-mode 750DC/diesel, and are much older. In all cases I mentioned, AC is from the wires and DC from the third rail.
It may be it's going to Eastleigh for decaliture to be applied. Could be between 'owners' and so is in it's 'vanilla' guise, it could have been part of the previous owner's agreement that they deliver it back to the leasing company in an unbranded state.
@@peebee143 Obviously neither unit have had their decals applied, but I was under the impression the base coat for all LNER sets was meant to be white because the main colour of the livery is white.
@@peebee143 I don't believe so because even the roof is white (as it is on all the LNER sets) and that would mean to get LNER livery you would be applying (red) decals on top of white decals - expensive and pointless.
I don't think it's as rare as it sounds. Since the train is basically a DEMU, all that's being done is the generators are started, power is cut from the traction system, switched to the onboard gensets, and the traction motors are started again. Not to different from high speed trains switching to a different line voltage when travelling between regular lines and high speed ones. It only looks rare because these trains usually switch power source one station before the electrified section of line ends. Maybe this is to save on fuel costs.
... maybe it is so if the switch over fails they are stranded under the wires. Has the last wired station got passing loops so it would not block the main line whilst waiting for maintenance, a replacement or diesel to drag them on?
Quite rare now too, with most changeovers being done at station stops. Just as well as it didn’t try to turn off at Southcote Junction to go to Basingstoke with the pan up! 😊
Don’t they do this every day though?? I swear the train to westbury leaves reading on electric and is diesel when it gets to the next station (changing straight after reading)
Probably not enough power from the national grid because of all the electric cars being powered and we haven’t managed to fill all of the agricultural fields full of solar panels to feed this much overpopulated demand we’re we all want to consume all the crap with our oversized TVs presenting crap… our endless consumption of coffee from our at home coffee machines grinders … whilst in the background our laptops streaming porn whilst the missis is innthe other room trasnfixed with yet another story from Emmetdale … a tiny little village which has more salons coffee shops garages drug dealers fashion designers restaurants murderers adulterers … so unfeasable …. Gosh I am being cyclical …
They are in service, but I’m pretty sure they have a short range diesel generator that they can use to get them to the next station in the event of an overhead line failure.
All long distance trains entering into Bombay from on both the Central railway and western railway switch over from AC traction to DC traction for ages. All locomotive with dual mode are employed in this section as AC runs on 25000 volts traction and DC on 1500 volt.
So, this train is electric and has diesel engines too. Ok, I have seen that before (not where I live, The Netherlands), but just running the train on the track and swithing seems strange to me. Ok, I understand: UK..... whatever.
Camera man missed it, all it is is the pantographs folding down as they switch from getting current from overhead cables to generating the electricity on board from their Diesel engines.
What??? No smoke ..that could be a truck starting in the background... actually a truck would make more noise....how can a diesel engine be so smooth...
UK. This is a British Rail class 800 (I don't know which variant or combination specifically). LNER = London North Eastern Railway. Britain often uses electro-diesels (rather than standard diesel-electric) because parts of otherwise electrified routes are often unelectrified.
