NJTransit has a fleet of ALP-45DPs. They help offer one-seat commuter service to NYPenn from lines and areas that formerly had to transfer at Newark Penn. Specifically the entirely of the Raritan Valley Line (old CRRNJ) and the North Jersey Coast Line (old NY & Long Branch RR) south of Long Branch. I imagine they might eventually deploy these on the Boonton line to offer similar service to NYP to places north of MSU. Eventually, once the Gateway plan is finished, the newly constructed Secaucus loop will finally make Secaucus Junction a proper junction, and allow the use of dual power locomotives on the Main, Bergen, and Pascack Valley Lines to offer one-seat rides to NYP.
I actually have always found that amazing and enjoy watching the changeouts at New Haven. I included in my model layout its really fun on my layout to change from Diesel to Electric. Of course now, they don't change out as much as they did in the 90s.
After being in Japan a lot and riding so many trains there. Add the station jingles and announcements to this then close your eyes. Exact same sound because they use mostly electric for passenger trains. Honestly I was shocked and surprised that the sound is so close I would say it is nearly identical.
@@Prodynamix725 Sorry if you didn't asking me, but honestly, there is. It's JNR DD51. That is the only train that I know, although there are some other diesel trains in Japan.
I know of one model locomotive that’s been out for a few years that has a DCC Sound decoder that can do both diesel and electric modes. No big issue to make possible. Granted, it’s a North American loco, but for the record it’s the Bombardier ALP-45DP, with the model in HO made by Atlas
Not realy. 120 kW per axle, 36 axles, that is 4320 kW in total. With overhead voltage of 25 kV, that gives some 173 Amps on full power. Current high-power locomotives (like Siemens Vectron) have over 6 MW on single pantograph (that gives 240 Amps on 25 kV system, but up to 2000 Amps on 3000 V system). Btw. with weight of 438 tons, it has roughly 1 kW/t which is not bad. Five diesel engines generate 2800 kW in total and part of that goes to AC and other support systems, so on diesel, the unit has roughly half of its power compared to the unit under the wires.
@@sidney001 yes you’re not wrong, not a regular commuter so can’t really say what that’s like, always enjoyed the smooth ride when I have been on though
I think they were going to electrify the Windermere branch but pulled the plug because the government said it wasn't worth it with the arrival of bi-mode trains which i probably begrudgingly agree wifh
That rate of acceleration is nothing spectacular when you have traveled on nothing but British (and a TGV) operated trains, the rate of acceleration is very high
The electro-diesel Bi mode trains are 40 years behind time. Typical how it's been poo pooed and put off for so many years, when it was feasible in the 1980's but no one would put their money where their mouth was, so lots of catch up to do now. 150mph under the wires, 100+ on diesel, what more could you ask for. Operate anywhere, very flexible, the best of both worlds, pays it's way, job done! 🙂😉👍
Live in Bridgend and the wires start at Cardiff now, still not used to feeling the engines under the carriage shut down and it all go quiet and smooth. Great vid!
Great video. If only the ride comfort in these trains was as good as this video, and the efficiency of changing the modes of power. For a 21st century train, the ride at times, can be questionable. And is not the tracks. And first class is not really first class anymore.The trains these 800's replaced did have real first class seating. The 800 is more like "premium economy" on an aircraft, but on this train, people still have to ay the first class fare.
I live in Cambone, Cornwall, and have used these trains many times. I completely agree with what you say about comfort, ride and quality of first class. The GWR HSTs were much better for passenger comfort, both in their internal fit-out and in the ride of the coaches.
Yup. I did a 7 day 1st class national rover as a present to myself. Took an 802 from Paddington to Plymouth. I wasn't impressed with the 1st class accommodation, the seat wasn't too comfortable. Didn't help to that the air con wasn't working, with no means of staff being able to provide ventilation. Ended doing an extra stop at Taunton so we could get fresh air. They fixed the A-C by shutting the 802 down and restarting it. I'd rather take a 159 from Waterloo to Exeter, then travel further west on GWR or Cross Country
@@Martin_Adams184 the HSTs were ahead of there time, and still are very good and reliable trains, they still have a few more decades of service left in them, but train company’s don’t realise that
@@electrohalo8798 I'm inclined to agree with that. However, within the last couple of weeks I've read a report in either "Modern Railways" magazine or in "The Railway Magazine" that said it was likely that a significant proportion of the HST stock would live to its sixtieth birthday - the late 2030s at least. Quite an achievement, isn't it!
it basically is a larger version of the 885 series with a diesel motor. I really like the dark green and the yellow front. it matches with the surrounding giving it a more industrial look.
I remember seeing something similar to this years ago. It was a North London line and it changed from electrified rail to overhead. I think we started from Broad Street so it was a long time ago.
I remember when I was taking my connecting service at Reading, because my original service from Swindon terminated at Reading, the connected class 800 service was on electric mode, and it accelerated so fast I nearly got a panic attack
1950s: "Dieselization is the future! No need to electrify railways!" 1970s and 1980s: "Okay, let's electrify some but don't overdo it!" 2020: "Hey! Let's go with bi-mode trains! Half diesel, half electric! That's only fair, right!" 😂🤣😅 When will we ever learn?
It's great that we can have hybrid trains. I wonder if the caladonian sleeper from fort William to London has this capability given that about 75% of the journey is made on electrified track
It doesn’t on it own. It uses a diesel locomotive to Edinburgh and Glasgow and then change’s locomotives to electric which carries it down to London Euston. The same process happens vice versa.
It is quite a let down that modern diesels are very quiet, otherwise it would have been a treat.... Eye watering acceleration though, under electric traction..
Shame I can't hear the Diesels shutting down, could you do another video of the train changing from Electric to Diesel one day please? That acceleration is impressive, reminds me of how impressive the Class 89 was (shame it wasn't proceeded with assuming that the electrical reliability could have been sorted).
We really need something like this in the U.S., especially along the east coast. Trains going from Miami to New York and back have to swap locomotives at Washington D.C.
Most brake squeal is caused by the pads oscillating (moving) in the calliper at a certain frequency. Most road vehicles now have ways of stopping this. Trains not so much I guess.
Of course trains from Oxford to London Paddington mostly join the main line at Didcot East Junction just east of Didcot Parkway station and miss the station altogether.
It's when you look at shots like this you really see how the GWML electrification went so off the rails (so to speak!). The amount of completely redundant over-engineering in the catenary is mind blowing.
This is a point when You realize: GWR is only a partly electrified ;) Unfortunately - this is a "must have" solution for now. Otherwise, you need to change train every time at end of electrified route. In 2060 (after another 40 years) IET will be exchange for "another generation" IC train, so that ones should be fully electric. Or, not ;)
Well batteries as a power source are already in use, not only in Japan but in Scotland too, albeit in only on short local lines. The latest shinkansen N700S also has battery power but that is just if there is an emergency such as overhead power line failure and only to get the train to the nearest station. Well within this century it will become the primary power source though.
The EMD FL9 was a fairly successful electro-diesel from the USA that lasted almost 50 years in revenue service. If a locomotive from 1956 can do it so successfully then why can't or shouldn't modern trains do it? Heck even the UK's BR Class 73s are still kicking so what's wrong with electro-diesels?
@@willausterman3104 I might be mis-interpreting, but I think he's saying that this PARTICULAR train is poorly engineered and that the vibrations from the engine are causing damage... I can't confirm, I am from a far-flung land and have never been to the UK. Love myself some Electro-Diesels. Shame we have none over here, but our XPT will one day be replaced with an electro-diesel... exciting!
While it's an impressive piece of kit, it's ultimately an overweight electric train and an underpowered diesel train. Much better would be to actually complete the electrification so the diesel engines become redundant.
@@exsandgrounder some parts like the Dawlish sea wall had to scale back tho, its dangerous to electrify the rail lines which near to the sea wall due to high waves
Then take a look at the French and Germans. Hell the Italians have a better train system then Britain. America has Amtrak which is much more in line with SNCF, DB and RENFE then with the weird train companies you have in the UK
@@MrJimheeren Although I was against rail privatisation at the time, I now see it as a lovely British idiosyncrasy which is one of the quirks of our little country. A bit like driving on the left.
@Pete Melon why should a person be forced to leave their country just for stating a flaw which can be fixed in the future to make their country better. In my opinion America should try on bringing better subway systems to more cities
@Pete Melon okay that is true you didn’t say force but my point is why tell somebody to leave their country for stating a fact America’s public transportation system is terrible when compared to other first world countries however there are reasons as to why that is and as you said Americans prefer their cars and flying but that mustn’t be reason for you to go ahead and say that they should move away shouldn’t ppl be addressing problems instead of running away from them?
As much as I like dual system trains from a technology standpoint, as a continental european it still baffles me how much of the UK is not electrified.
Since much of the infrastructure in GB was made in the days well before overhead cabling, it'd be really expensive to fully electrify some routes, since things like bridges would have to be reconstructed.
@@exsandgrounder So it was in Germany, Austria or Switzerland. And even if Germanys electrification is... well, lacking in rural areas like Oberfranken, we accept that rebuilding bridges, tunnels and stuff is just part of the electrification cost. Also, I'm not talking about regional trains but Intercity. AFAIK, the last diesel-driven intercity in Germany is the Sylt shuttle which connects Sylt island to the german mainland. In southern germany, the Allgäubahn was just electrified and now runs electric trains between Munich and Basel. So... yeah, it baffles me to run high-speed high-volume trains on diesel, and IMO, there is simply no excuse to still run diesel on main lines in 2021, like it or not.
I rode one of these supposedly non-stop from Paddington to Bristol Parkway, but the train made a brief stop near Didcot, so this would explain why the train stopped, to change modes.
Nope, the train doesn’t need to stop to changeover. Both diesel to electric and electric to diesel can be done on the move however the pan can only be put up in certain sections where the OLE is strengthened if the train is on the move. Drivers know these locations. You would’ve stopped at a signal.
@@thecornedbeefcouncil9792 I belive "for safety rasons" train must be stationary when switching power. Ofiicially You cannot run train without power, and this is requied for power source switch. Correct me if i'm wrong.
@@stanley3647 nope, you can do a power changeover on the move, it takes seconds (like I say, only in certain locations for diesel to electric). Whilst the changeover is happening the train will coast as it does for much of its journey anyway. If the changeover fails for whatever reason the driver is immediately notified and can take appropriate action. I drive Class 800 trains 👍
+Okay, genuine question - from an engineer, so don't be afraid to talk 'dirty' (technical) - so for a nine car train, there were how many power bogies? It sounded like more than two, however, the really big question is; there was only one pantograph for the train so, what and how is transmitted down the train? 25Kv AC traction current or 700/800 volt DC or is even that AC now?
1. Trains' primary line current is no so big, because line voltage is 25 kV AC. So, one pantograph's current collecting and carrying capacity is sufficient for this train. For example, 1 "diamond"-shape pantograph is enough for Russian 13000+ kW 25 kV AC locomotive (comprised of three permanently coupled MU-ed "Bo-Bo" sections) - it draws about 500 A at 25 kV. 2. Primary 25 kV AC transforms to lower 900 - 2100 V AC (depending on traction converter+motors design), then, this voltage is rectified+boosted by APFC active rectifier stage (also it acts as inverter stage during regenerative braking) and transferred to traction converter's DC bus to be converted to 3 phase variable voltage/frequence AC to feed traction motors. Electric braking "reverses" all or part of the traction scheme: 1. In rheostatic braking mode, traction converter turns to rectifier function: AC voltage from motors rectified to DC and this DC energy dissipates at braking resistors. 2. In regenerative mode, DC energy from traction converter feeds APFC stage, that works as grid-tied inverter, and final AC energy feeds catenary through traction transformer. Also, primary 25 kV can be transferred to rear power car/ locomotive (if it exists) by roof-mounted high voltage cable. Just like in TGV trainsets.
@@sergeyblinov4957 Thank you for that, it makes sense to run 25Kv AC up and down the train (on the roof!) because the current will be so much less. Thousand Amp connections and cables would be a bit unmanageable.
@@rogerwhittle2078, yes, high-current lines is impracticable for trains. Russian/Soviet 3 kV DC EMU experience stopped at 600-700 A rooftop cable to connect 2 power/motor cars to third car with rased pantograph to have about 1000 A of total traction current per 1 pantograph for 3 paralleled power/motor cars (of course, this us short-term current, in minutes during train's acceleration). Later, cable use was stopped, and each motor car piwers from its own pantograph. Russian freight DC electric locos has rooftop busbar to interconnect 3 sections for 1 rased pantograph. 1 pantograph is used in case of less than 2000 A traction current. If needs more current (up to 3000 A) - driver rises second pantograph "on the fly" to have 2 parallel pantographs in use.
Christ when the 802 changes from electric to diesel at Manchester Victoria it smells bad! The gas can’t escape because the off the roof so the platforms stink for a short time
It would be nice for Amtrak to add these cars to their fleet along the eastern routes. But 5-1 odds says Amtrak would use the “budget” excuse for not perusing it.
dB - no, the pantograph would have to be designed to raise & lower at speed and the train would have to be precisely programmed when to aculate the pantograph - start/stop the generator when entering/leaving an electrified section of railway. As we heard in the video, the high power output is switched off briefly to make the transition.
Samuel Fellows So how comes it was in the Class 800 specification that the trains should be able to pan down (and pan up - in specific locations) whilst in motion?
That's a good question actually, I'm not really sure but I assume they would, again they might not, I think I'm going to have to put some research into that one I think!
@@Listenerandlearner870 a few buttons. Electric to diesel change: Pantograph down Diesel( Arms injection, ignition and starting system) Engine start button( fires up the engines). Diesel to electric. Engine stop switch Pantograph up Electric mode switch.
I suspect that trains to Cornwall are diesel operated throughout. It's barely worth running for five hours if you're running under the wires for barely an hour of that......
They do, but for a while there was a 60mph speed limit through a bridge just west of Didcot for electric trains (the bridge was listed, NIMBYS with connections in Gov had blocked a rebuild and a nearby level crossing prevented lowering and meant the wire changed height very quickly), as diesels didn't have the limit they'd switch to diesel on the move for the short run through that section, then go back to electric in the station (or just east of it for Non Stop services) - the issue's now been sorted, so trains can pass through at 110mph on electric.
why would a diesel and electric powered train be using its diesel engines when there is a over head line? (when its pulling into the station under diesel power) surely they wouldn't build over head power lines past the station out in the middle of nowhere and stop... knowing the trains need to stop they'd just build the power lines up to the station right?
Electrification in West Coast Main Line is an ongoing process. Where the electrified line ends is the process of that work. Take time to electrify the entire line, especially on a quad track.
That's because the HSTs are still in service with GWR, just that they no longer go to London, and that they are now used on services from Penzance to Cardiff Central :)
I'm a train driver of DB cargo Italy.
I have hauled these trains from Verona to Brenner three years ago.
Nice.
@@orbitarchive346 No, not Nice, Verona.
@@jerribee1 This nice was meant like great and not for the city...
@@Brauiz90 well,you don't go out to much,don't you?😂
@@vladimirvlad2563 why?
I wish Amtrak did this. The changing of engines from Diesel to Electric at Union Station is so annoying.
NJTransit has a fleet of ALP-45DPs. They help offer one-seat commuter service to NYPenn from lines and areas that formerly had to transfer at Newark Penn. Specifically the entirely of the Raritan Valley Line (old CRRNJ) and the North Jersey Coast Line (old NY & Long Branch RR) south of Long Branch. I imagine they might eventually deploy these on the Boonton line to offer similar service to NYP to places north of MSU.
Eventually, once the Gateway plan is finished, the newly constructed Secaucus loop will finally make Secaucus Junction a proper junction, and allow the use of dual power locomotives on the Main, Bergen, and Pascack Valley Lines to offer one-seat rides to NYP.
I actually have always found that amazing and enjoy watching the changeouts at New Haven. I included in my model layout its really fun on my layout to change from Diesel to Electric. Of course now, they don't change out as much as they did in the 90s.
Is this a joke i am to german to understand
Amtrak needs to start looking into some of these type of locomotives
You already have electric trains in the US ?
That sound difference!
Hahaha! It must be stereophonic surround sound... Earlier it was Diesel monoaural...
After being in Japan a lot and riding so many trains there. Add the station jingles and announcements to this then close your eyes. Exact same sound because they use mostly electric for passenger trains. Honestly I was shocked and surprised that the sound is so close I would say it is nearly identical.
Ikr?
@@Prodynamix725 Sorry if you didn't asking me, but honestly, there is. It's JNR DD51. That is the only train that I know, although there are some other diesel trains in Japan.
let’s.
I love that sound on electric trains! I go to Germany quite often and i just sit watching trains and absorbing the wonderful sounds they make!
Good luck to the model railway manufacturers with the DCC sound decoder options on this one. HAHAHAHAHA
They’ve already done it
I know of one model locomotive that’s been out for a few years that has a DCC Sound decoder that can do both diesel and electric modes. No big issue to make possible.
Granted, it’s a North American loco, but for the record it’s the Bombardier ALP-45DP, with the model in HO made by Atlas
Ever heard of Loksound?
You could probably do it with one of those
Lol
@@matthewsnowdenshunterguy3352 stefanNL_plays
What I'm impressed by is the rate of acceleration of that long train, using just the one pantograph. That is phenomenal.
Not realy. 120 kW per axle, 36 axles, that is 4320 kW in total. With overhead voltage of 25 kV, that gives some 173 Amps on full power. Current high-power locomotives (like Siemens Vectron) have over 6 MW on single pantograph (that gives 240 Amps on 25 kV system, but up to 2000 Amps on 3000 V system). Btw. with weight of 438 tons, it has roughly 1 kW/t which is not bad.
Five diesel engines generate 2800 kW in total and part of that goes to AC and other support systems, so on diesel, the unit has roughly half of its power compared to the unit under the wires.
@@Tomas_Stec Thank you for that informative and detailed analysis and comparisons
@@Tomas_Stec It's about 10 kW/t in AC mode
@@e1woqf True, my bad.
Really helpful thanks everyone
Wasn’t a fan of these first but can’t get enough of them now
You obviously don't have to travel on them then,
Hateful things
@@sidney001 yes you’re not wrong, not a regular commuter so can’t really say what that’s like, always enjoyed the smooth ride when I have been on though
In all fairness my toilet seat is more comfortable than a bastard Hitachi 800
To be fair, you can’t really blame hitachi as the seats are not manufactured by them.
The train is really nice but the interior let's it down
Jeez they have a hell of a turn of speed on electric. I knew they were faster but I never realised the difference that much!
That's 25kv for you!
@@ben.taylor that is indeed correct ... The train is Extremely fast on Electric Power ( i am impressed)
I can hear the diesel powers from the grills on the bottom turning off, and switching to the fizzy electric sound, love that
Just like the javelin. You know your train changes power supply on southeastern as the air con kicks in when it switches from third rail to over head.
Train goes ⚡
162k people : *Interesting**
Jeezus, that got up to speed quick!!!!!
Electric motors are torque monsters
Shinkansen also use EMUs for that very reason because they need them for quick sprints between stations that are sometimes only ten miles apart.
You should try driving an electric car!
@@donvanvliet9477 Have done, they accelerate from a stand still, quick. Useless highway speeds though... overtaking is er.. risky...
@@EdgyNumber1 depends which one you drive 😉
I am very amazed because we can hear the same motor sound in Japan too.
Thanks for your Japanese designs. They're really good
Whole of UK need to be electrified.
Same with the U.S., especially on lines used by both freight companies and Amtrak.
sure, if you want your network to collaps, do it
According to Westminster, Wales doesn't exist. Can't electrify something that's not there.
@@PTB_BE why would it
Look at the swiss or most of germany
I think they were going to electrify the Windermere branch but pulled the plug because the government said it wasn't worth it with the arrival of bi-mode trains which i probably begrudgingly agree wifh
1:01 When the train takes off
GAS GAS GAS I'M GONNA STEP ON THE GAS
@@Spacebug111 Too bad it is in electric mode. Other way around, maybe.
@@dbclass4075 ACCELERATION ACCELERATION
Sets off*/departs*
Its not a fricking plane
That rate of acceleration is nothing spectacular when you have traveled on nothing but British (and a TGV) operated trains, the rate of acceleration is very high
Transformers... more than meets the eye!
The electro-diesel Bi mode trains are 40 years behind time.
Typical how it's been poo pooed and put off for so many years, when it was feasible in the 1980's but no one would put their money where their mouth was, so lots of catch up to do now.
150mph under the wires, 100+ on diesel, what more could you ask for.
Operate anywhere, very flexible, the best of both worlds, pays it's way, job done! 🙂😉👍
What more could you ask for ?? How about switch on-the-fly ? Why the need to come to a complete halt to do it?
I believe these actually can switch on the move, just more convenient to do it at stations where it starts since they’d stop there anyway.
Wow it's such a beautiful looking train. I wish trains in my country looked this gorgeous.
1:06 Love That Sound
Well done........great filming and very focused on the event
This a real asmr for me
Live in Bridgend and the wires start at Cardiff now, still not used to feeling the engines under the carriage shut down and it all go quiet and smooth. Great vid!
Great video. If only the ride comfort in these trains was as good as this video, and the efficiency of changing the modes of power. For a 21st century train, the ride at times, can be questionable. And is not the tracks. And first class is not really first class anymore.The trains these 800's replaced did have real first class seating. The 800 is more like "premium economy" on an aircraft, but on this train, people still have to ay the first class fare.
I live in Cambone, Cornwall, and have used these trains many times. I completely agree with what you say about comfort, ride and quality of first class. The GWR HSTs were much better for passenger comfort, both in their internal fit-out and in the ride of the coaches.
Yup. I did a 7 day 1st class national rover as a present to myself. Took an 802 from Paddington
to Plymouth. I wasn't impressed with the 1st class accommodation, the seat wasn't too comfortable. Didn't help to that the air con wasn't working, with no means of staff being able to provide ventilation. Ended doing an extra stop at Taunton so we could get fresh air. They fixed the A-C by shutting the 802 down and restarting it.
I'd rather take a 159 from Waterloo to Exeter, then travel further west on GWR or Cross Country
@@Martin_Adams184 the HSTs were ahead of there time, and still are very good and reliable trains, they still have a few more decades of service left in them, but train company’s don’t realise that
@@electrohalo8798 I'm inclined to agree with that. However, within the last couple of weeks I've read a report in either "Modern Railways" magazine or in "The Railway Magazine" that said it was likely that a significant proportion of the HST stock would live to its sixtieth birthday - the late 2030s at least. Quite an achievement, isn't it!
Train ride good but seats hard. Cornwall too.
it basically is a larger version of the 885 series with a diesel motor. I really like the dark green and the yellow front. it matches with the surrounding giving it a more industrial look.
Haha Cucumber go nyoom 1:01
I helped work on the electrification of that line at Morton cutting a few miles away.
Nice
Amtrak could do this if they had some of these trains in their fleet. It would even be able to operate on more lines.
The train is the CLASS 800 if your interested, primarily used in the south of England, and the WCML
@@electrohalo8798 ECML*
But it will be used on the WCML soon (however the ones for the WCML are classified as Class 805 and 807 and not 800)
@@gabrielstravels Considering the W key is right next to the E key, I think this could just be a coincidental mistake.
@@tom58358 yeah I guess lol
@@gabrielstravels Yeah theres a possibility...
I remember seeing something similar to this years ago. It was a North London line and it changed from electrified rail to overhead. I think we started from Broad Street so it was a long time ago.
Still happens at Acton Central.
On Thameslink still happens at Farringdon
I am very proud that i have been one of the people that worked and assembled on this series of trains...
Good job! :)
I remember when I was taking my connecting service at Reading, because my original service from Swindon terminated at Reading, the connected class 800 service was on electric mode, and it accelerated so fast I nearly got a panic attack
Lol
電車に切り替えた時の加速音が日本で走ってるVVFインバーター搭載車両と丸っきり一緒だなw
I feel like I saw that logo on the train somewhere before, but I can’t “Goof” it..
What a beautiful thing to watch, thanks.
1950s: "Dieselization is the future! No need to electrify railways!"
1970s and 1980s: "Okay, let's electrify some but don't overdo it!"
2020: "Hey! Let's go with bi-mode trains! Half diesel, half electric! That's only fair, right!" 😂🤣😅
When will we ever learn?
i love the sound and how fast they accelerate
This train is awesome 😎
It's great that we can have hybrid trains. I wonder if the caladonian sleeper from fort William to London has this capability given that about 75% of the journey is made on electrified track
It doesn’t on it own. It uses a diesel locomotive to Edinburgh and Glasgow and then change’s locomotives to electric which carries it down to London Euston. The same process happens vice versa.
The motor/inverter sound is unmistakably Japanese especially when the frequency begin to change
Great video.☺️
Thank you! 🤗
@@orbitarchive346 Ur welcome. ☺
@@joshuahalla.k.a.controlla6333 :)
Wow this is amazing!
Funny, the sounds of the wheels on the rail joints has the same rhythm as 1938 tube stock.
Um can see I am not the only one IMPRESSED in chat by powerful diesel sound to ACCELERATE electric mode? Oooof!
Be it the developed world or the third world the sound of a moving train is the same! Love trains!
Need these types of trains india, these models can save time during traction change.
Thanks a lot for sharing with us .
That VVVF inverter sound when train accelerate is nice to hear 😄
TPE trains do this at Manchester Victoria... oh boy do they smell shi! when they go into diesel mode
The electrical supply fitting and pantograph height is standard, really like it
It is quite a let down that modern diesels are very quiet, otherwise it would have been a treat....
Eye watering acceleration though, under electric traction..
Shame I can't hear the Diesels shutting down, could you do another video of the train changing from Electric to Diesel one day please?
That acceleration is impressive, reminds me of how impressive the Class 89 was (shame it wasn't proceeded with assuming that the electrical reliability could have been sorted).
Yeeee will try and get that shot
I believe there must be a switch somewhere in the locomotive to switch modes from Diesel to electric and vise versa...
@@muhammadabdullah03 How else would it happen?
0:41 It is this part. Notice the sudden reduction of noise.
@@dbclass4075 Yes after the fans go off you can may be hear what is the Diesel engine coming to a stand. The fans start up again shortly after 0:51
Well i was a train engineer for SWT for 5 years and those brakes NEED LOOKING AT.......GOOD GRIEF😧
Sounds exactly like the countrylink trains here in Australia
We really need something like this in the U.S., especially along the east coast. Trains going from Miami to New York and back have to swap locomotives at Washington D.C.
Much better would be to have electric overhead cables all the way
All that fancy tech but the brakes still screech. 🤫
Most brake squeal is caused by the pads oscillating (moving) in the calliper at a certain frequency. Most road vehicles now have ways of stopping this. Trains not so much I guess.
@@EightPawsProductionsHD I could lend them a dollop of Coppaslip to remedy that........
It's hard to find a substitute for asbestos that doesn't squeal.
What a acceleration.....
Amazing acceleration
Of course trains from Oxford to London Paddington mostly join the main line at Didcot East Junction just east of Didcot Parkway station and miss the station altogether.
I don’t think CrossCountry do this?
@@thetelephoneprankster4254 Yes they do.
The departure sound reminds me of the LA Metro's A650 cars when they depart. It sounds almost alike to it
It's when you look at shots like this you really see how the GWML electrification went so off the rails (so to speak!). The amount of completely redundant over-engineering in the catenary is mind blowing.
I'll be honest I'd rather over-engineering than a line falling on the platform lol
They should not have diesel engines in the first place, the trains were not made for these engines... They are shaking them selves apart
This is a point when You realize: GWR is only a partly electrified ;)
Unfortunately - this is a "must have" solution for now. Otherwise, you need to change train every time at end of electrified route.
In 2060 (after another 40 years) IET will be exchange for "another generation" IC train, so that ones should be fully electric.
Or, not ;)
You're only about 70 years too late to make that observation. But better late than never I suppose.
Well batteries as a power source are already in use, not only in Japan but in Scotland too, albeit in only on short local lines. The latest shinkansen N700S also has battery power but that is just if there is an emergency such as overhead power line failure and only to get the train to the nearest station. Well within this century it will become the primary power source though.
The EMD FL9 was a fairly successful electro-diesel from the USA that lasted almost 50 years in revenue service. If a locomotive from 1956 can do it so successfully then why can't or shouldn't modern trains do it? Heck even the UK's BR Class 73s are still kicking so what's wrong with electro-diesels?
@@willausterman3104 I might be mis-interpreting, but I think he's saying that this PARTICULAR train is poorly engineered and that the vibrations from the engine are causing damage...
I can't confirm, I am from a far-flung land and have never been to the UK.
Love myself some Electro-Diesels. Shame we have none over here, but our XPT will one day be replaced with an electro-diesel... exciting!
this could solve train switch times between the US NEC and the rest of the US's south eastern rail network
This train is amazing. Not only does it look good but it runs bi-mode which makes the environmental impact of running these trains lower.
While it's an impressive piece of kit, it's ultimately an overweight electric train and an underpowered diesel train. Much better would be to actually complete the electrification so the diesel engines become redundant.
@@exsandgrounder some parts like the Dawlish sea wall had to scale back tho, its dangerous to electrify the rail lines which near to the sea wall due to high waves
I rode one of these down to Bath, and they were very nice trains.
I wish we had a good rail system in the US.
Then take a look at the French and Germans. Hell the Italians have a better train system then Britain.
America has Amtrak which is much more in line with SNCF, DB and RENFE then with the weird train companies you have in the UK
@@MrJimheeren Although I was against rail privatisation at the time, I now see it as a lovely British idiosyncrasy which is one of the quirks of our little country. A bit like driving on the left.
@Pete Melon why should a person be forced to leave their country just for stating a flaw which can be fixed in the future to make their country better. In my opinion America should try on bringing better subway systems to more cities
@Pete Melon okay that is true you didn’t say force but my point is why tell somebody to leave their country for stating a fact America’s public transportation system is terrible when compared to other first world countries however there are reasons as to why that is and as you said Americans prefer their cars and flying but that mustn’t be reason for you to go ahead and say that they should move away shouldn’t ppl be addressing problems instead of running away from them?
So where is the diesel engine? The sound that shut off and then on again was just the auxiliary equipment under the train.
There are 3 MTU V12 diesel engines in a 5 car set, and 5 in the 9 car version.
The transformation is nice! Diesel to electric! 👍
As much as I like dual system trains from a technology standpoint, as a continental european it still baffles me how much of the UK is not electrified.
Is France fully electrified by now?
Since much of the infrastructure in GB was made in the days well before overhead cabling, it'd be really expensive to fully electrify some routes, since things like bridges would have to be reconstructed.
@@exsandgrounder So it was in Germany, Austria or Switzerland. And even if Germanys electrification is... well, lacking in rural areas like Oberfranken, we accept that rebuilding bridges, tunnels and stuff is just part of the electrification cost. Also, I'm not talking about regional trains but Intercity. AFAIK, the last diesel-driven intercity in Germany is the Sylt shuttle which connects Sylt island to the german mainland. In southern germany, the Allgäubahn was just electrified and now runs electric trains between Munich and Basel. So... yeah, it baffles me to run high-speed high-volume trains on diesel, and IMO, there is simply no excuse to still run diesel on main lines in 2021, like it or not.
I rode one of these supposedly non-stop from Paddington to Bristol Parkway, but the train made a brief stop near Didcot, so this would explain why the train stopped, to change modes.
Nope, the train doesn’t need to stop to changeover. Both diesel to electric and electric to diesel can be done on the move however the pan can only be put up in certain sections where the OLE is strengthened if the train is on the move. Drivers know these locations.
You would’ve stopped at a signal.
@@thecornedbeefcouncil9792 I belive "for safety rasons" train must be stationary when switching power.
Ofiicially You cannot run train without power, and this is requied for power source switch.
Correct me if i'm wrong.
@@stanley3647 nope, you can do a power changeover on the move, it takes seconds (like I say, only in certain locations for diesel to electric). Whilst the changeover is happening the train will coast as it does for much of its journey anyway. If the changeover fails for whatever reason the driver is immediately notified and can take appropriate action.
I drive Class 800 trains 👍
Yes but i'ts always safer to do when train is stationary.
@@stanley3647 perfectly safe to do it on the move mate, makes no difference at all.
なんていい音なんだ‼︎
+Okay, genuine question - from an engineer, so don't be afraid to talk 'dirty' (technical) - so for a nine car train, there were how many power bogies? It sounded like more than two, however, the really big question is; there was only one pantograph for the train so, what and how is transmitted down the train? 25Kv AC traction current or 700/800 volt DC or is even that AC now?
1. Trains' primary line current is no so big, because line voltage is 25 kV AC. So, one pantograph's current collecting and carrying capacity is sufficient for this train. For example, 1 "diamond"-shape pantograph is enough for Russian 13000+ kW 25 kV AC locomotive (comprised of three permanently coupled MU-ed "Bo-Bo" sections) - it draws about 500 A at 25 kV.
2. Primary 25 kV AC transforms to lower 900 - 2100 V AC (depending on traction converter+motors design), then, this voltage is rectified+boosted by APFC active rectifier stage (also it acts as inverter stage during regenerative braking) and transferred to traction converter's DC bus to be converted to 3 phase variable voltage/frequence AC to feed traction motors.
Electric braking "reverses" all or part of the traction scheme:
1. In rheostatic braking mode, traction converter turns to rectifier function: AC voltage from motors rectified to DC and this DC energy dissipates at braking resistors.
2. In regenerative mode, DC energy from traction converter feeds APFC stage, that works as grid-tied inverter, and final AC energy feeds catenary through traction transformer.
Also, primary 25 kV can be transferred to rear power car/ locomotive (if it exists) by roof-mounted high voltage cable. Just like in TGV trainsets.
@@sergeyblinov4957 Thank you for that, it makes sense to run 25Kv AC up and down the train (on the roof!) because the current will be so much less. Thousand Amp connections and cables would be a bit unmanageable.
@@rogerwhittle2078, yes, high-current lines is impracticable for trains. Russian/Soviet 3 kV DC EMU experience stopped at 600-700 A rooftop cable to connect 2 power/motor cars to third car with rased pantograph to have about 1000 A of total traction current per 1 pantograph for 3 paralleled power/motor cars (of course, this us short-term current, in minutes during train's acceleration). Later, cable use was stopped, and each motor car piwers from its own pantograph. Russian freight DC electric locos has rooftop busbar to interconnect 3 sections for 1 rased pantograph. 1 pantograph is used in case of less than 2000 A traction current. If needs more current (up to 3000 A) - driver rises second pantograph "on the fly" to have 2 parallel pantographs in use.
This is so cool!
It's like it glitched in the matrix
Sounds like the class 345 when its electric
All india is electrified now..thanks to our all government and people ..jai hind
Beautiful train
Impressive bro
Thanks!!
Great video, thanks
No problem 😁
Christ when the 802 changes from electric to diesel at Manchester Victoria it smells bad! The gas can’t escape because the off the roof so the platforms stink for a short time
Accelerates pretty damn well
Wow, the acceleration is bonkers.
Yes
you're too used to slow loco hauled and DMU stuff then lol, its not that quick
@@wewillrockyou1986 what UK train accelerates quicker than that?
@@wewillrockyou1986 I have been on quite a lot of trains and 800 felt the fastest
@@wewillrockyou1986 also, this 800 felt relatively slow departing compared to some I've seen. (Hope this helps this situation?)
Been on one of GWR's all new class 800's from Reading to New port. the electrification of G.W.M.L. through to New port South wales
Nice
Diesel sounded much better. Put some class40 Turbos on it , then it would be a train. Thanks for sharing this. 😎👍
It would be nice for Amtrak to add these cars to their fleet along the eastern routes. But 5-1 odds says Amtrak would use the “budget” excuse for not perusing it.
I was not aware that these were diesel powered
The electric motor sounds like the DLR B90 stock
That’s cool!
Thank you :D
Wow a transformation from diesel to electric mod whilst at didcot
Thé have 2. Not by switching in the middle of nowhere
Saji S It is possible to change modes on the move.
dB - no, the pantograph would have to be designed to raise & lower at speed and the train would have to be precisely programmed when to aculate the pantograph - start/stop the generator when entering/leaving an electrified section of railway. As we heard in the video, the high power output is switched off briefly to make the transition.
Samuel Fellows So how comes it was in the Class 800 specification that the trains should be able to pan down (and pan up - in specific locations) whilst in motion?
dB - 🤨
Awesome machines, these are.
First time on this type of train last week fun
Nice!! New subscriber
Thanks! (:
if trains going to cornwall don't stop at newbury, do they change from electric to diesel snd vice versa while moving?
That's a good question actually, I'm not really sure but I assume they would, again they might not, I think I'm going to have to put some research into that one I think!
Yes. There is a sign by the track for the driver to make the change. He just presses a button.
When I was onboard we stopped in Bedwyn without the doors opening and they changed the pickup
@@Listenerandlearner870 a few buttons.
Electric to diesel change:
Pantograph down
Diesel( Arms injection, ignition and starting system)
Engine start button( fires up the engines).
Diesel to electric.
Engine stop switch
Pantograph up
Electric mode switch.
I suspect that trains to Cornwall are diesel operated throughout. It's barely worth running for five hours if you're running under the wires for barely an hour of that......
I'm your 400th sub 👍
Nice
And thanks (:
Train in Black 🖤🖤👍🏼👌🏻👏🏼
Dark green actually
@@Great_WesternTVFan ohh! I see, it is extra dark green 😂😂
I wish trains were commonplace in america
I’m assuming it’s come from Bristol via Bath and Chippenham? Why not change to electric running at Swindon or before?
They do, but for a while there was a 60mph speed limit through a bridge just west of Didcot for electric trains (the bridge was listed, NIMBYS with connections in Gov had blocked a rebuild and a nearby level crossing prevented lowering and meant the wire changed height very quickly), as diesels didn't have the limit they'd switch to diesel on the move for the short run through that section, then go back to electric in the station (or just east of it for Non Stop services) - the issue's now been sorted, so trains can pass through at 110mph on electric.
why would a diesel and electric powered train be using its diesel engines when there is a over head line? (when its pulling into the station under diesel power) surely they wouldn't build over head power lines past the station out in the middle of nowhere and stop... knowing the trains need to stop they'd just build the power lines up to the station right?
Electrification in West Coast Main Line is an ongoing process. Where the electrified line ends is the process of that work. Take time to electrify the entire line, especially on a quad track.
That is one pretty train! I love those dual power locomotives!
Look how changed from Diesel loco to Electronic loco😁.
#LocoFan.
Did he just stay at the station for a minute from change to departure?
Does the driver notice a difference in the power/acelleration?
I think so
wow this is really cool!
I thought these were to have taken over from the HST on the route from Penzance, but every day there are HSTs stopping at Truro.
That's because the HSTs are still in service with GWR, just that they no longer go to London, and that they are now used on services from Penzance to Cardiff Central :)