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Description
The Cucumber, also known as the British Rail Class 800 – branded by Great Western Railway (GWR) as the Intercity Express Train (IET), and London North Eastern Railway (LNER) as the Azuma (Not to be confused with it’s sister, the Class 801) – is a type of bi-sexual, I mean bi-mode electro diesel multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.

The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains. The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facility using bodyshells shipped from the company's Kasado Works in Japan. Similar bi-mode units have also been produced by Hitachi as Class 802.

The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatigue cracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers. Issues with overheating engines during summer months have also been reported.

As part of the UK Government's Intercity Express Programme (IEP), the Class 800 units were built as partial replacements for the InterCity 125 trains which at the time operated services on the Great Western Main Line and the East Coast Main Line, as well as the InterCity 225 trains which currently operate services on the East Coast Main Line. The scheme drew heavily upon the preceding British Rail Class 395 high speed trains produced for Southeastern. A total of 80 train sets have been constructed, comprising 36 five-car and 21 nine-car units intended for operation with Great Western Railway (GWR), along with 10 five-car and 13 nine-car with London North Eastern Railway (LNER).

In March 2016, Virgin Trains East Coast announced that its trains would carry the brand name Azuma, the Japanese word for "East". During June 2016, GWR announced that its trains would be known as Intercity Express Trains. However, Virgin would never get their trains since they lost the East Coast Franchise. As such, on June 23rd 2018, the Class 800 and it’s sister, the 801, began operation with VTEC’s successor, “London North Eastern Railway.” Even so, the Azuma brand has been retained by LNER.

In July 2016, it was revealed that GWR's intended fleet of Class 801 units were to be converted from pure EMU to bi-mode due to delays in the electrification. Subsequently, these were reclassified as Class 800/3. As a part of this reconfiguration, the original 1.35 m3 (300 imp gal) fuel tanks were replaced with larger capacity 1.55 m3 (340 imp gal) tanks.

The design of the Class 800 is that it’s a high speed bi-modal multiple unit (BMU). The traction system comprises electric motors that are alternatively capable of drawing power from electrified overhead lines where available, or of using electricity produced by onboard underfloor diesel generators when travelling beyond the current electrified network. As per the train specification, the changeover between modes can occur at line speed for minimal service impact. As part of the Great Western Main Line order was originally for Class 801s, all Great Western franchise units have the possibility to be converted to electric-only operation by removal of the diesel engines.

Hitachi designed the rolling stock for conformance with the latest European standards as of 2014, including the Technical Specifications for Interoperability, and UK railway standards. Furthermore, a high level of flexibility was pursued as to allow the type to be operated on numerous lines with different infrastructure, both in the present and the foreseeable future, such as variable passenger demand and the rollout of electrification. The front end cars, which feature a collision safety structure compliant with the latest European standards, incorporate an automatic coupling system along with measures to reduce both air resistance and noise.

The driving cab of the Class 800 is provisioned with a variety of physical switches and monitors. The design of which was not only compliant with relevant standards at the time of design, but also shaped by feedback produced by drivers and “human-factor” experts to improve both ease-of-use and visibilities. The train crew are assisted by the Train Control and Management System (TCMS), which runs on an ethernet-based communication system. Amongst other functions, it provides onboard information systems such as the seat reservation system, public address, and passenger information system, as well interfacing with the cab displays, on-train data recorder, and 3G/4G communications.

It has been outfitted to work with various signalling systems, including the European Train Control System (ETCS) level 2, which satisfies safety integrity level 4 requirements. For compatibilities with legacy signalling systems, it is also provisioned with apparatus for the Train Protection & Warning System (TPWS), Automatic Warning System (AWS), and Automatic Train Protection (ATP) system. Train information can be shared between ETCS, TCMS, and the GSM-R wireless communication system to simplify data entry. The train communicates in realtime with wayside systems, transmitting from the data recorder and receiving timetables and seat allocation data, amongst other material. Location tracking via GPS is used to automatically control selective door operation (where stations are shorter than the trains), guide drivers in efficiently operate the train to best suit the route, and provide information to passengers.

The Class 800 is capable of driver-only operation when required, however, virtually all services have a guard on board, one exception being the Oxford and Bedwyn services operated by GWR, where drivers use the in-cab monitors to close the doors without a guard. When a guard is on board, door releases are still controlled by the driver, while the guard is responsible for closing the doors using the control panels in the vestibule areas; the driver will then carry out a secondary check of the side of the train before departure using the in-cab monitors.

Despite their underfloor positioning, the generator units (GU) feature a V12 engine. Incorporated as a single package, the GU includes the diesel engine, generator, radiator, and other subsystems, such as exhaust cleaning measures compliant with the Stage IIIB European Union exhaust emission standard. Elements external to the GU include the traction converter, fuel tank, automated fire protection system (using high pressure nitrogen gas), and braking. The auxiliary power system is powered directly from the direct current stage of the traction system. They are operated in parallel to provide greater redundancy. The power supply converter is designed to work with both sources of power, avoiding the need for a separate converter for each mode, thus reducing weight and complexity.

The GU is installed on vibration-isolating mountings, and fitted with side-mounted cowls to reduce external noise. Heat management measures include thermal insulation around key areas such as cable ducts. According to Modern Railways magazine, the limited space available for the GUs is responsible for them being prone to overheating. It claimed that, on one day in summer 2018, "half the diagrammed units were out of action as engines shut down through overheating".

The Class 800 and Class 802 bi-mode are equipped with three GU per five-car set and five GU per nine-car set; a five-car set has a GU situated under vehicles 2/3/4 and a nine-car set has a GU situated under vehicles 2/3/5/7/8. In comparison, the electric-orientated Class 801 features a single GU for a five to nine-car set, which provides emergency power for limited traction and auxiliaries if the power supply from the overhead line fails. By adding or removing GUs, a Class 800 can be converted into a Class 801 and vice versa. Active limiters are present that prevent the train from exceeding its peak service speed of 124 mph (200 km/h).

Here we have 800019, AKA, “Johnny Johnson/Joy Lofthouse” standing on Platform 1 at London Paddington, having completed a journey from the West Country. It is likely this train was to later perform a service to Hereford, Oxford or Worcester due to it being 5 carriages long, I dunno.

The Class 800s are the least good of the bunch of the IET, as at least TPE and Hull Trains are okay with their Class 802s. Whilst LNER do a good job with their trains, GWR is another story. The trains run stupidly long journeys that are prone to overcrowding, the seats are quite uncomfortable, although every IET, bar the 803, has that, and there is no buffet car, with you know having to enlist Knuckles the Echidna to help you find the trolley that provides beverages.

I don’t hate the Class 800, as I like the IETs, but I just hate how GWR have operated them. It’s thanks to them that these trains get so much hate. So yeah, that’s my view on these trains.

Fun Facts:

1. GWR IETs, including the Class 802, are nicknamed Cucumbers due to the Green Livery on them.

2. I actually didn’t know 019’s unit number until I saw the Johnny Johnson sign on the left, in which a quick research confirmed the unit number. Thanks GWR, I guess.

Description
The Cucumber, also known as the British Rail Class 800 – branded by Great Western Railway (GWR) as the Intercity Express Train (IET), and London North Eastern Railway (LNER) as the Azuma (Not to be confused with it’s sister, the Class 801) – is a type of bi-sexual, I mean bi-mode electro diesel multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.

The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains. The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facility using bodyshells shipped from the company's Kasado Works in Japan. Similar bi-mode units have also been produced by Hitachi as Class 802.

The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatigue cracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers. Issues with overheating engines during summer months have also been reported.

As part of the UK Government's Intercity Express Programme (IEP), the Class 800 units were built as partial replacements for the InterCity 125 trains which at the time operated services on the Great Western Main Line and the East Coast Main Line, as well as the InterCity 225 trains which currently operate services on the East Coast Main Line. The scheme drew heavily upon the preceding British Rail Class 395 high speed trains produced for Southeastern. A total of 80 train sets have been constructed, comprising 36 five-car and 21 nine-car units intended for operation with Great Western Railway (GWR), along with 10 five-car and 13 nine-car with London North Eastern Railway (LNER).

In March 2016, Virgin Trains East Coast announced that its trains would carry the brand name Azuma, the Japanese word for "East". During June 2016, GWR announced that its trains would be known as Intercity Express Trains. However, Virgin would never get their trains since they lost the East Coast Franchise. As such, on June 23rd 2018, the Class 800 and it’s sister, the 801, began operation with VTEC’s successor, “London North Eastern Railway.” Even so, the Azuma brand has been retained by LNER.

In July 2016, it was revealed that GWR's intended fleet of Class 801 units were to be converted from pure EMU to bi-mode due to delays in the electrification. Subsequently, these were reclassified as Class 800/3. As a part of this reconfiguration, the original 1.35 m3 (300 imp gal) fuel tanks were replaced with larger capacity 1.55 m3 (340 imp gal) tanks.

The design of the Class 800 is that it’s a high speed bi-modal multiple unit (BMU). The traction system comprises electric motors that are alternatively capable of drawing power from electrified overhead lines where available, or of using electricity produced by onboard underfloor diesel generators when travelling beyond the current electrified network. As per the train specification, the changeover between modes can occur at line speed for minimal service impact. As part of the Great Western Main Line order was originally for Class 801s, all Great Western franchise units have the possibility to be converted to electric-only operation by removal of the diesel engines.

Hitachi designed the rolling stock for conformance with the latest European standards as of 2014, including the Technical Specifications for Interoperability, and UK railway standards. Furthermore, a high level of flexibility was pursued as to allow the type to be operated on numerous lines with different infrastructure, both in the present and the foreseeable future, such as variable passenger demand and the rollout of electrification. The front end cars, which feature a collision safety structure compliant with the latest European standards, incorporate an automatic coupling system along with measures to reduce both air resistance and noise.

The driving cab of the Class 800 is provisioned with a variety of physical switches and monitors. The design of which was not only compliant with relevant standards at the time of design, but also shaped by feedback produced by drivers and “human-factor” experts to improve both ease-of-use and visibilities. The train crew are assisted by the Train Control and Management System (TCMS), which runs on an ethernet-based communication system. Amongst other functions, it provides onboard information systems such as the seat reservation system, public address, and passenger information system, as well interfacing with the cab displays, on-train data recorder, and 3G/4G communications.

It has been outfitted to work with various signalling systems, including the European Train Control System (ETCS) level 2, which satisfies safety integrity level 4 requirements. For compatibilities with legacy signalling systems, it is also provisioned with apparatus for the Train Protection & Warning System (TPWS), Automatic Warning System (AWS), and Automatic Train Protection (ATP) system. Train information can be shared between ETCS, TCMS, and the GSM-R wireless communication system to simplify data entry. The train communicates in realtime with wayside systems, transmitting from the data recorder and receiving timetables and seat allocation data, amongst other material. Location tracking via GPS is used to automatically control selective door operation (where stations are shorter than the trains), guide drivers in efficiently operate the train to best suit the route, and provide information to passengers.

The Class 800 is capable of driver-only operation when required, however, virtually all services have a guard on board, one exception being the Oxford and Bedwyn services operated by GWR, where drivers use the in-cab monitors to close the doors without a guard. When a guard is on board, door releases are still controlled by the driver, while the guard is responsible for closing the doors using the control panels in the vestibule areas; the driver will then carry out a secondary check of the side of the train before departure using the in-cab monitors.

Despite their underfloor positioning, the generator units (GU) feature a V12 engine. Incorporated as a single package, the GU includes the diesel engine, generator, radiator, and other subsystems, such as exhaust cleaning measures compliant with the Stage IIIB European Union exhaust emission standard. Elements external to the GU include the traction converter, fuel tank, automated fire protection system (using high pressure nitrogen gas), and braking. The auxiliary power system is powered directly from the direct current stage of the traction system. They are operated in parallel to provide greater redundancy. The power supply converter is designed to work with both sources of power, avoiding the need for a separate converter for each mode, thus reducing weight and complexity.

The GU is installed on vibration-isolating mountings, and fitted with side-mounted cowls to reduce external noise. Heat management measures include thermal insulation around key areas such as cable ducts. According to Modern Railways magazine, the limited space available for the GUs is responsible for them being prone to overheating. It claimed that, on one day in summer 2018, "half the diagrammed units were out of action as engines shut down through overheating".

The Class 800 and Class 802 bi-mode are equipped with three GU per five-car set and five GU per nine-car set; a five-car set has a GU situated under vehicles 2/3/4 and a nine-car set has a GU situated under vehicles 2/3/5/7/8. In comparison, the electric-orientated Class 801 features a single GU for a five to nine-car set, which provides emergency power for limited traction and auxiliaries if the power supply from the overhead line fails. By adding or removing GUs, a Class 800 can be converted into a Class 801 and vice versa. Active limiters are present that prevent the train from exceeding its peak service speed of 124 mph (200 km/h).

Here we have 800019, AKA, “Johnny Johnson/Joy Lofthouse” standing on Platform 1 at London Paddington, having completed a journey from the West Country. It is likely this train was to later perform a service to Hereford, Oxford or Worcester due to it being 5 carriages long, I dunno.

The Class 800s are the least good of the bunch of the IET, as at least TPE and Hull Trains are okay with their Class 802s. Whilst LNER do a good job with their trains, GWR is another story. The trains run stupidly long journeys that are prone to overcrowding, the seats are quite uncomfortable, although every IET, bar the 803, has that, and there is no buffet car, with you know having to enlist Knuckles the Echidna to help you find the trolley that provides beverages.

I don’t hate the Class 800, as I like the IETs, but I just hate how GWR have operated them. It’s thanks to them that these trains get so much hate. So yeah, that’s my view on these trains.

Fun Facts:

1. GWR IETs, including the Class 802, are nicknamed Cucumbers due to the Green Livery on them.

2. I actually didn’t know 019’s unit number until I saw the Johnny Johnson sign on the left, in which a quick research confirmed the unit number. Thanks GWR, I guess.