Do you know why it went to Crewe, as that's not one of its future routes? Is it just a mileage accumulation (or traction training for the trainers or something) and a free path being available, with Crewe not having any particular significance?
Like 222s the idea is that they can be used when extra capacity is needed, I believe they're being cleared for Crewe and Skegness as well as Lincoln for the morning peak services.
I think it’s due to the fact that 222s run that way for special events (eg the horse racing); so the 810s will presumably follow suit.
Station verification runs, they're being cleared for various routes such as Crewe, Skegness, and some non-EMR lines such as Leeds via the ECML.
Of course, I'd forgotten about the Uttoxeter specials.
Is "condemned" the correct word ? I would say temporarily withdrawn from traffic, as they will be back pretty soon - well until they find cracks !!!!
I will meet you in the middle with "temporarily condemned" then
004 may of had the required rewiring done at Dalby?
The issue is the cables within the train catching fire, requiring a full require of the first 12 units to be built.
Indeed "Condemned" is NOT the correct word to use (but I do get what is meant) - if a building is condemned it will be pulled down, if a rail vehicle is condemned it will be scrapped (or at least disposed of) - this is not the case with these units, they will be repaired !
www.realtimetrains.co.uk
Should have been 810004I saw this on Tuesday but it caught me out coming into Nottingham while I was going in the other direction. Looked to me like an 810, the first I’ve personally seen in Notts!
Realtime Trains | 5Q23 1401 Derby to Nottingham | 08/07/2025
Real-time train running information for 5Q23 1401 departure from Derby to Nottingham on 08/07/2025. From Realtime Trains, an independent source of train running info for Great Britain.
Then went to Leeds and now heading back to Old Dalby.
How much more disasterous would the introduction have to be to get to that level?
The thing is, are the 810s massively different than the 800s which were out at least 3 years before them, running around and all those faults and issues with those over that time, "ideally" would have been implemented in the 810s during development and construction phase?
It's not clear how different. 810s have 24m car lenght instead of 26m. The 810s have four 735kW diesel generating units, in cars 1/2/4/5 whereas the 800s have 700kW GUs under cars 2/3/4. I don't think any other 80x have GUs in the end cars.
Aren't there other differences as well? Aren't their body shells the first to be welded "in house" by/at Newton Aycliffe rather than shipped from Kasado? I'm sure at least one person has said that there are further differences to do with construction techniques and significant design input from Pistoia?
I think there are even differences with the open/close direction of the coupler cover (80x horizontal, 810 vertical?) and the doors (80x inwards towards the passenger cab, 810 outwards towards the vestibule end?). Others like headlight shape are obvious.
Enough for them to be regarded as a new product in their own right as stated here
I seem to recall that the 810s are AT300 SxRs (with SxR standing for Short, Extended Range)?
Indeed they are. Pretty sure I remember seeing a project engineer’s LinkedIn profile showing that he was working on the “AT300 SXR” project.
I acknowledge that the 810s are very very different to 800/802 but they are still AT300 variants and all the various components are still bolted and clipped to an aluminium bodyshell 2m shorter than the originals. I am assuming the majority of the electric and pneumatic architecture is very similar with software variations to cover upgrade engines etc.
Just about every part of the train is redesigned to fit the shorted length of each coach.
