Talk:British Rail Class 373
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I have separated the link to the Eurostar page as this is a description of the trains, rather than the Eurostar service/company and is the same format as the other unit pages I have created. (Our Phellap 16:21, 20 Oct 2004 (UTC))
I've just noticed that the operators table has unit 373204 operated by both Eurostar and SNCF. I suspect that it it is the Eurostar that is incorrect (i.e. the range should start at 05 not 04), but I haven't changed it as I am not certain. Thryduulf 16:44, 28 July 2005 (UTC)`
- Yes you are right - i have corrected it Our Phellap 17:02, 28 July 2005 (UTC)
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[edit] 3733xx (NoL Sets) transfer to SNCF
Was in Paris yesterday. I saw 3301/02 at Gare du Nord (domestic platforms), stripped of Eurostar logos and reassigned to "Le Landy". Forgot to check for removed shoegear. Sladen 00:24, 5 May 2007 (UTC)
[edit] Rerouting to St Pancras : issues
The UK end of the Eurostar link will be moved to St Pancras on 14th November 2007. This has benefits for domestic rail operation in and out of Waterloo, as it will allow the current platforms to be reused for domestic services, will increase capacity into Waterloo, and may reduce delays as a result.
However, the relocation of the link may not have a totally beneficial effect. Passengers from the South of London may find that the additional journey time to St Pancras will offset the reduced journey time to the continent. Partly this could be offset by new and more frequent rail services towards St Pancras from South of London locations, but this does not seem to have been planned.
The proposed removal of the 3rd rail capability from existing Eurostar trains might also not be ideal. In the event of major failures or emergency situations, Eurostar trains can run on much of the rail network around London. This would become impossible if this feature is removed.
Is there ever going to be the possibility of journeys progressing beyond London, for example North or West, using high speed trains? This might only provide marginal advantages, though currently having to change trains in London in the UK, and in Paris in France is a significant barrier to some users switching to rail from other forms of transport such as air or car.
Are the railway operators seriously considering all of the issues which could arise out of the relocation of the cross channel service terminal to St Pancras? David Martland 13:50, 19 July 2007 (UTC)
What has this go to do with the actual train this is to do with the Eurostar the service section —Preceding unsigned comment added by 172.200.220.2 (talk) 22:49, 8 October 2007 (UTC)
[edit] Safety systems
I updated datas on safetys systems. TBL is used on SNCB lines (TBL 1 for all lines but TBL2 for HS2 line). Memor is used on CFL lines. TBM 430 is also used for the chunnel. —Preceding unsigned comment added by 83.156.119.159 (talk) 13:38, 6 December 2007 (UTC)
- TVM and KVB are also used on the British HS1, including St. Pancras, The British systems mentioned in the article are 'not' used, they were only required for the line to Waterloo Int'l. --L.Willms (talk) 10:50, 28 January 2008 (UTC)
- Except for when calling at Ashford International railway station! —Sladen (talk) 16:42, 28 January 2008 (UTC)
[edit] Multiple Unit?
The article says that the Class 373 is an electric multiple unit. Is this so? There's a comment in Talk:British Rail Class 390 that says that it isn't. I don't quite get the definition, so I'm not sure. Any views? --JCG33 (talk) 18:13, 6 January 2008 (UTC)
I think his point is that, in order a train to be considered a multiple unit, it should have distributed traction with no locomotives. Eurostar doesn't have distributed traction other then two power bogies on trailers adjacent to the locomotives, instead it has two locomotives. Nevertheless I would still consider it as a multiple unit since it is a fixed - formation trainset. It cannot be considered as a true locomotive - hauled train since it is not possible to add or remove cars by simple coupling, uncoupling and shunting operations. Gokaydince (talk) 22:00, 1 June 2008 (UTC)
[edit] Eurostar - Speeds?
Please look at that text below operators - Eurostar. "The trains can operate at up to 300 km/h (186 mph) on high-speed lines and 160 km/h (100 mph) in the Channel Tunnel. Since there is an automatic application of the brakes if the speed exceeds 315 km/h,[2] or 160 km/h when the pantograph is in the tunnel setting, the target speed is in fact 297 and 157 km/h respectively". Would it be conveient to replace the phrase "the target speed is in fact 297 and 157 km/h respectively" with "the cruise control is set to 297 and 157 km/h respectively"? I think it means that, the cruise control system, which enables the trains to travel at fairly constant speed, is set to those values. And the values are chosen somewhat below the speed limits in order to be on the safe side - i.e speed limits are not overshot. Gokaydince (talk) 22:09, 1 June 2008 (UTC)
