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Old 12th August 2017, 11:21   #4876
jopsuk
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Hmm, I don't know, it's about time SWT got some proper mainline trains. London to Exeter and Weymouth take 3-4 hours!
To go any faster to Weymouth would require, before faster trains, an upgrade of the line. No point having 125/140mph trains if the entire infrastructure limits them to 100mph
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Old 12th August 2017, 18:44   #4877
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To go any faster to Weymouth would require, before faster trains, an upgrade of the line. No point having 125/140mph trains if the entire infrastructure limits them to 100mph
And all those pesky freightliners on the mainly 2 track Basingstoke to Southampton railway. About 20-30 miles of additional four tracking would be very helpful.

This reminds me of all those past threads along the lines of 'my idea for XC to run their Voyagers at 125 mph all the way to Bournemouth'...
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Old 12th August 2017, 20:52   #4878
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I’d love to see a third rail provide the juice to power a 125mph train (!)
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Old 12th August 2017, 22:48   #4879
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I’d love to see a third rail provide the juice to power a 125mph train (!)
387s can do 110. Or is that on the wires only?
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Old 12th August 2017, 23:03   #4880
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387s can do 110. Or is that on the wires only?
I think it's 110mph on AC only. I'd imagine they are limited to 100mph on DC, since high speed running and third-rail don't mix well.
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Old 13th August 2017, 00:27   #4881
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Indeed. The fastest a train has ever gone under 3rd rail is 108mph, a record set by the 442 a long time ago. With air conditioning and other high power draw equipment prevalent on modern units, it's highly unlikely there is the power in the rail.
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Old 13th August 2017, 07:38   #4882
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I’d love to see a third rail provide the juice to power a 125mph train (!)
Third rail plus the diesels on tickover might.
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Old 13th August 2017, 07:59   #4883
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Third rail plus the diesels on tickover might.
I'd be surprised if 3rd rail shoes could survive 125mph from the impact each time they come into contact with a new section of juice rail
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Old 13th August 2017, 08:48   #4884
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it's perfectly possible to make the ramps 125mph suitable. But as they need to be in the area of points and signals, you massively increase the risk of trains being gapped if they need to stop.
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Old 13th August 2017, 10:26   #4885
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I remember a discussion a number of pages ago about what would happen if you had 2 trains, one operating on Diesel and one on OLE, and they coupled up. It seems that the answer is - it'll run as both unless otherwise reconfigured!

This video appears to shows 800002 running on Diesel, and 800001 running on the OLE passing Cholsey. Any idea why it would be running with this configuration?

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Old 13th August 2017, 11:14   #4886
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I remember a discussion a number of pages ago about what would happen if you had 2 trains, one operating on Diesel and one on OLE, and they coupled up. It seems that the answer is - it'll run as both unless otherwise reconfigured!

This video appears to shows 800002 running on Diesel, and 800001 running on the OLE passing Cholsey. Any idea why it would be running with this configuration?
Probably has the pantograph raised but isolated for some OLE test/observation purpose - and on the first pass it sounds to me like the rear set's diesel engines are running - just that little added buzz from the MTUs as the three middle coaches of each set go past.

Fact of the matter is that page 8 of the technical specification is quite clear, it's one kind of traction power or the other.

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Bi–Mode IEP Unit:
Means an IEP Unit where the main power source(s) can be provided by means of a 25kV Overhead Electric Supply and by means of a Self Power Source but only one of these at a time.
https://www.gov.uk/government/upload...s-redacted.pdf
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Old 13th August 2017, 17:12   #4887
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Fact of the matter is that page 8 of the technical specification is quite clear, it's one kind of traction power or the other.
For an individual unit, yes, but units in multiple can run in 'dual mode', configured from the TMS. The front unit can be in electric mode and the rear in diesel, and vice versa.
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Old 14th August 2017, 00:53   #4888
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I think it's 110mph on AC only. I'd imagine they are limited to 100mph on DC, since high speed running and third-rail don't mix well.
I think the only sections of 3rd rail passed for over 90mph are the SE main line from Orpington via Tonbridge to the tunnel before Dollands Moor (was the main Eurostar route before HS1 opened); and parts of the SW main line west of Woking towards Eastleigh.
Both of these are 100mph.
Not sure about the Brighton main line these days.

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Old 14th August 2017, 10:41   #4889
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Hmm, I don't know, it's about time SWT got some proper mainline trains. London to Exeter and Weymouth take 3-4 hours!
Agreed.
As others have posted, any significant acceleration of services between Waterloo and Exeter seems unlikely due to the constraints imposed by the route and infrastructure.
However "proper mainline trains" does not just mean faster.
A proper main line train is gangwayed along the whole train, has a buffet, and possibly a restaurant, has largely facing seats across decent size tables, ample stowage for cycles, surfboards and bulky luggage, and first class at one end.

A cobbled together collection of DMUs simply does not feel like a proper mainline or inter city train.
Not certain that an 800 or derivative thereof is much better than the present DMUs.
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Old 14th August 2017, 10:50   #4890
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Despite controversial opinions on the 800, would you be happy if there were plans to replace the current XC stock with IEPs on the CrossCountry route?
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