I'm aware that distributed traction means not all motor coaches on AC EMUs have a pantograph, and even when there are two pantographs there may only be one transformer on the unit. Thus there must be inter-car connections to distribute the power from the pantograph(s) between all the motors. A while ago I read on Twitter that one complication of e-Voyager / Project Thor was that each vehicle is currently largely self-contained, with the diesel engine on that coach generating electricity for the motor(s) on that coach only. If an engine is out, the motor(s) on that coach cannot receive electricity from the engine on another vehicle. Thus e-Voyager would require the installation of inter-car connections, which I presumed would be 25KV and therefore might be difficult/expensive to make safe). However, when I pointed this out at a meeting yesterday I was told that only the class 390s have 25KV inter-car connections.
If only 390s have 25KV inter-car connections, how are other EMUs (eg. 395s, Electrostars, 331s) done? I'm particularly interested in how the class 331 is set up given the potential for 161 Civity DMUs to be in service by 2023 and the UK government's target of removing diesel-only trains by 2040. I'm thinking that giving the 19x DMUs the ability to make use of OHLE / 3rd rail is available would be extremely difficult. Am I wrong?
If only 390s have 25KV inter-car connections, how are other EMUs (eg. 395s, Electrostars, 331s) done? I'm particularly interested in how the class 331 is set up given the potential for 161 Civity DMUs to be in service by 2023 and the UK government's target of removing diesel-only trains by 2040. I'm thinking that giving the 19x DMUs the ability to make use of OHLE / 3rd rail is available would be extremely difficult. Am I wrong?