Recent content by Philip Phlopp

Chris Grayling and hydrogen, or Chris Heaton-Harris and the Christmas cracker rejects ?

Checks calendar. Nope, not 1st April. Back to headbutting a wall with the words hydrogen and ****weed written on it.

but we were discussing gearing and motor upgrades.

Yes. Done already. It's a relatively small change to the motor internals to accommodate a higher RPM limit and thus increased forces on the internals. There's no other changes to the gearing etc.

Fixed tension was the main issue - given the significant range of temperatures experienced in the UK (in respect of expansion and contraction of contact wire system) there really needs to be some form of auto-tensioning. Don't make me do frequency, resonance and wave propogation calculations at...

You've largely covered it - lack of registration arms to provide the desired contact wire geometry means you need to use the entire catenary system to shape the contact wire to suit the curvature of the track. Which you can indeed do by tensioning of the system, compounding of the catenary...

I do but none which can be shared due to copyright. Series 1 isn't a high speed OLE system, it's a high tension mixed traffic OLE system. It's robustness stems from the tension requirements (and in turn the wire diameter and then in turn the mass) needed for twin pantograph operation at upto...

Even the coaching stock is the same...

Hull Trains were required, under the terms of their most recent track access agreement (resulting from their track access extension application) to introduce into service the Class 802 stock, to withdraw the Class 180 stock and to make a series of infrastructure upgrades necessary to operate the...

There is actual Series 1 OLE in use in both India and Taiwan. Taiwan previously imported some of the old BR Mark 1 and I think Mark 3 OLE, possibly in combination with some of the stock they imported from the UK, though I'm sure foreign correspondents can confirm.

Well, the LHCS is down to the DfT franchise specification, not First Group. And in any case, a 5 car CAF DMU is still a third fleet - whilst the Civity is claimed to be a modular platform, there's little evidence of that on the ground with all sorts of key differences in components and parts...

And that's supposing you can avoid having reversals or having to run round the stock, route conductors and so on, so could need more than one locomotive and quite a lot of traincrew to handle the traction knowledge, route knowledge and any shunting movements enroute. Which is, I hear, a bit...

I must say, the increasing hostility to knowledgable industry personnel on this forum and the intransigent belief amongst the arm chair 'enthusiasts' that they know best is making this site much less fun than it used to be.

We're not doing electrification solely to reduce the carbon emissions of rail transportation - it is one positive aspect of rail electrification, but also resulting from rail electrification is reductions of energy intensity overall (the amount of energy needed to move one passenger one km) and...

And what do you think the underlying issues are for the movement of a single vehicle with two different couplers ? What do you understand concerning brake force, coupling constraints and possible requirements (and issues) with translator vehicles ?