Do Eurostar trains run at 186mph?

[hexagon789]

I may be making this up, but for customs reasons, isn't it the case that drivers of Eurostar services should avoid stopping completely outside stations without international facilities as far as is practicable?

Therefore when a restrictive TVM indication is received, drivers would "hang back" to avoid being brought to a stop completely, where this is practical, and generally avoid excessive early running.

Running under TVM is of course very different, but the post is was replying to was asking about SNCF driving techniques re coasting and that brought into mind the situation with running into Waterloo along the classic route.

With TVM I understand as soon as it begins flashing you put the brake in and if it keeps flashing you just keep on the brakes until it stops thus progressively reducing speed rather than applying and releasing and applying the brakes.

There was mention of driving techniques in both Video125 Eurostar productions - must give them a re-watch.

 

[MotCO]

I may be making this up, but for customs reasons, isn't it the case that drivers of Eurostar services should avoid stopping completely outside stations without international facilities as far as is practicable?

Therefore when a restrictive TVM indication is received, drivers would "hang back" to avoid being brought to a stop completely, where this is practical, and generally avoid excessive early running.

I remember when running on the classic lines, a Eurostar broke down at Chelsfield, and the train was in the station and no doors were opened. Not sure what the problem was or whether the air con continued to work, but it was there for over three hours. It was then unceremoniously towed by an engine plus buffer truck (is that the correct term?) back to London.

 

[Peter Mugridge]

It was then unceremoniously towed by an engine plus buffer truck (is that the correct term?) back to London.

Translator vehicle?

 

[Railperf]

Running under TVM is of course very different, but the post is was replying to was asking about SNCF driving techniques re coasting and that brought into mind the situation with running into Waterloo along the classic route.

With TVM I understand as soon as it begins flashing you put the brake in and if it keeps flashing you just keep on the brakes until it stops thus progressively reducing speed rather than applying and releasing and applying the brakes.

There was mention of driving techniques in both Video125 Eurostar productions - must give them a re-watch.

AIUI, there's no need to apply the brake when receiving the first restictive TVM indication. For example as a driver approaches a restriction the display moves from a 'fixed' 300 kph aspect to a flashing 300kph aspect. That means he can maintain 300kph but be prepared for a more restrictive aspect at the next TVM board. The indicated speed tells the driver the maximum speed he should be travelling by the end of the block section.
Fixed 300 - can run at full linespeed until next TVM block marker.
Flashing 300 - can run at 300 kph until next TVM block marker but prepare for a restrictive aspect at the next board (usually 220kph). As soon as he receives the flashing or fixed 220kph indication he has the whol signal block to reduce speed to 220 kph.

If the train is coming towards a staionary train, the aspects will usually be fixed 300, flashing 300, flashing 220, flashing 170, flashing 80 and then 000.
But if the train ahead starts moving, then the TVM will update - even between block markers, and the aspects can become less restrictive. So a flashing 300 indication can update to a fixed 300kph indication anytime before the next TVM marker block.

Where ETCS seems better is that it is always based on the braking curve to a set distace from the obstruction / speed restriction rather than a series of fixed blocks.

 

[Journeyman]

Translator vehicle?

Yes, Eurostar barrier vehicles were Mark 1 GUVs with most of the bodywork removed, to avoid fouling the streamlined cabs.

 

[MotCO]

Translator vehicle?

That's the one

 

[LNW-GW Joint]

Yes, Eurostar barrier vehicles were Mark 1 GUVs with most of the bodywork removed, to avoid fouling the streamlined cabs.

Like this?
This newly-built 373 was parked up over Christmas 1994 on the then good lines behind Reading station, on delivery from Washwood Heath.
Taken from the still-new bridge to the car park. This whole scene is totally different today.

 

[Journeyman]

Like this?
This newly-built 373 was parked up over Christmas 1994 in the then good lines behind Reading station, on delivery from Washwood Heath.

View attachment 94890

Yeah, that's one of them. You didn't see them often.

 

[hexagon789]

AIUI, there's no need to apply the brake when receiving the first restictive TVM indication. For example as a driver approaches a restriction the display moves from a 'fixed' 300 kph aspect to a flashing 300kph aspect. That means he can maintain 300kph but be prepared for a more restrictive aspect at the next TVM board. The indicated speed tells the driver the maximum speed he should be travelling by the end of the block section.

Sorry, I didn't intend to imply it was a requirement rather a practice. The idea being to progressively reduce the speed and avoid having to stop rather than brake later and harder to a complete stop.

 

[davetheguard]

This whole scene is totally different today.

It certainly is! Great picture of Reading though, thanks a lot for posting, I had no idea a Eurostar had passed through; I think it would be about where platform 11 is now?

 

[flash]

AIUI, there's no need to apply the brake when receiving the first restictive TVM indication.

Apart from the rules.... which dictate a brake application when running close to the indicated speed and indication starts flashing . If braking is left to the next speed indiction then some heavy braking will be needed to stay within the braking curve. If noted by management then a short conversation will ensue.

 

[S-Car-Go]

When you're walking through a 373 power car, at speed (to help a train manager take a coffee to the driver), through the tunnel from Dagenham to Stratford, 230km/h seems as fast as 300. The hurricane force winds coming through the air intakes + wind noise + the racket from the motors & gubbins make it terrifyingly memorable!

 

[urpert]

Without derailing the thread, I agree. I happen to enjoy Calais and have many times used the Calais Daytripper ticket and the walked from the port into the town. However, Calais doesn't have the appeal of other destinations that the average consumer enjoys so unfortunately will never happen.

It is a shame though, since the service on the ‘classic line’ via Boulogne and the Picardie coast is better than ever (despite the lovely Corail stock being replaced with plastic). There are lots of lovely places accessible by train with a single change at Fréthun.

 

[LNW-GW Joint]

I thought it was 225kph to stay consistent with the 140mph conversion. Is the line speed 230 while TVM only displays 225? Not that the 5kph would make much of a difference but can trains get away with running at a few kph over 225 in service?

Everything on HS1 (linked to the TVM signalling) is in km/h. Not converted to mph.
It's the same with ETCS.