"BH Williams" wrote in message
...

wrote in message
k...
Will the Eurostar connection from St. Pancras employ only overhead wire
as well as the French signalling system for high-speed trains, the start
of which you currently find around Ashford International?

Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.
Brian

Also - doesn't the TVM & OCS start at the London Tunnel portal at Kings
Cross, so that theoretically any UK train can use St Pancras station throat
and any platform? IIRC the last few km of signalling is more traditional at
the Paris end too?

Paul

"Paul Scott" wrote in message
...

"BH Williams" wrote in message
...

wrote in message
k...
Will the Eurostar connection from St. Pancras employ only overhead wire
as well as the French signalling system for high-speed trains, the start
of which you currently find around Ashford International?

Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.
Brian

Also - doesn't the TVM & OCS start at the London Tunnel portal at Kings
Cross, so that theoretically any UK train can use St Pancras station
throat and any platform? IIRC the last few km of signalling is more
traditional at the Paris end too?

Paul

Access to the northern end of HS1 is fairly limited, that to and from the
WCML being by the NLL, which presents pathing problems, from the MML being
by a single route from the Down Slow, and that from the ECML also being
single track. All these routes are provided with OCS.
I believe (though I'll have to check) that the station throat does have
lineside signals, TVM-based systems not being very efficient at low speeds.
At the Paris end, the various E*, TGV and Thalys share the conventional
tracks and signalling to a junction just north of Villiers-La Bel-Gonesse-
similar arrangements exist at Gare du Lyon, Montparnasse, Lyon Part Dieu and
Marseille St Charles.
Brian

"BH Williams" wrote in message
...

"Paul Scott" wrote in message
...

"BH Williams" wrote in message
...

wrote in message
k...
Will the Eurostar connection from St. Pancras employ only overhead wire
as well as the French signalling system for high-speed trains, the
start of which you currently find around Ashford International?

Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.
Brian

Also - doesn't the TVM & OCS start at the London Tunnel portal at Kings
Cross, so that theoretically any UK train can use St Pancras station
throat and any platform? IIRC the last few km of signalling is more
traditional at the Paris end too?

Paul

Access to the northern end of HS1 is fairly limited, that to and from the
WCML being by the NLL, which presents pathing problems, from the MML being
by a single route from the Down Slow, and that from the ECML also being
single track. All these routes are provided with OCS.

I wasn't really thinking about routine use, but say MML needing temporary
use of a Eurostar platform (notwithstanding access for passengers of
course).

Which reminds me, in the more general sense, what plans might there be for
MML capacity improvement in the medium term. An architecturally completely
different extra pair of platforms above Midland Rd perhaps? IIRC previous
discussions have shown that the 4 platformterminus reflects quite an
outdated version of passenger usage on the MML...

In message , at 11:26:21 on
Mon, 30 Jul 2007, Paul Scott remarked:
Which reminds me, in the more general sense, what plans might there be for
MML capacity improvement in the medium term.

The best chance for capacity improvement in the medium term (which I
would say was 5-10 years) would be extending the electrification of FCC
in stages, eventually all the way to Leicester, and run maybe an
additional 2tph of the formerly Bedford-terminating trains through the
Thameslink2015 tunnels. And this might require a slight re-balancing of
Leicester/Bedford versus Cambridge/KingsLynn and Peterborough trains
according to the demand on those lines.
--
Roland Perry

In message , at 11:12:46 on Mon,
30 Jul 2007, BH Williams remarked:
Access to the northern end of HS1 is fairly limited, that to and from the
WCML being by the NLL, which presents pathing problems, from the MML being
by a single route from the Down Slow, and that from the ECML also being
single track.

Isn't the line to/from the NLL also a single track to/from the
westbound[1] NLL, so an eastbound movement would cause even more
problems.

[1] shared most of the way with the route from NLL to ECML
--
Roland Perry

"Roland Perry" wrote in message
...
In message , at 11:12:46 on Mon,
30 Jul 2007, BH Williams remarked:
Access to the northern end of HS1 is fairly limited, that to and from the
WCML being by the NLL, which presents pathing problems, from the MML being
by a single route from the Down Slow, and that from the ECML also being
single track.

Isn't the line to/from the NLL also a single track to/from the
westbound[1] NLL, so an eastbound movement would cause even more problems.

[1] shared most of the way with the route from NLL to ECML
--
Roland Perry
Yes.
Brian

BH Williams wrote:
Access to the northern end of HS1 is fairly limited, that to and from the
WCML being by the NLL, which presents pathing problems, from the MML being
by a single route from the Down Slow, and that from the ECML also being
single track. All these routes are provided with OCS.
Not entirely true - the MML-HS1 connection is not electrified.
I believe (though I'll have to check) that the station throat does have
lineside signals
That is true.