"BH Williams" wrote in message
...
Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.


Do you mean to say that the entire line from St. Pancras will run this type
of signalling and power source? What will happen to the contact shoes,
interestingly enough?

Also, what is TVM and OCS?

In article ,
writes

"BH Williams" wrote in message
...
Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.


Do you mean to say that the entire line from St. Pancras will run this type
of signalling and power source? What will happen to the contact shoes,
interestingly enough?

Also, what is TVM and OCS?


OCS - Overhead Contact System - 25kV wires in the air. Three feeder
stations between London and Folkestone - the same as UK main lines
except that it can supply a higher current.

TVM - can't remember the French - basically a transmission system using
the rails and track circuits to send a speed code to the train. Train
picks it up and displays maximum speed, slow down, etc. to driver and
also controls the ATP (Automatic Train Protection) system.

OCS goes all the way to St Pancras International buffer stops, but the
last section has a lower current capacity (about 2km from tunnel portal
is the neutral section IIRC).

TVM stops at the tunnel portal and lineside signals are provided from
there backed by KVB (a balise based ATP system).

--
John Alexander,

Remove NOSPAM if replying by e-mail

On Jul 30, 9:15 pm, John wrote:

TVM stops at the tunnel portal and lineside signals are provided from
there backed by KVB (a balise based ATP system).

Will E* remove AWS equipment as well as third rail contact gear at
some point?

It's interesting that the trains will continue to require separate
British, French and Belgian safety systems solely to approach the
respective termini (and French classic lines for certain sets of
course). Plenty of complexity there to add to running costs - I
wonder how quickly E* will remove the shoe gear...

"EE507" wrote in message
ps.com...
On Jul 30, 9:15 pm, John wrote:

TVM stops at the tunnel portal and lineside signals are provided from
there backed by KVB (a balise based ATP system).

Will E* remove AWS equipment as well as third rail contact gear at
some point?

It's interesting that the trains will continue to require separate
British, French and Belgian safety systems solely to approach the
respective termini (and French classic lines for certain sets of
course). Plenty of complexity there to add to running costs - I
wonder how quickly E* will remove the shoe gear...

Third-rail gear will be removed pretty sharpish, I imagine- it can be a real
pain if it decides to fail in the down position, as I discovered when one
took out some track-circuit- related equipment at the UK portal at the
beginning of a morning shift. They were still fixing it when I finished
eight hours later. There are some concrete blocks at the trackside some
distance before going into the tunnel, intended to knock off the offending
shoes, but this one managed to hang on long enough to spoil my morning.
Brian

On Jul 30, 10:13 pm, "BH Williams" wrote:
Third-rail gear will be removed pretty sharpish, I imagine- it can be a real
pain if it decides to fail in the down position, as I discovered when one
took out some track-circuit- related equipment at the UK portal at the
beginning of a morning shift. They were still fixing it when I finished

What idiot decided to put the equipment where it could be fouled by
shoegear? Given a 319 traversed the tunnel when it first opened this
equipment must be an afterthought.

B2003

On Wed, 01 Aug 2007 11:31:15 -0700, Boltar wrote:

On Jul 30, 10:13 pm, "BH Williams" wrote:
Third-rail gear will be removed pretty sharpish, I imagine- it can be a real
pain if it decides to fail in the down position, as I discovered when one
took out some track-circuit- related equipment at the UK portal at the
beginning of a morning shift. They were still fixing it when I finished

What idiot decided to put the equipment where it could be fouled by
shoegear? Given a 319 traversed the tunnel when it first opened this
equipment must be an afterthought.

In Continental Europe, that position is 'fair game' for line side
equipment.
They could have built the tunnel with all gear clear of the 3rd rail
shoe, but all that does is move the problem of fallen/non retracted shoe
gear to the French portal.



--
Matthew Geier

"Boltar" wrote in message
ups.com...
On Jul 30, 10:13 pm, "BH Williams" wrote:
Third-rail gear will be removed pretty sharpish, I imagine- it can be a
real
pain if it decides to fail in the down position, as I discovered when
one
took out some track-circuit- related equipment at the UK portal at the
beginning of a morning shift. They were still fixing it when I finished

What idiot decided to put the equipment where it could be fouled by
shoegear? Given a 319 traversed the tunnel when it first opened this
equipment must be an afterthought.

ISTR 319s having trouble when they worked to Rugby, when their shoegear
fouled nice high ballast shoulders on the WCML.

Peter

In article , Peter Masson
writes
ISTR 319s having trouble when they worked to Rugby, when their shoegear
fouled nice high ballast shoulders on the WCML.

Memory says that when the 313s went to Clacton for a while, they had to
have the shoegear removed for similar reasons. And I'm sure I've seen a
notice that 313s were banned from certain tracks on Euston-Camden if
they had shoes.

--
Clive D.W. Feather | Home:
Tel: +44 20 8495 6138 (work) | Web: http://www.davros.org
Fax: +44 870 051 9937 | Work:
Please reply to the Reply-To address, which is:

"John" wrote in message
...
In article ,
writes

"BH Williams" wrote in message
...
Yes, it does. Currently, both TVM signalling and OCS start just east of
Fawkham Junction, somewhat to the north of Ashford.


Do you mean to say that the entire line from St. Pancras will run this
type
of signalling and power source? What will happen to the contact shoes,
interestingly enough?
They'll be removed, there being no further use for them

Also, what is TVM and OCS?


OCS - Overhead Contact System - 25kV wires in the air. Three feeder
stations between London and Folkestone - the same as UK main lines
except that it can supply a higher current.
I thought it was 'Overhead Catenary System', but I could be wrong-
affectionately (at least until it comes down) referred to as 'the knitting'

TVM - can't remember the French - basically a transmission system using
the rails and track circuits to send a speed code to the train. Train
picks it up and displays maximum speed, slow down, etc. to driver and
also controls the ATP (Automatic Train Protection) system.
Transmission Voie Machine

OCS goes all the way to St Pancras International buffer stops, but the
last section has a lower current capacity (about 2km from tunnel portal
is the neutral section IIRC).

TVM stops at the tunnel portal and lineside signals are provided from
there backed by KVB (a balise based ATP system).

--
John Alexander,

Remove NOSPAM if replying by e-mail
What are you working on now, John?
Brian

In article , BH Williams
writes

--
John Alexander,

Remove NOSPAM if replying by e-mail
What are you working on now, John?
Brian


I am at NR HQ working on standards, policies, scheme plan reviews, etc.
plus still doing some CTRL approvals.
--
John Alexander,

Remove NOSPAM if replying by e-mail