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Wheels look a bit small on that sketch. By my rough scaling, the height of the unit is 3.68m (from the internet), the wheel diameter fits that height a shade over 5 times. Call it 5.1. That means the wheel diameter as drawn is ~720mm. I'm used to wheel diameters of 930 to 1050mm so that figure...

Merci a tous!

:lol: Yeah. No metrics needed. We're just right. OK, being semi-serious for a moment - they are comfortable, have bright and airy interiors and perform well. They are way better than an equivalent SNCF unit (particularly of the same vintage!) and considering we have a bigger loading gauge...

I don't normally indulge in this sort of thing, but as I'm bored I make it a tie so far in the lead counting the votes above: 1= 365 1= 442 3 - 395 4 - 444 And the rest...

Another vote for the 365 here. I don't class the 373 as a true "multiple unit".

:lol: I'm glad someone else said it because I was thinking it!

No they don't. We once trial fitted a TGV-R with an eddy-current brake as a experiment for use on the AGV (before it's production), but even that never entered service on the new automotrice yet. Velaro D has an eddy current brake. On topic, while I'm here, I also think that if the stop was...

Well for my sins, I have one. 300TDi 90 hard top - green with big knobbly tyres. Crude as hell. The older TDi engine is "better" than the TD5 that followed it in my opinion. For the same performance and similar economy, it is a far simpler beast that is virtually bullet-proof with far fewer...

It would help, yes, but you'd have a very short carriage and any performance benefits negilgible as IEP isn't a high speed train.

If this train can run at 300km/h through powdery snow in -18C conditions then plunge into a 30 mile long tunnel at +25C and 80% humidity without a single flashover.... THEN I'll be impressed.

Articulation solves as many problems as it creates. Perfect for very high speed running on straight tracks and giving stability and comfort as well as resisting derailment/jackknifing. TGV vehicles are 18.7m in length, well, slightly less actually, but I'll not be pedantic because that dimension...

http://www.squarewheels.org.uk/rly/DLRgenPhots/ 5th photo down - seems like we have a winner. I know it's light rail, but at 1 in 17 is there a steeper gradient on a normal track (without rack n' pinion) anywhere else in the UK?

As stated earlier, it's 230km/h - platform 4.

Nuits-St-Georges is not on an LGV, it is a classic 1500v DC line. Linespeed through the station is 160km/h (100mph in UK money), so not much different to many UK stations. Even then, the linespeed just north towards Dijon is 140km/h. Although it is TGVs that pass through, they are on "F-DC"...

For the spotters out there, put "374" in your little books.

373 has Scharfenberg 10I couplers at the rear of the power cars. They only work with their own trailers and nothing else.

While it seems doubtful that the 89 will re-enter service, if EC were to need more locos the main reason for it I would hazard a guess would be to cover for the 91s as they go in for mods to the pantograph and rear cab roof section as part of the "double" pantograph proposal if it has been given...

Your comment about raising the thing manually led me to think of someone winding a handle! What it means is that the ability to raise any current collector is first routed through the train's main computer processor which does a lot of checking before the pan can be raised. If there are any...

Pantographs dropping due to a fault usually happens because of an ADD trip but not in this case. Problems occur when you can't raise it again to get line volts into the train and other things can prevent that - far too in-depth to get into here. There is no means of manually raising a pan, nor...

It is hard to get a higher availability requirement of somewhere like Bounds Green where they need 29 out of 31 sets to make a weekday service. In reality, yes SNCF have more sets at their disposal than the likes of EC. However - what time have you passed these depots? For example, pass Bounds...