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I was referring to the 8xx fleet in general and not specifically the 810s.

You've taken the words right out of my mouth! The 8xx fleet of trains appear to be nothing more the high speed commuter stock. They certainly do not have the feel or the ambience of what I would class as an InterCity train in my experience.

The Eurostar pantographs are lowered and then raised at Westenhanger when changing between HS1 and ET catenary configurations. The ET catenary is considerably higher than that on HS1 for obvious reasons.

Also at Westenhanger on HS1at 300kph!

There’s quite a comprehensive article about this issue in the January 2026 edition of Modern Railways. Will probably make uncomfortable reading for some me thinks...

It's a separate pan for operation on 25kV AC on the 373s. The DC pan is much heavier for coping with the heavier current demand. The DC pan can, however, also be used on AC subject to a restriction in maximum speed when on the HSLs. Not sure if this is the case with the 374s due to the...

Generally a MINIMUM of 27 seconds (at line speed) for auto crossings.

Many cables still have to be electrically conductive for supplying power etc. Fibre cables cannot do this.

That's one of factors. 1707377933 Both of these factors are taken into account. The distance between the first caution (yellow) aspect and the associated stop signal should not be less than service (normal) braking distance.

OK, let's be pedantic. To run a single captive train at any speed does not require a signalling system but that wasn't my point. I'm a signalling engineer by the way...

That's not how signalling works...

Braking distances. The right to speed is dictated by the ability to stop!

Eurostars change from 25kV HSL to 25kV ET (and vice versa) on the move nesr Westenhanger. This involves lowering and raising the pan. Similar process in France and in Belgium.

Heard today at Stratford: "The train is delayed due a fault on the train in front of this one" Sounds very clumsy, surely "....preceding train" would be better!

Class 92s are not equipped with KVB. TVM 430, AWS & TPWS only.

It's absolutely laughable that the purposed service is referred to the "West Country Metro" (or something like that). My understanding of the term "Metro" in transport applications is for a high frequency, urban and (usually) electric service. Not an hourly inter-urban service formed with...

Yes, class 92 locos can work the extent of HS1 but not into St Pancras. In reality, they only work as far as Ripple Lane (Dagenham).

KVB (like TPWS) is always active on-board so there isn't the need to automatically arm it or disarm it. TVM IS automatically armed and disarmed by "ITL" loops in the track. Class 92 locos use "APC" magnets mounted on the sleeper ends to check that the TVM has armed, in lieu of KVB (the APC...

I repeat, class 92 locos are not equipped with KVB (only AWS, TPWS & TVM430) and they are not permitted into the train shed at St Pancras. Eurostar (and other TGV types) use KVB to check the operation of TVM once armed and not to arm it initially.

The Class 92 locos are NOT equipped with KVB train protection.