Talk:British Rail Class 374

Width
I think that it is important that the width of these trains' coaches is included in the article. Readers otherwise don't know if it will be built to fit the British loading gauge or not (High Speed 1, unlike other railway lines in Britain, can carry Berne gauge traffic). Captain Cornwall (talk) 18:16, 22 February 2014 (UTC)

Systems
Which electric supply systems e320 does really support? In the table under photo it says 1.5kV=, 3kV=, 25kV50Hz and 15kV16.7Hz but in the article itself it says that these trains are limited to GB, FR and BE, hence only 3kV= and 25kV50Hz. — Preceding unsigned comment added by 176.36.37.135 (talk) 17:31, 7 March 2014 (UTC)
 * A has added the text
 * cannot operate under the 15 kV AC OHLE electrification system used in Germany, and most cannot operate under the 1.5 kv DC OHLE electrification system used in the Netherlands. Therefore new trains are required for Eurostar to operate services to destinations in Germany or the Netherlands
 * which (besides being unsourced), reads like original research. It is not necessary for new trains to be provided, because it is technologically possible to fit the existing trains with equipment that would allow them to operate on any system of electrification that you like - after all, the French were doing this fifty years ago with their CC 40100 class locomotives. -- Red rose64 (talk) 18:14, 11 April 2014 (UTC)

Power
Presumably the 16 MW power output and top speed of 320 km/h will only be obtained with the 25 kV and 15 kV AC electrification systems. What will be the power output and the maximum speed with the 3 kV and 1.5 kV electrification systems ? — Preceding unsigned comment added by 195.177.247.202 (talk) 09:08, 9 July 2014 (UTC)
 * if you can find a cite, we can add it to the article! —Sladen (talk) 11:24, 27 July 2015 (UTC)

Contradiction
The article says that the trains cannot run on the German network, but elsewhere it says that Eurostar intends to use them on the line to Cologne. Riki (talk) 11:18, 27 July 2015 (UTC)


 * . "Eurostar International's existing fleet of Class 373 articulated trains, … cannot operate under the 15 kV AC overhead line (OHLE) electrification system used in Germany,".  Could you suggest how this could be worded more clearly.  —Sladen (talk) 11:22, 27 July 2015 (UTC)
 * Which one of the two is correct? Riki (talk) 17:05, 31 July 2015 (UTC)
 * The sentence would appear to be correct; it supplies the rationale for why new trains were ordered: The (existing) Class 37 3 trains are restricted to GB/FR/BE; therefore Eurostar placed an order for (new) Class 37 4 trains (the subject of this article).  Could you suggest any wordings which could help to improve the lede?   —Sladen (talk) 22:24, 31 July 2015 (UTC)
 * I see my error now. Sorry, it's ok as it is. Riki (talk) 18:21, 20 December 2015 (UTC)

Approval by the German railway regulator (EBA)
The section "Construction and delivery" included a reference to the EBA (the German railway regulator) passing DB Class 407 for multiple working and the trains will follow the same approval process. This is not correct. As a matter of fact, the approval process is completely different, apart from approval of distributed traction to be used in the Channel Tunnel trains. Although both are Velaro trains manufactured by Siemens, they run on different parts of the european high speed network. The 16-car e320 train was first approved for Britain and the Chunnel, then France, Belgium and - yet to come - the Netherlands. Germany might follow later.

A Velaro D class 407 train consists of just 8 cars with a driver's cabin on each end. Two of those trains can be coupled to a multiple unit, whose approval took extra time, first in Germany, then in France. The approval for Belgium is still pending, both single unit and multiple unit. As to Britain, it is not clear when DB intends to send those trains  to London, as they had intended in 2011. Therefore i removed "same approval process". --KaPe (talk) 22:44, 8 February 2016 (UTC)

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Move discussion in progress
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