February 17th 16, 08:28 AM
posted to uk.transport.london
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First recorded activity at LondonBanter: Oct 2015
Posts: 1,044
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Last class 378 goes 5 car
On Wed, 17 Feb 2016 08:37:58 -0000 (UTC)
Recliner wrote:
Basil Jet wrote:
On 2016\02\17 01:39, wrote:
In article ,
() wrote:
In article
-septembe
r.org,
(Recliner) wrote:
wrote:
Reading the rest of the article, it's a pity they don't make use
of the dual system capability to use overhead AC on the Euston
approaches and simplify the layout there by chucking out the DC
electrification when the changes ahead of HS2 are implemented. I
was amazed to see they're keeping the dual voltage tracks through
those changes.
Yes, it is strange. Perhaps there isn't a suitable voltage change point
on the Euston approach?
I note there are tunnels north of Euston which are only
DC-electrified, just before the dual-electrified section starts.
Maybe they are the problem? Can't the 378s switch while on the move?
That's the bored pair of Primrose Hill tunnels. I suppose they are too tight
for 25KV overhead electrification?
The DC service is presumably DC because it shares track with the
Bakerloo, not because of any clearance issues. Did the adjacent tunnels
have to be enlarged for the catenary?
It doesn't share those tunnels with the Bakerloo, and with dual voltage new
trains, one assumes the non-shared LO tracks into Euston could be 25kV.
Why bother switching over to 25Kv for the last mile if there's a perfectly
good 3rd rail that can be used? It just makes the trip operationally more
complex and the AC kit is an extra point of failure.
--
Spud
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