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[email protected] · February 17th 16, 10:36 AM posted to uk.transport.london

In article , (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?

That's only true north from Queens Park. I just note that dual voltage
starts just south of a tunnel that might have clearance issues for OHLE. I
don't know.

--
Colin Rosenstiel