On Oct 2, 12:41*pm, "Paul Scott"
wrote:
Andy wrote:
On Oct 2, 7:43 pm, martin j wrote:
Don't go through here very much these days, but noticed today what
looked to be quite new installation of overhead wires. Guess this is
all to do with Thameslink 2000, but how long and does this mean
Farringdon will no longer the overhead to third rail changeover
station?

As I understand it, Farringdon will remain the normal change over
spot, but the extension of the wires to City Thameslink will allow any
unit which has a problem switching from AC to DC to reverse at City
Thameslink and return north. At the moment any unit with this problem
can still access Moorgate to reverse, but the branch will be
decommissioned in December.

To add to that Andy, both platforms have been fully wired at City
Thameslink, and that seems to allow for the operational scenarios described
in the DfT's Thameslink EMU spec. This suggests units will normally
changeover at Farringdon southbound, as now, but at City Thameslink
northbound.

Failure to changeover AC to DC will result in southbound trains continuing
to City T/L on AC to detrain, and then reversing through Farringdon.
Northbound, DC to AC failures will detrain at City T/L and can then either
be binned into Smithfield sidings (subject to 8 car limit), or continue to
Farringdon on DC and reverse.

Source:http://www.dft.gov.uk/pgr/rail/pi/th...k/itt/specific...

Section 2.4.3 onward refers

I imagine the plan to detrain at City T/L in both directions is because it
has significantly more room (than Farringdon) to deal with the pax from a 12
car train?

After TL 20nn, one would hope that Farringdon will have considerably
more passenger handling capability. Is there not going to be another
entrance/exit?