Overhead wire / third rail changeover points used by passenger trains

[miklcct]

In the Great Britain rail network, where are the places where passenger trains need to change from overhead wire to third rail, or vice versa?

What I know are:

• HS1 - classic lines: Ashford International (where does the changeover take place for Gravesend trains?)
• Thameslink: City Thameslink / Farringdon (north is overhead wire, south is third rail)
• West London Line: between Shepherd's Bush and Willesden Junction (north is overhead wire, south is third rail)
• North London Line: Acton Central (east is overhead wire, west is third rail), eastern entrance of Primrose Hill Tunnel (east is overhead wire, west is third rail)
• Northern City Line: Drayton Park (the Northern City Line is a third-rail island which isn't connected to the rest of the third-rail network - is it possible to wire this section)?

There should also be one on the East London Line as well, but where is it?

Outside of London and Kent, are there any places where passenger trains make the switch, for example, between the former Western Region (which is overhead-wire electrified) and the former Southern Region (which is third-rail electrified)? For example, there are tracks at Reading linking the Waterloo - Reading line and the Great Western Main Line, but can passenger trains use it? Further west, are there any electric branch line linking the South Western Main Line and the former Western Region?

 

[plugwash]

In the Great Britain rail network, where are the places where passenger trains need to change from overhead wire to third rail, or vice versa?

What I know are:

• HS1 - classic lines: Ashford International (where does the changeover take place for Gravesend trains?)

I'm not 100% sure, but I think it happens in the branch (high-level) platforms at Ebsfleet International. You can see a picture of one of the platforms with both third rail and OHLE at https://filming.networkrail.co.uk/wp-content/uploads/2018/02/EBD-Ebbsfleet-International-021.jpg From looking on google it looks like the OHLE extends far enough beyond the station to allow a train that failed to make the changeover to reverse using the scissors crossing on the link line.

There is also another acess to HS1 a little further south, this is not normally used by passenger trains, but I was on a diverted train that used it once. Said diverted train made the power switchover without stopping!

Outside of London and Kent, are there any places where passenger trains make the switch,

I don't think so.

The map on https://railmap.azurewebsites.net/ shows a short section of dual-voltage line west of hunts cross but I'm not sure if the layout has changed since and even if there is some dual-voltage track I don't think there are any trains running in the area that could make use of both voltages. The northern 319s and 769s have had their shoegear removed to avoid clearance issues.

for example, between the former Western Region (which is overhead-wire electrified) and the former Southern Region (which is third-rail electrified)? For example, there are tracks at Reading linking the Waterloo - Reading line and the Great Western Main Line,

Looking at the images of reading on google I don't think any of the link lines are electrified, the resouloution isn't good enough to be 100% sure though. The electification map on https://railmap.azurewebsites.net/ also seems to indicate that the link lines are not electrified.

I don't know if deisel passenger trains can use it in service or not.

Further west, are there any electric branch line linking the South Western Main Line and the former Western Region?

Not at present,

There are proposals to electrify Reading to Basingstoke with OHLE which will create another third-rail OHLE interface at basingstoke.

Electification of the GWR route to exeter stops at Newbury and Electification of the SWR route to exeter stops where it diverges from the bournmouth route, so unless there are large scale new electrifications there isn't much scope for a link further west.



If NRs decarbonisation strategy goes ahead in full there will be a bunch more interfaces.

 

[Surreytraveller]

Does Merseyrail interact with overheads at any point?

 

[zwk500]

In the Great Britain rail network, where are the places where passenger trains need to change from overhead wire to third rail, or vice versa?

What I know are:

• HS1 - classic lines: Ashford International (where does the changeover take place for Gravesend trains?)

I'm not 100% sure, but I think it happens in the branch (high-level) platforms at Ebsfleet International. You can see a picture of one of the platforms with both third rail and OHLE at https://filming.networkrail.co.uk/wp-content/uploads/2018/02/EBD-Ebbsfleet-International-021.jpg From looking on google it looks like the OHLE extends far enough beyond the station to allow a train that failed to make the changeover to reverse using the scissors crossing on the link line.

Correct. Changeover in 5/6 at Ebbsfleet and 3/4 at Ashford when stopped.

There is also another acess to HS1 a little further south, this is not normally used by passenger trains, but I was on a diverted train that used it once. Said diverted train made the power switchover without stopping!

Yep, Saltwood Junction (or that area) is a voltage changeover. There's also the former Fawkham Junction link, which is not blocked off but was also done by Eurostar on the fly.

• Thameslink: City Thameslink / Farringdon (north is overhead wire, south is third rail)

City Thames link heading North, Farringdon heading south are the normal changeover points. The Section between the two has both systems (apart from Smithfields sidings), so that if there's a problem trains can have a second go at the next station.

• West London Line: between Shepherd's Bush and Willesden Junction (north is overhead wire, south is third rail)

Official location is North Pole Jn. Southern stop briefly, Overground do the change on the fly. Class 92s are allowed to change on the move but they don't run on the WLL very often, if at all.

• North London Line: Acton Central (east is overhead wire, west is third rail), eastern entrance of Primrose Hill Tunnel (east is overhead wire, west is third rail)

Technically the Primrose hill changeover is a spur off the Watford DC lines, not the north london line. The DC lines are dual-electrified into Euston and trains can change voltage at Camden Jn if they need to use a OLE-only track into Euston or the 3rd rail is off for any reason.

• Northern City Line: Drayton Park (the Northern City Line is a third-rail island which isn't connected to the rest of the third-rail network - is it possible to wire this section)?

Not for a reasonable amount of money. The tunnels are very tight

There should also be one on the East London Line as well, but where is it?

The ELL is 3rd rail through to Highbury and Islington, and the transfer track is unelectrified so there is no interface between the systems.

Outside of London and Kent, are there any places where passenger trains make the switch, for example, between the former Western Region (which is overhead-wire electrified) and the former Southern Region (which is third-rail electrified)? For example, there are tracks at Reading linking the Waterloo - Reading line and the Great Western Main Line, but can passenger trains use it? Further west, are there any electric branch line linking the South Western Main Line and the former Western Region?

I don't think so.

The map on https://railmap.azurewebsites.net/ shows a short section of dual-voltage line west of hunts cross but I'm not sure if the layout has changed since and even if there is some dual-voltage track I don't think there are any trains running in
the area that could make use of both voltages. The northern 319s and 769s have had their shoegear removed to avoid clearance issues.

It is electrified but I think can't be used in service

Looking at the images of reading on google I don't think any of the link lines are electrified, the resouloution isn't good enough to be 100% sure though. The electification map on https://railmap.azurewebsites.net/ also seems to indicate that the link lines are not electrified.

The Reading link lines are not electrified but are used for Diesel (and steam) passenger service.

 

[LNW-GW Joint]

Does Merseyrail interact with overheads at any point?

No.
The OHLE from Liverpool South Parkway to Allerton depot does extend a short way along the 3rd-rail-fitted CLC line towards Hunts Cross, but has been cut back to the siding leading from the depot so there is no dual-fitted track.
Merseyrail extension towards Warrington Central would probably mean a transition point at Hunts Cross.
The new class 777 Merseyrail EMU design should be able to accommodate feed from OHLE, but nothing committed yet.

 

[Narrowgauge725]

You also have the stupidity of TPE, when they run, changing from electric to diesel at Morpeth to run under the wires on the East Coast. But the open access are allowed to buy and only run on electric.

 

[zwk500]

You also have the stupidity of TPE, when they run, changing from electric to diesel at Morpeth to run under the wires on the East Coast. But the open access are allowed to buy and only run on electric.

That's about the total amount of power in the system, rather than voltage differences, and a project is in place to fix it. TPE needed bi-modes anyway, it made sense to allow the operator running under 100% electrified track to use an all-electric train.

 

[Bald Rick]

Also on the Up & Down New Lines, the link between Kensal Green Junction and Willesden Junction Low Level. This is used by passenger trains daily (albeit rarely now in passenger service).

 

[JohnRegular]

There are proposals to electrify Reading to Basingstoke with OHLE which will create another third-rail OHLE interface at basingstoke.

Maybe but not necessarily. Entirely plausible that only Platform 5 at Basingstoke would be wired up, and the connection left unwired. The XC trains and freight that use it will almost certainly have some means of self propulsion for the forseeable future.

 

[Andyjs247]

That's about the total amount of power in the system, rather than voltage differences, and a project is in place to fix it. TPE needed bi-modes anyway, it made sense to allow the operator running under 100% electrified track to use an all-electric train.

You also have the stupidity of TPE, when they run, changing from electric to diesel at Morpeth to run under the wires on the East Coast. But the open access are allowed to buy and only run on electric.

Lumo also had firm rights to run their trains hence were able to order an all electric train. TPE only had contingent rights meaning they have had to run trains in diesel mode due to the power supply limitations.

 

[fandroid]

I'm not 100% sure, but I think it happens in the branch (high-level) platforms at Ebsfleet International. You can see a picture of one of the platforms with both third rail and OHLE at https://filming.networkrail.co.uk/wp-content/uploads/2018/02/EBD-Ebbsfleet-International-021.jpg From looking on google it looks like the OHLE extends far enough beyond the station to allow a train that failed to make the changeover to reverse using the scissors crossing on the link line.

There is also another acess to HS1 a little further south, this is not normally used by passenger trains, but I was on a diverted train that used it once. Said diverted train made the power switchover without stopping!


I don't think so.

The map on https://railmap.azurewebsites.net/ shows a short section of dual-voltage line west of hunts cross but I'm not sure if the layout has changed since and even if there is some dual-voltage track I don't think there are any trains running in the area that could make use of both voltages. The northern 319s and 769s have had their shoegear removed to avoid clearance issues.


Looking at the images of reading on google I don't think any of the link lines are electrified, the resouloution isn't good enough to be 100% sure though. The electification map on https://railmap.azurewebsites.net/ also seems to indicate that the link lines are not electrified.

I don't know if deisel passenger trains can use it in service or not.


Not at present,

There are proposals to electrify Reading to Basingstoke with OHLE which will create another third-rail OHLE interface at basingstoke.

Electification of the GWR route to exeter stops at Newbury and Electification of the SWR route to exeter stops where it diverges from the bournmouth route, so unless there are large scale new electrifications there isn't much scope for a link further west.



If NRs decarbonisation strategy goes ahead in full there will be a bunch more interfaces.

I think you should say "there WERE proposals to electrify Reading to Basingstoke". Those seems to have died with the "Electric Spine"

 

[paul1609]

Correct. Changeover in 5/6 at Ebbsfleet and 3/4 at Ashford when stopped.

At Ashford International Platforms 3/4 although dual electrified are the International Platforms and the route throughout is ac overhead so trains havent changed there since phase 1 of HS1 opened.
Domestic HS services change over in Platforms 5/6 also dual electrified.
Domestic trains in passenger use cant use platforms 3 or 4 because the platforms are for UIC gauged stock Class 373 and 374. (too low and too big a gap).

 

[zwk500]

At Ashford International Platforms 3/4 although dual electrified are the International Platforms and the route throughout is ac overhead so trains havent changed there since phase 1 of HS1 opened.
Domestic HS services change over in Platforms 5/6 also dual electrified.
Domestic trains in passenger use cant use platforms 3 or 4 because the platforms are for UIC gauged stock Class 373 and 374. (too low and too big a gap).

Of course, silly me!