This is 'a thing' on some Sunday services, because LNER run 3tph to/from Edinburgh in some hours - more than their normal weekday service. The power supply for the OLE between Chathill and Prestonpans was never specified for such an intensive electric service when the line was electrified in the late 80s/early 90s, and indeed is only capable of even running the weekday/Saturday service because it was expected that there would be electrically hauled heavy freight (which hasn't really materialised). TPE 802s have to use diesel mode in this area every day of the week.
Can and do. In fact, that's probably an interesting question - are most changeovers scheduled to happen on the move or in stations?
I believe the vast majority of Great Western ones are done on the move - for Cotswold services just before Didcot, Berks and Hants just before Newbury and I'm not sure about Bristol but I think it's just after Swindon before they tail off towards Chippenham. Swansea services are an exception and pan up and down while stationary at Cardiff Central.
Pretty sure that LNER change over between Stirling and Dunblane on the Chieftain, and I *believe* it's on approach to Haymarket for the Aberdeen trains.
There are also four locations on the northern ECML where NR have installed temporary automatic power changeover (APCO) equipment, at Longniddry and Chathill either side of the Marshall Meadows limitation, and at Bradbury and Pilmoor to cover some other limitation in North Yorkshire. (I’m not sure of the relevant grid supply name, is it Hutton Bonville?)
That's why I was wondering where the changeovers are scheduled to occur, rather than where they actually do.
I would presume they path them from where they are scheduled to occur, in which case you can see on RTT, and it appears to be right to the end of electrification.
An 80x on diesel would struggle to match a 225 on performance over a long distance. Only on the initial acceleration does it have an advantage.
Church Fenton to Colton Jn electrification is still a long way off completion and energisation!
When it is a 5 car 800 + 5 car 801 the acceleration on diesel northbound out of Berwick feels very slow.
That’s the one I knew it was one of the two
Not at Dunblane - as the wires end there that would be cutting things a bit fine! It's my understanding that southbound the changeover normally occurs automatically between Kippenross Tunnel and Bridge of Allan, northbound between Cornton LC and Bridge of Allan. I don't recall seeing any changing over at Stirling
Yup it certainly did on Sunday.
For Oxford and the North Cots, changeover is dynamic at Moreton Cutting as these services run via Didcot Avoider rather than stopping at Didcot station (though it can be done statically in the platform if the train does call there for any reason).
