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I think it might be, with the paralleling switching up at a drop-down to 2 tracks.
Has ATF ever been implemented as looking at the feeder wire its still incomplete and earthed in multiple locations
IIRC it's been implemented in troughs between Welwyn & Hitchin, with the ATFs and second switch incomplete at Corey's Mill ATFS. The devil is, as always, in the detail.
You will find plenty earthed up on WCML too. It has a tendency to fail in the spring when neighbouring trees grow, as the live wire is almost above the railway boundary fence in many places.
Umm so another example of enhancement investment failing to deliver the improvement in infrastructure capability.
I'd counter that and say it's a symptom of there being insufficient funds for devegetation works undertaken alongside high-risk electrical equipment.
Veg management is op costs and would get left because there is no op reason to have it energised. I.e. the current timetable is runable without it. Begs the question why it was ever installed though especially as we now have weak sections that require diesel under the wires.
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Surely with units being more efficient nowadays, this should allow additional power use.
I thought with modern power at seats, aircon etc etc they were more power hungry?
People often say this, but reasonably efficient AC really shouldn't be drawing more than electric train heating would, and it should always be one or the other
though of course, with the 80x coming into service many diesel (HST) trains were replaced with electric ones (a good development!), so there was a big increase in electric services
Power efficiency of the 801s may be higher than the class 91s that the line was electrified. If their maximum power is higher than the previous stock, i.e. the class 92's 4.5/4.7MW, it is possible for there to be peak demand that exceed the supply capability for short periods. Such a case would be during acceleration where more than one higher powered 801 would reach the cruising speed quicker whereas the 91s, - would spread that power for a longer period at a lower levels, therefore keeping within the supply limit.
So PSU1 and 2 took care of most of the needs especially if Marshall Meadows ever gets done?
Sorry to conjure up something from so long ago - but what/where is the Modern Railways article that discusses GBR scaling back services on the Northern Part of ECML? Like what month/year could help.
Surprised they don't have full ATF at the South end had thought the problem was further North?
The planned ECML South upgrade to autotransformer feeding was (almost) entirely descoped to boosterless classic feeding. The requirement for insulated ATF runs because of possession arrangements with respect to the ECML's non-bidi paired-by-direction configuration may have been a factor in that.