That's a good diagram. But, one notable error is that the earth wire is too high up the mast and far too close to the ATF wire. In reality, it's usually located just under the single-insulated-cantilever, not above it.
It's good to remember that the seats are pretty new and are designed to last for a long while. They'll get better over time, once more people have sat on them.
I was under the impression that the earth wire doesn't usually feature on ATF installations
I've now Photoshopped the original NR S1 OHLE diagram.
I've not managed to go west of Maidenhead on a 387 yet, but the benefits of faster acceleration and less noise are the same. 387s have much faster acceleration than 165/166 DMUs. On leaving Slough they can already be at 90mph before passing Langley. In comparison, a 165/166 manages 80-85 on the longer distance between Maidenhead and Twyford before they have to slow down for the station. And for me the 165s/166s always seem to feel like they're going slower than they actually are.
) I will miss the 165s, 166s and also the 180s, but there is no doubt that for the normal passenger a 387 is a far better travelling environment (both on board and while at the station due to the lack of fumes and noise).Severn Tunnel east portal is about 35 miles from Cardiff with the tunnel already completed. If Cardiff to Severn Tunnel east portal is more advanced than Wootton Bassett-Thingley, feeding from the Cardiff end initially is a possibility?
I've not managed to go west of Maidenhead on a 387 yet, but the benefits of faster acceleration and less noise are the same. 387s have much faster acceleration than 165/166 DMUs. On leaving Slough they can already be at 90mph before passing Langley. In comparison, a 165/166 manages 80-85 on the longer distance between Maidenhead and Twyford before they have to slow down for the station. And for me the 165s/166s always seem to feel like they're going slower than they actually are.
For noise, the 165/166 units are louder when sat above the engine when compared to sitting over the motors on a 387. The 166s appear to have better sound insulation as their engines always seem quieter inside than 165s (but the same on the outside). Ok the 387s make annoying noises of their own (buzz from the transformer and the loud bangs from the circuit breaker), but most people would probably find that better than the engines running underneath. I also find that 387s seem slightly less insulated from rail noise over points compared to 165/166s.
As a DMU fan (
Thank you for your post. I am sorry at the loss of your DMUs.I've not managed to go west of Maidenhead on a 387 yet, but the benefits of faster acceleration and less noise are the same. 387s have much faster acceleration than 165/166 DMUs. On leaving Slough they can already be at 90mph before passing Langley. In comparison, a 165/166 manages 80-85 on the longer distance between Maidenhead and Twyford before they have to slow down for the station. And for me the 165s/166s always seem to feel like they're going slower than they actually are.
For noise, the 165/166 units are louder when sat above the engine when compared to sitting over the motors on a 387. The 166s appear to have better sound insulation as their engines always seem quieter inside than 165s (but the same on the outside). Ok the 387s make annoying noises of their own (buzz from the transformer and the loud bangs from the circuit breaker), but most people would probably find that better than the engines running underneath. I also find that 387s seem slightly less insulated from rail noise over points compared to 165/166s.
As a DMU fan (
I've not managed to go west of Maidenhead on a 387 yet, but the benefits of faster acceleration and less noise are the same. 387s have much faster acceleration than 165/166 DMUs. On leaving Slough they can already be at 90mph before passing Langley. In comparison, a 165/166 manages 80-85 on the longer distance between Maidenhead and Twyford before they have to slow down for the station. And for me the 165s/166s always seem to feel like they're going slower than they actually are.
For noise, the 165/166 units are louder when sat above the engine when compared to sitting over the motors on a 387. The 166s appear to have better sound insulation as their engines always seem quieter inside than 165s (but the same on the outside). Ok the 387s make annoying noises of their own (buzz from the transformer and the loud bangs from the circuit breaker), but most people would probably find that better than the engines running underneath. I also find that 387s seem slightly less insulated from rail noise over points compared to 165/166s.
As a DMU fan (
And we will no doubt love our ex GW pristine condition 150's up north.
It's nothing like a Turbo or any diesel multiple unit in terms of internal noise, vibration or (comparative lack of) acceleration. I would liken the experience at speed to travelling in a Mark 4 coach on the East Coast Main Line, except the seats force you to sit bolt upright when I'd like to slouch a little bit. There's constant automated announcements advising you if you have to be in the front 6 or 7 coaches for the next station stop, as the 387s don't hang about. They do rock about over points which I hadn't noticed before. Overall, it's a very competent electric passenger train under the new OHLE.
Not yet, as the Poplar Lines from Acton Wells junction to the GWML (east of Acton Main Line station) aren't electrified.
You'd also have to reverse. The original route disappeared under North Pole depot a couple of decades ago.
I think the link from Mitre Bridge to Acton Wells via Willesden West London Junctions would allow this move without reversal, though according to my rather outdated Quail map that isn't fully electrified either.
Ah yes - I forgot the Eurostar depot was built there in the early 90's!
Hmm, good point. I'm not sure if that's all passed for passenger traffic or not - looks like it basically goes through a massive goods yard. As you say it also seems to go through a short non-electrified section
