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Post by 100andthirty on Jun 9, 2009 19:38:05 GMT
the new bogie frames are a new design but the general dimensions are the same as the existing frames. This enables re-use of pretty much all of the bogie mounted equipment.
There are associated changes to the motor mounting and to the gearbox.
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Post by 100andthirty on Jun 6, 2009 19:49:52 GMT
there have been subtle changes to the livery to comply with the letter of the best practice guide to the Rail Vehicle Accessibility Regulations.
No prizes, but I bet someone will point out what the change is!
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Post by 100andthirty on Jun 4, 2009 20:18:01 GMT
On the Victoria line, which is all underground, the temperature is related to the heat input.
In practical terms ALL the electricity used eventually comes out in heat and as has been said each customer represents about 100W of heat.
On the day (approximately) that the last '67 tube stock is withdrawn, regenerative braking will be able to be turned up to the maximum and whilst the Victoria line train service runs the same timetable, the electricity used wil drop by about 25% to 30%.
As the timetable is expanded to a 37 train peak with higher acceleration rates, electricity used will increase again and will eventually be higher than it is today. Also the service will be better and so more people will be attracted to the service, so more heat.
Hence making the tunnel fans bigger is "a good thing"!
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Post by 100andthirty on May 30, 2009 20:51:17 GMT
LU had a choice at the time the design was done and plumped for the crossover at the west end.
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Post by 100andthirty on May 27, 2009 17:38:21 GMT
If you want really cringe making announcements you should listen for the impossibly jolly woman announcing strikes on the Victoria line. It really does rub salt into the wound!
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Power
May 24, 2009 20:18:40 GMT
Post by 100andthirty on May 24, 2009 20:18:40 GMT
This won't answer the question, but is a sideline some might find interesting
With a diesel or petrol engine the quoted power figure is the maximum it can deliver. For example, my car delivers 130BHP (now you know where my handle came from!) which is 95KW. It delivers peak power at about 4500 revs/min. Most people don't use the full power!
A modern train tube when accelerating can deliver about 1.8MW, more than 1800 times the power of my car, but it can't deliver this continuously. Generally, for locomotives two figures are quoted; the continuous rating, and a higher, one hour rating. With LU trains, the stop, start, and acceleration/braking - with the motor doing as much work in braking as in motoring, makes power figures relatively meaningless.
Power ratings for tube trains are also relatively unimportant - it's the performance that matters. It's like the specifications for older Rolls Royces or Bentleys. Whenever they were asked about the power of their engines, the response was always *sufficient" or "ample". This is the only comparison between trube trains and Rolls/Bentley I'm prepared to make!!!!!!!
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Post by 100andthirty on May 22, 2009 20:38:09 GMT
Colin is absolutely right!
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Post by 100andthirty on May 3, 2009 17:31:29 GMT
I'll help where I can.
In my time - '69 on - solebars were gloss black, roofs that horrible underseal like stuff you mention, bogies were not paintend at all - but if you want to go back to original, gloss black would be right.
the cleaner that used to be used was Aloclene. Given that most good cleaners got neutered by 'ealth and Safety, it's probably not available. It needed to be a detergent - to remove grime - and slightly acidic to remove oxide from the metal. The acid base was weak phosphoric acid. It was often said that Diet Coke would be a good substitute but that's probably a myth!
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Post by 100andthirty on Apr 30, 2009 19:36:36 GMT
I have been privileged to visit Old Dalby and see the new train. The mock up didn't do justice to the sheer sense of space. although it's the same width as the C stock, it feels bigger than A stock. Although it's a very personal thing, I think the seats are very comfortable.
This is not a thinly disguised standard Bombardier product. It has been specifically designed for LU. Bombardier describe it as part of their metro "platform" range Movia, but this is a marketing thing.
All LU trains have in some way required the infrastructure to be fitted to the train. If we always fitted the train to the infrastructure, then the trains would gradually get smaller and smaller.
The adjustments to things like stopping positions starting signals and so on are not only due to the longer trains but also because we want to provide a clear view of the signals for all shapes and sizes of train operator in what will be a much more comfortable cab (my opinion again!).
Personally, I think S stock is the best metro train in the world. But I'm biased!
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Post by 100andthirty on Apr 30, 2009 19:08:34 GMT
This is a fascinating argument for a thread headed, named train! Any chance of stopping this one and opening a new one?
The naming of a train after Tim O'Toole is intended as a unique tribute to a great leader. It was a complete surprise to him and he was genuinely touched and emotional about it.
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Strike
Apr 20, 2009 19:45:31 GMT
Post by 100andthirty on Apr 20, 2009 19:45:31 GMT
the last time I looked, there were proportionately (eg wrong side door openings per million station stops) fewer wrong side door incidents on the Vic (without CSDE) than on any other line (with CSDE). Having the door buttons on the ledge under the side windows certainly helps.
However the numbers for all lines are tiny.
In case there's any doubt, the 2009 tube stock does have CSDE
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Post by 100andthirty on Mar 28, 2009 18:32:44 GMT
Engineers are appointed for their engineering skills. Being inspiring speakers isn't one of the core skills. If they were inspiring speakers they might have gone into politics or the law instead.
However, if you want to learn about S stock it was an excellent lecture. I was there.
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Post by 100andthirty on Mar 28, 2009 18:29:59 GMT
I was a very young member of staff at the time, and there was a great deal of fuss. in those days trains had cast spoked centres - rather like the wheels on a car - with steel tyres that could be replaced. Some of these centres had what are best called lumps on the spokes to allow for a proximity detector to count the spokes and hence infer the train speed. (In those days having a speedometer was a bonus and an accurate one was rare as hen's teeth!). This lump wasn't well designed and there were high stresses where the lump joined the spokes, and they cracked.
This experience led to the elimination of centres and tyres. A stock was last. All the trains have for many years used wheels that have no reuseable elements. Once all the wear allowance has been used, the wheel is scrap.
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Post by 100andthirty on Mar 22, 2009 17:42:37 GMT
Practically, there are no spare trains of any kind available. In principle, of course early class 378's could be diverted to ELL and 313's kept for a little longer. A look at the unholy mess around the late delivery of class 377s for FCC illustrates the shortage of stock
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Post by 100andthirty on Mar 2, 2009 19:27:35 GMT
I wondered if there is a limit on towing speed on NR? I would be shocked if the barrier wagons did not have the necessary circuitry to charge and release the Westcode brakes on the S stock. I stand to be corrected, but I think you should be shocked - for this move at least!
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Post by 100andthirty on Mar 1, 2009 17:51:44 GMT
Air suspension only allows the secondary spring rate to be changed and would have upper and lower level limitations so the ability to ´tune´ would be quite limited. Anyway, the most common problem with ride on trains is normally secondary under damping and that can only be ¨tuned¨ by changing the dampers. the vertical damping can be changed by altering the chokes in the pipes between the air bags and the surge tanks (this is getting a bit technical); horizontal damping does need the horizontal damper to be changed; a relatively trivial job on the first train! It would be a lot more trouble if it were to be decided that they'd be changed after all the cars have been delivered!!!
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Post by 100andthirty on Feb 28, 2009 16:51:58 GMT
as to weight, they are not all that lightwight - less than A and C stock motors but as all cars are motor cars, the total weight will be higher than an A stock.
Regarding comments about a lively ride, they do have air suspension, and the the ride can be tuned; I expect the first attempt won't be right, but it can be altered
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Post by 100andthirty on Feb 25, 2009 19:49:49 GMT
The thing at Lillie Bridge is a rail milling machine. Milling takes off a little more metal but without the sparks that go with grinding. a little more info on the following web site: www.schweerbau.de/en/pages/rail02.html
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Post by 100andthirty on Feb 15, 2009 15:42:05 GMT
you would guess right!!
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Scrap!
Feb 15, 2009 8:37:49 GMT
Post by 100andthirty on Feb 15, 2009 8:37:49 GMT
Pic 2 will be 1972 mk1 stock. I can't recall if any '67stock has yet been scrapped, but if it has it was only one or two vehicles
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Post by 100andthirty on Feb 15, 2009 8:32:55 GMT
I was involved with the original design of PDO, and we were determined not to repeat the failures of the past; the team succeeded. PDO was used for many years, with very few failures. Although the buttons were removed during refurbishment, most still worked despite having never been overhauled.
PDO was eliminated simply because it tended to increase dwell time at critical stations and it was too hard easily to have passenger open in the open and operator open in the tunnel - which would have solved the problem. The train was never designed to have the ability for passenger open sometimes and operator open at others. S stock will have this capability.
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Post by 100andthirty on Feb 15, 2009 8:26:04 GMT
Oh and I forgot to mention that the factors mentioned by rob were nothing to do with the incidents.
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Post by 100andthirty on Feb 15, 2009 8:24:27 GMT
stannmoreek has summarised the cause correctly. if one of the roller bearing on the motor side of the pinion failed in a particular way all the rollers could fall out. The whirling of the motor shaft caused very large forces that the mountings couldn't cope with.
this was all covered in the official reports. last time I looked the LU report was on the LU intranet and was also on th internet for a while
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Post by 100andthirty on Feb 14, 2009 13:48:59 GMT
I'm not a Central line train op, but yes the 1992 tube stock is goverend to 85km/h
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Post by 100andthirty on Feb 13, 2009 21:32:45 GMT
Everyone is correct. S stock will be pegged to existing stock performance until the new signalling is installed and operational with ATP
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Post by 100andthirty on Feb 12, 2009 20:10:43 GMT
That's awesome news prjb! Now I really can't wait to try out the S stock. If it can beat the 1992 stock in terms of performance, then Finchley Road to Harrow-on-the-Hill on the Met fast line should be a lively ride! I was just pondering - is the fantastic performance seen in Derby based on 750vDC or 600vDC current? unlike old trains where more volts=more speed, the three phase drive is more like the chargers supplied with mobile phones. These give the same output whether on 110v or 240V. Thus S stock will go well at 600V and will give the same performance at 750V - but will draw less current at the higher voltage.
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Post by 100andthirty on Feb 8, 2009 7:08:16 GMT
and......... all S stocks will have an end door cut out system that can cut out up to all three double doorways of each driving motor car and the first double doorway of the next car. It will be known as selective door opening or SDO. the new Correct Side Door Enable system will also control SDO. When a train receives the CSDE signal it will tell the train that it is correcty berthed and give it a code to identify the station. The train will have a database built in that a) double checks that the location is correct (eg WB St James's Park must follow Westminster) and b) looks up the rules for the station. it will only allow doors on the correct side that are guaranteed to be in the platform to open
for 7 car trains on the Distirct, the vast majority of platforms are long enough. Notting Hill Gate to Baker St on the Circle will be more challenging!
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Post by 100andthirty on Feb 8, 2009 6:57:36 GMT
7-car S stock will be about 10m longer than a D stock train
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Post by 100andthirty on Feb 7, 2009 14:38:26 GMT
I presume southeastern shoud read C2C??
OOPs I thought this related to Tower Gateway, and forgot we somethimes of off-message!
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Post by 100andthirty on Jan 10, 2009 8:08:37 GMT
take for example, the Chesham service not working and where the best place is to start making announcements. LU can only guess what info customers might need. A commuter will almost certainly have a contingency plan and perhaps only needs info on the approach to Baker St so as to enable Marylebone to Amersham as an alternative.
A tourist or somone going to visit friends might decide to do something else and hence might go somewhere else completely.
Whilst some customers' journeys are predicable, others have entirely random information needs. One group - albeit small(!) - is those who attemt to "get round all the stations in the shortest possible time". Don't they deserve to know about incidents as soon as possible?
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