Just my observation, the new victoria line trains seem to crawl to the
next station wait for an eternity then crawl off again.
This has happened on the last 3 times I have used this line. The old
trains seemed to have much faster journey times with more comfortable
seats.
Also on the met line the new train goes at a snails pace. The journey
from baker street to Wembley park was painfully slow.


Why is this?

"GSV 3 minds in a can" wrote:

Just my observation, the new victoria line trains seem to crawl to the
next station wait for an eternity then crawl off again.
This has happened on the last 3 times I have used this line. The old
trains seemed to have much faster journey times with more comfortable
seats.
Also on the met line the new train goes at a snails pace. The journey
from baker street to Wembley park was painfully slow.


Why is this?

The Victoria line is still on the old signalling system - things will speed
up when the new system goes live (and the new trains are unleashed). However
the new 09 stock trains at present are not any slower than the old 67 stock
trains - just sounds as though you got a bit unlucky in getting caught up in
some congestion (of the sort that should hopefully not happen, at least not
so much, with the new signalling system).

The Met line again is still on the old signalling system (elements of which
are *really* old) - the new system is coming, but still some way down the
pipeline.

The performance of both sets of new stock is (UIVMM) superior to the old
stock it has replaced / is replacing - it's just all about the new
signalling systems being in place to support that superior performance.

On Sun, 7 Aug 2011 14:19:01 +0100
"Mizter T" wrote:
The performance of both sets of new stock is (UIVMM) superior to the old
stock it has replaced / is replacing - it's just all about the new
signalling systems being in place to support that superior performance.

Just out of interest, does anyone know if these new stocks get superior
performance from the same amount of electricity or are they just sucking
up more of the stuff?

B2003

In article , d ()
wrote:

On Sun, 7 Aug 2011 14:19:01 +0100
"Mizter T" wrote:
The performance of both sets of new stock is (UIVMM) superior to the old
stock it has replaced / is replacing - it's just all about the new
signalling systems being in place to support that superior performance.

Just out of interest, does anyone know if these new stocks get superior
performance from the same amount of electricity or are they just sucking
up more of the stuff?

It rather depends how you count the introduction of regenerative braking,
surely?

--
Colin Rosenstiel

On Mon, 08 Aug 2011 04:53:12 -0500
wrote:
In article , d ()
wrote:

On Sun, 7 Aug 2011 14:19:01 +0100
"Mizter T" wrote:
The performance of both sets of new stock is (UIVMM) superior to the old
stock it has replaced / is replacing - it's just all about the new
signalling systems being in place to support that superior performance.

Just out of interest, does anyone know if these new stocks get superior
performance from the same amount of electricity or are they just sucking
up more of the stuff?

It rather depends how you count the introduction of regenerative braking,
surely?

I was assuming without. The effectiveness of regenerative braking varies
anyway , plus I don't understand how it can work well on the tube with all the
seperate sections of traction supply the lines have. Surely it will only
work if theres another train fairly close by?

B2003

wrote in message
...
On Mon, 08 Aug 2011 04:53:12 -0500
wrote:


It rather depends how you count the introduction of regenerative braking,
surely?

I was assuming without. The effectiveness of regenerative braking varies
anyway , plus I don't understand how it can work well on the tube with all
the
seperate sections of traction supply the lines have. Surely it will only
work if theres another train fairly close by?


Not necessarily. I understand one of the prerequisites for the introduction
of regenerative braking on the Central Line was a requirement to replace
older motors in escalators at stations. They share their supply with the
traction and needed to be able to handle the greater variations in supply
voltage.

--
DAS

On Mon, 8 Aug 2011 23:21:06 +0100
"D A Stocks" wrote:
Not necessarily. I understand one of the prerequisites for the introduction
of regenerative braking on the Central Line was a requirement to replace
older motors in escalators at stations. They share their supply with the
traction and needed to be able to handle the greater variations in supply
voltage.

Does that mean the escalators speed up slightly when a train brakes into
a station? Seems a good idea - get the passengers from the last train
out of the station quicker!

B2003

In message , at 23:21:06 on Mon, 8 Aug
2011, D A Stocks remarked:
I understand one of the prerequisites for the introduction of
regenerative braking on the Central Line was a requirement to replace
older motors in escalators at stations. They share their supply with
the traction and needed to be able to handle the greater variations in
supply voltage.

That's quite interesting. I've been at a couple of National Rail
stations (one SWT, one FCC) where the power had failed to the station
itself, but remained in place for the trains. Neither had escalators.
--
Roland Perry

In message , at 09:54:29 on Tue, 9 Aug
2011, d remarked:
I understand one of the prerequisites for the introduction
of regenerative braking on the Central Line was a requirement to replace
older motors in escalators at stations. They share their supply with the
traction and needed to be able to handle the greater variations in supply
voltage.

Does that mean the escalators speed up slightly when a train brakes into
a station? Seems a good idea - get the passengers from the last train
out of the station quicker!

Hopefully they stay the same speed, but don't draw as much "external"
power for a few seconds.
--
Roland Perry

On Tue, 9 Aug 2011 13:47:22 +0100
Roland Perry wrote:
In message , at 09:54:29 on Tue, 9 Aug
2011, d remarked:
I understand one of the prerequisites for the introduction
of regenerative braking on the Central Line was a requirement to replace
older motors in escalators at stations. They share their supply with the
traction and needed to be able to handle the greater variations in supply
voltage.

Does that mean the escalators speed up slightly when a train brakes into
a station? Seems a good idea - get the passengers from the last train
out of the station quicker!

Hopefully they stay the same speed, but don't draw as much "external"
power for a few seconds.

Ah pity. I had images of a couple of particularly full trains pulling into
a station at the same time and people being flung off the top of the
escalator over the ticket barriers

B2003