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 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

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

On Tue, 9 Aug 2011 13:46:11 +0100, Roland Perry
wrote:
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.

Unlike NR, LUL once had dedicated generating capacity, so it kind-of
makes sense.

Neil

--
Neil Williams, Milton Keynes, UK

In article ,
(Neil Williams) wrote:

On Tue, 9 Aug 2011 13:46:11 +0100, Roland Perry
wrote:
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.

Unlike NR, LUL once had dedicated generating capacity, so it kind-of
makes sense.

Even the present NR had generating capacity at one time. It was decided that
the National Grid would be better value. It's hard to see that they were
wrong.

--
Colin Rosenstiel