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Post by Deleted on Dec 30, 2008 1:29:37 GMT
I love the 1992 and 1995 tube stocks , they are so fast! Agree with you on the 1992 tube stock, but NOT the 1995 stock - they're sooooooo slow; honestly they're enough to send me to sleep - and I NEVER sleep on the tube I believe the 1995 stock will start running under ATO but that's not for a good couple of years yet at least. So for the moment their acceleration (how would I put it? - ed) is limited to 62%, which is the main reason why they seem so slow.
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Post by M1104 on Dec 30, 2008 2:53:24 GMT
Thank you, someone agrees with me about the Central Line stock ;D ;D LOOL! I love the noise of the Jubilee line too, plus my dad! My dad and I went on the jubilee line one time, like 7 - 8 yrs ago from Stratford, all the way to Stanmore, because I use to just like to travel on trains and we went that far, because he loved the noise!!! I also like the humming noise it makes when at high speeds. It sounds like my washing machine on final rinse. ;D The Northern Line trains make the same noise, but with all that racket in the tunnels it's harder to listen to (unless one travels between Golders Green and Edgware where the train's out in the open).
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Post by M1104 on Dec 30, 2008 3:09:30 GMT
1967 stock is right (the ones on the Victoria Line), but I'm not sure what you mean by 2001 stock (as they don't exist) Which line are you referring to? Oh yh, I meant C stock, the Jubilee Line ones. My favourite used to be the 73 stock on the Picadilly Line before refurbishment, though i still like them now. I especially like how quick and quietly the doors suddenly closed, compared to the 67 stock on the Victoria Line and the 72 stock on the Bakerloo Line...which used to "HISSSSS!!!" before the doors rolled shut (same with most older trains except the D stock District and the '83 stock from the Jubilee, which were the smaller version of the D stock) Back to the Picadilly Line, my favourite run was between Hammersmith and Acton Town where it would floor it pass 4 tube stations and about 4 Disctrict Line trains (as they had to slow down to serve all those stations). Another good thrash of a run is between Hounslow West and Hatton Cross where the train would come out the tunnel to cross over a river then back in the tunnel again. Also, in this section of the tunnel you can see the train passing in the opposite direction as it's one wide tunnel instead of two seperate tunnels. I think the longest run between two service stations is on the Victoria Line from Finsbury Park to Seven Sisters. The train is going fast but yet takes ages to get to Seven Sisters, even if all signals are green. It also feels like the train is going down hill, hence a bit more speed out of the 67 stock.
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Post by M1104 on Dec 30, 2008 3:19:58 GMT
You're banned!!!! ;D On a serious note, i'm becoming more and more frustrated by the District line. God d*mn it, they're so slow it's terrible. I know the reasons why, but when you're so used to the Jubilee Line, you get used to some speed. How dare you say that the D78 stock is slow! LOL ;D ;D ;D If you say that, then it'll also apply to the 1973 stock since both of them are nearly the same! Both of these trains are 2 of my all time favourites too ,as well as the 1996 stock. I've noticed quite a while back (1980s) that the D stock and 73 stock sound like they have the same motors. Obviously the 73 stock on the Picadilly would accelerate faster as they're smaller, but the D stock would catch up if it had enough track miles to do so. I've seen a D and 73 stock leave Hammersmith at the same towards Heathrow and the D stock trailed a bit but then started to catch up....until it was needed at the next stop (where the Picadilly continues on).
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Post by sarah607 on Dec 30, 2008 19:29:47 GMT
i love the 1995 stcok
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Post by Deleted on Dec 30, 2008 20:39:49 GMT
I've noticed quite a while back (1980s) that the D stock and 73 stock sound like they have the same motors. The D stock and the 73ts share a lot of common circuits & equipment - though obviously not quite to the same level when compared to the 83ts which is a direct 'tube size' version of the D stock. Obviously the 73 stock on the Picadilly would accelerate faster as they're smaller, but the D stock would catch up if it had enough track miles to do so. The 73ts may be smaller, but the D stock is very light as full size trains go.........see below for more on this point.... I've seen a D and 73 stock leave Hammersmith at the same towards Heathrow and the D stock trailed a bit but then started to catch up....until it was needed at the next stop (where the Picadilly continues on). When the 73ts was refurbed, it was found to be significantly heavier and had to have the weakfield permanently cut in to allow for a decent rate of acceleration - D stocks are not allowed to use the weakfield until they reach Turnham Green. Even though the D stock is now heavier after it's refurb, it would easily beat a 73ts westbound out of Hammersmith if it were allowed to make use of the weakfield. And before wheel size is raised as an advantage, D stocks and 73ts share the same wheel sets which makes the D stock the odd one out when compared to other full size stock.
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Post by Deleted on Dec 30, 2008 23:47:45 GMT
I'm sure it speaks highly of you too! ;D ;D ;D However, what has this got to do with Central Line Rolling Stock, which is 1992ts? ;D ;D ;D
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Post by M1104 on Dec 31, 2008 2:27:26 GMT
I've noticed quite a while back (1980s) that the D stock and 73 stock sound like they have the same motors. The D stock and the 73ts share a lot of common circuits & equipment - though obviously not quite to the same level when compared to the 83ts which is a direct 'tube size' version of the D stock. The 73ts may be smaller, but the D stock is very light as full size trains go.........see below for more on this point.... I've seen a D and 73 stock leave Hammersmith at the same towards Heathrow and the D stock trailed a bit but then started to catch up....until it was needed at the next stop (where the Picadilly continues on). When the 73ts was refurbed, it was found to be significantly heavier and had to have the weakfield permanently cut in to allow for a decent rate of acceleration - D stocks are not allowed to use the weakfield until they reach Turnham Green. Even though the D stock is now heavier after it's refurb, it would easily beat a 73ts westbound out of Hammersmith if it were allowed to make use of the weakfield. And before wheel size is raised as an advantage, D stocks and 73ts share the same wheel sets which makes the D stock the odd one out when compared to other full size stock. Sorry, but what is weakfield?
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Post by snowman on Dec 31, 2008 8:46:49 GMT
The D stock and the 73ts share a lot of common circuits & equipment - though obviously not quite to the same level when compared to the 83ts which is a direct 'tube size' version of the D stock. The 73ts may be smaller, but the D stock is very light as full size trains go.........see below for more on this point.... When the 73ts was refurbed, it was found to be significantly heavier and had to have the weakfield permanently cut in to allow for a decent rate of acceleration - D stocks are not allowed to use the weakfield until they reach Turnham Green. Even though the D stock is now heavier after it's refurb, it would easily beat a 73ts westbound out of Hammersmith if it were allowed to make use of the weakfield. And before wheel size is raised as an advantage, D stocks and 73ts share the same wheel sets which makes the D stock the odd one out when compared to other full size stock. Sorry, but what is weakfield? A quick explanation of weak field: with a dc (direct current) motor (new trains tend to have ac motors), there are a series of coils around the outside (think of segments of a peeled orange) which are powered up as the rotor turns (the electrictiy reaches the coil via a commutator which means each oil is only powered for part of a turn) As the coils are powered they produce a magnetic field. Around this you also have fixed coils producung magnetic fields. As everyone knows magnets attract in one direction, and repel in the other, so the motor turns as these magnets try and get closer, it keeps turning because the next coil is energised instead so that moves up. What happens as the motor gets faster is the rotating magnetic fields start to interfere as there is a time lag (basically when the current stops, the electromagnet doesn't instantly stop, but the magnetism fades out) so each coil wants to go back a bit to its optimum magnetically attracted position. This limits the speed of the motor and the amount of forward power. To overcome this the weakfield setting (which is normally only used at speed) switches out some of the coils, (the magnetic field is thus weaker) so there is less interference to the rotating magnetic field of the rotor from the fixed magnetic coils around it. On something like a tube motor there will be many windings (or coils) so if you think of it like segments, each segment is narrow. This makes it smoother, and easier to start, as you can have adjacent windings powered at once. Your main problem is if you turn the motor very slowly, each energised coil will have power for longer, so will get hot and could burn out. To avoid this the voltage is often reduced by connecting resistors in series at low speeds. There is a major disadvantage, the resistors waste expensive electricity and get hot so heat up everything (ok outside, but silly in a confined tunnel as tunnel gets hot) New generation trains use permanant magnet ac motors as these are more efficient and lighter (and can be easily controlled by simple electronics) you can also mount them direct on the hub unlike dc motors which need to be geared down. Conventional ac motors were the most popular in 1990s.
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Post by Deleted on Dec 31, 2008 13:52:01 GMT
However, the Central Line stock has DC motors ;D
Only the 1995/6ts and the two 09ts trains have AC motors.
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Post by M1104 on Dec 31, 2008 17:03:59 GMT
Sorry, but what is weakfield? A quick explanation of weak field: with a dc (direct current) motor (new trains tend to have ac motors), there are a series of coils around the outside (think of segments of a peeled orange) which are powered up as the rotor turns (the electrictiy reaches the coil via a commutator which means each oil is only powered for part of a turn) As the coils are powered they produce a magnetic field. Around this you also have fixed coils producung magnetic fields. As everyone knows magnets attract in one direction, and repel in the other, so the motor turns as these magnets try and get closer, it keeps turning because the next coil is energised instead so that moves up. What happens as the motor gets faster is the rotating magnetic fields start to interfere as there is a time lag (basically when the current stops, the electromagnet doesn't instantly stop, but the magnetism fades out) so each coil wants to go back a bit to its optimum magnetically attracted position. This limits the speed of the motor and the amount of forward power. To overcome this the weakfield setting (which is normally only used at speed) switches out some of the coils, (the magnetic field is thus weaker) so there is less interference to the rotating magnetic field of the rotor from the fixed magnetic coils around it. On something like a tube motor there will be many windings (or coils) so if you think of it like segments, each segment is narrow. This makes it smoother, and easier to start, as you can have adjacent windings powered at once. Your main problem is if you turn the motor very slowly, each energised coil will have power for longer, so will get hot and could burn out. To avoid this the voltage is often reduced by connecting resistors in series at low speeds. There is a major disadvantage, the resistors waste expensive electricity and get hot so heat up everything (ok outside, but silly in a confined tunnel as tunnel gets hot) New generation trains use permanant magnet ac motors as these are more efficient and lighter (and can be easily controlled by simple electronics) you can also mount them direct on the hub unlike dc motors which need to be geared down. Conventional ac motors were the most popular in 1990s. Thanks for the well details explaination.
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Post by jrussa on Dec 31, 2008 17:10:07 GMT
LOOL! I love the noise of the Jubilee line too, plus my dad! My dad and I went on the jubilee line one time, like 7 - 8 yrs ago from Stratford, all the way to Stanmore, because I use to just like to travel on trains and we went that far, because he loved the noise!!! I also like the humming noise it makes when at high speeds. It sounds like my washing machine on final rinse. ;D The Northern Line trains make the same noise, but with all that racket in the tunnels it's harder to listen to (unless one travels between Golders Green and Edgware where the train's out in the open). Yup yup, all true. I realize with the Northern Line that when it leaves most stations such as Tottenham Court Road and goes into a station, it makes this same sound from the video below at like 1:03/4 and 1:50 – 2:00. and again 2:56 – 3:06 www.youtube.com/watch?v=kRqEsZ8T9P4Oh yh, I meant C stock, the Jubilee Line ones. My favourite used to be the 73 stock on the Picadilly Line before refurbishment, though i still like them now. I especially like how quick and quietly the doors suddenly closed, compared to the 67 stock on the Victoria Line and the 72 stock on the Bakerloo Line...which used to "HISSSSS!!!" before the doors rolled shut (same with most older trains except the D stock District and the '83 stock from the Jubilee, which were the smaller version of the D stock) Back to the Picadilly Line, my favourite run was between Hammersmith and Acton Town where it would floor it pass 4 tube stations and about 4 Disctrict Line trains (as they had to slow down to serve all those stations). Another good thrash of a run is between Hounslow West and Hatton Cross where the train would come out the tunnel to cross over a river then back in the tunnel again. Also, in this section of the tunnel you can see the train passing in the opposite direction as it's one wide tunnel instead of two seperate tunnels. I think the longest run between two service stations is on the Victoria Line from Finsbury Park to Seven Sisters. The train is going fast but yet takes ages to get to Seven Sisters, even if all signals are green. It also feels like the train is going down hill, hence a bit more speed out of the 67 stock. I presume it is this part you like of the Piccadilly Line www.youtube.com/watch?v=074GvLQx4hE I agree with you 110% about the Piccadilly Line non-stop section and Hounslow – Hatton Cross. It was kind of weird when I first went on that section and all of a sudden I see the train in between the road lool and the fast down-hill part from Finsbury Park – Seven Sisters. I always wonder too, why it takes so long to reach there and the Blackhorse Road – Walthamstow Central For the Central Line, I wonder why it takes long between Mile End – Stratford + Leytonstone – Wanstead and it is going so fast!!
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Post by Deleted on Dec 31, 2008 18:54:36 GMT
I know of many times that the District is faster than the Piccadilly line between Hammersmith and Acton Town!
Also, a simpler explanation of weak field is the speed/motoring of the train. They go in this order. . Shunt -> Series -> Parallel -> Weak field
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Post by Deleted on Jan 1, 2009 16:12:45 GMT
Also, a simpler explanation of weak field is the speed/motoring of the train. They go in this order. . Shunt -> Series -> Parallel -> Weak field Well, as explained earlier, yes the resistance is less as the motor speeds up, but in the context of the weakfield switch on trains, you've all missed the point I was making! My apologies for getting all technical and then not explaining it very clearly - in the most simple of non technical terms, using the weakfield switch means faster acceleration.
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Post by M1104 on Jan 2, 2009 2:29:30 GMT
I also like the humming noise it makes when at high speeds. It sounds like my washing machine on final rinse. ;D The Northern Line trains make the same noise, but with all that racket in the tunnels it's harder to listen to (unless one travels between Golders Green and Edgware where the train's out in the open). Yup yup, all true. I realize with the Northern Line that when it leaves most stations such as Tottenham Court Road and goes into a station, it makes this same sound from the video below at like 1:03/4 and 1:50 – 2:00. and again 2:56 – 3:06 www.youtube.com/watch?v=kRqEsZ8T9P4My favourite used to be the 73 stock on the Picadilly Line before refurbishment, though i still like them now. I especially like how quick and quietly the doors suddenly closed, compared to the 67 stock on the Victoria Line and the 72 stock on the Bakerloo Line...which used to "HISSSSS!!!" before the doors rolled shut (same with most older trains except the D stock District and the '83 stock from the Jubilee, which were the smaller version of the D stock) Back to the Picadilly Line, my favourite run was between Hammersmith and Acton Town where it would floor it pass 4 tube stations and about 4 Disctrict Line trains (as they had to slow down to serve all those stations). Another good thrash of a run is between Hounslow West and Hatton Cross where the train would come out the tunnel to cross over a river then back in the tunnel again. Also, in this section of the tunnel you can see the train passing in the opposite direction as it's one wide tunnel instead of two seperate tunnels. I think the longest run between two service stations is on the Victoria Line from Finsbury Park to Seven Sisters. The train is going fast but yet takes ages to get to Seven Sisters, even if all signals are green. It also feels like the train is going down hill, hence a bit more speed out of the 67 stock. I presume it is this part you like of the Piccadilly Line www.youtube.com/watch?v=074GvLQx4hE Yes! that's the section i mean. It's a pity the train had to slow down when it came out side as it usually goes its fastest when its going back down slope into the tunnel before Hatton Cross. Also, if you had pointed the camera to the left you'd see the train's almost next to the the A4 (i think it's the A4 where the 105 bus use to go along, or does it still go that way). lol Regarding the Central Line, another long stretch is Liverpool Street to Bethnal Green. Also, Kings Cross to Caledonian Road on the Picadilly Line and Kings Cross to Highbury on the Victoria Line. It seems that once a tube line leaves zone one into the outer zones the stations become more distant from each other.
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