S-stock trains on the London Underground have recently unlocked a new, rapid acceleration mode. You can see it in action between Temple and Victoria stations on the Circle and District lines. Filmed at Blackfriars and Temple, 30/12/2021.
I am a District operator and acceleration and speed limits have increased in the Auto sections. We are currently auto between Stepney Green and Sloane Square. End of March this will be extended to Barons Court, and Fulham Broadway. Summer will see us running east to Becontree and by November, all the way to Upminster. The trains will be faster, more frequent and line stock increased. An improved service for the great passengers out there that deserve it.
@@TaylaHollandYou would have to drive ATO in the automated section of the line because they no longer have the 'traffic signals' in place. Plus, the speed limit signs are removed because if that reason, so you would have to use ATO I suppose
@@TaylaHolland You can drive manual in the automated sections. Although it's something called protected manual, where the train will automatically brake down if you don't follow the speed limits.
@@iiExplosionz12 The traffic signals are all in cab now. If there was a train infront (in manual mode, known as Protected Manual), there is a red dash on the speedometer which is the 'target speed', this slowly lowers and the driver must brake down, if not, the train brakes down automatically with a warning saying 'Overspeed Imminent'. You will then be allowed to accelerate once the train is a suitable distance away from the next train.
Looking forward to seeing victoria line like speeds/acceleration and frequencies on the sub surface lines once cbtc is fully rolled out (although idk if thats wishful thinking at all)
@@marcodamasio Not all stations though. After Baker Street for example, the train actually goes upwards, and also after Finsbury Park and Tottenham Hale in the Northbound directions. But yes you’re correct, the Victoria line does slope down out of a lot of stations. But it’s not the only deep tube line to do so, from what I’ve personally seen with my eyes.
The S stock and 1972 stock are my local trains. Since I live in Harrow and want to go to central London from time to time, both the Metropolitan and Bakerloo lines are really useful. I just love riding on over 50 year old trains on the Bakerloo line. It truly is amazing hearing that old traction motor in action!
Living in Montreal, with our rubber tyre metros. The acceleration is extremely good. As a comparison to that trains full power, it's very comparable to my city's Metro.
A central computer at Hammersmith (In this case VCC4) communicates via fibre optic back bones to wayside radio units in the tunnel that have comms to the VOBC onboard the train via 2.7 GHZ wifi unguided media protocol
Ah love the documentation, I noticed on my way to work that they are alot faster the metropolitan line between places lile kings cross and liverpool street and tends to be very fast and sounds very powerful.. it almost reminds me of a class 365 after the pulsing sometimes
I am surprised by how widespread bombardier used that e-engine. It is being used in almost, if not all metros and trams they have delivered since the (correct me if I’m wrong) 2005‘s.
The Berlin Ubahn used to have insane levels of acceleration out of stations and then the doors would open whilst arriving into the next platform, quite a while before it stopped. Used to remind me of jumping out of the routemasters a bit early.
Actually no not quite, it means it's using CBTC (in cab signalling) the white light only means the train is ready to depart. Trains running under CBTC can be driven manually or on ATO.
I don't know how to describe the sound but the final screeching is much faster as well, the normal acceleration takes 14 seconds to reach its final screeching sound and the rapid acceleration only takes 8 seconds to reach its final screeching sound, an entire 6-7 seconds difference
I totally agree with you; I was born in July 1974, because of my disability I had to visit hospitals, so ever since I was a 3 month old infant I traveled to hospitals by the Underground a lot; I sorely miss the old Underground trains built before the 70's especially the CO/CP, R, and 1962 TS. Now that nearly all my favourite Underground trains have been scrapped, I can't relate to the modern Underground. It's tragic that a double ended R Stock unit cannot be formed for special runs, even though 3 R Stock cars have survived into preservation
According to wikipedia each car is 16.44 m long (I don't know what the difference is between DM and NDM so I took the average), and the last car takes 1.57 s to pass normally and 1.61 s to pass and full speed, so they're going 10.5 and 10.2 m/s at the end respectively. So that's 0.528 and 0.643 m/s/s respectively if my math is right.
@@Schobbish That's however not the actual peak acceleration, which should be for the 2nd one 1.3 m/s^2 (according to the official statistics for the stock), while for the normal one it's ~ 1 m/s^2 assuming the ratio between the two you got is right.
@@xander1052 yeah I noticed that too when I was looking at the wikipedia page. Maybe it doesn't use full acceleration because of a speed restriction? It's also possible that it's not using full acceleration by the end of the clip
I wanted to know why don’t they dig a tunnel and do an extension for the main line Train so they extend the unused abandoned underground stations. Why couldn’t they use the part D78 Stock train doors on the sides and also restructure the front face of the A60 and A62 stock and remix and make them all together and also redesign them overhead line and also make them into 5 cars per unit and also having 2 Disabled Toilets on those 5 cars per unit A60 and A62 stock trains and also convert the A60 and A62 stock trains into a Scania N112, Volvo TD102KF, Volvo B10M, Gardner 6LXC and Gardner 8LXB Diesel Engines and also put the Loud 7-Speed Voith Gearboxes in the A60 and A62 stock and also modernise the A60 and A62 stock and make it into a 11 car per unit so it could have less doors, more tables, computers and mobile phone chargers. A Stock Trains and also having 8 Disabled Toilets on those A stock trains. why couldn’t we refurbish and modernise the waterloo and city line Triple-Track train tunnel and make it more bigger and extend it to bank station, making it into a Triple-Track Railway Line so those 4 European countries such as Germany, Italy, Poland And Sweden to convert the waterloo and city line Triple-Track Train tunnel into an High Speed train. The Third Euro tunnel Triple-Track Train line to make it 8 times better for passengers so they could go from A to B. then put the modernised 11 car per unit A Stock and put them on a bigger modernised waterloo and city line Triple-Track train tunnel so it could go to bank station to those 4 European countries such as Germany, Italy, Poland And Sweden. The modernised refurbish 11 cars per unit A stock could be a High Speed The Third Triple-Track Euro Tunnel Train So it is promising and 37 times a lot more possible to do this kind of project that is OK for London Germany, Italy, Poland And Sweden. oh by the way, could they also tunnel the Triple-Track Railway Line so it will stop from Buckinghamshire, Hertfordshire and Essex so that the Passengers will go to Germany, Italy, Poland and Sweden and also extend the Triple-Track Railway Line from Bank to Buckinghamshire, Hertfordshire and Essex Stations so that more people from there could go to Germany, Italy, Poland And Sweden Easily. Why couldn't they extend the Piccadilly line and also build a brand-new underground train stations so it could go even further right up to Clapton, Wood Street and also make another brand new tunnel train stations in Chingford and could they extend the DLR. All of the classes 150, 155, 154, 117, 114, 105, 106, will be replaced by all of the Scania N112, Volvo TD102KF, Volvo B10M, Gardner 6LXC and Gardner 8LXB Diesel five carriages to disabled toilets are air conditioning trains including Highams Park for extend doing roots which is the Piccadilly line and the DLR trains. Could you also convert all of the 1973 stock trains into an air-conditioned maximum speed 78 km/hours (48 MPH) re-refurbished and make it into a 8 cars per unit if that will be alright, and also extend all of the Piccadilly train stations to make more space for all of the extended 8 car per unit 1973 stock air condition trains and can you also build another Mayflower and Tornado Steam Locomotive Companies and they can order Every 17 Octagon and Hexagon shape LNER diagram and unique small no.11 Boilers from those Countries such as Greece, Italy, Poland, and Sweden, can they make Mayflower and Tornado Steam Locomotive speeds by up to 117MPH so you can try and test it on the Original Mainline so it will be much more safer for the Passengers to enjoy the 117MPH speed Limit only for HS2 and Channel Tunnel mainline services, if they needed 16 Carriages Per units can they use those class 55’s, class 40’s and class 43HST Diesel Locomotive’s right at the Back of those 16 Carriages Per Units so they can take over at the Back to let those Mayflower and Tornado Steam Locomotive’s have a rest for those interesting Journeys Please!!, oh can you make all of those Coal Boxes’s 16 Tonnes for all of the 117MPH Mayflower and Tornado Steam Locomotive’s so the Companies will Understand us PASSENGER’S!! so Please make sure that the Builders can do as they are Told!! And Please do something about these very important Professional ideas Please Prime Minister of England, Prime Minister of Sweden, Prime Minister of Germany, Prime Minister of Italy, Prime Minister of Poland and that Includes the Mayor of London.👍👏👍👏👏👍
Increasing the power? The performance upgrade could be improved by simply changing the motor to axle gear ratio, sacrificing top speed for additional torque/acceleration. These trains don't need to be capable of running at 100 km/h on those services as the stations are too frequent for them to reach that speed anyways.
All axles on the S Stock are already powered, and all of the carriages are motor carriages. It seems the full acceleration is locked out unless in CBTC. The S7 are the same as the S8, but just one carriage shorter (obviously) and with longitudinal seating only. The reason for 62 mph top speed is the Metropolitan line running at that speed on the Harrow-on-the-Hill branch.
@@thebcplayer my point has less to do with increased power and more to do with increased efficiency, as it wouldn't be necessary to increase the DC supply voltage in order to improve the service performance. With motor torque sacrificed for increased angular velocity, the resistive power would be reduced whilst the reactive power increased. This means less power dissipated as heat across the internal resistance of the armature, and more energy can be recovered through regenerative braking. Even with the performance unchanged, less current would be drawn from the supply per train, reducing the required intervals between trains, enabling for a higher service frequency.
Oh, I see now. I think the issue is that the S-Stock were built with 750V DC as standard, but had to be altered to use 660V DC as the old trains couldn't use the higher voltage. When the older stock was gone the 4LM programme could begin, and the current was raised to what the trains were built for. It could also be a case of TfL not wanting to pay more for different traction requirements on the S7 and deciding that a uniform design, both visually and technically, would save them money. It would also mean that the S7 could run on the Metropolitan line and keep to the timetable, should it need to. But you make valid points. The 2009 Stock in the Victoria line uses 660V DC, and was going to have all axles be powered, but they settled on 75% powered axles. And yet, they still have the exact same rate of acceleration as the S-Stock on full power. It might be a case of the S-Stock being heavier like a mainline train, thus needing all axles powered in order to maintain the acceleration. Then again, TfL are broke, so it could just be a case of originally wanting to raise the voltage in time for the introduction, but not having enough money to do so, and holding off on that until the 4LM began.
@@thebcplayer I don't even get who thought it would be a good idea to use large, bulky and heavy trains for routes with stations literally walking distance apart in the first place. All the additional power required to accelerate that extra mass, along with the loading and erosion of the tracks. I'm guessing that they're still lighter than the C and D stocks they replaced, but from my perspective, it would've been far more viable to order light-rail trains of similar specifications to the ones used on the DLR and Croydon tramlink (of course, with longer carriages as the bends are less sharp).
I don't think TfL is to blame here. See, the S-Stock deal began before TfL took control of Undergound lines operation. The sub-surface lines were operated by Metronet, and they were partially owned by Bombardier, who constructed the S-Stock and 2009 Stock. Metronet went into administration in 2007, with the S-Stock deal having already begun, and TfL took over operations in 2008. It was probably already too late for TfL to change the deal, so they just went with it and decided to get the trains delivered. But that then begs the question, if Metronet were content with lower voltage and less powered axles on the 2009 Stock, why the change for the S-Stock? But it's not just the Underground. The Island Line on the Isle of Wight got upcycled D78 Stock in the form of the Class 484, and the voltage there was also raised from 660V DC to 750V DC. All axles on a 484 are powered, but as the only two cars on a 484 are DM cars, that makes sense.
Nothing to do with a secret unlock, it’s all to do with the transfer from Driver operated manual control in some areas and automatic control in other areas which are gradually expanding However one very important thing to note is that the acceleration speed from a stop in a station will always vary in either manual or auto modes depending on what signals are displaying (in manual) or what the system is calculated as safe (in auto)
Well when the express upgrade happens they will skip stations at 100mph through the tunnels- combined with a 35% premium on the standard fare it will be epic!
