A ride on the new trains for London Underground's Piccadilly Line
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- เผยแพร่เมื่อ 27 ส.ค. 2024
- Metro Report International takes a ride on the first of the new Siemens Mobility trainsets for London Underground's Piccadilly Line, which is on test at the Wegberg-Wildenrath Test & Validation Centre in Germany.
![[TH] 2024 PMSL SEA W2D5 | Fall | พลาดวันนี้ จะต้องเสียใจ](http://i.ytimg.com/vi/A5-Cuo12p6A/mqdefault.jpg)
I will miss the 73TS for sure because they were what I rode on when I first visited England in the winter of ‘08
I can remember when both the existing Bakerloo and Piccadilly Line trains were brand spanking new!! Newer trains than these, such as the 1983 Stock, have already been scrapped!
When are they gonna replace the Bakerloo line trains, those things are falling apart!
Piccadilly has first priority, as although the Bakerloo ones are slightly older, Heathrow puts the Piccadilky higher up the pecking order!! Also, plans for extending the Bakerloo beyond Elephant & Castle towards Lewisham or Camberwell haven't been finalised yet, or a starting date given for construction. I think they're hoping the 1972 Stock on the Bakerloo will "soldier on" until the line extension opens!!
@@ianmcclavinnot true, Sadiq khan said the trains will be replaced before they start with the line extension. That’s why the extension likely won’t open before 2040
Is there any raw footage of this train where you can hear the sound of the motors?
You can hear it in Geoff Marshalls video in the background. There's no real footage yet . Patience is all we have at the moment
@@bb-3653Siemens and Mitsubishi Electric signed an agreement to cooperate in SiC-VVVF power module technology. Recently, Siemens has been testing some LRV trains with the Mitsubishi SiC modules and Siemens will work with them on development. I don't know what the new London trains will sound like, but it was confirmed by Siemens on their website that there will be SiC-VVVF inverters and permanent magnet motors to reduce weight and improve energy efficiency. A possible example would be the Tokyo Metro 18000 series. That uses a Mitsubishi SiC-VVVF module combined with a permanent magnet motor.
@@bb-3653yeah we’ll have to wait until either a fully dedicated in-depth news story covering the new Stock or wait until they’re spotted being tested on the actual line in service
Time stamp?@@bb-3653
I wonder why the windows are so small, almost airplane style.
It's for the air conditioning (air vents)
Thinking about it if planes didn’t have small windows we would complain about it. We are just use to a planes windows.
these windows are much, much bigger than an airplane window
@@alegsb3943 Of course they are but I trust you got my point.
@@5mnz7fg yes
Nice !
The face is very Alstom-like with the LED bands contour for the red / white lights.
Great that they've reduced weight but I'm a bit surprised by the choice of alternating carriages with and without bogies.
Sure, it decreases weight but it limits train consists to odd numbers of carriages and probably creates more strain on the joints between carriages. All the weight of non-bogie carriages being supported by the hinges connecting with bogie carriages.
While intercarriage / Jacobs bogies, like on many Alstom, CAF or Talgo trains, are a better solution in my opinion because they offer the same reduction in bogie number / weight (half + 1 compared to conventional bogie placement), but they also :
- do not increase structural forces on joints, the bogies being the articulation joints where the weight is directly supported by and transmitted to the bogies,
- reduce the likelihood of jackknifing in case of accident by rigidifying the consist,
- allow for middle carriages to all be on the same structural model, reducing the number of different structures to only 2 (end cars & mid cars) instead of 3 or more (end cars, mid cars with bogies, mid cars without bogies), commonality being always more economical,
- allow consists to have any number of carriages (odd or even), trains can be shortened or lengthened at will,
- have better turn radius and reduce platform gaps because the wheelbase distance is pretty much consistent and reduces the clearance needed as the bogies become the most protruding points of the train on the external side of a curve, which is particularly important in London's Tube where there are many curved stations.
Plus, intercarriage bogies are already often considered less practical for maintenance than conventional ones because they require to support one side of the carriage when decoupling, but with this new trains all non-bogie carriages will need support on both ends to be decoupled.
The Bombardier / CAF MI20 trains that are set to arrive on Paris RER line B have shorter carriages mounted mainly on intercarriage bogies and very wide doors located near the bogies specifically to reduce the platform gaps at the numerous curvy stations of this line.
The Stockholm Pendeltåg and Copenhagen S-Tog, both S-Bahn like networks, have respectively X60 trains (Alstom Coradia Nordic) and Litra SA / SE trains (Alstom-LHB and Siemens), that are articulated on intercarriage bogies, much like the fairly recent Z50000 / Francilien trains (Bombardier) running on Paris Transilien network and as temporary reinforcements on RER line E.
We know that Siemens is capable of producing articulated trains with intercarriage bogies, like the Mireo in Bavaria.
The intercarriage bogies are a tried and tested solution offering the same advantages, so why venture into new bogies arrangements that seem to have quite obvious disadvantages?
What does this new structure offer that the intercarriage bogies don't?
These new tube trains look great but I think that their structure needlessly adds new constraints whereas the good old intercarriage / Jacobs bogies would have given the same results minus the new constraints.
Originality is great, but is it always the better choice?
We'll see...
In the meantime I'm eager to ride these new trains next time I'm in London.
Woow,sabes mucho de trenes!!
Yo sueño con tenerlos en mi país, qué maravilla✨🇺🇾
Standard articulation/Jacobs bogies wouldn’t fit within the space of a deep-tube train as the structure would rise too far up into the passenger space, meaning that walkthrough carriages wouldn’t be possible. This multi-articulation allows for the best of both worlds
@@its-eric What?? Jacobs bogies ala Alstom take less space than regular bogies...
What's the cabin / platform height of deep Tube trains?
@@KyrilPG the wheels of tube trains already reach up within the cabin, placed under the seats like low floor trams. There aren't any Jacobs bogie LF trams that I'm aware of, at least within the low section.
@@its-eric But what's the cabin floor / platform height in deep tube lines or Piccadilly line if it's different?
From what I've found, deep tube platform height should be 690mm (1002mm for subsurface). Is that right? (From railway-technical page "rolling stock manufacture").
And there are Jacobs bogies under open gangway articulations possible on 760mm and even *550mm* floor trains. So it should be perfectly possible.
And even by keeping the larger wheels, there could be seats on both sides of the articulation.
One things strikes me as odd or impractical: The grabpoles so close to the seats. Imagine all seats are taken. Then one passenger holding to that pole. Where does he stand? He could be just a foot from the pole to hold onto it. Where are his feet then? Between two of the passengers' sitting. Do they get entangled? What if he/she wants to stay more forward or back? What about the passengers who are next to him standing? They can't use that pole so they are left without something to get a hold.
I suggest to move the poles to the center or at least one foot away from the seats. This way more passengers can use it without trampling on the sitters' feet. It looks like a design that has never been tested by real passengers. Too few grabpoles! Get the train full of standees and then accelerate or brake it hard. And then talk to that human argo being tossed around.
Centre grab poles may actually slow down station dwell times I think given blue narrow tube trains are.
@@Peter-mj6lzYabut how will people standing in the center find a hold? I think there is a dearth of hold-ons.
@@user-sm3xq5ob5d The poles at the top since a tube train isn’t that wide. Most people stand in the door areas.
Some people really don't have any brain cells
why do the windows have to be so small
I think for the air conditioning (space for air vents and such). It does feel like a bit of a shame but if the air con works well, especially in the summer it's a price worth paying!
Nice
0:22 As the famous cry in das Boot has it:
"ALARM!!!"
That's what I hear whenever increase in capacity is mentioned. Funny that they never mention more seats though. Almost without fail, a 10% increase means fewer sitting because of fewer seats and more standing, err... because of fewer seats.
Nope. The 2024 stock will have 17.5% more seats in a 6.4% longer train.
@@Gfynbcyiokbg8710
Well now, there's a thing!
Thank you for putting me right.
I can't quite believe it but I cannot but believe your correction.
Occasionally, just occasionally, humanity intervenes to supplant bog standard corporate costings for the better.
That train is coming in 2025 😮
I CANT WSIT!
2:32 Let's hope that they remember to check the doors this time. A perhaps understandable omission last time as the engineers can be forgiven for concentrating on more traditional areas such as motive power, going, stopping, the comfort and safety of the "customers", the control systems and so on.
I'm not very pleased with the careful use of the phrase
"air cooling systems" I'm pretty sure that we were presented with a glossy corporate confabulation with one of the first things heavily promoted and crowed about was the wonderful news that they'd finally cracked the problem of air conditioning on the deep tube lines.
4:10 Someone hasn't told the money man, Mr. Harvey though. Typical skulduggery, tell everyone else that it doesn't exist except for the Chief Capital Officer who can then still be tapped for it and you can pocket the difference.
I'm joking of course but it is an interesting slip of the tongue.
Air cooling is very often refered to as aircon because they do the same things just in different ways. Plus aircon would just make things a lot worse
@@Gfynbcyiokbg8710
Worse for the planet in the macro sphere, certainly.
But as we all know, simply blowing the air from outside, especially in the tunnels, is about as useless for cooling as an ashtray on a motorbike.
Even last weekend, dropping the end windows did little to help on the current stock.
Equally, last summer's bit too hot week wasn't made any more comfortable by opening the windows and putting the fan on.
So I hope that the engineers have a trick up their (short) sleeve.
Am not sure about the 1960s style windows, what will be the design choice in 50 years time wooden floors, still better than having old trains, what we need now is new trains on the Central line and put the 92 stock on the Bakerloo if the government stops spending hundreds of billions aboard every year.
Whimps
2025 stock
Apparently it's 2024 stock
Yeah should be called 2025 stock But it is build in 2024 so I get why they called it "2024 stock"
Another poor interior design without any overhead rails to hold onto in the door area. Everyone fighting over one central pole and others forced to balance dangerously. Also this minimises capacity.
Or you could just hold the poles by the doors and the ends of the seats? It definately doesn't minimise capacity
CAN YA NOT COMPLAN