New tube for London stock

The 2024 Stock are the first trains to have the new cab security device fitted as standard.
Other Stock are to be retrofitted with it, in order of expected fitting:
‘92 4/2025
‘96 6/2025
S7 8/2025
‘09 10/2025
‘95 12/2025
‘72 2/2026
S8 3/2026

The project has been heavily Covid delayed: districtdavesforum.co.uk/post/468281/thread

The group of three near square windows is a little homage to early Standard stock perhaps?

Nobody hired 'her'; it is a text-to-speech voice designed by Acapela Group Babel Technologies S.A. for Siemens.

Yes that's the reason for the small square windows on the 24TS.

The small windows on the 1923 standard stock were also driven by practical considerations. The much larger windows on the previous gate stock were considered very rattly, and smaller windows were one of several measures intended to reduce the noise level for passengers.

This still from the TfL video on the New Tube for London concept shows the use of the air cooling ducts between the windows. The interior styling has changed since then but the basic concept remains the same.



Full video here: link

Will the new trains have LED display screens (sorry if that's the wrong term)? The concept images seem to show informational screens above the line maps above the windows, maybe they aren't installed yet or on a single image during testing (see Geoff's video 1:30).

If so, would adverts be displayed on these screens or on paper?

Where are you hearing the sample announcement?

There's a report of the press day in Wildenrath in the latest Rail Engineer trade magazine here: www.railengineer.co.uk/the-new-train-on-the-piccadilly-line-will-arrive-in-2025/

I suggest it depends on the energy efficiency of the existing stock - The Picc & Bak use friction braking & and traction control systems that create heat. The new trains use more regen braking + ac traction. The central line will be the interesting one

The logic went something like this.........
Air conditioning is a highly desirable customer amenity but the business case is not so good especially if the tunnel ventilation has to be improved.
But the provision of regenerative braking which will be at its most efficient in tunnel, reduces the amount of energy (heat) disippated into the tunnel. Having three phase ac traction instead of resistance control helps too.
So, there is 'headroom' to generate extra heat from air conditioning without the tunnels getting hotter than today. There should also be enough headroom for 27tph although I haven't done any calculations.

But, I hear you say, what about the service increase to 33tph or 36 tph?

The argument was that capacity increases have a superb business case. As increasing the service increases heat dissipation, there will need to be improvements to the ventilation system.

Not entirely independent of this is wind speeds in and around stations arising from higher braking and acceleration rates arising from ATO in older stations and some work may well be necessary to manage wind speeds.

Having said all that, on the Victoria line with all the changes made (new trains, new signalling, upgraded power supplies and much more frequent services), the overall energy consumption reduced compared with the old 1967 tube stock service.

As an afterthought, the Northern Line will be the only other line like the Piccadilly Line to have cooling problems if it goes to 33 or 36tph, perhaps with a split service, when it eventually gets its new trains. Current LU complaints about defective Central Line trains due to lack of investment also include the Northern in their list of lines having rolling stock problems.

Very interesting question exploring the subtlety between the terms "produce" "assemble", "build" & "manufacture".

I would expect that the vast majority of suppliers of the main modules/kit of parts for the train would be the same wherever the trains are built/assembled. I would also expect this applies to the main body shells/mechanical assemblies (with perhaps the exception of wiring looms)