New tube for London stock

I gather it got graffitied in the Clapham area.

This is exactly why we discourage posting information about unusual train movements on this forum!

As the train is now safely at Ruislip:
appropriate loco: 66.718
W 48001-47001-46001-45001-42001-41001-40001-39001-38001 E

Geoff Marshall has just posted a video of a recent visit to the Siemens factory in Goole:

Whats in all those boxes behind the train?

Was an 'UndergrounD' themed loco planned to be hauling this - or just pure happenstance?

6-cars of S8 Stock went from Derby to InnoTrans Berlin in 2011, about 200km shorter than Vienna!

Sounds extremely light for what it is

I think that quite likely. However, the train arriving at Ruislip has only one such wagon next to each loco. Earlier, seen at speed, it has another five wagons before the last loco. Why this uneven loading? Was it because more weight was needed at higher speeds, but would not fit into Ruislip Depot? Or did those five wagons later arrive as a separate train to fit in the depot and deliver fleet spares, consumables and 24ts specialised tools with the first train delivered?

Nice pic here:

enfielddispatch.co.uk/first-new-piccadilly-line-train-arrives-in-london-ahead-of-testing/

It is believed that 38071-48071 was specially renumbered to 38001-48001 for delivery to London, having previously been tested at the Wildenrath test facility.

So, the first train has arrived in London numbered 38001– 48001. Is this scheme unique on LU?

Victoria Line trains start from 11001–11002; the Metropolitan Line trains are numbered from 21001–21002. These are numbered as half-length units, making a train with A and D end cab cars. The new Piccadilly Line trains are formed up as trains, and cannot easily be split. The cars could have been numbered from end to end 31001–39001, but have interestingly been numbered with two cars missing. This can only be so the same numbering system is applied to similar trains later planned for the Central Line with eleven cars. On that basis, starting from 31001, the other end would have been car 41001. So, the numbering scheme requires the end cabs to be 10,000 apart, an innovation for this fleet. On this basis the 38001 car would have been hidden in the middle of the train.

The PriestmanGoode conceptual design of 2014 was said to be inspired by 1938 tube stock, hence the 38xxx numbering scheme shown on the images at that time. The interior design used a colour palette inspired by the classic train, but has since been brightened to provide a modern look. Perhaps this numbering is appropriate since those trains were based on the 1935 stock prototypes which were the first tube trains to have equipment confined beneath the floors, and all subsequent tube trains have been modernised versions, until now! The new 2024ts fleet is the first rethink of tube stock layout actually built in almost 90 years.

Since the new number system provides for 11-car trains, it appears to be ready to cover the complete Siemens contract if all options are exercised:

• The Piccadilly fleet could run 38001 – 38112;
  The Bakerloo fleet could follow 38201 – 38278 if the extension to Hayes is done;
  The Central Line fleet might then follow 38301 – 38413;
  The Waterloo & City fleet bringing up the rear with 38501 – 38507.

That is the extent of the current Siemens contract, although trains will vary from line to line, and are not intended to be interchangeable. A further contract to replace trains on remaining lines could go to a different manufacturer, but it is unlikely to vary much from the principles established with the Piccadilly Line fleet: light weight, open gangways, double-doorways, air conditioning, etc.

It is notable that this numbering system has room to be continued through the complete tube line stock renewals!

• Jubilee Line 38601 »;
  Northern Line 38701 » and 38801 »;
  Victoria Line 38901 ».

 
Does the roof-level coupling exist at both ends of the intermediate cars? Is there a corresponding fitment on the wheeled cars? Can these be seen in a completed train, or are they contained within the flexible section between cars?

My understanding is that the high level coupling is at one end of the intermediate car.

It certainly poses challenges, but the same applies to all other 'urban metro' systems which use platform doors. There are many of these in Asia - it will be interesting to see what they do.

Realistically speaking the issue will not become directly relevant here in London for many years and by then there may be experience elsewhere which could help transport planners here in London see an optimal way forwards (or see solutions that did not work as well as had been hoped - so are best avoided).

Any ideas yet when the new train will start Eng hours test running on LUL metals (either on the Picc line or any larger gauge areas) - I guess it has already moved under its own power within Ruislip depot?
There are plenty of picc line weekend closures on the 6 mth look ahead - I guess these are for the necessary infrastructure works.
The cancellation of Nighttime Engineering hrs is probably only published in the traffic circular (but included in the access planning process)