Видео

Pause it at 0:06 and read the number on the train.

I suggest reading the class 756 Wikipedia page. Both units in this video are 756/0, which are 3 car.

lmao confidently incorrect

I feel the passenger comforts are the same in the 1938 stock as the current deep-level stock, although I am curious to see how the new Piccadilly line trains will be with their "air cooling"

@@cmrailwaysmy experience of the 1938 stock was that its motor was louder than current deep level stock but I think track noise is really loud with deep tube currently.

This test run started out the back of North Pole depot, and turned around at Kensington Olympia and one of the sidings at Willesden. In practice (when this is used for diversionary use) I imagine the trains would go up the ramp at Acton Main Line, briefly go on the NLL then swing onto the WCML at Willesden.

The return journey was via Southampton, so I imagine it would have been fairly easy to have overtaken it.

The class 483s were retired at the very start of 2021 (3rd January, I believe). I had fun riding them many years ago.

I did enjoy the odd trip to the IoW to ride the class 483s. The 484s are on my to-do list, but I am lacking the assurance they will actually be running (it's a long way for me to travel to find out the line is not running).

Probably looks more vivid because it's clean!

They were withdrawn a long time before I was born, but I did ride the ones on the Isle of Wight

The current deep-level London Underground trains are the same height (as the tunnels are still the same size). This 1938 stock being preserved is a rarity in the UK - there are not many other electric multiple units preserved in working order elsewhere in the country (although there are plenty of loco-hauled trains preserved, as they have a good business case).

In service, there would have been two of these units coupled together.

In service, it would have been 7 cars (4 + 3). The other 3 cars would have been coupled to the 'D' end of the train in the video. The 5th car would either be another driving motor (DM) or an uncoupling non-driving motor (UNDM), car 6 a trailer (T) and car 7 a DM.

Trips like this often have both the front and back cabs internal door open. They are more likely to let you in the back cab than the front one. Just got to share it with the other passengers in the coach.

The London Transport Museum do an amazing job at keeping it in immaculate working condition. I believe the CBTC boundary on the Met line (at time of filming) is Finchley Road (traditional train stop north of there).

The acceleration feels like a class 710 on 3rd rail. According to Wikipedia, Class 701 acceleration is 0.7m/s² (Class 720 is 0.8m/s²)

@@cmrailways Wikipedia says 0.96 for me. I've never been on a class 710 with 3rd rail before (only on the AC areas), so I can't really tell what you mean by that, is that good or..?

The value of 0.96 isn't in the referenced material. ​ I cannot find the value of 0.96 in the news article referenced. In the limited info I can find, 0.7m/s² crops up a few times. Class 710 on 3rd rail feels underpowered compared to on AC, although I don't know if that's just due to speed/timetabling on the Watford DC line.

I believe this was a test run for potential running into Euston, should Paddington be closed for engineering works.

Paddington will be closed over Christmas 2024 for engineering works at Old Oak Common. Apparently, a shed load of HS2 infrastructure is being installed. GWR is looking at alternative routes into London during this blockade.

As an enthusiast and someone with a deep appreciation for railway engineering, I am utterly appalled by the glaring discrepancy in views between the Class 43 and the Class 800 videos. The Class 43, also affectionately known as the High-Speed Train (HST), embodies a unique blend of historical significance, cultural value, and engineering excellence, making it a standout icon in British rail history. Therefore, it's disheartening to see a video featuring the Class 43, a symbol of British rail heritage, receiving less attention than the Class 800, a more modern but less culturally significant train. First and foremost, the aesthetics and design of the Class 43 set it apart from the Class 800. The Class 43, with its sleek, elegant design, has been an iconic symbol of British railway engineering since its introduction in the 1970s. The distinctive appearance and the powerful roar of its engines evoke a sense of nostalgia and admiration. In contrast, the Class 800, while undoubtedly impressive in terms of efficiency, lacks the historical significance and unique design that make the Class 43 so special. It's disappointing to see a video featuring a train with such historical and aesthetic appeal being overshadowed by a more modern, albeit less culturally significant, counterpart. Moreover, the Class 43 is not just a train; it's a cultural icon. Its iconic status has been cemented through appearances in movies, TV shows, and countless photographs. The Class 43 represents an era in British rail history, and its cultural significance cannot be overstated. The Class 800, on the other hand, lacks this crucial cultural value. Despite being an engineering marvel, it does not carry the same historical weight or evoke the same feelings of nostalgia as the Class 43. It's disheartening to see the Class 43, with its rich cultural heritage, receiving less attention than the Class 800. Nostalgia plays a significant role in online engagement. People often seek out content that evokes a sense of nostalgia, making the Class 43 video inherently more appealing. Its historical significance and widespread cultural impact make it a more attractive subject for viewers. By overlooking the Class 43 in favor of the Class 800, viewers are missing out on an opportunity to immerse themselves in the rich history and cultural significance of British rail transport. Furthermore, the Class 43 video offers educational value, providing viewers with insight into the history and evolution of British rail transport. It can serve as an educational tool for enthusiasts and students interested in engineering, history, and transportation. The Class 800, while undoubtedly an engineering marvel, lacks this educational depth. By promoting content related to the Class 43, viewers can contribute to the preservation of British rail history and celebrate an iconic piece of engineering that played a significant role in shaping the modern world. The discrepancy in views between the Class 43 and Class 800 videos could also be attributed to the algorithms used by online platforms. The Class 800, being newer and more modern, might be pushed more aggressively by these algorithms, leading to higher viewership. However, it's essential to recognize the importance of preserving history and celebrating cultural icons like the Class 43. To address the discrepancy in views, it's crucial to actively promote content related to the Class 43. Utilizing social media, forums, and other platforms to share the video can help increase its visibility and recognition. By actively supporting content related to the Class 43, viewers can help preserve and celebrate British rail history for generations to come. In conclusion, the disparity in views between the Class 43 and Class 800 videos highlights the importance of cultural significance and historical value in online content. The Class 43, with its iconic design and historical importance, deserves more attention and recognition. By actively promoting content related to the Class 43, we can help preserve and celebrate British rail history for generations to come. It's time to give the Class 43 the attention and recognition it rightfully deserves.

Idk, but looks like there is central door locking fitted to these coaches.

@@cmrailways just saying

While class 745/1 (no first class) do occasionally run on this route, this train is two class 755/4s coupled together. Class 745 does not have generator cars or mid-cabs.

It’s not an 801 it’s an 802

Tri-mode Diesel or Overhead wires or battery (is running on overhead wires in the video)

I can only guess: - Mainly checking loading gauge issues (eg, platform height, gap etc). - Wouldn't want to accidentally bring the wires down around Euston just before rush hour. - Route to/from North Pole depot turned round at Kensington Olympia (no OHLE there).

Glimpse into furure

There were test runs to both Euston and Waterloo. Both could be used as a backup if Paddington is closed for works.

The route it was taking is unofficial for IETs. There are no signs to tell the driver when to switch from electric to diesel.

This was a test run (not a public passenger service, not a GWR driver).

I had a 4 hour gap between university lectures (so I was already in central London). Even though the train was 42 minutes late, I still had plenty of time to get back to uni.

About 11:10 am (both bits of video are 3.5 hours apart, with the interior one first)

They are good stock, but they could do with more seat padding (regularly having to ride them for 30 mins to get where I want to isn't fun).