The London Underground 1967 Stock was a type of deep-level train that operated on the Victoria line of the London Underground from the line's opening on 1 September 1968 until 30 June 2011. It was also used on the Central line between Woodford and Hainault between 21 February 1968 and 1984, as the same automatic train operation (ATO) system was used on both lines.[2]
316 cars (39.5 train sets) were built by Metro-Cammell, and subsequently refurbished at Rosyth.[3] Withdrawn cars of Mk I 1972 Stock were later moved into the 1967 stock fleet in the 1990s, creating a fleet of forty-three 1967 stock trains. As they did not feature ATO, they were used only as non-driving cars, positioned in the middle of trains rather than at the ends. By the beginning of their retirement in 2010, the 1967 stock had achieved a mean distance between failures of over 14,000km (8,700mi).[4]
Each complete train consisted of two four-car units coupled together. The operator started it by simultaneously pressing two buttons in the cab to initiate the automatic process. They were the first London Underground trains with wrap-around windows in the driving cabs.
London Transport had built a batch of 12 prototype motor cars, known as the 1960 stock, to test out a number of new features,[5] and it was originally intended that these would form the basis for a production run to replace the ageing Standard Stock. However, tube usage was increasing, and with the Standard Stock proving unreliable in these new circumstances, the decision was taken to build the 1962 stock, which was essentially the same as the earlier 1959 stock. Metropolitan-Cammell, the manufacturer, built all three models on the same production line, without a break.[6]
In August 1962, after years of lobbying by London Transport, the government authorised the construction of the Victoria line, a completely new 10.5-mile (16.9km) underground line running from Walthamstow to Victoria. Designs for the line included high levels of automation, and this included Automatic Train Operation.[7] Trials were carried out on the District line, and once it had been established that automatic train operation was feasible, a full-scale trial was run on the Woodford to Hainault section of the Central line. Five of the six trains of 1960 stock were modified,[8] and automatic operation of the branch began on 5 April 1964. This enabled the system for the 1967 stock to be thoroughly tested,[9] and early units of the stock were tested out on the branch.[10]
Design
The 1967 Stock was the first opportunity to build cars which included many of the enhancements tried out in the 1960 Stock. They were designed for the Victoria line, and each train consisted of eight cars, marshalled as two four-car units. Each unit had a driving motor car at both ends, and two trailer cars between them. The outer ends of the motor cars were fitted with Wedglock automatic couplers, and all cars in a unit were semi-permanently coupled together. It was not expected that units would be uncoupled in service, and the arrangement on previous stock where uncoupling required simultaneous operations to be performed in both cabs was replaced by one where uncoupling could be initiated in the first car and completed afterwards in the second.[11]
The Victoria line was to be equipped for automatic operation, and the driver was replaced by a "train operator", with responsibility for shutting the doors, and then pressing two buttons simultaneously to start the train, after which the train would move under automatic control until the next station was reached.[12] However, a single controller to allow the trains to be driven manually in the depot or in emergency while in service was provided. This incorporated both traction control and braking. Door controls were provided in the cabs, and a facility to isolate either of the two units from the leading cab was also included. For the first time on tube stock, all control circuits were switched by cam-operated micro-switches. They were used on the traction and brake controller, the disconnecting units, the fault isolating switches, the door controls and other control equipment, and resulted in a significant reduction in the routine electrical inspection needing to be carried out.[13]
Rheostatic braking was used on the trains, and required amendments to the standard P.C.M. (Pneumatic Camshaft Motor) controllers, to include the switching in of the rheostats. When the train was to be stopped, rheostatic braking was used first, after which friction brakes on the trailer cars were brought into action. If required, friction brakes on the motor cars could also be used. The rheostatic braking fades as the speed drops below 10 miles per hour (16km/h), and so slow speed braking was always by friction brake. As on the 1960 Stock, traction was supplied by four motors, one on each axle. The motors on each bogie were wired in series permanently, and the traction controller performed series/parallel switching of the pairs of motors. The handbrake used hydraulic power to apply it, and then remained locked on until hydraulic pressure was used to release it.[14]
Window design followed the 1960 Stock, consisting of two large windows between each set of doors, giving a double-glazed appearance. The doors opened into the gap between the inner and outer skins. However, on the doors themselves, the windows were curved, so that the top was much higher than previous designs, allowing passengers to see station signs without stooping. Visibility for the driver was improved by the provision of wrap-around cab windows. Loading times at stations were improved by providing a stand-back beside the doors, so that passengers standing near the doors did not block so much of the exit. Lighting was by fluorescent tube, with two lights in each car fed from the battery through an invertor, so that they remained lit should the motor alternator shut down.[15] Two types of motor alternator were used. Some were manufactured by AEI, and generated 230 V AC at 850Hz, which was stepped down to 115 V for the lighting and 58 V for the battery charger. The alternative was manufactured by English Electric, and generated 60 V at 850Hz, which was stepped up for the lighting.[16]
The trains were the first in the system to be designed by an artistic designer (Professor Misha Black), rather than an engineer.[17]
Delivery
When first opened, the Victoria line terminated at Victoria station. They were fitted with Automatic train operation (ATO) equipment, which had been tested on the Woodford to Hainault section of the Central line, using modified 1960 Stock trains. At first, trains were delivered to Ruislip Depot on the central line. Following initial preparation for service, they were then transferred to Hainault Depot, where they ran as single units, so that the ATO equipment could be thoroughly tested. Once passed, they were taken to Leytonstone, from where battery locomotives were used to haul them over Eastern Region tracks to Northumberland Park Depot. After September 1968, when the first part of the Victoria line opened, trains were transferred from Ruislip to Northumberland Park directly, via a connecting link between the Piccadilly line and the Victoria line at Finsbury Park. Several four-car units were briefly transferred to operate the Woodford-Hainault service over the years, when the 1960 Stock units needed modification or overhaul.[18]
The extension of the Victoria line to Brixton required additional trains, and a further 18 four-car units were built. These were identical to the original units, and the numbering scheme followed on from where the first batch ended. Increasing traffic levels on the Victoria line during the 1980s eventually required more trains, which posed a problem, since no other stock could operate on the line, because of the need for it to operate automatically.[18] The 1972 Mk I Stock was similar, although it was built to run as seven-car trains, with a four-car unit much like the 1967 stock, and a three-car unit consisting of a driving motor car, a trailer car, and an uncoupling non-driving motor car, which was a motor car with no cab for the driver. Instead it was fitted with a shunting control cabinet at the outer end. The main differences between the 1967 and the 1972 stock was that the latter was designed for two-man operation, having door controls for the guard at the trailing end of the driving motor cars, and that it was reversible, as it had been ordered for the Northern line, where the Kennington Loop can result in either end of the train facing the north end of the line.[19]
However, most of the equipment was compatible with the 1967 stock, and so some of the 1972 stock was modified to work on the Victoria line. Two seven-car trains would be split up, and the uncoupling non-driving motors would be discarded, providing three four-car units. From an eight-car train, the outer motor cars would be removed, and used to replace the inner motor cars of an eight-car train of 1967 stock, releasing two motor cars fitted with ATO equipment, which would then be fitted to the outer ends of the 1972 stock.[18] The conversion work was carried out at Acton Works.[20] Fourteen driving motor and fourteen trailer cars were added to the Victoria line stock by this method between 1987 and 1989, and a further two driving motor cars and one trailer were added between 1995 and 1999.[21]
Automatic operation
The system of automatic train operation developed for the Victoria line, and hence the 1967 Stock, used two types of coded signals, which were fed into the running rails, and pickup up by two independent sets of coils on the train. The first was the safety signalling system, which used a continuous signal encoded at 125Hz. This was used to pass codes at 420, 270 or 180 pulses per minute (ppm) to the control circuits. Failure to receive any of these codes resulted in the emergency brake operating. 180 ppm allowed the train to operate at speeds up to 25 miles per hour (40km/h) but did not allow power to be applied if it had previously been shut off. 270 ppm allowed the train to operate up to the same speed, but power could also be re-applied if it had previously been shut off. Finally, 420 ppm allowed the train to run at the speeds set by the driving command system, which was the second of the two coded message systems.[22]
The driving command system used short sections of the running rails, 10 feet (3.05m) long, which were called 'spots', and carried signals coded at between 1kHz and 20kHz. Running speeds were coded so that 100Hz represented 1 mile per hour (1.6km/h), so a 3.5kHz spot indicated that the train should be travelling at 35 miles per hour (56km/h) and a 2kHz spot that it should be travelling at 20 miles per hour (32km/h). In addition, a 15kHz spot indicated that the traction motors should be shut down, but the train allowed to coast, while a 20kHz spot indicated that the train should stop, as the next signal was at danger. When a train passed a speed control spot on the approach to a station, the brakes were applied at different rates, depending on whether the train was travelling faster or slower than the specified speed. Once the speed was below 4 miles per hour (6.4km/h), the brakes were released slightly, to ensure a smooth stop, and the resting position would be within 5 feet (1.5m) of the desired stop point.[22]
Braking spots were provided at 5-mile-per-hour (8.0km/h) increments, from the expected maximum speed downwards, but if the train had been stopped at a signal by a 20kHz spot, for instance, the actual speed on approaching the station would be much slower, and the outer spots would be ignored. Speed control was by an electronic governor and a frequency generator mounted on one of the traction motors, with an overriding mechanical governor, connected to one of the axles on the trailer cars.[23] All trains were fitted with a fail-safe trip valve connected to the emergency brakes, and the mechanical governor operated this device if the speed exceeded 25 miles per hour (40km/h) when the 420 code was not being received, if the speed exceeded 50 miles per hour (80km/h) under any circumstances, or if the speed exceeded 11.5 miles per hour (18.5km/h) when the train was being operated in 'slow manual' mode. The trains could be driven manually at speeds up to 25 miles per hour (40km/h) if safety codes were still being received, or at 10 miles per hour (16km/h) if no codes were being received, either because of a failure or because the train was in the depot, where the tracks were not coded.[24]
Refurbishment
Beginning of 1989, all of the 43 8-car trains were taken to Acton Works, where they were fitted with passenger alarms, a public address system and other safety related features. The original hydraulic parking brakes were replaced by a new spring-operated brake. Following these changes, two units were selected for prototype refurbishment, which was undertaken by Tickford Rail of Rosyth Royal Dockyard and Vic Berry of Leicester. The work included replacement of the seats, lighting, panelling and grab rails. Externally, the cars were painted in a red, white and blue livery. The two units resumed service on 9 October 1989, and in June 1990, a rolling stock programme to update all of the cars was awarded to Tickford Rail.[20] The work was completed in 1995.[25]
Roster
As delivered, the numbering system composed of the following:
The 1967 Stock was replaced by 2009 Stock, built by Bombardier Transportation as part of the Victoria line modernisation programme. The first prototype of the 2009 Stock was completed in 2007, and production trains were delivered from 2009 onwards. The first one entered service on 21 July 2009.
In January 2010, the first eight cars of 1967 Stock were moved to C F Booth of Rotherham to be scrapped.[26] They had been used as a test train for several years.
After 27 May 2011, 1967 Stock trains were no longer able to run to stations north of Seven Sisters, because of the commissioning of a new, incompatible signalling system (and decommissioning of the old one) between there and Walthamstow Central. The last 1967 stock train from Walthamstow Central was formed of units 3075 and 3078, running as set number 246.[citation needed]
The last ever 1967 Stock train in passenger service on the remainder of the Victoria line (Brixton to Seven Sisters) ran on 30 June 2011.[27] The last service departed Seven Sisters at 18:29, formed of cars 3159+4159+4059+3059 and 3179+4179+4079+3079, running as set number 247. After having reached Brixton, the train returned to Seven Sisters for the last time, arriving at approx 1950. Due to delays caused by other factors, it ran around 20 minutes late on its last run.[citation needed]
Most cars were sent to C F Booth of Rotherham to be scrapped. However some units, particularly those which include 1972Mk1 cars, have been placed into storage at Eastleigh works, possibly as spare cars for the Bakerloo line. Two driving motor cars from the last run, 3079 and 3179, have been incorporated into the Asset Inspection Train. In addition to this, one four-car unit, 3160, remained in Northumberland Park depot. It was used to shunt newly delivered trains of 2009 Stock, however now that these have all been delivered it has been moved. Another unit, 3067, is used to train cleaners, and can move between various depots to facilitate this. It currently resides at London Road depot on the Bakerloo line.
Post-withdrawal use
Car number(s)
Notes
3007+3107
Under conversion to form part of the Tunnel Cleaning Train.[28]
Front end in storage at the London Transport Museum.[33]
3161
Stored at Acton Works, and used for Emergency Response Unit training.[34] This Driving Motor's destination blind, complete with its original enclosure, exists separately in a private collection.[35]
3179
Converted as part of the Asset Inspection Train.[31]
Static exhibit at the Walthamstow Pump House Museum,[36] also used for filming purposes and as a restaurant.[37][38]
Cultural preservation
The 1967 tube stock at Holborn, during a rail tour.
A refurbished motor car in which Queen Elizabeth II travelled during the official opening of the line in 1969, number 3052, is preserved in a non-working condition in the London Transport Museum's Acton collection. It was withdrawn from service in October 2010.[39] A damaged and unrefurbished driving motor, number 3016, was preserved at the Walthamstow Pump House Museum until the end of the site's lease in 2011, and was partly scrapped on site.[citation needed] Part of number 3016 is to be fully restored in time for the 150th anniversary of the London Underground, in 2013. However, refurbished driving motor car 3186 has now been preserved at the site, in experimental condition with a dark grey rather than white car end, and narrower transverse seating.
The 1967 stock was used as the tube train design for the Royal Mint's special £2 coin designs of 2013 marking the 150th anniversary of the London Underground.[40]
Engineering use
Motor cars 3079 and 3179 are now part of the Asset Inspection Train, sandwiched between two cars of 1972 Stock on either side and without the wrap-around cab windows.[41]
Related Research Articles
The Victoria line is a London Underground line that runs between Brixton in south London and Walthamstow Central in the north-east, via the West End. It is printed in light blue on the Tube map and is one of the only two lines on the network to run completely underground, the other being the Waterloo & City line.
London Underground rolling stock includes the electric multiple-unit trains used on the London Underground. These come in two sizes, smaller deep-level tube trains and larger sub-surface trains of a similar size to those on British main lines, both running on standard gauge tracks. New trains are designed for the maximum number of standing passengers and for speed of access to the cars.
The London Underground 1992 Stock is a type of rolling stock used on the Central and Waterloo & City lines of the London Underground. A total of 85 eight-car trains were built for the Central line and 5 four-car trains were built for the Waterloo & City line.
The Standard Stock title was applied to a variety of Tube stock built between 1923 and 1934, all of which shared the same basic characteristics, but with some detailed differences. This design is sometimes referred to as 1923 Tube Stock, 1923 Stock, or Pre 1938 Stock. Most of the Standard Stock was built to replace the first generation of "Gate Stock" Tube trains or to provide additional trains for extensions built in the 1920s and early 1930s. Standard Stock cars consisted of motor cars, with a driver's cab, behind which was a "switch compartment" occupying approximately one-third of the length of the car, plus trailer cars and "control trailers", with a driving cab but no motor. All were equipped with air operated sliding doors. The guard's door on the earlier trains was a manually operated, inward-opening hinged door.
The London Underground O and P Stock electric multiple units were used on the London Underground from 1937 to 1981. O Stock trains were built for the Hammersmith & City line, using metadyne control equipment with regenerative braking, but the trains were made up entirely of motor cars and this caused technical problems with the traction supply so trailer cars were added. P Stock cars were built to run together with the O Stock cars now surplus on Metropolitan line Uxbridge services. The trains had air-operated sliding doors under control of the guard; the O Stock with controls in the cab whereas the P Stock controls in the trailing end of the motor cars. The P Stock was introduced with first class accommodation, but this was withdrawn in 1940.
The London Underground A60 and A62 Stock, commonly referred to as A Stock, was a type of sub-surface rolling stock which operated on the Metropolitan line of the London Underground from 12 June 1961 to 26 September 2012, and on the East London line from 1977 until 22 December 2007, when it closed to be converted into London Overground.
The London Underground 1960 Stock was a class of electric multiple unit for the London Underground Central line. Twelve motor cars were supplied by Cravens, and pairs were made up to four cars by the addition of two converted standard stock trailers. A production run of 338 motor cars was shelved, due to the time needed to assess the new features and the cost of converting the trailer cars. Some of the pre-1938 trailers were later replaced by 1938 stock trailers.
The London Underground D78 Stock, commonly referred to as D Stock, was a type of sub-surface rolling stock which operated on the District line of the London Underground, except on the Wimbledon to Edgware Road service. The first units were withdrawn in January 2015 with the last withdrawn on 21 April 2017.
The London Underground C69 and C77 Stock, commonly referred to as the C Stock, was a type of sub-surface rolling stock used on the Circle, District and Hammersmith & City lines of the London Underground between 1970 and 2014. They were replaced by the S7 Stock.
The London Underground 2009 Stock is a type of London Underground train built by Bombardier as part of its Movia family at its Derby Litchurch Lane Works, England. A total of 47 eight-car trains have been built for the Victoria line. They entered service between July 2009 and June 2011 and replaced the 1967 Tube Stock. It is the first new deep level tube stock on the Underground network since the 1996 Stock entered service on the Jubilee line in 1997.
London Underground battery-electric locomotives are battery locomotives used for hauling engineers' trains on the London Underground network where they can operate when the electric traction current is switched off. The first two locomotives were built in 1905 for the construction of the Great Northern, Piccadilly and Brompton Railway, and their success prompted the District Railway to buy two more in 1909, which were the only ones built to the loading gauge of the subsurface lines. Following this, a number of battery vehicles were built by converting redundant motor cars, with the batteries placed in the unused passenger compartment. One exception to this was made by the City and South London Railway, who used a trailer car to hold the batteries, and wired them to a separate locomotive.
An electric multiple unit (EMU) is an electric self-powered train, capable of operating in multiple with other EMUs and without the need for a locomotive; these are typically passenger trains with accommodation in every vehicle and a driving position at each end. The term can also be used to describe a train that is a permanent formation with a non-driving power car, such as the Advanced Passenger Train. As of December 2010, two-thirds of the passenger carriages in Great Britain are formed in EMUs.
Electric locomotives were first used on the London Underground when the first deep-level tube line, the City and South London Railway (C&SLR), was opened in 1890. The first underground railways in London, the Metropolitan Railway (MR) and the District Railway (DR), used specially built steam locomotives to haul their trains through shallow tunnels which had many ventilation openings to allow steam and smoke to clear from the tunnels. It was impractical to use steam locomotives in the small unvented tubular tunnels of the deep-level lines, and the only options were rope haulage or electric locomotives.
The London Underground 1935 Stock was an experimental train design by Metropolitan Cammell in London. Twelve two-car units, marshalled into four six-car trains, were built. They served as the prototypes for the later 1938 Stock.
The 1920 Tube Stock consisted of forty cars built by Cammell Laird in Nottingham, England. These cars were the first new tube cars to be built with air operated doors. The batch consisted of twenty trailer and twenty control trailer cars, which were formed into six-car trains by the addition of twenty French motor cars built in 1906 and modified for air-door operation. They initially ran on the Piccadilly tube, but in 1930 were considered to be drab, compared to new stock being delivered at the time. The motor cars were therefore replaced by Standard Stock units, built in 1927, and the 1920 cars were refurbished. They were transferred to the Bakerloo line in 1932, and continued to operate until 1938.
The London Underground 1956 Stock consisted of three prototype units built before mass production of the 1959 tube stock. These units were tested on the Piccadilly line and remained in service after production trains were introduced. Later they were transferred to the Northern line, but in 1995 they were replaced as non-standard by 1962 Stock cascaded from the Central line.
Departmental locomotives on the London Underground consist of vehicles of a number of types which are used for engineering purposes. These include battery locomotives, diesel locomotives, electric locomotives, sleet locomotives, pilot motor cars and ballast motor cars. Details of the first four types are covered elsewhere. Pilot motor cars and ballast motor cars are generally vehicles which have been withdrawn from passenger service, but continue to be used by the engineering department. Pilot motor cars are used to move other vehicles around the system, while ballast motor cars are used to haul ballast trains and engineering trains.
Ruislip depot is a London Underground traction maintenance depot on the Central line, and is situated between the stations of Ruislip Gardens and West Ruislip in the London Borough of Hillingdon. The depot is accessible from both ends, and was built for the Central Line extensions under the 1935-1940 New Works Programme. It was nearly completed by 1939, when the outbreak of the Second World War prevented further work. It was used as a factory for anti-aircraft guns during the war, and was finally opened in 1948. The main car shed has 16 tracks, and there is also a three-track car cleaning shed.
Hainault depot is a traction maintenance depot in Ilford on the London Underground Central line, between Hainault and Grange Hill stations, now in the London Borough of Redbridge, England. Until boundary changes in 1998, part of the depot was in Epping Forest District. Construction began in 1939, but was delayed by the onset of the Second World War, and was not completed until 1948. It has stabled three generations of trains, Standard stock, 1962 stock and 1992 stock. It has also housed trains of the experimental 1960 stock, both when it was conventionally controlled and during trials of Automatic Train Operation (ATO) in preparation for the construction of the Victoria line. Some of the 1967 stock destined for the Victoria line was also stabled at the depot while its ATO equipment was tested and commissioned on the Woodford to Hainault Branch.
Acton Works is a London Underground maintenance facility in West London, England. It is accessed from the District line and Piccadilly line tracks to the east of Acton Town station, and was opened in 1922. It was responsible for the overhaul of rolling stock, and gradually took on this role for more lines, until the formation of the London Passenger Transport Board in 1933, when all major overhauls of underground vehicles were carried out at the works. By 1985, when rolling stock had become more reliable and maintenance intervals had increased, this function was devolved to depots on each line. Subsequently, Acton continued to overhaul major items after they had been removed from trains at the depots, and tendered for work, which included the conversion of the A60 Stock to One Person Operation. It is likely to be reorganised and expanded to house the departments displaced from Lillie Bridge Depot which is being demolished as part of the redevelopment of Earls Court Exhibition Centre.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
London transportportal 
