London Underground 1992 Stock

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London Underground 1992 Stock
London Underground 1992 Stock at Theydon Bois by tompagenet.jpg
A Central line 1992 Stock departing Theydon Bois in 2012
Central line 92 Tube Stock DM Interior.jpg
The interior of a Central line 1992 Stock after first refurbishment during 2011–2012
Stock type Deep-level tube
In service7 April 1993–present
Manufacturer BREL/ABB [1]
Built at Derby Litchurch Lane Works [1]
Replaced
Constructed1991–1994 [1]
Entered service
  • 7 April 1993 (Central line) [2]
  • 19 July 1993 (Waterloo & City line)
Refurbished
  • 2006 (Waterloo & City line sets) [1]
  • 2019–present (Central line sets)
Number built700 cars
Formation
  • 8 cars per train (Central line)
  • 4 cars per train (Waterloo & City line)
Capacity
  • 930 per train (Central Line)
  • 444 per train (Waterloo & City) [1]
Lines served
Specifications
Car length16.25 m (53 ft 3+34 in)
Width2.62 m (8 ft 7+18 in)
Height2.87 m (9 ft 5 in)
Maximum speed100 km/h (62 mph)
Weight20.5–22.5 tonnes (20.2–22.1 long tons; 22.6–24.8 short tons) (per car)
Traction system
Traction motors
Electric system(s)
Bogies H-frame (Siemens)
Safety system(s) ATO, ATP (Central line only)
Seating
  • 272 per train (Central Line)
  • 136 per train (Waterloo & City) [1]

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.

Contents

Construction

The 1992 Stock was built by British Rail Engineering Limited (BREL) (under ABB) for the Central line following extensive testing of the three 1986 tube stock prototype trains. [6] Even so, the introduction of this stock was far from trouble-free and there were many technical teething problems that had to be ironed out.

Eighty-five 8-car trains were ordered from BREL, each formed of four two-car units (two units had driving cabs, the others were fitted with shunting controls). [6] Upon entering service in April 1993, the new trains gradually replaced the previous 1962 tube stock, which was completely withdrawn two years later. The trains were manufactured at the Derby Litchurch Lane Works.

The original propulsion for the trains was manufactured by a consortium of ABB and Brush Traction, [4] and was one of the first examples of microprocessor-controlled traction featuring a fibre-optic network to connect the different control units. The DC traction motors of LT130 type have separately-excited fields and are controlled via GTO (Gate turn-off) thyristors. [4] These would be the only tube trains to use this type of DC motor, and would be the last newly built train on the London Underground with DC motors, and the second to last in the United Kingdom, only succeeded by the Phase 3 MTR Metro Cammell EMUs in Hong Kong which continued to be produced until the transfer of sovereignty in 1997. These are currently in the process of being replaced with the more efficient AC motors.

A wheel slide protection (WSP) system had to be retrofitted due to the fleet suffering an epidemic problem of wheel flats. This was largely due to an excessive number of emergency brake applications caused during the ATO/ATP testing phases. [ citation needed ]

The 1992 stock's design is reminiscent of the 1986 prototypes. The new 2009 stock trains, built by Bombardier Transport for the Victoria line, are more like the 1992 stock in shape and design than the 1995/1996 stock.[ citation needed ]

Waterloo & City line sets

Waterloo & City line train at Bank Bank station Waterloo & City line train.JPG
Waterloo & City line train at Bank

After the initial construction run, an additional ten two-car units were built for British Rail for the Waterloo & City line, which at the time was part of the national railway network. The trains were designated as Class 482 until 1 April 1994, when the operation of the line and the trains were transferred to London Underground and the trains were simply referred to as 1992 Stock. [6] The vehicles are essentially identical to those used on the Central line; the main difference being that trip-cocks are used for protection instead of ATO/ATP.

Transport for London and Metronet closed the Waterloo & City line for five months from April to September 2006 to allow major upgrade work on the tunnels and rolling stock. The line's limited access meant that this was the first time that the units had been brought above ground since their introduction 12 years earlier. The refurbishment of the trains saw them painted in the London Underground white, red and blue livery in place of the Network SouthEast colours used since the stock's introduction.

Operation

The 1992 Stock features both automatic train operation (ATO) and automatic train protection (ATP) which effectively allow the trains to drive themselves. The ATO is responsible for operating the train whilst the ATP detects electronic codes in the track and feeds them to the cab, displaying the target speed limits. This functionality is configured via a master switch in the driver's cab which can be set to one of three positions: Automatic, Coded Manual and Restricted Manual.

In Automatic mode the ATO and ATP are both fully operational. The driver is only required to open and close the doors and press a pair of "Start" buttons when the train is ready to depart. The driver is then tasked with overseeing the operation of the system and can intervene at any time. The ATO controls the train to the desired target speed, whilst the ATP is ready to apply the emergency brakes if the Maximum Safe Speed is exceeded. However, it is not communications-based train control found on the other lines.

In Coded Manual mode, the ATO is disabled and the driver operates the train manually, however, the ATP is still detecting the codes in the track and restricting the driver's actions. The speedometer on 1992 stock is of the horizontal strip design showing two speeds: the Current Speed in green, indicating the speed at which the train is actually travelling, and the Target Speed indicating the speed at which the train should be travelling. Although the target speed is always active whilst running in Automatic or Coded Manual mode, in the latter mode a change in the target speed is indicated with an upwards or downwards tone depending on whether the target speed is increasing or decreasing. Should the driver exceed the target speed, an alarm sounds and the emergency brakes are automatically applied until the train is below the target speed; the alarm then stops, for example if the target speed is 30 mph and the driver is going at 35 mph the emergency brakes will slow the train down to 29 mph.

In Restricted Manual mode, the train cannot exceed 18 km/h (11.2 mph) and the motors automatically cut out at 16 km/h (9.9 mph). The ATO and ATP are both disabled and the driver operates the train entirely by sight and according to the signals. This mode is used when there has been an ATP or signal failure, or in a depot where ATP is not used, e.g. West Ruislip and Hainault depots. On the main line, driving in ATO is the same for a train driver as driving through a section where signals have failed.

Announcer system

The 1992 Stock was the first of its type on the Underground to have a DVA (Digital Voice Announcer) from new. Until 2003, the DVA was voiced by then BBC journalist and presenter Janet Mayo. [7] [lower-alpha 1] [lower-alpha 2]

Since 2003, voice artist Emma Clarke has provided recordings for the 1992 Stock DVA. The new announcer system also includes next station announcements, which the original system did not include. By 2009, the announcements changed to address other lines that are possible to interchange in alphabetical order. Clarke's voice lasted until the refurbishment of the rolling stock, when Adrian Hieatt became the voice of the 1992 Stock's announcer system. [8]

In January 2018, the announcements were again revised for certain stations, to include new lines and connections (such as London Overground, TfL Rail and the construction of Wood Lane station) that did not exist in 2003.

Chancery Lane derailment

On 25 January 2003 a 1992 Stock train with approximately 500 people on board train derailed as it entered Chancery Lane station on the westbound line. The derailment resulted in one door being ripped off and a number of broken windows. 32 passengers received minor injuries. [9]

The cause of the derailment was determined to be the detachment of the rearmost traction motor on the fifth car, caused by a gearbox failure. The traction motor was then struck by the remainder of the train as it passed over it, causing the following bogies to derail. [10]

The entire 1992 Stock fleet was withdrawn from service the same afternoon, and the Central and Waterloo & City lines were closed for several weeks until modifications were made. This included fitting new traction-motor bolts and secondary brackets to prevent a loose motor from striking the track and causing further damage. The lines re-opened in stages from 14 March 2003. [10]

Refurbishment

Central line units

2011–2012

From 2011 to 2012, the Central line 1992 Stock units underwent a refresh of both the interior and exterior. [ citation needed ] Some of the noticeable changes included the addition of the new "Barman" seat moquette, new brighter interior lighting and the installation of new window frames. The front of the driving cabs were also refreshed. This included repairing water ingress and replacing a large number of parts with a much simpler design, saving costs on future work and cleaning up the appearance of the front end. The new-style front end can be easily identified by the new red panelling installed on most units instead of the original grey. The refresh came after nearly twenty years of continuous service on the Central line.

2019–2029

New wheelchair space on the first CLIP-refurbished 1992 Stock train. Wheelchair area - CLIP first run 2023-11-24 - 74.jpg
New wheelchair space on the first CLIP-refurbished 1992 Stock train.

Since 2019, TfL is doing a major refurbishment on the Central line units as part of the Central Line Improvement Programme (CLIP). This includes a complete overhaul of the interior and adding new features such as new wheelchair spaces, PIS (Passenger Information Screens), and CCTV installed throughout the train. The London Underground corporate livery will also be repainted on these units as well as the replacement of the original DC motors with new AC motors. It takes approximately 10 weeks to refurbish a train. Refurbishment is planned to be completed in 2029. [11] Work started in 2019 [12] and has been heavily delayed due to the COVID-19 pandemic, and financial reasons.[ citation needed ]

The first upgraded train was previewed in passenger service on 24 November 2023. [13] [ unreliable source ]

Waterloo & City line units

A Waterloo & City line 1992 Stock in its original Network SouthEast livery. All trains on the line were repainted into the standard London Underground livery in 2006. 65507 at Bank LUL station.jpg
A Waterloo & City line 1992 Stock in its original Network SouthEast livery. All trains on the line were repainted into the standard London Underground livery in 2006.

In 2006, the Waterloo & City line was closed for several months to allow for track and signalling upgrade works. During this period, the 1992 Stock units in use on the line were removed by crane from Waterloo depot and taken by road to Wabtec Rail in Doncaster for refurbishment. External changes included repainting the trains, which were still in Network SouthEast livery, into London Underground's corporate livery. Internally, the handrails were repainted from Central line red to Waterloo & City line turquoise, new seat moquette was fitted and CCTV cameras were installed. [14] [15] Later, the units received the new "Barman" moquette fitted to the Central line units, but not the new lighting, window frames or front end.

Future replacement

In October 2014, it was announced that the 1992 stock would be replaced by a new semi-articulated model referred to as the New Tube for London (NTfL). [16] This has since slipped to 2025. [17] While a cancellation or deferring was never officially announced, it has been implied that the initial order is now only for replacing the 1973 Stock on the Piccadilly line. TfL still has plans on replacing the 1992 Stock on the Central and Waterloo & City lines as well as the 1972 Stock found on the Bakerloo line with NTfL or a future model, but due to a lack of funding, it has been deferred to an unspecified date further in the future. Should a long-term funding deal with the UK Government be made, this may happen sooner. [18] [19] The refurbishment may have delayed said order.

Related Research Articles

<span class="mw-page-title-main">Waterloo & City line</span> London Underground line

The Waterloo & City line, colloquially known as The Drain, is a London Underground shuttle line that runs between Waterloo and Bank with no intermediate stops. Its primary traffic consists of commuters from south-west London, Surrey and Hampshire arriving at Waterloo main line station and travelling forward to the City of London financial district. For this reason, the line has historically not operated on Sundays or public holidays, except in very limited circumstances. Following the COVID-19 pandemic, the line is currently only open on weekdays. It is one of only two lines on the Underground network to run completely underground, the other being the Victoria line.

<span class="mw-page-title-main">Central line (London Underground)</span> London Underground line

The Central line is a London Underground line that runs through central London, from Epping, Essex, in the north-east to Ealing Broadway and West Ruislip in west London. Printed in red on the Tube map, the line serves 49 stations over 46 miles (74 km), making it the longest line on the Underground. It is one of only two lines on the Underground network to cross the Greater London boundary, the other being the Metropolitan line. One of London's deep-level railways, Central line trains are smaller than those on British main lines.

<span class="mw-page-title-main">Northern City Line</span> Partly underground railway line in London

The Northern City Line is a commuter railway line in England, which runs from Moorgate station to Finsbury Park in London with services running beyond. It is part of the Great Northern Route services, and operates as the south-eastern branch of the East Coast Main Line (ECML). It is underground from Moorgate to Drayton Park in Highbury, from which point it runs in a cutting until joining the ECML south of Finsbury Park. Its stations span northern inner districts of Greater London southwards to the City of London, the UK's main financial centre. Since December 2015, its service timetable has been extended to run into the late evenings and at weekends, meeting a new franchise commitment for a minimum of six trains per hour until 23:59 on weekdays and four trains per hour at weekends.

<span class="mw-page-title-main">London Underground 1973 Stock</span> Type of rolling stock used on the London Underground Piccadilly line

The London Underground 1973 Stock is a type of rolling stock used on the Piccadilly line of the London Underground. It was introduced into service in 1975 with the extension of the line to Hatton Cross, followed by a further extension to Heathrow Central in 1977. A total of 86 six-car trains were built.

<span class="mw-page-title-main">British Rail Class 482</span> British electric multiple unit train type

The British Rail Class 482 electric multiple units were built by ABB in 1992, for use on the Waterloo & City line. The units are almost identical to the 1992 tube stock built for the Central line.

<span class="mw-page-title-main">London Underground rolling stock</span> Passenger trains that run on the London Underground

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.

<span class="mw-page-title-main">British Rail Class 483</span> Class of British electric multiple unit train

The British Rail Class 483 electric multiple units were originally built as 1938 tube stock units for London Underground. They were extensively refurbished between 1989 and 1992 by Eastleigh Works, for use on services on the Isle of Wight's Island Line. This was despite having already been used for nearly 50 years on the London Underground network. The units replaced the even older and life-expired British Rail Classes 485 and 486 units which were introduced in 1967, but were originally built as 'Standard' stock units for the London Electric Railway in 1923.

<span class="mw-page-title-main">London Underground 1960 Stock</span>

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.

<span class="mw-page-title-main">London Underground D78 Stock</span> Ex-London Underground rolling stock that ran on the District Line

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.

<span class="mw-page-title-main">London Underground 1972 Stock</span> Type of rolling stock used on the Bakerloo line of the London Underground

The London Underground 1972 Stock is a type of rolling stock used on the London Underground. The 1972 Stock was originally ordered to make up the shortfall in trains on the Northern line's 1959 Tube Stock fleet, but is currently used on the Bakerloo line. Following the withdrawal of the British Rail Class 483 EMUs in 2021, the 1972 Stock are now the oldest EMUs in passenger service in the United Kingdom. A total of 63 seven-car trains were built in two separate batches.

<span class="mw-page-title-main">London Underground 1967 Stock</span> Train sets

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.

<span class="mw-page-title-main">London Underground 2009 Stock</span> An electric multiple unit used on the Victoria line of the London Underground

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.

<span class="mw-page-title-main">London Underground battery-electric locomotives</span>

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.

<span class="mw-page-title-main">British electric multiple units</span> British self-powered electric trains

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.

<span class="mw-page-title-main">London Underground 1996 Stock</span> Electric multiple unit used on the Jubilee line of the London Underground

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<span class="mw-page-title-main">London Underground 1995 Stock</span> Type of rolling stock used on the London Underground

The London Underground 1995 Stock is a type of rolling stock used on the Northern line of the London Underground. A total of 106 six-car trains were built, entering service between June 1998 and April 2001, replacing the 1959 Stock, 1962 Stock and 1972 Stock. They are very similar to the 1996 Stock used on the Jubilee line.

<span class="mw-page-title-main">London Underground 1956 Stock</span> Prototype electric multiple unit of the London Underground

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The British Rail Class 378 Capitalstar is an electric multiple unit passenger train specifically designed for the London Overground network. It is part of Bombardier Transportation's Electrostar family. A total of 57 five-car trains have been built – most of which were originally built as three- or four-car units.

<span class="mw-page-title-main">Hainault Depot</span> London Underground railway depot on the Central line

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.

<span class="mw-page-title-main">British Rail tube trains</span>

Although the railway network in Great Britain has some of the smallest loading gauges in the world, the vast bulk of it is still capable of operating full sized vehicles. However, British Rail, together with its predecessors and successors have, on occasion, been required to operate passenger trains to an even smaller loading gauge and have, as a consequence, obtained rolling stock identical to that of the "deep tube" lines of London Underground; these are lines built using the tunneling shield method, that were, by necessity, smaller than those lines built using the cut-and-cover method. In 1892, a Parliamentary Committee headed by James Stansfeld recommended that such lines be in tunnels with a minimum diameter of 11 ft 6in. Two routes operated by British Rail required the use of such deep-tube rolling stock, the Waterloo & City Line in London, and the Island Line on the Isle of Wight.

References

  1. This original format of the announcements were "this train terminates at..." instead of "this is a Central line train to..."
  2. The original format also featured interchanges with Network SouthEast services rather than National Rail (or British Rail), particularly at Bank, where, despite the Waterloo & City line being transferred to the London Underground in 1994, the announcements were not updated.
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