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Rolling stock used on the London Underground and its constituent companies has been classified using a number of schemes. This page explains the principal systems for the rolling stock of the Central London Railway (CLR), the Underground Electric Railways Company of London (UERL), the District Railway (DR) and the Metropolitan Railway (MR). For information about individual classes of locomotives and other rolling stock, see London Underground rolling stock.
The numbering and classification of electric multiple unit stock on the London Underground is usually related to the type of line that the trains are used on in the central area of the network.
Sub-surface lines were built using the cut-and-cover tunnelling method and use trains of similar size to those on the National Rail network. These are the Circle, District, Hammersmith & City, Metropolitan (and formerly East London) lines.
Tube lines are deep-level lines, built to a more restricted loading gauge using circular tunnelling shields or tunnel boring machines. These are the Bakerloo, Central, Jubilee, Northern, Piccadilly, Victoria and Waterloo & City lines. Outside of the central area, both types of trains run on the surface. [lower-alpha 1]
The method of classification depends on the type of line the train operates on:
Tube Stock is classified by the anticipated year of delivery at the time of ordering. [lower-alpha 2]
This system was inaugurated by the London Passenger Transport Board (LPTB) with the 1935 Stock. The large number of broadly similar Tube trains built for the UERL during 1922-1934 were called (and are commonly still referred to as) Standard Stock (officially re-christened Pre-1938 tube stock upon rehabilitation), although there were many detail differences. They replaced the UERL's original Gate Stock (itself known as Standard Stock before the introduction of the then-new Pre-1938 tube stock), introduced for the opening of the Bakerloo, Piccadilly and Hampstead (Northern) lines and the replacement of the City & South London Railway's locomotive and carriage sets, the Watford Joint Stock of the Bakerloo, the Great Northern & City Railway's surface gauge stock, and the CLR's Tunnel Stock and Ealing Stock (which in turn comprised DMs of 1903 and 1915 vintage constructed to replace locos hauling trailers of 1900 vintage).
Sub-surface Stock is classified by a letter, usually issued sequentially, and which is sometimes followed by the last two digits of the year of delivery, e.g. G23 Stock . This system was commenced by the DR for its stock. When the LPTB was formed, the ex-Metropolitan Railway units were incorporated into this series (types MV, MW, T, V, VT and W). By 1960, most letters had been allocated, and the decision was taken to re-issue A (for the Amersham electrification) to the new Metropolitan stock. [1] The next sub-surface types were built for the Circle and District lines, and the opportunity was taken to allocate C (for the Circle line) and D (for the District line) respectively, omitting B.
On most lines, trains are formed from a pairing or triplet of units. Units are 'single-ended', where there is a driving cab at one end only, or 'double-ended', where there is a driving cab at both ends. In addition, some units have no driving cabs, and thus must always be included in the middle of a formation of units.
The different types of car used to make up electric multiple units are referred to by a series of codes, described below:
Code | Description |
---|---|
DM | Driving Motor car (with motors and a driving cab) |
NDM | Non-Driving Motor car (motored, but with no driving cab) |
UNDM | Uncoupling Non-Driving Motor car (as NDM, but with controls at one end to permit uncoupling and shunting, but not full driving facilities) |
MS | Motor Shunting car (as NDM, but with provision to split from the adjacent MS as required in depots) |
T | Trailer car (no motors or driving cabs) |
CT | Control (or 'Driving') Trailer car (with a driving cab, but no motors) |
On most lines, the end cars of units are described as 'A' end cars or 'D' end cars ('B' end until the 1930s). In general, the 'A' end is the north or west end and the 'D' end is the south or east, but the reverse applies on the Bakerloo line. On lines with a loop at the end that allows trains to turn round (e.g. at Heathrow Terminal 4 on the Piccadilly line and Kennington on the Northern line), this system cannot apply rigidly.
Each car carries its own unique number (although many numbers below 10000 have been reused by newer cars after the withdrawal of older trains), and unit numbers are not applied. Although car numbers have been allocated in a variety of different series over the years, two basic principles can be identified:
In 1931, the UERL began a major renumbering of all its multiple unit cars. The series was adopted by the LPTB in 1933 and renumbered stock inherited from the MR was incorporated into the UERL's series. The table below shows the number ranges used for the inherited stock and initially used by the UERL/LPTB for new stock (including the LPTB-designed M and N Stock and Q38 Stock DM cars - Q38 Stock trailers were allocated numbers in one of the new numbering series described later):
Number Series | Car Type | Line Type | Numbers for Inherited Stock | Numbers for New Stock | Numbers for Converted Stock |
---|---|---|---|---|---|
1-37 | DM | Sub-surface ex-DR | Surviving unrefurbished B Stock (not renumbered in 1931) | ||
1000–1094 | T | ||||
1700–1717 | CT | ||||
2000-2999 | DM | Sub-surface ex-MR | 2200-2247 Hammersmith line stock 2500-2769 Main line stock [lower-alpha 3] 2900-2940 Northern City line stock | ||
3000-3999 | Tube | 3000-3069 and 3282-3688 ex-LER 3912-3999 ex-CLR | 3070-3281 3689-3721 | 3723-3784 DM cars that changed ends | |
4000-4999 | Sub-surface ex-DR | 4000-4390 and 4591-4645 | 4391-4437 | 4620-4642 (evens) ex-CT cars | |
5000-5999 | CT | Tube | 5000-5359 ex-LER 5928-5999 ex-CLR | ||
6000-6199 | Sub-surface ex-DR | 6000-6022 | 6100-6109 ex-DM cars | ||
6200-6999 | Sub-surface ex-MR | 6201-6264 Hammersmith line stock 6500-6735 Main line stock 6900-6919 Northern City line stock | 6558/6559/6561/6562 ex-trailers 6736-6755 ex-hauled stock | ||
7000-7999 | T | Tube | 7000-7059 and 7190-7570 ex-LER 7901-7999 ex-CLR | 7060-7189 | |
8000-8999 | Sub-surface ex-DR | 8000-8048 Composites 8200-8258 ex-DM cars 8500-8535 8700-8780 ex-DM cars | 8049-8083 Composites 8781-8785 | 8084-8095 Composites, ex-Third class 8786-8799 ex-DM cars 8801-8812 ex-Composites 8813-8848 & 8900-8904 ex-DM cars | |
9000-9999 | Sub-surface ex-MR | 9200-9259 Hammersmith line stock 9400-9799 Main line stock 9582-9599 ex-DM cars 9900-9968 Northern City line stock | 9479-9482 ex-CT cars 9800-9844 ex-hauled stock |
Notes:
This standard number series proved to be short lived; from 1935 onwards a variety of different series have been used, so the current list of numbers looks rather random. The table below sets out the numbering systems used for each type of London Underground stock:
Number Series | Stock | Number Ranges | Allocation of Numbers |
---|---|---|---|
11-26 | 1986 | 11-16 DM 21-26 NDM | Formed 1x+2x. |
100-897 | 1973 | 100-253 DM 300-453 UNDM 500-696 T 854-897 DM (from double-ended units) | All cars in a unit had same last two digits, except double-ended units, which were formed in a series from 854+654+855. |
1xxx 2xxx 9xxx | 1956, 1959, 1962 | 1xxx DM 2xxx T 9xxx NDM | All cars in a unit had same middle two digits: fourth digit even for A-end cars and odd for D-end cars. |
3xxx 4xxx | 1967, 1972, 1983 | 3xxx DM 4xxx T | All cars in a unit had same last two digits: second digit even for A-end cars and odd for D-end cars. |
39xx 49xx | 1960 | 39xx DM 49xx T | Fourth digit was even for A-end cars and odd for D-end cars; the original trailers (converted from Standard Stock) were later replaced by trailers converted from 1938 Stock, whose numbers did not correspond with the DM cars. |
5xxx 6xxx | A & C | 5xxx DM 6xxx T | A Stock: four-car units, where all cars in a unit had same middle two digits, fourth digit even for A-end cars and odd for D-end cars; C Stock: two-car units, where both cars had same last three digits. |
7xxx 8xxx 17xxx | D | 7xxx DM 8xxx UNDM 17xxx T | All cars in a unit had same last three digits, except double-ended units, which were formed in a series from 7500+17500+7501. |
10xxx 11xxx 12xxx 30xxx 31xxx 70xxx 90xxx 91xxx 92xxx | 1935, 1938, 1949 | 10xxx DM (A-end) 11xxx DM (D-end) 12xxx NDM (T when prefixed by "0") 30xxx UNDM (A-end) 31xxx UNDM (D-end) 70xxx T (ex-Standard Stock) 90xxx DM (nine-car unit A-end) 91xxx DM (nine-car unit D-end) 92xxx NDM (nine-car unit; T when prefixed by "0") | A-end & D-end DM cars had same last three digits; trailer numbers were not matched. |
13xxx 14xxx | O & P, Q38 trailers | 13xxx A-end (DM or T when prefixed by "0") 14xxx D-end (DM or T when prefixed by "0") | A-end & D-end DM cars had same final three digits, trailer numbers were not matched. (Q38 Stock DM cars were numbered 4xxx in the original 1931 number series.) |
1xxxx (2nd use) | 2009 | 11xxx DM 12xxx T 13xxx NDM 14xxx UNDM | Eight car units formed from two four-car 'blocks' in which the last three digits of each car are the same; fifth digit even for A-end cars and odd for D-end cars. |
2xxxx (1st use) | R | 21xxx DM (A-end) 22xxx DM (D-end) 23xxx NDM | The third digit indicated the position of the car in the unit, A-end to D-end, from 1 to 6 in six-car units and 5 & 6 in two-car units. Each car in the unit had same last two digits. |
2xxxx (2nd use) | S Stock | 21xxx DM 22xxx, 23xxx NDM 24xxx MS 25xxx NDM (de-icing) | In sets fitted with de-icing equipment, the 25xxx car replaces the even-numbered 23xxx car. Eight car units (third digit is 0 or 1) are formed from two four-car 'blocks' in which the last three digits of each car are the same; fifth digit even for A-end cars and odd for D-end cars. Seven car units (third digit is 3, 4 or 5) are the same except the odd-numbered 23xxx is omitted. |
4xxxx | 1956 | 40xxx DM (four-car A-end) 41xxx DM (three-car D-end) 42xxx DM (three-car A-end) 43xxx DM (four-car D-end) 44xxx NDM 45xxx T (even in four-car, odd in three-car) | All DM and NDM cars in a unit had same last three digits. All cars were renumbered into 1xxx, 2xxx & 9xxx series when 1959 Stock delivered. |
51xxx 52xxx 53xxx | 1995 | 51xxx DM 52xxx T 53xxx UNDM | All cars in a unit had same last three digits. |
53xxx 54xxx | CO, CP | 53xxx DM (A-end) 54xxx DM (D-end) | Ex-O and P Stock; 40000 added to original number. |
65xxx 67xxx 91xxx 92xxx 93xxx | 1992 | 65xxx DM 67xxx NDM 91xxx DM 92xxx & 93xxx NDM | All cars in a unit had same last three digits; units in 6xxxx series are Waterloo & City line and retain their British Rail numbers. |
75xxx | Standard | Trailers | Ex-DT cars; 70000 added to original number. |
96xxx | 1996 | 960xx & 961xx DM 962xx & 963xx T 964xx & 965xx UNDM 968xx & 969xx T (fitted with de-icing equipment) 966xx & 967xx ST | All cars in a unit had same last two digits; unit number (1-126) is added to the car type (000=DM, 400=UNDM, 200/600/800=T) |
The London Underground is a rapid transit system serving Greater London and some parts of the adjacent home counties of Buckinghamshire, Essex and Hertfordshire in England.
The Bakerloo line is a London Underground line that runs from Harrow & Wealdstone in suburban north-west London to Elephant & Castle in south London, via the West End. Printed in brown on the Tube map, it serves 25 stations, 15 of which are underground, over 23.2 kilometres (14.4 mi). It runs partly on the surface and partly through deep-level tube tunnels.
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.
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 1938 Stock was a London Underground tube stock design. A total of 1,121 cars were built by Metro-Cammell and Birmingham RC&W. An additional 173 cars were added to the fleet by the end of 1953, comprising 91 new builds, 76 conversions from Pre-1938 Tube Stock or 1935 Tube Stock, and six unconverted cars of 1935 Tube Stock, and the stock was used on the London Underground until 1988. During their long lives they worked on the Bakerloo, Northern, Piccadilly, East London and Central lines. Ten sets were refurbished and ran on the Isle of Wight as Class 483, making them the oldest passenger rolling stock operating timetabled services on the National Rail network at the time of their withdrawal in January 2021. The trains represented a major technical advance, as all the electrical equipment was located under the floor for the first time. All previous tube stock had large equipment compartments behind the driving cabs in motor cars, which reduced the space available for passengers by about a third.
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 history of the London Underground began in the 19th century with the construction of the Metropolitan Railway, the world's first underground railway. The Metropolitan Railway, which opened in 1863 using gas-lit wooden carriages hauled by steam locomotives, worked with the District Railway to complete London's Circle line in 1884. Both railways expanded, the Metropolitan eventually extending as far as Verney Junction in Buckinghamshire, more than 50 miles (80 km) from Baker Street and the centre of London. The first deep-level tube line, the City and South London Railway, opened in 1890 with electric trains. This was followed by the Waterloo & City Railway in 1898, the Central London Railway in 1900, and the Great Northern and City Railway in 1904. The Underground Electric Railways Company of London (UERL) was established in 1902 to fund the electrification of the District Railway and to complete and operate three tube lines, the Baker Street and Waterloo Railway, the Charing Cross, Euston and Hampstead Railway and the Great Northern, Piccadilly and Brompton Railway, which opened in 1906–07. By 1907 the District and Metropolitan Railways had electrified the underground sections of their lines.
The T Stock was a series of electric trains originally built in various batches by Metropolitan-Vickers and the Birmingham Railway Carriage and Wagon Company for the Metropolitan Railway in 1927–31 for use on electric services from Baker Street and the City to Watford and Rickmansworth, though rarely some worked on the Uxbridge branch.
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 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.
Elstree South was a proposed London Underground station in Elstree, Hertfordshire. It was designed by Charles Holden. The planned location of the station was adjacent to the A5183, north of the junction with the A41 and where junction 4 of the M1 motorway was subsequently built.
The railway infrastructure of the London Underground includes 11 lines, with 272 stations. There are two types of line on the London Underground: services that run on the sub-surface network just below the surface using larger trains, and the deep-level tube lines, that are mostly self-contained and use smaller trains. Most of the lines emerge on the surface outside the Central London area.
The Great Northern, Piccadilly and Brompton Railway (GNP&BR), also known as the Piccadilly tube, was a railway company established in 1902 that constructed a deep-level underground "tube" railway in London, England. The GNP&BR was formed through a merger of two older companies, the Brompton and Piccadilly Circus Railway (B&PCR) and the Great Northern and Strand Railway (GN&SR). It also incorporated part of a tube route planned by a third company, the District Railway (DR). The combined company was a subsidiary of the Underground Electric Railways Company of London (UERL).
The Baker Street and Waterloo Railway (BS&WR), also known as the Bakerloo tube, was a railway company established in 1893 that built a deep-level underground "tube" railway in London. The company struggled to fund the work, and construction did not begin until 1898. In 1900, work was hit by the financial collapse of its parent company, the London & Globe Finance Corporation, through the fraud of Whitaker Wright, its main shareholder. In 1902, the BS&WR became a subsidiary of the Underground Electric Railways Company of London (UERL) controlled by American financier Charles Yerkes. The UERL quickly raised the funds, mainly from foreign investors.
The transport system now known as the London Underground began in 1863 with the Metropolitan Railway, the world's first underground railway. Over the next forty years, the early sub-surface lines reached out from the urban centre of the capital into the surrounding rural margins, leading to the development of new commuter suburbs. At the turn of the nineteenth century, new technology—including electric locomotives and improvements to the tunnelling shield—enabled new companies to construct a series of "tube" lines deeper underground. Initially rivals, the tube railway companies began to co-operate in advertising and through shared branding, eventually consolidating under the single ownership of the Underground Electric Railways Company of London (UERL), with lines stretching across London.
The Underground Electric Railways Company of London Limited (UERL), known operationally as the Underground for much of its existence, was established in 1902. It was the holding company for the three deep-level "tube" underground railway lines opened in London during 1906 and 1907: the Baker Street and Waterloo Railway, the Charing Cross, Euston and Hampstead Railway and the Great Northern, Piccadilly and Brompton Railway. It was also the parent company from 1902 of the District Railway, which it electrified between 1903 and 1905. The UERL is a precursor of today's London Underground; its three tube lines form the central sections of today's Bakerloo, Northern and Piccadilly lines.
London's Metropolitan Railway (MR) amalgamated with other underground railways, tramway companies and bus operators on 1 July 1933, to form the London Passenger Transport Board (LPTB); the MR became the Board's Metropolitan 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.
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.
Morden Depot is a British rolling stock depot on the London Underground Northern line, and is located to the south of Morden Underground station. It was opened in 1926, when the City and South London Railway (C&SLR) was extended from Clapham Common to Morden.