Central | |||||||||||||||||||||||||||||||||
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Colour on map | Red | ||||||||||||||||||||||||||||||||
Year opened | 1900 | ||||||||||||||||||||||||||||||||
Line type | Deep Tube | ||||||||||||||||||||||||||||||||
Rolling stock | 1992 Tube Stock | ||||||||||||||||||||||||||||||||
Stations served | 49 | ||||||||||||||||||||||||||||||||
Length | 74 km (46 mi) | ||||||||||||||||||||||||||||||||
Depots | Ruislip Hainault White City |
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Journeys made | 183,512,000 (per annum) | ||||||||||||||||||||||||||||||||
Rail lines of Transport for London |
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The Central line is a line of the London Underground and coloured red on the tube map. It is a deep-level "tube" line, running east-west across London, and has the greatest total length of track on the Underground. Out of the 49 stations served, 20 are below ground. It is the second busiest line on the Underground.
Contents |
Although the Central London Railway was incorporated in 1891 for a line between Shepherd's Bush and Bank (with an extension to Liverpool Street authorised in 1892) the time for completion had to be extended twice (1894, 1899); and it was not until June 27, 1900 that it was formally opened, a month before public traffic began to use the railway on July 30, to Bank station. The railway was initially operated by electric locomotives hauling a train of trailer cars. The distinctive station buildings, many of which survive, were designed by the architect Harry Bell Measures.
The railway has had a chequered history. Although the tunnels were bored with the unusual diameter of 3.56 metres (11 feet 8¼ inches), they were not well aligned and it was discovered that the rolling stock, which was already smaller than would be expected for this size of tunnel, would not fit. It is rumoured that the engineers forgot to take into account the height of the rails above the tunnel floor. The problem was remedied by a combination of replacing the bullhead running rails with lower profile bridge rails, and shortening the springs on the rolling stock. The locomotives caused considerable problems with vibration as they weighed 48 long tons (49 tonnes), most of which was unsprung.
In the late 1930s the tunnels were expanded and realigned and the stations lengthened. In 1940, the line was converted to the standard tube four rail electrification. Because of the manner in which tunnel had been enlarged, it was no longer round and for clearance reasons the positive rail within the original tunnels had to be of an unusual shape with the top contact surface 40 mm (1½ inches) higher than normal. This is still the situation today, and the extra height can be observed at most deep-level stations, where the insulating 'pots' stand on small cement mounds. Trains between Liverpool Street and White City must have special positive collectors that can lift higher than normal. In turn the current Central line stock cannot run on any other line, partly because they are operated by Automatic Train Operation, have no trip-cocks, and would interfere with other signalling equipment. There are also clearance problems with the gearboxes.
One legacy of the line's building is that the sections under the City were built to follow the geography of the streets above, rather than underneath buildings, to take advantage of the free wayleave offered by the government. As a result there are many sharp bends and curves between St. Paul's, Bank and Liverpool Street. At Bank station, the Central line platforms are so tightly curved it is not possible to see one end of the platform from the other and the traditional "Mind The Gap" message is particularly stressed here.
For several years from the outset a uniform fare of two pence was adopted: the railway was popularly known as the "Twopenny Tube". In July 1907 graduated fares of two pence and three pence were introduced: a one penny fare was added in 1909.
In 1912 plans were published for an extension of the line from Shepherd's Bush under Goldhawk Road, Stamford Brook Road and Bath Road to Turnham Green and Gunnersbury,[1] including stations at Hammersmith Grove, Paddenswick Road, Rylett Road, Stamford Gardens, Turnham Green and Heathfield Terrace. This would have enabled the Central London Railway to run trains through to Richmond and possibly beyond. The route was authorised in 1913[2] but work had not started by the outbreak of World War I the following year. In 1919 an alternative route was published, building a tunnelled link to the disused London and South Western Railway (L&SWR) tracks south of the L&SWR's Shepherd's Bush station then via Hammersmith (Grove Road) station and Turnham Green.[3] Although authorisation was granted in 1920,[4] the connection was never realised, and the L&SWR tracks were eventually used by the Piccadilly line when it was extended west of Hammersmith in 1932.[5] However the proposal has occasionally reappeared.[6]
Although electrification of this section had begun under the 1935/40 New Works Programme (see above), the line remained steam-hauled (though from 16-27 June 1952 an experimental ACV/BUT three-car lightweight railcar set operated part of the shuttle service Monday-Friday) until November 18, 1957. From that date two-, three- and four-car tube trains were used on the branch. Shorter platforms at North Weald and Blake Hall, coupled with a limited power supply, meant it was not possible to work through trains to and from London, and the line remained a branch, though the shuttle service initially operated between Ongar and Loughton. Expected levels of passenger use never materialised, and the line became a heavy loss maker, and was closed on September 30, 1994 and sold to the Pilot Group. The direct connection to Epping was lifted soon after closure, but the remaining section of the branch stayed intact.
A heritage passenger service started operation in October 2004. A train runs between North Weald and Ongar (not stopping at the old Blake Hall station, because it is in private residence) on Sundays, with a possible extension to Epping in the future. At present, a bus service provides connections between trains and Epping.
A Central line train derailed at Chancery Lane on January 25, 2003, injuring 32 passengers, after a traction motor became detached from the train and fell onto the track. The entire line was closed whilst the cause of the failure was determined and appropriate modifications made to the trains. The line was then re-opened in stages. By late March 2003 a limited service was running on the eastern and western extremities of the line, with the central section still closed. Services resumed over that central section on April 3, 2003 and to all stations (albeit at a reduced frequency) on April 12, with a full service by the end of the month. The initial closure also extended to the Waterloo & City line which uses the same "1992 tube stock" trains, but this line, being far shorter - with only two stops and far fewer trains - reopened quickly.
A more minor derailment occurred on a set of points at the London end of the westbound platform at White City on May 11, 2004, but there were no reported injuries.
Three carriages came off the rails on the westbound Central line between Mile End and Bethnal Green at about 0900 BST on July 5, 2007. The cause was attributed to a roll of tarpaulin which came free from a storage location next to the lines.[7]
London Fire Brigade sent 14 fire engines to the scene, including four urban search and rescue vehicles. The line was closed between Liverpool Street and Leytonstone and re-opened on July 7, 2007.
When opened in 1900, the railway was operated by electric locomotives hauling coaches. The coaches were fitted with gates at each end, similar to those used on the City and South London Railway and the Glasgow Subway. The locomotives, with a large unsprung weight, proved highly unsatisafactory and the cause of considerable vibration. They were replaced as early as 1903 with motor cars, with the existing coaching stock being adapted to run as trailers within newly formed electric multiple units.
By the 1920s the rolling stock was in need of modernisation or replacement. Given that the then-new Standard Stock was too large to work in the line's tunnels, it was decided to modernise the existing fleet. The end gates were removed and replaced by an extension to the passenger accommodation. Two air operated single-leaf sliding doors were inserted into both sides of each carriage. Reconstruction work was carried out by the Union Construction Company at Feltham.
Additional trains were purchased for the opening of the Wood Lane to Ealing Broadway extension in 1920. These were also temporarily used on the Watford extension of the Bakerloo line.
The 1900/03 stock and 1920 stock were finally withdrawn from service in 1939. With the enlargement of the tunnels and modification of the electrical supply, Standard Stock (displaced from the Northern line by new 1938 Stock) was operated - eventually as 8-car trains following platform extensions.
The Standard Stock became increasingly unreliable during the 1950s. Some had been stored during World War II pending the opening of extensions. Plans for replacement (using a production version of the prototype 1960 Stock) were abandoned; new trains of 1962 Stock (virtually identical to the tried and tested 1959 Stock) were ordered instead. These operated until their replacement by 1992 Stock in the early 1990s.
The Epping-Ongar branch was not electrified until 1957, prior to which the service was operated on behalf of London Transport by British Railways using steam hauled coaches. Upon electrification, two-car sets of 1935 Stock were initially used, later replaced by 4-car sets of 1962 Stock specially modified to cope with the limited current. The section closed in 1994 - see Epping Ongar Railway.
In common with virtually all other Underground lines, the Central line is worked by a single type of rolling stock. The 1992 Tube Stock was introduced gradually from April 1993 to February 17, 1995, and was the first in London to introduce automated announcement of the next station and connections available. The 1992 stock is painted in the standard red, white and blue Underground livery and runs in 8-car sets.
In 1996 the line was fitted with Automatic Train Operation, and this was brought into service in sections over the next few years.
The TFL line diagram is available online.
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In order from west to east.
West Ruislip Branch | |||
Station | Image | Opened | Additional Information |
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West Ruislip | November 21, 1948 | Terminus Opened as West Ruislip (for Ickenham); the suffix was later dropped. | |
Ruislip Gardens | November 21, 1948 | ||
South Ruislip | November 21, 1948 | ||
Northolt | November 21, 1948 | ||
Greenford | June 30, 1947 | ||
Perivale | June 30, 1947 | ||
Hanger Lane | June 30, 1947 | ||
Branch joins Central Branch at North Acton | |||
Ealing Broadway Branch | |||
Ealing Broadway ( Trains to Heathrow) | August 3, 1920 | Terminus | |
West Acton | November 5, 1923 | ||
Branch joins Central Branch at North Acton | |||
Central Branch | |||
North Acton | November 5, 1923 | ||
East Acton | August 3, 1920 | ||
White City | November 23, 1947 | ||
Shepherd's Bush | July 30, 1900 | Refurbished in 2008 | |
Holland Park | July 30, 1900 | ||
Notting Hill Gate | July 30, 1900 | ||
Queensway | July 30, 1900 | Opened as Queens Road; renamed September 1, 1946 | |
Lancaster Gate | July 30, 1900 | ||
Marble Arch | July 30, 1900 | ||
Bond Street | September 24, 1900 | ||
Oxford Circus | July 30, 1900 | ||
Tottenham Court Road | June 22, 1907 | Opened as Oxford Street; renamed March 9, 1908 | |
Holborn | September 25, 1933 | Opened as Holborn (Kingsway); the suffix was later dropped | |
Chancery Lane | July 30, 1900 | Renamed Chancery Lane (Grays Inn) June 25, 1934; the suffix was later dropped | |
St. Paul's | July 30, 1900 | Opened as Post Office; renamed February 1, 1937 | |
Bank | July 30, 1900 | ||
Liverpool Street ( Trains to Stansted) | July 28, 1912 | ||
Bethnal Green | December 4, 1946 | ||
Mile End | December 4, 1946 | ||
Stratford | December 4, 1946 | ||
Leyton | May 5, 1947 | ||
Leytonstone | May 5, 1947 | ||
Central Branch splits into Epping and Hainault Loop Branches | |||
Epping Branch | |||
Snaresbrook | December 14, 1947 | ||
South Woodford | December 14, 1947 | Opened as South Woodford (George Lane); renamed 1947 | |
Woodford | December 14, 1947 | Terminus of Hainault Loop | |
Buckhurst Hill | November 21, 1948 | ||
Loughton | November 21, 1948 | ||
Debden | September 25, 1949 | ||
Theydon Bois | September 25, 1949 | ||
Epping , | September 25, 1949 | Terminus | |
Hainault Loop | |||
Wanstead | December 14, 1947 | ||
Redbridge | December 14, 1947 | ||
Gants Hill | December 14, 1947 | ||
Newbury Park | December 14, 1947 | ||
Barkingside | May 31, 1948 | ||
Fairlop | May 31, 1948 | ||
Hainault | May 31, 1948 | ||
Grange Hill | November 21, 1948 | ||
Chigwell | November 21, 1948 | ||
Roding Valley | November 21, 1948 | Currently least used station on the network | |
Trains join Epping Branch at Woodford and Terminate (except peak hours) |
Terminates at Woodford [see Ongar Branch] (except for rush hours)
The developers of the First Central business park at Park Royal, West London were planning a new station between North Acton and Hanger Lane. This would have served the business park and provide a walking distance interchange with Park Royal station on the Piccadilly line.[8] This is not currently being actively pursued.
If the Chelsea-Hackney line is built then it is intended that it will take over the Epping branch of the Central line. Current hopes are that this will be completed by 2025.[9][10]
It would be possible to provide an interchange with London Overground at Shoreditch High Street station which is due to open in 2010 but current thinking is that the disadvantages to existing passengers outweigh the benefits.