324:, Scotland. The traction control equipment was by GEC, although the batteries had a larger capacity than the previous batch. The motors were reused from passenger stock which was being withdrawn at the time. One important improvement was the addition of runners and a lifting device, which enabled any battery cell to be removed from its rack and lowered to the ground through an aperture in the floor. This feature meant that the batteries could be changed without using an overhead crane in a lifting shop, freeing it for more important work. An eighth locomotive was built by staff at Acton Works in 1962, partly as an exercise to prove that the workshop could compete for this type of work. This vehicle was initially numbered L76, and took part in the Metropolitan Railway centenary celebrations, held on 23 May 1963, when it propelled a replica of the original inspection train of open wagons used by
201:, where power was always available, and so the batteries were removed, and subsequently neglected. New batteries could not be obtained, as batteries of this type were needed for submarines as part of the war effort. The vehicles were numbered 19A and 20A when supplied, but were renumbered as L8 and L9 in 1929, when the batteries were no longer fitted. As electric locomotives, they were upgraded several times, receiving two new types of motors in 1951 and 1955, and new traction control equipment in 1958. They continued to be used to move stores between Acton Works and Ealing Common Depot, until they were superseded by road vehicles in 1969.
628:. The tripcock could be isolated, and a trip valve performed a similar function, except that it was operated by the ATO controller. A special setting was provided that allowed the vehicles to move if they were not receiving safety track signals, but the maximum speed in these circumstances was limited to 10 mph (16 km/h). By the mid-1980s, this equipment had ceased to be used, as works trains were only run on the Victoria line when engineers had possession of the whole line. Subsequently, some locomotives (L27–L32) have been fitted with a new type of Victoria line ATP equipment which was designed by
678:
309:
more efficient than conventional starting resistances, particularly when the locomotive starts and stops frequently, or when it needs to run for long periods at slow speeds. For cable laying work, the metadyne-equipped locomotives could pull trains of 100 tons at 3 mph (5 km/h) for considerable distances, without any sign of overheating. Despite the advantages, their complexity resulted in them becoming unreliable, and they were withdrawn in 1977. L41 and L42 were scrapped soon afterwards, but L43 was used for testing purposes for a further three years.
281:
50:
662:
269:
690:
track tamping machines through tunnel sections. Normally one locomotive is marshalled at each end of the train, allowing the train to be reversed easily. The connections between different
Underground lines often require reversals on route. Early locomotives were not allowed to operate on their own as they only had a single air compressor, but twin compressors were fitted to vehicles built from 1964 onwards, to allow single operation.
169:, where they were numbered 1B and 2B. The vehicles were 50.5 feet (15.4 m) long, with a tube-gauge cab at both ends. Braking and electrical control equipment was housed in a compartment behind one of the cabs, and the central section was lower, housing the 80 batteries, arranged in two rows of 40 either side of a central divide, which also supported metal covers for the battery compartments. The batteries were supplied by
28:
221:. Car 202 had its 'Nife' battery updated to one with 263 cells made by Edison Accumulator Ltd in 1924, while the number of cells in car 201 was increased from 200 to 238 in 1932. For working on other lines, they were fitted with outside shoes, since most lines used a four-rail system, whereas the CLR used only three. The vehicles were numbered L22 and L23 in 1929, and were scrapped in 1936 and 1937.
213:(CLR) had suffered from vibration problems, caused by the heavy locomotives, and had experimented with multiple unit operation, with motive power provided by converting four trailer cars to motor cars. Around 1910, two of these motor cars, numbered 201 and 202, were fitted with batteries, and worked on a number of lines in addition to the Central London Railway. In 1915 they were loaned to the
257:
574:
be raised upwards when not in use, but this job was arduous, and a programme of replacing them with retractable buffers was carried out. They were also fitted with a 'Ward' coupler, mounted at a height suitable for tube cars, but this made the locomotives prone to significant damage in shunting accidents. In 1980, two locomotives, L18 and L38, were fitted with
343:
were refurbished; in this case, the bogies, traction motors and compressors were supplied by Acton Works. Unlike earlier models, each vehicle was fitted with two compressors, allowing them to work singly. The last steam engines were withdrawn soon afterwards, and an order for five more battery locos was placed with Metro-Cammell in 1969. These worked on the
374:, which prevented them from working in multiple with any of the previous machines. They were not a success, as five of the six had been withdrawn from service by August 1993, while a decision was made about their future, and the sixth was withdrawn some time later. They were numbered L62 to L67, and all were still in store in 2002.
313:
and 4 could be selected if there was a failure of the other pair. As built, the vehicles were 54.3 feet (16.6 m) long, and could pick up power either from a standard four-rail configuration, or the three-rail configuration of the
Central London Railway, until it was converted to four rails in 1940.
573:
The locomotives have a cab at each end and are built to the standard 'Tube' loading gauge so that they can work over all lines on the London
Underground network. They are equipped with buffers and drawhooks, for coupling to standard main line vehicles. Earlier vehicles had hinged buffers, which could
342:
was also being built at this time, and some of the battery locos were fitted with automatic train operation (ATO) equipment, to enable them to work on that line. Traction control equipment was by GEC, with the batteries supplied by DP Battery Co Ltd. As with previous batches, parts of the locomotives
300:
units. The GEC-fitted machines weighed 53.8 tons, and were numbered L35 to L40, while the
Metadyne-equipped ones weighed an extra 2.2 tons, and were numbered L41 to L43. Both types, when pulling a 200-ton ballast train, could run at 30 mph (48 km/h) when supplied with power from the current
228:
was being reconstructed in 1922, a number of "padded cell" trailer cars – so-called because of their lack of windows – were stripped out, so that lead-acid batteries and charging resistances could be placed in the resulting space. Each car was then coupled to an electric locomotive, and the
312:
The locomotives fitted with GEC controls used an electro-pneumatic controller, with 28 steps, which allowed the four motors to be connected in series, in two parallel-series pairs, and all in parallel as the speed increased. Pairs of locomotives could be operated in multiple, and motors 1 and 3 or 2
689:
The traditional use of these locomotives has been to haul trains using power from the rails until they reach the area where work is to be undertaken, where they switch to battery operation if the traction supply has been isolated. They are also used for transporting diesel powered equipment such as
369:
A final batch of six locomotives was built by Metro-Cammell and delivered in 1985 and 1986. They incorporated all of the improvements made to the previous vehicles. For the first time, they were specified in metric units. New features included entry to the cabs through a central door, rather than a
308:
stock and refurbished at Acton Works. Similarly, the metadyne equipment was removed from an experimental train and reused. A metadyne unit consists of a rotating machine, which converts the constant voltage supplied by the battery to a constant current, which feeds the motor. The metadyne system is
757:
feature they have spring-applied disc brakes that are automatically applied if something goes wrong. Built-in cameras are connected to screens in the cab to make shunting easier. Unlike the earlier battery-electric locomotives, these locomotives cannot draw power from the electrified rails. Under
582:
The body sides take the form of louvres to allow ventilation around the batteries, although most locomotives had four solid body panels on one side only. All body panels are hinged to allow the batteries to be removed. Following the withdrawal of steam engines, the vehicles often worked on open
244:, where they were numbered 113 and 118, becoming L11 and L12 in 1936. Shortly afterwards, the numbers were swapped, so that L11 became L12 and L12 became L11. They used batteries made by DP Battery Company, each with 220 cells. The final conversion was of Bakerloo car 66, originally made by the
578:
couplings, as an experiment. These automatic couplings are mounted at the height of the main frames, and so shunting damage is significantly reduced. The success of the experiment led to buckeye couplings being retro-fitted to all locomotives built from 1964. Additionally, they all have train
599:
like a normal tube train, or run on 320 V DC traction batteries when the power is switched off. Since most of the traction motors were removed from redundant stock for fitting into the vehicles, Acton Works have had to convert them from 630 V operation to work on 320 V. The
229:
batteries were connected to the shoe fuses of the locomotive. The current rail shoes were removed, so that the batteries did not energise the rails. Recharging was arranged at certain points, by means of switches and cables connected to the supply that normally fed the rails.
121:, which has resulted in less damage from shunting accidents, and the fitting of draught excluders and cab heaters for use in winter when the locomotives operate on sections of line above ground. A number of the machines were fitted with
177:, and could haul a 60-ton load at 7 km/h (4.3 mph). They were not fitted with current collector shoes, as none of the rails were electrified during construction. Once their task was completed, they were moved by road to the
632:
on behalf of
Transplant, the operator of the fleet. This system was installed during 2007 at Ruislip Depot. It is compatible with the new Distance-to-Go Radio (DTG-R) ATP system which has been implemented on the Victoria line by
184:
Encouraged by the performance of the vehicles, the
District Railway purchased two of their own in 1909, which were larger as they were built to subsurface-gauge. The manufacturer was W. R. Renshaw and Co Ltd, who were based in
93:
From 1936, battery locomotives were built as new vehicles, although in most cases, some components, particularly the bogies and motors, were refurbished from withdrawn passenger cars. The batch of nine vehicles supplied by
586:
The original livery was grey, but crimson lake was applied from the early 1960s using supplies of LT steam locomotive paint. This was changed to yellow in the early 1980s, which was deemed to be more safety conscious.
85:
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
583:
sections of line, rather than in tunnels, and the need to heat the cabs in winter became apparent. Draught excluders have been added to all cab doors, and additional heaters have been fitted into the cabs.
758:
normal use this is not a problem because they are designed to work on engineering projects in tunnels where the power is cut off anyway, but it does mean they have to return to the depot to be recharged.
362:. The motors were refurbished from redundant District line stock, but the bogies were new. Although based on the standard Z-type bogie used since the 1930s, they incorporated roller bearings, rather than
370:
side door, strengthened windscreens with windscreen wipers, and the ability to charge the batteries while operating on electrified lines. One departure was the fitting of traction control equipment by
1830:
98:
between 1936 and 1938 set the standard for subsequent builds. Including this batch, 52 machines had been built by 1986, in six batches from four manufacturers, with one built at London
Transport's
1245:
1856:
1538:
1725:
1632:
166:
74:
1238:
435:
289:
1031:
366:
axleboxes and suspension bearings. Three of the locomotives were built to replace the three metadyne vehicles, but those were not actually withdrawn until 1977.
1480:
1475:
1465:
413:
95:
1528:
354:
extension of the
Piccadilly line required yet more works trains, and eleven more locomotives were ordered in 1972, with delivery in 1973. They were built at
741:. They are used for hauling materials and equipment and were specially designed and built for work in narrow tunnels with tight curves and steep gradients.
73:
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
621:
241:
178:
122:
1231:
710:
629:
1063:
351:
620:
which are operated by trackside equipment if the train passes a signal at danger. Eighteen (L15–L21 and L44–L54) are also fitted with
Central line
1851:
1642:
624:(ATP). When they were built, locomotives L25 to L32 were fitted with Automatic Train Operation (ATO) equipment, which allowed them to work on the
334:
received the order for the next batch of thirteen locomotives, which were numbered L20 to L32. The first one was delivered on 8 December 1964 to
1395:
1370:
1861:
1809:
1637:
1165:
694:
566:
All locomotives were built to a similar design, but with a number of variations included over the years of development. Numbers L41-L43 had
193:, and the vehicles were fitted with current collector shoes, so that they could draw power from the rails when it was available. During the
1814:
1753:
1647:
1611:
1606:
236:
cars, which had previously been used as ballast motor cars, were converted to battery operation. When working as passenger vehicles on the
1089:
170:
1710:
1316:
1184:
138:
1748:
1400:
1146:
1127:
142:
130:
218:
1735:
1657:
1592:
1571:
1566:
1533:
1254:
359:
245:
1548:
677:
596:
682:
1789:
1784:
1440:
1435:
1430:
1425:
1420:
1415:
1410:
1405:
1390:
1385:
1380:
1375:
1343:
1300:
1295:
1290:
1285:
1280:
1275:
233:
225:
87:
1743:
1705:
1700:
1695:
1690:
1685:
1680:
1675:
1670:
1665:
1616:
1596:
1211:
1206:
1216:
1038:
1009:
1601:
1588:
1584:
1580:
1576:
1543:
1510:
1505:
1500:
1495:
1490:
1485:
1470:
646:
248:, and fitted with a 220-cell DP battery weighing 6.5 tons in 1932. It was numbered L32, and was scrapped in 1948.
742:
670:
634:
288:
In 1936, the decision was taken to purchase a batch of new battery locomotives, and an order was placed with the
102:. Each new batch included some improvements, but most used electro-pneumatic traction control equipment made by
797:
293:
146:
103:
106:, and so could be operated together. The exception were three from the 1936 batch, which used an experimental
738:
422:
325:
54:
33:
608:, although the 1985 batch of locomotives could recharge their batteries from the power rails while moving.
317:
280:
210:
1067:
1201:
304:
The metadyne-fitted locomotives had new bodies, but the bogies and motors were removed from redundant
1558:
1520:
261:
198:
792:
661:
734:
605:
209:
The next batch of battery locomotives was made by converting existing stock. When it opened, the
70:
66:
133:
after ATP was installed. More were fitted with
Transmission Based Train Control (TBTC) for the
1180:
1161:
1142:
1123:
601:
305:
268:
1096:
1457:
273:
78:
753:
each and have 200 Volt DC motors providing 75 hp (56 kW) to each axle. As a
157:
The first two battery locomotives supplied for the London Underground were manufactured by
117:
Improvements since manufacture have included the replacement of low-level Ward couplers by
528:
355:
237:
194:
110:
system, and the final batch of six, built in 1985, which used controllers manufactured by
90:, who used a trailer car to hold the batteries, and wired them to a separate locomotive.
27:
1715:
575:
371:
338:. They were part of a programme to phase out the last remaining steam engines, but the
256:
186:
118:
111:
1845:
1720:
666:
650:
625:
547:
509:
490:
339:
335:
331:
214:
190:
126:
82:
1223:
344:
165:. They were delivered in August 1905, and were used during the construction of the
158:
134:
471:
363:
99:
617:
162:
125:(ATP) in-cab signalling equipment to enable them to work on the newly opened
754:
749:
designed and built them in about four months. The locomotives weigh 15
701:
of Germany in 1996 took over some of the duties of the battery locomotives.
698:
649:
scheme, in the ownership of TransPlant. The locomotives are all based at
567:
297:
240:, they had been numbered 34 and 39. In 1929 they were transferred to the
174:
107:
296:
traction control equipment, while the other three would be fitted with
321:
750:
746:
676:
660:
279:
267:
255:
1095:. Railway Herald, Vol 1 Issue 31. 2006. p. 3. Archived from
1012:. Hartford Publications Ltd – Railway Strategies. 1 November 2007
1227:
81:
to buy two more in 1909, which were the only ones built to the
730:
645:
The locomotives are, since the start of London Underground's
685:
coming from overnight work on the Bakerloo Line, April 2019
801:. McGraw Publishing Company, New York. 1910. p. 1104.
713:
received four small battery locomotives. These were named
915:
913:
301:
rails, and at half that speed when working on batteries.
849:
847:
460:
Withdrawn between 1987 and 1997, all believed scrapped.
968:
966:
964:
316:
The next batch of seven vehicles were manufactured by
876:
874:
822:
820:
292:
for nine vehicles, six of which would be fitted with
284:
LT battery-electric locomotives at Croxley Tip, 1971
1823:
1802:
1777:
1770:
1734:
1656:
1625:
1557:
1519:
1456:
1449:
1363:
1356:
1336:
1329:
1309:
1268:
1261:
595:The locomotives can draw power from the 630 V
41:
20:
1037:. Transport for London. p. 22. Archived from
733:the name of the line they were bought to work on,
1207:GNP&BR battery locomotive no 2B, 1905 - 1907
1090:"New battery locos for Waterloo & City line"
1179:(15th ed.). Capital Transport Publishing.
1160:(13th ed.). Capital Transport Publishing.
290:Gloucester Railway Carriage & Wagon Company
167:Great Northern, Piccadilly and Brompton Railway
75:Great Northern, Piccadilly and Brompton Railway
63:London Underground battery-electric locomotives
21:London Underground battery-electric locomotives
1239:
1066:. Clayton Equipment Ltd. 2007. Archived from
350:The construction of the Jubilee line and the
96:Gloucester Railway Carriage and Wagon Company
8:
1202:London Transport Museum Photographic Archive
1010:"Signalling technology for today's railways"
347:construction, and were numbered L15 to L19.
1857:Standard gauge locomotives of Great Britain
1774:
1453:
1360:
1333:
1265:
1246:
1232:
1224:
69:used for hauling engineers' trains on the
17:
443:Metadyne control. Scrapped 1978 and 1980
421:Withdrawn from service, L35 preserved at
616:All battery locomotives are fitted with
381:
197:, they were used as shunting engines at
772:
693:With the building of the Jubilee line,
479:Originally L76, withdrawn from service
1032:"Rolling Stock Data Sheet 2nd Edition"
984:
996:
972:
955:
943:
931:
919:
904:
892:
880:
865:
853:
838:
826:
811:
779:
7:
1120:Workhorses of the London Underground
793:"Storage Battery Locomotive, London"
171:Chloride Electrical Storage Company
555:Withdrawn from service, scrapped.
14:
260:A battery-electric locomotive at
143:Communication Based Train Control
77:, and their success prompted the
1255:London Underground rolling stock
1177:London Underground Rolling Stock
1158:London Underground Rolling Stock
1122:. Capital Transport Publishing.
360:British Rail Engineering Limited
246:American Car and Foundry Company
217:, when it was being extended to
48:
26:
1141:(7th ed.). Ian Allan Ltd.
665:L53 locomotive at one end of a
604:are usually recharged inside a
1852:London Underground locomotives
1212:Battery locomotive no 48, 1982
1:
385:Battery Electric Locomotives
226:City and South London Railway
173:. Each locomotive weighed 55
88:City and South London Railway
1862:Battery electric locomotives
1831:Numbering and classification
1726:Tube-gauge steam locomotives
1648:London Transport locomotives
1217:Battery locomotive L25, 2013
705:Metronet battery locomotives
683:St John's Wood tube station
55:London transport portal
1878:
695:diesel-powered locomotives
622:Automatic Train Protection
318:R. Y. Pickering and Co Ltd
276:(District line platforms).
123:Automatic Train Protection
1118:Bruce, J. Graeme (1987).
635:Westinghouse Rail Systems
384:
46:
25:
798:Electric Railway Journal
739:Waterloo & City line
252:Main battery locomotives
147:Four Lines Modernisation
1529:Electric multiple units
423:London Transport Museum
328:and other dignitaries.
326:William Ewart Gladstone
272:Locomotive L16 seen at
34:London Transport Museum
686:
674:
285:
277:
265:
211:Central London Railway
145:(CBTC) as part of the
1175:Hardy, Brian (2002).
1156:Hardy, Brian (1993).
1137:Glover, John (1991).
1064:"Battery locomotives"
680:
664:
579:air-brake equipment.
283:
271:
259:
32:Preserved L35 at the
1521:Metropolitan Railway
1139:London's Underground
671:Baker Street station
320:, who were based in
161:, who were based in
1044:on 20 December 2013
602:lead-acid batteries
199:Ealing Common Depot
159:Hurst Nelson and Co
129:, and later on the
67:battery locomotives
1102:on 9 October 2011.
735:London Underground
709:In February 2006,
687:
675:
286:
278:
266:
71:London Underground
1839:
1838:
1798:
1797:
1766:
1765:
1762:
1761:
1754:Sleet locomotives
1658:Steam locomotives
1352:
1351:
1325:
1324:
1167:978-1-85414-164-4
934:, pp. 35–36.
922:, pp. 34–35.
907:, pp. 33–34.
895:, pp. 32–33.
856:, pp. 30–32.
841:, pp. 29–30.
743:Clayton Equipment
669:train waiting at
597:electrified rails
559:
558:
306:Metropolitan line
179:Hampstead Railway
60:
59:
1869:
1775:
1633:Battery-electric
1559:London Transport
1458:District Railway
1454:
1361:
1334:
1266:
1248:
1241:
1234:
1225:
1190:
1171:
1152:
1133:
1104:
1103:
1101:
1094:
1086:
1080:
1079:
1077:
1075:
1060:
1054:
1053:
1051:
1049:
1043:
1036:
1028:
1022:
1021:
1019:
1017:
1006:
1000:
994:
988:
982:
976:
970:
959:
953:
947:
941:
935:
929:
923:
917:
908:
902:
896:
890:
884:
878:
869:
863:
857:
851:
842:
836:
830:
824:
815:
809:
803:
802:
789:
783:
777:
697:manufactured by
382:
274:West Ham station
119:buckeye couplers
79:District Railway
53:
52:
51:
42:Notes/references
36:in November 2005
30:
18:
1877:
1876:
1872:
1871:
1870:
1868:
1867:
1866:
1842:
1841:
1840:
1835:
1819:
1794:
1758:
1730:
1652:
1621:
1602:R38/R47/R49/R59
1553:
1515:
1445:
1348:
1321:
1305:
1257:
1252:
1198:
1193:
1187:
1174:
1168:
1155:
1149:
1136:
1130:
1117:
1113:
1108:
1107:
1099:
1092:
1088:
1087:
1083:
1073:
1071:
1062:
1061:
1057:
1047:
1045:
1041:
1034:
1030:
1029:
1025:
1015:
1013:
1008:
1007:
1003:
995:
991:
983:
979:
971:
962:
954:
950:
942:
938:
930:
926:
918:
911:
903:
899:
891:
887:
879:
872:
864:
860:
852:
845:
837:
833:
825:
818:
810:
806:
791:
790:
786:
778:
774:
769:
764:
707:
659:
643:
614:
593:
564:
529:Doncaster Works
380:
356:Doncaster Works
254:
238:Piccadilly line
207:
195:First World War
155:
49:
47:
37:
12:
11:
5:
1875:
1873:
1865:
1864:
1859:
1854:
1844:
1843:
1837:
1836:
1834:
1833:
1827:
1825:
1821:
1820:
1818:
1817:
1812:
1806:
1804:
1800:
1799:
1796:
1795:
1793:
1792:
1787:
1781:
1779:
1772:
1768:
1767:
1764:
1763:
1760:
1759:
1757:
1756:
1751:
1749:Coaching stock
1746:
1740:
1738:
1732:
1731:
1729:
1728:
1723:
1718:
1713:
1708:
1703:
1698:
1693:
1688:
1683:
1678:
1673:
1668:
1662:
1660:
1654:
1653:
1651:
1650:
1645:
1640:
1635:
1629:
1627:
1623:
1622:
1620:
1619:
1614:
1609:
1604:
1599:
1574:
1569:
1563:
1561:
1555:
1554:
1552:
1551:
1546:
1541:
1536:
1531:
1525:
1523:
1517:
1516:
1514:
1513:
1508:
1503:
1498:
1493:
1488:
1483:
1478:
1473:
1468:
1462:
1460:
1451:
1447:
1446:
1444:
1443:
1438:
1433:
1428:
1423:
1418:
1413:
1408:
1403:
1398:
1393:
1388:
1383:
1378:
1373:
1367:
1365:
1358:
1354:
1353:
1350:
1349:
1347:
1346:
1340:
1338:
1331:
1327:
1326:
1323:
1322:
1320:
1319:
1313:
1311:
1307:
1306:
1304:
1303:
1298:
1293:
1288:
1283:
1278:
1272:
1270:
1263:
1259:
1258:
1253:
1251:
1250:
1243:
1236:
1228:
1222:
1221:
1220:
1219:
1214:
1209:
1197:
1196:External links
1194:
1192:
1191:
1186:978-1854142634
1185:
1172:
1166:
1153:
1147:
1134:
1128:
1114:
1112:
1109:
1106:
1105:
1081:
1055:
1023:
1001:
989:
987:, p. 106.
977:
960:
958:, p. 102.
948:
936:
924:
909:
897:
885:
870:
858:
843:
831:
816:
804:
784:
771:
770:
768:
765:
763:
760:
706:
703:
658:
655:
642:
639:
613:
610:
592:
589:
570:control gear.
563:
560:
557:
556:
553:
550:
545:
542:
538:
537:
534:
531:
526:
523:
519:
518:
515:
512:
507:
504:
500:
499:
496:
493:
488:
485:
481:
480:
477:
474:
469:
466:
462:
461:
458:
455:
452:
449:
445:
444:
441:
438:
433:
430:
426:
425:
419:
416:
411:
408:
404:
403:
400:
397:
394:
391:
387:
386:
379:
376:
262:Euston station
253:
250:
242:Hampstead line
232:Two Hungarian
206:
203:
187:Stoke-on-Trent
154:
153:Early vehicles
151:
58:
57:
44:
43:
39:
38:
31:
23:
22:
13:
10:
9:
6:
4:
3:
2:
1874:
1863:
1860:
1858:
1855:
1853:
1850:
1849:
1847:
1832:
1829:
1828:
1826:
1824:Miscellaneous
1822:
1816:
1813:
1811:
1808:
1807:
1805:
1801:
1791:
1788:
1786:
1783:
1782:
1780:
1776:
1773:
1769:
1755:
1752:
1750:
1747:
1745:
1742:
1741:
1739:
1737:
1733:
1727:
1724:
1722:
1721:Brill Tramway
1719:
1717:
1714:
1712:
1709:
1707:
1704:
1702:
1699:
1697:
1694:
1692:
1689:
1687:
1684:
1682:
1679:
1677:
1674:
1672:
1669:
1667:
1664:
1663:
1661:
1659:
1655:
1649:
1646:
1644:
1641:
1639:
1636:
1634:
1631:
1630:
1628:
1624:
1618:
1615:
1613:
1610:
1608:
1605:
1603:
1600:
1598:
1594:
1590:
1586:
1582:
1578:
1575:
1573:
1570:
1568:
1565:
1564:
1562:
1560:
1556:
1550:
1547:
1545:
1542:
1540:
1537:
1535:
1532:
1530:
1527:
1526:
1524:
1522:
1518:
1512:
1509:
1507:
1504:
1502:
1499:
1497:
1494:
1492:
1489:
1487:
1484:
1482:
1479:
1477:
1474:
1472:
1469:
1467:
1464:
1463:
1461:
1459:
1455:
1452:
1448:
1442:
1439:
1437:
1434:
1432:
1429:
1427:
1424:
1422:
1419:
1417:
1414:
1412:
1409:
1407:
1404:
1402:
1399:
1397:
1396:Watford Joint
1394:
1392:
1389:
1387:
1384:
1382:
1379:
1377:
1374:
1372:
1369:
1368:
1366:
1362:
1359:
1355:
1345:
1342:
1341:
1339:
1335:
1332:
1328:
1318:
1315:
1314:
1312:
1308:
1302:
1299:
1297:
1294:
1292:
1289:
1287:
1284:
1282:
1279:
1277:
1274:
1273:
1271:
1267:
1264:
1260:
1256:
1249:
1244:
1242:
1237:
1235:
1230:
1229:
1226:
1218:
1215:
1213:
1210:
1208:
1205:
1204:
1203:
1200:
1199:
1195:
1188:
1182:
1178:
1173:
1169:
1163:
1159:
1154:
1150:
1148:0-7110-1899-5
1144:
1140:
1135:
1131:
1129:0-904711-87-0
1125:
1121:
1116:
1115:
1110:
1098:
1091:
1085:
1082:
1070:on 8 May 2008
1069:
1065:
1059:
1056:
1040:
1033:
1027:
1024:
1011:
1005:
1002:
999:, p. 36.
998:
993:
990:
986:
985:Glover (1991)
981:
978:
975:, p. 34.
974:
969:
967:
965:
961:
957:
952:
949:
946:, p. 51.
945:
940:
937:
933:
928:
925:
921:
916:
914:
910:
906:
901:
898:
894:
889:
886:
883:, p. 35.
882:
877:
875:
871:
868:, p. 30.
867:
862:
859:
855:
850:
848:
844:
840:
835:
832:
829:, p. 28.
828:
823:
821:
817:
814:, p. 27.
813:
808:
805:
800:
799:
794:
788:
785:
782:, p. 26.
781:
776:
773:
766:
761:
759:
756:
752:
748:
744:
740:
736:
732:
729:, names that
728:
724:
720:
716:
712:
704:
702:
700:
696:
691:
684:
679:
672:
668:
667:track ballast
663:
656:
654:
652:
651:Ruislip Depot
648:
640:
638:
636:
631:
627:
626:Victoria line
623:
619:
611:
609:
607:
603:
598:
590:
588:
584:
580:
577:
571:
569:
561:
554:
551:
549:
548:Metro-Cammell
546:
543:
540:
539:
535:
532:
530:
527:
524:
521:
520:
516:
513:
511:
510:Metro-Cammell
508:
505:
502:
501:
497:
494:
492:
491:Metro-Cammell
489:
486:
483:
482:
478:
475:
473:
470:
467:
464:
463:
459:
456:
453:
450:
447:
446:
442:
439:
437:
434:
431:
428:
427:
424:
420:
417:
415:
412:
409:
406:
405:
401:
398:
395:
393:Number Built
392:
389:
388:
383:
377:
375:
373:
367:
365:
361:
357:
353:
348:
346:
341:
340:Victoria line
337:
336:Ruislip Depot
333:
332:Metro-Cammell
329:
327:
323:
319:
314:
310:
307:
302:
299:
295:
291:
282:
275:
270:
263:
258:
251:
249:
247:
243:
239:
235:
230:
227:
222:
220:
216:
215:Bakerloo line
212:
204:
202:
200:
196:
192:
191:Staffordshire
188:
182:
180:
176:
172:
168:
164:
160:
152:
150:
148:
144:
140:
136:
132:
128:
127:Victoria line
124:
120:
115:
113:
109:
105:
101:
97:
91:
89:
84:
83:loading gauge
80:
76:
72:
68:
64:
56:
45:
40:
35:
29:
24:
19:
16:
1810:Departmental
1771:Experimental
1572:O/CO/P/P1/CP
1176:
1157:
1138:
1119:
1111:Bibliography
1097:the original
1084:
1072:. Retrieved
1068:the original
1058:
1046:. Retrieved
1039:the original
1026:
1014:. Retrieved
1004:
997:Bruce (1987)
992:
980:
973:Bruce (1987)
956:Hardy (2002)
951:
944:Hardy (1993)
939:
932:Bruce (1987)
927:
920:Bruce (1987)
905:Bruce (1987)
900:
893:Bruce (1987)
888:
881:Bruce (1987)
866:Bruce (1987)
861:
854:Bruce (1987)
839:Bruce (1987)
834:
827:Bruce (1987)
812:Bruce (1987)
807:
796:
787:
780:Bruce (1987)
775:
726:
722:
718:
714:
708:
692:
688:
681:L48 passing
673:, July 2006.
644:
615:
594:
585:
581:
572:
565:
368:
349:
345:Jubilee line
330:
315:
311:
303:
287:
264:, April 2006
231:
223:
219:Queen's Park
208:
183:
156:
131:Central line
116:
92:
62:
61:
15:
1815:Engineering
1736:Other stock
1626:Locomotives
1450:Sub-surface
1310:Sub-surface
536:In Service
517:In Service
498:In Service
472:Acton Works
390:LT Numbers
364:white metal
205:Conversions
100:Acton Works
1846:Categories
762:References
612:Protection
541:L62 – L67
522:L44 – L54
503:L15 – L19
484:L20 – L32
454:Pickering
448:L55 – L61
429:L41 – L43
407:L35 – L40
234:gate stock
163:Motherwell
141:lines and
1778:Deep tube
1744:Carriages
1371:1900/1903
1364:Deep tube
1337:Deep tube
1269:Deep tube
755:fail-safe
641:Ownership
618:tripcocks
436:GRC&W
414:GRC&W
224:When the
1711:District
1643:Electric
1534:GN&C
1401:Standard
1074:20 April
1048:16 April
1016:16 April
711:Metronet
630:Metronet
568:Metadyne
396:Builder
352:Heathrow
298:metadyne
139:Northern
108:Metadyne
1612:C69/C77
1607:A60/A62
1262:Current
576:buckeye
533:1973/4
514:1970/1
495:1964/5
457:1951/2
440:1936/8
418:1936/8
135:Jubilee
1716:ex GWR
1638:Diesel
1549:Circle
1357:Former
1330:Future
1183:
1164:
1145:
1126:
751:tonnes
725:, and
715:Walter
699:Schöma
562:Design
402:Notes
378:Roster
322:Wishaw
1803:Other
1317:S7/S8
1100:(PDF)
1093:(PDF)
1042:(PDF)
1035:(PDF)
767:Notes
747:Derby
727:Kitty
606:depot
591:Power
552:1985
476:1962
399:Year
372:Kiepe
112:Kiepe
1790:1986
1785:1935
1441:1983
1436:1967
1431:1962
1426:1960
1421:1959
1416:1956
1411:1949
1406:1938
1391:1920
1386:1915
1381:1914
1376:1906
1344:2024
1301:2009
1296:1996
1291:1995
1286:1992
1281:1973
1276:1972
1181:ISBN
1162:ISBN
1143:ISBN
1124:ISBN
1076:2011
1050:2011
1018:2011
723:Anne
465:L33
175:tons
137:and
65:are
1617:D78
1597:Q38
1593:Q35
1589:Q31
1585:Q27
1581:Q23
1567:M/N
745:of
737:'s
731:pun
719:Lou
657:Use
647:PPP
525:11
487:13
358:by
294:GEC
189:in
104:GEC
1848::
963:^
912:^
873:^
846:^
819:^
795:.
721:,
717:,
653:.
637:.
544:6
506:5
468:1
451:7
432:3
410:6
181:.
149:.
114:.
1706:K
1701:H
1696:G
1691:F
1686:E
1681:D
1676:C
1671:B
1666:A
1595:/
1591:/
1587:/
1583:/
1579:/
1577:Q
1544:T
1539:S
1511:L
1506:K
1501:H
1496:G
1491:F
1486:E
1481:D
1476:C
1471:B
1466:A
1247:e
1240:t
1233:v
1189:.
1170:.
1151:.
1132:.
1078:.
1052:.
1020:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
