Built:
S7 Stock: 2012 – 2014
S8 Stock: 2008 – 2012
Manufacturer: Bombardier Transportation
Entered Service:
S7 Stock: 2012 – 2014
S8 Stock: 2009 -2012 (additional set delivered in 2016)
Number in Service: 
S7 Stock: 133
S8 Stock: 58
Number of Carriages per Train: 7/8
Seats per Train:
S7 Stock: 256
S8 Stock: 306
Passenger Capacity:
S7 Stock: 1209 (approx.)
S8 Stock: 1350 (approx.)

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S7 Stock

Train Formation:  Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Driving Motor

Train Length: 367ft 6ins
Train Width: 9ft 3ins
Train Height: 12ft
Train Weight: 213.7 tonnes

Lines Operated: Circle, District, Hammersmith & City

S8 Stock

Train Formation:  Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Non-Driving Motor – Driving Motor

Train Length: 418ft 2ins
Train Width: 9ft 3ins
Train Height: 12ft
Train Weight: 241.2 tonnes

Line Operated: Metropolitan

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Subsurface Lines S7/S8 Stock History

With the implementation of the Public Private Partnership on the London Underground in 2003, the infrastructure of the sub-surface lines namely the Circle, District, Hammersmith & City, and Metropolitan Lines was placed under the charge of Metronet.

This consortium, consisting of Atkins, Balfour Beatty, Bombardier Transportation, EDF Energy, and Thames Water decided to replace the rolling stock on the lines to standardise the fleet.

Bombardier Transportation, as part of the consortium, was charged with the design, planning, and construction of the order for 192 trains (1403 cars) to replace the existing A, C & D stock units in operation at the time, along with the ongoing required maintenance of the new units.

December 2006 saw Metronet and London Underground unveil the design for the new units for the new trains, introducing a uniform design across the board, with the only difference being the number of carriages per train. At this time, London Underground announced an addition of 40 cars to the order, leading to a final project cost of £1.5billion.

Construction was due to commence in 2007 but, with the collapse of Metronet due to financial difficulties in July of that year, London Underground had to enter negotiations with Bombardier to continue the construction of the 2009 stock, along with that of the S Stock. This led to Transport for London taking ownership of Metronet in May 2008.

With the construction of the first S8 stock trains for the Metropolitan Line complete, they were delivered for testing to Bombardier’s test track at Old Dalby in March 2009. This prevented the closure of the line at weekends and accelerated the process, allowing the first unit to be delivered to Neasden Depot in October of that year.

Line testing of the new trains began in November 2009 between Amersham and Watford, with driver training commencing in early January 2010. The first S8 Stock train entered revenue service between Wembley Park and Watford on 31 July 2010.

27 June 2011 saw the S8 Stock commence operation along the full Metropolitan Line. Further deliveries of new trains were suspended by TfL following concerns about reliability, with several trains having been delivered to Neasden but not accepted into service until deliveries resumed in December.

The final S8 Stock set was delivered to Neasden on 15 September 2012 with the final A Stock set being withdrawn from service eleven days later. However, in November 37 of the new trains were returned to Bombardier at Derby for urgent modifications. During this time, three S7 Stock units meant for the Hammersmith & City Line were supplemented with an additional car to allow the Metropolitan Line service to continue.

Alongside the S8 Stock Units, the first S7 stock units were also being constructed with the initial units being delivered and tested, alongside driver training on the Hammersmith & City Line in May 2012. The first revenue-earning runs began between Hammersmith & Moorgate on 6 July of that year. The first train to pass Moorgate and head to Barking was a testing run on 4th December 2012, with the S7s commencing full service on the line on 9th December.

The Circle was the next to receive its new trains, with the first entering service on 2nd September 2013, with full service being assumed, replacing the C Stock units, on 11th February 2014.

The final line to receive its units was the District, with the first unit entering service between Kensington Olympia and West Ham on 2nd September 2013. This was followed by the assumption of services from Wimbledon to Edgware Road on 6th February 2014, to Ealing Broadway on 13th June, and to Richmond on 16th January 2015.

With the new stock in service, the withdrawal of the D78 stock from the District Line commenced three days later and the final unit withdrawn on 21st April 2017.

Built: 2007 – 2011
Manufacturer: Bombardier Transportation
Entered Service: 2009 – 2012
Refurbished: N/A
Number in Service:  47
Number of Carriages per Train: 8
Seats per Train: 252
Passenger Capacity: 876 (approx.)

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Train Formation:  Driving Motor – Trailer – Non-Driving Motor + Uncoupling Non-Driving Motor – Non-Driving Motor – Trailer – Driving Motor

Train Length: 437ft 6ins
Train Width: 8ft 10ins
Train Height: 9ft 5ins
Train Weight: 197.3 tonnes

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Victoria Line 2009 Stock History

With the implementation of the Public-Private Partnership on the London Underground in 2003, it was realised that the Automatic Train Protection system and the 1967 stock operating on the Victoria Line were becoming more unreliable and required replacement.

Metronet, the consortium awarded the infrastructure contract for the Bakerloo, Central, and Victoria Lines began substantially upgrading the Victoria Line with the rolling stock contract to replace the 1967 Stock being awarded to Bombardier Transportation with a value of £750 million.

Following the award of the contract, design work commenced immediately and the finalised design was presented in September 2004, with manufacturing of the first two pre-production units beginning in early 2005.

February 2006 saw the first car completed and was followed by completion of the first unit in August of that year with testing beginning at Bombardier’s Litchurch Lane facility in Derby the following month.

Due to delays within the testing programme, the unit was not delivered to Northumberland Park until May 2007 which finally allowed training and familiarisation to commence.

Introduction to trial running of the second pre-production train was expected in July 2008, but various delays saw this postponed twice, with the unit finally entering service on 21 July 2009.

Production of the rest of the service fleet started at Litchurch Lane towards the end of 2009 with one completed train entering service every two weeks commencing February 2010.

Mid-2011 saw enough units in service to allow the withdrawal of the 1967 stock, with the final train running on 30 June 2011 allowing a full service of 2009 stock from the following day.

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Built: 1995-1998 and 2005-2006
Manufacturer: GEC Alsthom
Entered Service: 1997-2000 and 2005-2006
Refurbished: 2013-2015
Number in Service:  63
Number of Carriages per Train: 7
Seats per Train: 234
Passenger Capacity: 875 (approx.)

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Train Formation:  Driving Motor – Trailer – Uncoupling Non-Driving Motor + Uncoupling Non-Driving Motor – Trailer – Trailer – Driving Motor

Train Length: 414ft 6ins
Train Width: 8ft 6ins
Train Height: 9ft 6ins
Train Weight: 176.9 tonnes

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Jubilee Line 1996 Stock History

During the planning stages of the Jubilee Line Extension, it was decided that the 1983 Stock on the existing line would undergo heavy refurbishment.

However, this was eventually deemed too labour-intensive and expensive and was abandoned. The decision was taken to acquire new stock for the line with Alstom being awarded the contract and development of the 1996 stock began in parallel with the Northern Line 1995 Stock.

The major mechanical differences between the two types include their traction motors, bogies and train management systems. Interior differences include perch seats on the 1996 stock (1995 stock has tip-up seats) and Red LED matrix screens rather than the orange used on the 1995 Stock.

The first six-car set of 1996 stock was manufactured at Alstom’s Barcelona facility before being delivered to Neasden Depot in July 1996. This set underwent comprehensive testing and proving before finally entering service on 24th December 1997.

Due to severe delays in the construction of the Jubilee Line Extension, the new trains were introduced on the existing line gradually replacing the 1983 stock, with the last 1996 unit entering revenue service on 31st July 2001.

Following the opening of the line extension in 1999 it was realised that the new line required more capacity. As part of the Public-Private-Partnership on the Underground in 2003, Tube Lines planned to add a seventh car to the 1996 stock, increasing its capacity by 17%. Fortunately, the 1996 stock was future-proofed to allow this addition, while the stations on the line easily accepted the longer trains.

In total 87 carriages made up of 59 additional carriages for existing 6-car trains and 4 new 7-car trains were ordered from Alstom in June 2003, to be built at their new Barcelona facility. Production began almost immediately with the new order delivered to Stratford Market Depot by November 2005.

To allow for the additions, the Jubilee Line timetable was reduced in December 2005 allowing the final conversion to be made during a five-day closure of the entire line from December 25th of that year. After extensive testing, the four new trains entered service in the Spring of 2006.

In 2017 some 20 years after their introduction to service, the entire fleet underwent refurbishment, with new flooring fitted, repainted grab rails, plated over door buttons, and a repaint being the main features. The first refurbished train entered service on 23 February 2017, with the last set reentering service in December 2019.

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Built: 1996-1999
Manufacturer: GEC Alsthom
Entered Service: 1997 – 2000
Refurbished: 2013-2015
Number in Service:  106
Number of Carriages per Train: 6
Seats per Train: 200
Passenger Capacity: 662 (approx.)

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Train Formation:  Driving Motor – Trailer – Uncoupling Non-Driving Motor (2 sets of three each train)

Train Length: 355ft 8ins
Train Width: 8ft 6ins
Train Height: 9ft 4ins
Train Weight: 158 tonnes

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Northern Line 1995 Stock History

In the early 1990s, London Underground concluded that the existing 1959/1962/1972 stock in operation on the Northern Line had reached the end of its serviceable life.

Following the tendering process, the contract to build the replacement trains was awarded to GEC Alsthom, who began constructing the new trains in 1996. However, the bodyshells were manufactured in Spain and transported to the UK.

The first of 106 trains was delivered from Washwood Heath to Ruislip depot on 20th December 1996, with unit testing commencing in January 1997.

After an extensive testing program, the first train entered revenue service on 12 June 1998, and with steady deliveries of the new trains, the final unit entered service on 10th April 2001.

The 1995 stock bears a striking resemblance to its sister 1996 stock and this is indeed because they have the same bodyshell design. This is where any similarity ends, as major mechanical and electrical differences occur between the two types.

The major mechanical differences between the two include their traction motors and bogies, with interior differences including the use of tip-up seats on the 1995 stock (1996 stock has perch seats), Orange LED matrix screens rather than Red, and the use of selective door operation, the only deep-level tube stock to feature this, due to several short platforms along the line.

Fifteen years after they entered into service, the 1995 stock began refurbishment in 2013. This refurbishment by Alstom saw the floors of the cars replaced, repainting of the grab rails, replacing the seating moquette, and removing both the internal and external door control buttons.

The exterior of each train also benefitted from polishing the windows to remove graffiti and having their corporate livery reapplied. The first refurbished unit re-entered service on 30 May 2013, with the last returning to service in April 2015.

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Built: 1991-1994
Manufacturer: British Rail Engineering Limited
Entered Service: 1993 – 1995
Refurbished: Central: 2011-2012 / Waterloo & City: 2006
Number in Service:  90 (Central: 85 / Waterloo & City: 5)
Number of Carriages per Train: Central: 8 / Waterloo & City: 4
Seats per Train: Central: 272 Waterloo & City: 136
Passenger Capacity: Central: 1047 Waterloo & City: 406 (approx.)

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Train Formation:  Driving Motor – Non-Driving Motor (Central x 4 / Waterloo & City x2)

Train Length: Central: 434 feet / Waterloo & City: 216 feet 4 ins
Train Width: 8ft 6ins
Train Height: 9ft 4ins
Train Weight: Central: 170 tonnes / Waterloo & City: 86 tonnes

Central/Waterloo & City Line 1992 Stock History

Although the Central/Waterloo & City Line 1992 Stock units are virtually identical, the histories of the units are detailed separately below.

Following extensive testing of the three prototype 1986 stock units by London Underground, a design was chosen. British Rail Engineering Limited (sub-contracted to ABB) commenced construction of the 1992 stock at their Derby Litchurch Lane works in 1991.

With the commencement of testing of the new units, several technical issues were found and the units returned to Derby to be rectified. Following this process, the first units entered revenue service in April 1993, gradually replacing the existing 1962 stock, with completion in May 1995.

Following the initial Central Line order, British Rail ordered ten two-car units for use on the Waterloo & City Line. These were initially designated as Class 482, but this was changed to the London Underground class codes following the operational transfer of the line on 1 April 1994. The units are virtually identical to those operated on the Central Line, with the main difference being the use of trip-cocks rather than Automatic Train Protection.

25 January 2003 saw the derailment of a 1992 stock train on the westbound platform of Chancery Lane Station, injuring 32 of the approximately 500 people on board at the time. The cause of the accident was determined to be the detachment of a motor bogie under the fifth car, caused by a gearbox failure.

As a result of the incident, the entire Central Line fleet was withdrawn from service that afternoon, with both the Central and Waterloo & City Lines being closed at the time. This closure enabled all of the stock to be modified with new, safer equipment and lasted until 14 March 2003, when both lines were re-opened in stages.

In 2006, the Waterloo & City Line was closed for several months to allow for track and signalling upgrade works. The rolling stock was removed by crane from the line’s Waterloo depot and transported to Wabtec Rail in Doncaster for refurbishment. This programme saw the units repainted from their Network Southeast livery to the standard London Underground Corporate livery with the interior handrails and seat moquette replaced, alongside the installation of CCTV cameras.

Beginning in 2011, the Central Line stock began a process of refurbishment with a new seat moquette, brighter lighting and new window frames being installed. This was coupled with a complete refresh of the driving cabs incorporating a simpler design and repairing several water ingress points. This not only cleaned up the unit’s appearance, but it also helped save costs on any future work.

A further major refurbishment of the units has been planned by Transport for London. These works will include a complete overhaul of the units with the addition of wheelchair spaces, passenger information screens and train-wide CCTV. The exterior of the units will receive a complete repaint and all of the traction motors will be replaced. This programme was due to commence in the summer of 2020, taking 40 days per unit, but these works have been postponed due to the Coronavirus pandemic.

Built: 1974 – 1977
Manufacturer: Metro-Cammell, Birmingham
Entered Service: 1975 – 1977
Refurbished: 1995 – 2000
Number in Service:  86.5
Number of Carriages per Train: 6
Seats per Train: 228
Passenger Capacity: 912 (approx.)

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Train Formation:  Driving Motor – Trailer – Uncoupling Non-Driving Motor – Uncoupling Non-Driving Motor – Trailer – Driving Motor

Train Length: 346ft 2in
Train Width: 8ft 6ins
Train Height: 9ft 4ins
Train Weight: 159.8 tonnes

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Piccadilly Line 1973 Stock History

With the extension of the Piccadilly Line to Heathrow Airport, London Underground also decided to replace the life-expired 1938, 1959, and 1962 stock units operating services on the line.

The 1973 Stock was constructed by Metro-Cammell at their Birmingham plant between 1972 and 1975, with the first unit being entered into service on 19 July 1975 and the last in 1977. All the new trains were constructed with longer cars, wider passenger door openings, and large luggage areas for airport travellers.

Between 1996 and 2001, London Underground’s entire 1973 stock fleet was sent to Bombardier Transportation in Wakefield for refurbishment, with the interior being completely remodelled including new flooring, grab rails, lighting, and increased luggage space.

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Built: 1972 – 1974
Manufacturer: Metro-Cammell, Birmingham
Entered Service: 1972 – 1975 (Northern Line)
Refurbished: 1991 – 1995
Number in Service:  36
Number of Carriages per Train: 7
Seats per Train: 268
Passenger Capacity: 968 (approx.)

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Train Formation:  Driving Motor – Trailer – Trailer – Driving Motor  + Uncoupling Non-Driving Motor – Trailer – Driving Motor

Train Length: 367ft 9in
Train Width: 8ft 8ins
Train Height: 9ft 5.25ins
Train Weight: 164.2 tonnes

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Bakerloo Line 1972 Stock History

Following the decision in the early 1970s to replace the life-expire 1938 stock on the Bakerloo & Northern lines, designs were produced for a new Northern Line fleet. However, the plans were shelved in favour of a new train fleet for the Piccadilly Line following the decision to build an extension to Heathrow Airport.

This plan led to the existing fleet of 1959 stock on the Piccadilly Line being readied for transfer to the Northern Line to replace the 1938 stock. However, sufficient units were available to cover the required diagrams, so 30 trains of MkI 1972 stock were ordered.

Due to the speed of the order, a new design was not possible, so the units were based on the 1967 stock in use on the Victoria Line. The main differences were the addition of the guard and door controls in the rear unit and the non-compatibility with 1967 stock.

A further 33 1972 MkII units were also ordered for the new Jubilee Line which were built with slightly different interiors and externally, the passenger doors were painted red, with an LT roundel in place of the usual London Transport lettering.

In 1984, following the introduction of new stock on the Jubilee Line, the MkII 1972 stock was transferred to the Northern Line, then subsequently to the Bakerloo Line, where they remain in service. However, the MkI units remained on the Northern Line until they were replaced in 1999 by GEC Alsthom 1995 Stock.

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