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The five-year Central Line Improvement Programme (CLIP) to refurbish the 30-year-old trains started in 2023, as it was considered cheaper than replacing the trains. [93] New motors, lighting, doors, and seats will be installed, and the trains will have passenger information displays, wheelchair areas and CCTV .
On 8 April 1953 two Central line trains collided in a tunnel section during disruption caused by a signal failure, killing 12 people. 12 46 28 July 1958 Central line Between Shepherds Bush station and Holland Park station A train fire occurred at the station, due to electrical short circuits in the trains causing arcing.
The 1960 Stock trains ran mainly on the Hainault loop. Following limited trials on the District line of a system of Automatic Train Operation (ATO) in 1963, the lightly used Woodford to Hainault section of the Central line was used as a testing ground for full ATO in preparation for its use on the Victoria line. Five of the six 1960-stock ...
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 ] 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 ]
Hainault depot faced a particular problem, because it is located on the Hainault loop, and all Underground trains prior to 1960 were "handed". They had an "A" end and a "D" end, and in normal operation, an "A" end of one train can only be coupled to a "D" end of another.
Newspapers are often discarded onto the existing air vents behind seats, which increases the problem. [11] [12] Conventional air conditioning was initially ruled out on the deep lines because of the lack of space for equipment on trains and the problems of dispersing the waste heat these would generate. Different systems were proposed to cool ...
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The Central line was extended from Liverpool Street to Stratford in November 1946, [1] and was extended further to Leytonstone in 1948. [2] A signal (A491) in the tunnel between Stratford and Leyton had been damaged, and this and the preceding signal (A489) were showing a permanent red aspect. Trains were being worked slowly past the failed ...