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Since TfL could not afford 250 new trains and upgraded signalling, it decided to buy only 94 trains, for the Piccadilly line, and relegate future train purchases to contract options. [ 37 ] [ 38 ] [ 11 ] In 2019, TfL raised £1 billion to buy the Piccadilly line trains by selling and leasing back Class 345 Elizabeth line trains.
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The detail found in Working Timetables includes the timings at every major station, junction, or other significant location along the train's journey (including additional minutes inserted to allow for such factors as engineering work or particular train performance characteristics), [2] which platforms are used at certain stations, and line codes where there is a choice of running line.
TfL subsequently took over the contract for the new trains, and organised a new contract for the replacement of signalling. In 2011, a £350m contract was awarded to Bombardier to replace the signals on the four lines with their Cityflo 650 system. [5] This work would be completed by 2018. [5]
A new fleet of trains was to be built for the Piccadilly line, and its 1956–59 Stock was to replace the 1938 Stock trains elsewhere on the system. However, in 1970 the service on the Northern line was poor, with up to 40 services a day being cancelled due to its aging 1938 Stock and poor industrial relations at that time at Acton Works.
A new link to Gospel Oak was built and the hourly service from Kentish Town was replaced by the current route from Gospel Oak with two trains per hour. The service remained relatively unreliable, largely due to the age of the rolling stock used, which were initially Class 115 and 108 units, replaced in the early 1990s by Class 117 and 121 units.
The Waterloo & City line, colloquially known as The Drain, [4] is a shuttle line of the London Underground that runs between Waterloo and Bank with no intermediate stops. Its primary traffic consists of commuters from south-west London, Surrey and Hampshire arriving at Waterloo main line station and travelling forward to the City of London financial district.
Class 416 trains were in turn succeeded by Class 313 EMUs, which worked the route until 2010 when London Overground introduced Class 378 Capitalstar four-car dual-voltage electric trains compatible with both 750 V DC third-rail and 25 kV AC overhead power sources, [5] and all of these units were by 2017 operating in 5-car formations to address ...