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Central
Colour on map	Red
Year opened	1900
Line type	Deep Tube
Rolling stock	1992 Tube Stock
Stations served	49
Length (km)	74
Length (miles)	46
Depots	Ruislip Hainault White City
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 the second busiest line on the Underground after the Northern with 183,512,000 passengers per year. 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.

Contents 1 History 1.1 The beginnings 1.2 Extensions of the line 1.2.1 Richmond extensions 1.3 Epping to Ongar branch 1.4 2003 derailment and closure 1.5 2007 derailment 2 Rolling stock 2.1 Former rolling stock 2.2 Current trains 3 Map 4 Facts 5 Stations 5.1 West Ruislip branch 5.2 Ealing Broadway branch 5.3 Woodford branch 5.4 Ongar branch (now Epping Branch) 6 Future plans 7 References 8 External links

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 27 June 1900 that it was formally opened, a month before public traffic began to use the railway on 30 July, to Bank station. The railway was initially operated by electric locomotives hauling a train of trailer cars. The distinctive station buildings, few 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 Chancery Lane, Bank and Liverpool Street, leaving this section of the line particularly prone to derailments. 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.

1908

Extended in the west by means of a loop to Wood Lane Exhibition Station in 1908 for the Franco-British Exhibition.

1912

Extended eastwards to Liverpool Street.

1920

In the west, a short connecting link was made from Wood Lane station to join the Great Western Railway (GWR)-operated line, the Ealing and Shepherd’s Bush Railway, allowing trains to run to Ealing.

1935

As part of the New Works Programme 1935–40, announced in June 1935, London Transport proposed works to extend the Central Line as follows:

• "to construct and electrify two additional GWR tracks from North Acton to Ruislip, allowing Central line trains from Wood Lane to use the line;

An extension beyond West Ruislip to Harefield Road and Denham was also planned (and shown on tube maps of the period) but was abandoned, along with the Northern Heights extensions of the Northern Line, due to post-war establishment of the Green belt around London which restricted development of land in the area.

• "to construct a tube railway in continuation of the Central London Line from Liverpool Street eastwards to points where it will connect with the Loughton and Grange Hill lines (probably near Leyton and Newbury Park so as to permit running through trains to stations in the West End of London and beyond without passing over the congested LNER (London and North Eastern Railway) lines at Stratford and Ilford"

Although the works of the latter were completed by the outbreak of war the opening was delayed, and the section, safer as it was from bombing, was used as a long, narrow, munitions factory by the Plessey company. The branch opened in December 1946 as far as Stratford (with trains continuing empty through the new tube tunnels to a temporary reversing facility at Drapers Field, in the cutting south of Leyton), with the line beyond Stratford opening to passengers in 1947, and the link to Ilford closed. BR trains continued to access the line via a link from Temple Mills East to Leyton. These included the BR locomotives and stock for the Epping - Ongar shuttle (until electrification in 1957), freight trains to sidings (including Fairlop, Barkingside, Buckhurst Hill, Theydon Bois, South Woodford, Loughton, North Weald, and Ongar) until the mid-1960s, and early-morning and late-night trains between Liverpool Street and Epping (latterly formed by DMUs, and last running on 31 May 1970). This section of line now forms a loop and there are some through services to Woodford via Hainault.

1949

Extended to Epping, when London Transport took over the line from British Railways.

1957

Extended from Epping to Ongar, taking over from British Railways.

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], which would have enabled the Central London Railway to run trains through to Richmond. 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].

Main article: Epping Ongar Railway

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 18 November 1957. From that date two-and three-car tube trains were used on the branch. The power supply being limited, 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 30 September 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 Tube station.

A Central line train derailed at Chancery Lane on 25 January 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 3 April and to all stations (albeit at a reduced frequency) on 12 April, 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 11 May 2004, but there were no reported injuries.

Three carriages came off the rails on the westbound Central line between Mile End and Bethnal Green stations at about 0900 BST on 5 July 2007. The cause was attributed to a roll of tarpaulin which came free from a storage location next to the lines.^[6]

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 7 July 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 17 February 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 Central line's 74 km (46 miles) make it the Underground's longest line. It serves 49 stations and requires 72 trains to operate the peak period service. Its total fleet of 85 trains, each of eight cars and known as 1992-tube stock, were manufactured by Adtranz in Derby.

Features of these trains are the smoother ride, acceleration and braking, an air suspension system, higher speeds, wider externally-mounted passenger-operated doors, brighter material design with large windows in the ends of cars, longer trains for increased capacity, new passenger-to-driver emergency communication facilities, automatic audible station announcements and closed-circuit television in the new-style cab to allow operators to monitor what is happening on platforms.

The overhaul of trains takes place at a large depot at West Ruislip. Routine Train maintenance work is carried out at this depot as well as at Hainault depot while minor maintenance is carried out at a smaller depot at White City. White City is also used to stable trains at night. There are also stabling sidings at Woodford and Loughton.

The simultaneous renewal of trains and signalling - and other equipment - makes the best use of the Central line's capacity and provide important benefits for passengers with more frequent trains, greater comfort, shorter journeys and improved reliability.

The longest journey without change on the London Underground can be made on the Central line between West Ruislip and Epping (54.9 km, 34.1 miles), taking 1 hour 28½ minutes.

Chancery Lane Station has the shortest escalator 9.1m (30ft) on the London Underground system, with just 50 steps.

At Greenford Station, an escalator takes passengers up to the trains a feature unique on the Underground.

The platforms at Redbridge are the shallowest on the tube lines, only 7.9m (26ft) below the road.

In order from west to east. Note that the station names in italics are no longer on the Central line

• Terminus: West Ruislip, opened 21 November 1948 (as West Ruislip (for Ickenham)); the suffix was later dropped.
• Ruislip Gardens, opened 21 November 1948.
• South Ruislip, opened 21 November 1948.
• Northolt, opened 21 November 1948.
• Greenford, opened 30 June 1947.
• Perivale, opened 30 June 1947.
• Hanger Lane, opened 30 June 1947.

branch joins at North Acton:

this was the main line until the post-war extensions

• Terminus: Ealing Broadway, opened 3 August 1920.
• West Acton, opened 5 November 1923.

branch joins at North Acton, using ex GWR tracks:

• North Acton, opened 5 November 1923; from here Central line tracks are used.
• East Acton, opened 3 August 1920.
• White City, opened 23 November 1947.
• Wood Lane, opened 14 May 1908; closed 22 November 1947.
• Shepherd's Bush, opened 30 July 1900.
• Holland Park, opened 30 July 1900.
• Notting Hill Gate, opened 30 July 1900.
• Queensway, opened 30 July 1900 (as Queens Road); renamed 1 September 1946.
• Lancaster Gate, opened 30 July 1900.
• Marble Arch, opened 30 July 1900.
• Bond Street, opened 24 September 1900.
• Oxford Circus, opened 30 July 1900.
• Tottenham Court Road, opened 22 June 1907 (as Oxford Street); renamed 9 March 1908.
• British Museum, opened 30 July 1900; closed 24 September 1933.
• Holborn, opened 25 September 1933 (as Holborn (Kingsway)); the suffix was later dropped.
• Chancery Lane, opened 30 July 1900; renamed Chancery Lane (Grays Inn) 25 June 1934; the suffix was later dropped.
• St. Paul's, opened 30 July 1900 (as Post Office); renamed 1 February 1937.
• Bank, opened 30 July 1900.
• Liverpool Street, opened 28 July 1912.
• Bethnal Green, opened 4 December 1946.
• Mile End, opened 4 December 1946.
• Stratford , first served 4 December 1946.
• Leyton, first served 5 May 1947.
• Leytonstone, first served 5 May 1947.

Splits into two branches.

• Wanstead, opened 14 December 1947.
• Redbridge, opened 14 December 1947.
• Gants Hill, opened 14 December 1947.
• Newbury Park, first served 14 December 1947.
• Barkingside, first served 31 May 1948.
• Fairlop, first served 31 May 1948.
• Hainault, first served 31 May 1948.

The Greater London boundary with Essex is at Grange Hill

• Grange Hill, first served 21 November 1948.
• Chigwell, first served 21 November 1948.
• Roding Valley, first served 21 November 1948.

Terminates at Woodford [see Ongar Branch] (except for rush hours)

• Snaresbrook, first served 14 December 1947.
• South Woodford, first served 14 December 1947 (as South Woodford (George Lane)); renamed 1950.
• Terminus for Woodford branch: Woodford , first served 14 December 1947.

The Greater London boundary with Essex is between Woodford and Buckhurst Hill

• Buckhurst Hill, first served 21 November 1948.
• Loughton, first served 21 November 1948.
• Debden, first served 25 September 1949.
• Theydon Bois, first served 25 September 1949.
• Terminus: Epping , first served 25 September 1949.

Note: the remaining stations to Ongar were served by a shuttle service from Epping.

• North Weald, first served 25 September 1949; closed 30 September 1994.
• Blake Hall, first served 25 September 1949; closed: 31 October 1981.
• Ongar, first served 25 September 1949; closed 30 September 1994.

In late 2007, Shepherd's Bush station will become an interchange with the national rail network (London Overground) due to the opening of Shepherd's Bush railway station on the West London Line.

There are plans for the line to interchange with two tram networks:

1. with the Cross River Tram at Holborn, and
2. if the Oxford Street Tram is constructed, there is the possibility of interchanges at Marble Arch, Bond Street, Oxford Circus, Tottenham Court Road and Holborn.

The developers of the First Central business park at Park Royal, west London are planning a new station between North Acton and Hanger Lane. This will serve the business park and provide a walking distance interchange with Park Royal station on the Piccadilly line^[7].

By 2025 ^[8] it is planned that Crossrail 2 will have taken over the Epping branch ^[9]. The potential congestion relief this would cause may mean that the currently under-construction Shoreditch High Street station is added to the Central line to make a further interchange with London Overground. It should be noted that there is this further interchange could be created before Crossrail 2 is completed, however, it would depend on the cost and the amount of disruption it will cause for people travelling to and from the City ^[10].

• Central line - London Underground page with line facts and brief history
• Clive's Underground Line Guide
• A History of the London Tube Maps - 1914 tube map showing proposed extension to Gunnersbury
• Epping Ongar Railway - The company currently owning the Epping and Ongar branch and running trains on it.