argent st george, london and continental railways …out 1, 3 250 46 987 % in 1,316 1145 23 26325 29...

Argent St George, London and

Continental Railways and Exel

King's Cross Central

Transport Assessment

Appendix 6

April 2004

HAMMERSMITH & CITY, CIRCLE and METROPOLITAN LINES

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity

Loading Loading Loading Loading

In 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 7 7004 22 22011 3131 5814 5006 13951 125%Out 192 958 1,150 1001 9 9005 7 7004 8 8004 24 24012 7 7004 7 7004 8 8004 22 22011 3989 7407 6377 17774 125%In 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 7 7004 22 22011 3805 7064 6082 16951 125%

Out 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 8 8004 23 23012 4350 8077 6954 19381 125%

In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 7 7004 7 7004 7 7004 21 21011 2434 4519 3891 10844 125%Out 192 958 1,150 1001 8 8004 7 7004 7 7004 22 22011 6 6003 8 8004 7 7004 21 21011 3178 5900 5080 14157 125%In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 8 8004 7 7004 8 8004 23 23012 3577 6642 5719 15938 125%

Out 192 958 1,150 1001 7 7004 8 8004 8 8004 23 23012 7 7004 7 7004 8 8004 22 22011 4059 7536 6488 18083 125%

In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 7 7004 7 7004 7 7004 21 21011 2434 4519 3891 10844 125%Out 192 958 1,150 1001 8 8004 7 7004 7 7004 22 22011 6 6003 8 8004 7 7004 21 21011 3178 5900 5080 14157 125%In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 8 8004 7 7004 8 8004 23 23012 3577 6642 5719 15938 125%

Out 192 958 1,150 1001 7 7004 8 8004 8 8004 23 23012 7 7004 7 7004 8 8004 22 22011 4059 7536 6488 18083 125%

In 448 1,045 1,493 1299 7 9092 14 18185 15 19484 36 46761 9 11690 15 19484 9 11690 33 42864 3433 6373 5487 15292 125%Out 448 1,045 1,493 1299 6 7793 14 18185 15 19484 35 45462 9 11690 15 19484 9 11690 33 42864 4156 7717 6644 18517 125%In 448 1,045 1,493 1299 10 12989 15 19484 12 15587 37 48060 13 16886 13 16886 7 9092 33 42864 8956 16628 14316 39900 125%

Out 448 1,045 1,493 1299 9 11690 15 19484 13 16886 37 48060 12 15587 13 16886 8 10391 33 42864 9508 17653 15199 42360 125%

In 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 7 7004 22 22011 3131 5814 5006 13951 125%Out 192 958 1,150 1001 9 9005 7 7004 8 8004 24 24012 7 7004 7 7004 8 8004 22 22011 3989 7407 6377 17774 125%In 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 7 7004 22 22011 3805 7064 6082 16951 125%

Out 192 958 1,150 1001 8 8004 7 7004 8 8004 23 23012 7 7004 8 8004 8 8004 23 23012 4350 8077 6954 19381 125%

In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 7 7004 7 7004 7 7004 21 21011 2434 4519 3891 10844 125%Out 192 958 1,150 1001 8 8004 7 7004 7 7004 22 22011 6 6003 8 8004 7 7004 21 21011 3178 5900 5080 14157 125%In 192 958 1,150 1001 8 8004 8 8004 7 7004 23 23012 8 8004 7 7004 8 8004 23 23012 3577 6642 5719 15938 125%

Out 192 958 1,150 1001 7 7004 8 8004 8 8004 23 23012 7 7004 7 7004 8 8004 22 22011 4059 7536 6488 18083 125%

In 448 1,045 1,493 1299 7 9092 14 18185 15 19484 36 46761 9 11690 15 19484 9 11690 33 42864 3433 6373 5487 15292 125%Out 448 1,045 1,493 1299 6 7793 14 18185 15 19484 35 45462 9 11690 15 19484 9 11690 33 42864 4156 7717 6644 18517 125%In 448 1,045 1,493 1299 10 12989 15 19484 12 15587 37 48060 13 16886 13 16886 7 9092 33 42864 8956 16628 14316 39900 125%

Out 448 1,045 1,493 1299 9 11690 15 19484 13 16886 37 48060 12 15587 13 16886 8 10391 33 42864 9508 17653 15199 42360 125%

In 1,316 1145 23 25100 29 33192 30 34337 82 92629 23 26325 30 34337 23 26325 76 86987 8998 16706 14383 40087 125%Out 1,322 1150 23 24802 28 32192 30 34491 81 91485 22 25294 30 34491 24 27593 76 87378 11324 21024 18101 50449 125%In 1,322 1150 26 28997 30 34491 27 31042 83 94530 28 32192 28 32192 22 25294 78 89677 16338 30334 26117 72789 125%

Out 1,322 1150 24 26698 30 34491 29 33341 83 94530 26 29892 28 32192 24 27593 78 89677 17917 33266 28641 79824 125%In 1,316 1145 23 26325 29 33192 30 34337 82 93854 23 26325 30 34337 23 26325 76 86987 8998 16706 14383 40087 125%

Out 1,322 1150 23 26443 28 32192 30 34491 81 93126 22 25294 30 34491 24 27593 76 87378 11324 21024 18101 50449 125%In 1,322 1150 26 29892 30 34491 27 31042 83 95426 28 32192 28 32192 22 25294 78 89677 16338 30334 26117 72789 125%

Out 1,322 1150 24 27593 30 34491 29 33341 83 95426 26 29892 28 32192 24 27593 78 89677 17917 33266 28641 79824 125%In 1,316 1145 34 38915 34 38915 34 38915 102 116745 34 38915 34 38915 34 38915 102 116745 8998 16706 14383 40087 125%

Out 1,322 1150 34 39090 34 39090 34 39090 102 117270 34 39090 34 39090 34 39090 102 117270 11324 21024 18101 50449 125%In 1,322 1150 34 39090 34 39090 34 39090 102 117270 34 39090 34 39090 34 39090 102 117270 16338 30334 26117 72789 125%

Out 1,322 1150 34 39090 34 39090 34 39090 102 117270 34 39090 34 39090 34 39090 102 117270 17917 33266 28641 79824 125%87%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the assumed year when King's Cross Central development will be completed

Sources: LUL working timetables (coincide with 2001)From LUL PedrouteFrom Network Rail Team (PPP upgrade information provided by LUL)Passengers Profiles from LUL PEDROUTEThe Total Crush for 1998, 2001 and 2003 is assumed as a weighted average of the Total Crushes for the Peak Hour. The value for 2020 was assumed the same as for 2003.LUL Rolling Stock Sheet, April 2003

Notes:AM and PM demands are only available for 2001 AM and PM demands for the first and third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.

Metropolitan Line 2003

Westbound

Eastbound

ALL Lines 2003

Westbound

Eastbound

ALL Lines 2001

Westbound

Eastbound

Eastboud

Circle Line 2003

Westbound

Eastboud


Westbound

Eastbound

Circle Line 1998

Westbound

Eastboud

Circle Line 2001

Westbound

Eastboud

Hamm. & City Line

2003

Westbound

Train Capacity

Hamm. & City Line

2001

Westbound

08:00 - 09:00 09:00 - 10:00 Period

AM Peak Capacity

07:00 - 08:00 16:00 - 17:00

ALL Lines 2020

Westbound

Eastboud

SeatingCrush

Standing

Pratical Crush (87%

of Total Cruch)

Total Crush

Eastboud

17:00 - 18:00 18:00 - 19:00 Period

AM Peak Demand

Peak / AM Average

PM Peak Capacity

Table 3: LUL Subsurface - Services, Capacity and Demand - Practical Crush Capacity

Service Patterns

K:\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - H&C, Circle, Metrop (T3) Page 1 of 2

APPENDIX 6TABLE 3


InOutIn

Out

In

Out

In

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

OutIn

OutIn

OutIn

OutIn

Out


Westbound

Eastbound

ALL Lines 2003

Westbound

Eastbound

ALL Lines 2001

Westbound

Eastbound

Eastboud

Circle Line 2003

Westbound

Eastboud


Westbound

Eastbound

Circle Line 1998

Westbound

Eastboud

Circle Line 2001

Westbound

Eastboud

Hamm. & City Line

2003

Westbound

Hamm. & City Line

2001

Westbound

ALL Lines 2020

Westbound

Eastboud

Eastboud

16:00 - 17:00 17:00 - 18:00 18:00 - 19:00 Period 07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period 16:00 - 17:00 17:00 - 18:00 18:00 - 19:00 Period 07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period 16:00 - 17:00 17:00 - 18:00 18:00 - 19:00 Period


5900 8077 7858 21835 111% 4873 1190 2998 9060 1104 -73 -855 176 39% 83% 63% 61% 84% 101% 112% 99%5160 7064 6872 19096 111% 5015 -404 1627 6238 1843 -61 1132 2915 44% 106% 80% 74% 74% 101% 86% 87%5411 7407 7206 20024 111% 4199 -61 1922 6061 1593 597 -203 1987 48% 101% 76% 74% 77% 93% 103% 91%4247 5814 5656 15717 111% 3654 -1074 1050 3630 2757 2190 2348 7294 54% 115% 87% 84% 61% 73% 71% 68%

5505 7536 7332 20372 111% 5570 3485 3113 12168 1499 -533 -328 638 30% 56% 56% 47% 79% 108% 105% 97%

4852 6642 6462 17956 111% 4826 1104 1924 7854 1151 1362 542 3055 40% 84% 73% 64% 81% 83% 92% 85%

4310 5900 5740 15950 111% 4427 1362 1285 7074 3694 1104 2264 7062 45% 83% 82% 69% 54% 84% 72% 69%3301 4519 4396 12216 111% 2945 468 1516 4928 3703 2485 3608 9795 58% 94% 81% 79% 47% 65% 55% 56%

5505 7536 7332 20372 111% 5570 3485 3113 12168 1499 -533 -328 638 30% 56% 56% 47% 79% 108% 105% 97%4852 6642 6462 17956 111% 4826 1104 1924 7854 1151 1362 542 3055 40% 84% 73% 64% 81% 83% 92% 85%4310 5900 5740 15950 111% 4427 1362 1285 7074 3694 1104 2264 7062 45% 83% 82% 69% 54% 84% 72% 69%3301 4519 4396 12216 111% 2945 468 1516 4928 3703 2485 3608 9795 58% 94% 81% 79% 47% 65% 55% 56%

12895 17653 17174 47722 111% 5660 11812 13997 31468 -1205 1831 -5484 -4858 38% 35% 28% 33% 110% 91% 147% 111%12146 16628 16177 44951 111% 3637 10468 12840 26944 -456 2856 -4487 -2087 53% 42% 34% 41% 104% 85% 138% 105%5637 7717 7508 20862 111% 4033 2856 1271 8160 11249 9169 1585 22002 69% 85% 92% 83% 33% 46% 83% 49%4655 6373 6200 17228 111% 2182 1831 1687 5700 10932 10513 4191 25636 81% 91% 90% 88% 30% 38% 60% 40%

5900 8077 7858 21835 111% 4873 1190 2998 9060 1104 -73 -855 176 39% 83% 63% 61% 84% 101% 112% 99%5160 7064 6872 19096 111% 5015 -404 1627 6238 1843 -61 1132 2915 44% 106% 80% 74% 74% 101% 86% 87%5411 7407 7206 20024 111% 4199 -61 1922 6061 1593 597 -203 1987 48% 101% 76% 74% 77% 93% 103% 91%4247 5814 5656 15717 111% 3654 -1074 1050 3630 2757 2190 2348 7294 54% 115% 87% 84% 61% 73% 71% 68%

5505 7536 7332 20372 111% 5570 3485 3113 12168 1499 -533 -328 638 30% 56% 56% 47% 79% 108% 105% 97%4852 6642 6462 17956 111% 4826 1104 1924 7854 1151 1362 542 3055 40% 84% 73% 64% 81% 83% 92% 85%4310 5900 5740 15950 111% 4427 1362 1285 7074 3694 1104 2264 7062 45% 83% 82% 69% 54% 84% 72% 69%3301 4519 4396 12216 111% 2945 468 1516 4928 3703 2485 3608 9795 58% 94% 81% 79% 47% 65% 55% 56%

12895 17653 17174 47722 111% 5660 11812 13997 31468 -1205 1831 -5484 -4858 38% 35% 28% 33% 110% 91% 147% 111%12146 16628 16177 44951 111% 3637 10468 12840 26944 -456 2856 -4487 -2087 53% 42% 34% 41% 104% 85% 138% 105%5637 7717 7508 20862 111% 4033 2856 1271 8160 11249 9169 1585 22002 69% 85% 92% 83% 33% 46% 83% 49%4655 6373 6200 17228 111% 2182 1831 1687 5700 10932 10513 4191 25636 81% 91% 90% 88% 30% 38% 60% 40%

24300 33266 32364 89930 111% 16102 16486 19954 52542 2025 1071 -6039 -2943 36% 50% 42% 43% 92% 97% 123% 103%22158 30334 29512 82004 111% 13478 11168 16390 41036 3135 4157 -1919 5374 46% 65% 52% 55% 88% 88% 107% 94%15357 21024 20454 56835 111% 12659 4157 4925 21742 16834 11168 4840 32842 56% 88% 84% 77% 48% 65% 81% 63%12203 16706 16253 45162 111% 8781 1225 4701 14706 17689 15486 11340 44515 67% 96% 86% 84% 41% 52% 59% 50%24300 33266 32364 89930 111% 17327 16486 19954 53767 2025 1071 -6039 -2943 34% 50% 42% 43% 92% 97% 123% 103%22158 30334 29512 82004 111% 15120 11168 16390 42678 3135 4157 -1919 5374 43% 65% 52% 54% 88% 88% 107% 94%15357 21024 20454 56835 111% 13554 4157 4925 22637 16834 11168 4840 32842 55% 88% 84% 76% 48% 65% 81% 63%12203 16706 16253 45162 111% 9676 1225 4701 15601 17689 15486 11340 44515 65% 96% 86% 84% 41% 52% 59% 50%24300 33266 32364 89930 111% 29917 22209 24532 76658 14615 5649 6551 26815 23% 43% 37% 34% 62% 85% 83% 77%22158 30334 29512 82004 111% 27766 18066 20989 66821 16932 8756 9578 35266 29% 54% 46% 43% 57% 78% 75% 70%15357 21024 20454 56835 111% 22752 8756 12973 44481 23733 18066 18636 60435 42% 78% 67% 62% 39% 54% 52% 48%12203 16706 16253 45162 111% 21173 5824 10449 37446 26887 22384 22837 72108 46% 85% 73% 68% 31% 43% 42% 39%

PM Peak Capacity AvailableAM Peak Capacity Available PM Peak % Used CapacityPM Peak Demand

Peak / PM Average

AM Peak % Used Capacity

Table 7: LUL Subsurface - Services, Capacity and Demand - Total Crush Capacity

Service Patterns

K:\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - H&C, Circle, Metrop (T3) Page 2 of 2

APPENDIX 6TABLE 3

VICTORIA LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 304 926 1,230 1230 28 34440 28 34440 23 28290 79 97170 27 33210 28 34440 27 33210 82 100860 18827 34956 30096 83879 125%Out 304 926 1,230 1230 28 34440 28 34440 24 29520 80 98400 27 33210 27 33210 28 34440 82 100860 18795 34895 30043 83733 125%In 304 926 1,230 1230 21 25830 28 34440 29 35670 78 95940 25 30750 28 34440 28 34440 81 99630 7148 13271 11426 31845 125%

Out 304 926 1,230 1230 21 25830 28 34440 29 35670 78 95940 24 29520 28 34440 28 34440 80 98400 4317 8015 6901 19233 125%In 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 18827 34956 30096 83879 125%

Out 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 18795 34895 30043 83733 125%In 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 7148 13271 11426 31845 125%

Out 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 4317 8015 6901 19233 125%In 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 18827 34956 30096 83879 125%

Out 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 18795 34895 30043 83733 125%In 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 7148 13271 11426 31845 125%

Out 304 926 1,230 1230 28 34440 28 34440 28 34440 84 103320 28 34440 28 34440 28 34440 84 103320 4317 8015 6901 19233 125%In 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 18827 34956 30096 83879 125%

Out 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 18795 34895 30043 83733 125%In 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 7148 13271 11426 31845 125%

Out 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 4317 8015 6901 19233 125%In 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 18827 34956 30096 83879 125%

Out 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 18795 34895 30043 83733 125%In 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 7148 13271 11426 31845 125%

Out 304 926 1,230 1230 33 40590 33 40590 33 40590 99 121770 33 40590 33 40590 33 40590 99 121770 4317 8015 6901 19233 125%100%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the year when King's Cross Central development will be completed (Ian Field)

Sources: LUL working timetables From LUL PEDROUTEFrom LUL PEDROUTEPassengers Profiles from LUL PEDROUTELUL Rolling Stock Sheet, April 2003

Notes:AM and PM demands are only available for 2001 AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.

Victoria Line 2003Southbound

Northbound


Northbound


Northbound

Southbound

NorthboundVictoria Line 1998

PM Peak CapacityTrain Capacity

18:00 - 19:00 Period07:00 - 08:00Pratical

Crush (87% of Total Cruch)

16:00 - 17:00 17:00 - 18:00Seating Total Crush

08:00 - 09:00 09:00 - 10:00 Period

AM Peak Capacity


Northbound

Crush Standing

Peak / AM Average

AM Peak Demand

Table 8: LUL Victoria Line - Services, Capacity and Demand - Total Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - Vict (Tab 8) Page 1 of 2

APPENDIX 6TABLE 8

VICTORIA LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out


Northbound


Northbound


Northbound

Southbound



Northbound



5855 8015 7798 21667 111% 15613 -516 -1806 13291 27355 26425 25412 79193 55% 101% 106% 86% 18% 23% 23% 21%9694 13271 12911 35876 111% 15645 -455 -523 14667 23516 19939 21529 64984 55% 101% 102% 85% 29% 40% 37% 36%25490 34895 33949 94334 111% 18682 21169 24244 64095 5260 -455 491 5296 28% 39% 32% 33% 83% 101% 99% 95%25534 34956 34008 94498 111% 21513 26425 28769 76707 3986 -516 432 3902 17% 23% 19% 20% 86% 101% 99% 96%5855 8015 7798 21667 111% 15613 -516 4344 19441 28585 26425 26642 81653 55% 101% 87% 81% 17% 23% 23% 21%9694 13271 12911 35876 111% 15645 -455 4397 19587 24746 21169 21529 67444 55% 101% 87% 81% 28% 39% 37% 35%25490 34895 33949 94334 111% 27292 21169 23014 71475 8950 -455 491 8986 21% 39% 33% 31% 74% 101% 99% 91%25534 34956 34008 94498 111% 30123 26425 27539 84087 8906 -516 432 8822 13% 23% 20% 19% 74% 101% 99% 91%5855 8015 7798 21667 111% 15613 -516 4344 19441 28585 26425 26642 81653 55% 101% 87% 81% 17% 23% 23% 21%9694 13271 12911 35876 111% 15645 -455 4397 19587 24746 21169 21529 67444 55% 101% 87% 81% 28% 39% 37% 35%25490 34895 33949 94334 111% 27292 21169 23014 71475 8950 -455 491 8986 21% 39% 33% 31% 74% 101% 99% 91%25534 34956 34008 94498 111% 30123 26425 27539 84087 8906 -516 432 8822 13% 23% 20% 19% 74% 101% 99% 91%5855 8015 7798 21667 111% 21763 5634 10494 37891 34735 32575 32792 100103 46% 86% 74% 69% 14% 20% 19% 18%9694 13271 12911 35876 111% 21795 5695 10547 38037 30896 27319 27679 85894 46% 86% 74% 69% 24% 33% 32% 29%25490 34895 33949 94334 111% 33442 27319 29164 89925 15100 5695 6641 27436 18% 33% 28% 26% 63% 86% 84% 77%25534 34956 34008 94498 111% 36273 32575 33689 102537 15056 5634 6582 27272 11% 20% 17% 16% 63% 86% 84% 78%5855 8015 7798 21667 111% 21763 5634 10494 37891 34735 32575 32792 100103 46% 86% 74% 69% 14% 20% 19% 18%9694 13271 12911 35876 111% 21795 5695 10547 38037 30896 27319 27679 85894 46% 86% 74% 69% 24% 33% 32% 29%25490 34895 33949 94334 111% 33442 27319 29164 89925 15100 5695 6641 27436 18% 33% 28% 26% 63% 86% 84% 77%25534 34956 34008 94498 111% 36273 32575 33689 102537 15056 5634 6582 27272 11% 20% 17% 16% 63% 86% 84% 78%

AM Peak % Used Capacity PM Peak % Used CapacityPM Peak Capacity AvailableAM Peak Capacity Available

Peak / PM Average

PM Peak Demand

Table 8: LUL Victoria Line - Services, Capacity and Demand - Total Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - Vict (Tab 8) Page 2 of 2

APPENDIX 6TABLE 8


07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 7 8050 22 25300 3131 5814 5006 13951 125%Out 192 958 1,150 1150 9 10350 7 8050 8 9200 24 27600 7 8050 7 8050 8 9200 22 25300 3989 7407 6377 17774 125%In 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 7 8050 22 25300 3805 7064 6082 16951 125%

Out 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 8 9200 23 26450 4350 8077 6954 19381 125%

In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 7 8050 7 8050 7 8050 21 24150 2434 4519 3891 10844 125%Out 192 958 1,150 1150 8 9200 7 8050 7 8050 22 25300 6 6900 8 9200 7 8050 21 24150 3178 5900 5080 14157 125%In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 8 9200 7 8050 8 9200 23 26450 3577 6642 5719 15938 125%

Out 192 958 1,150 1150 7 8050 8 9200 8 9200 23 26450 7 8050 7 8050 8 9200 22 25300 4059 7536 6488 18083 125%

In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 7 8050 7 8050 7 8050 21 24150 2434 4519 3891 10844 125%Out 192 958 1,150 1150 8 9200 7 8050 7 8050 22 25300 6 6900 8 9200 7 8050 21 24150 3178 5900 5080 14157 125%In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 8 9200 7 8050 8 9200 23 26450 3577 6642 5719 15938 125%

Out 192 958 1,150 1150 7 8050 8 9200 8 9200 23 26450 7 8050 7 8050 8 9200 22 25300 4059 7536 6488 18083 125%

In 448 1,045 1,493 1493 7 10451 14 20902 15 22395 36 53748 9 13437 15 22395 9 13437 33 49269 3433 6373 5487 15292 125%Out 448 1,045 1,493 1493 6 8958 14 20902 15 22395 35 52255 9 13437 15 22395 9 13437 33 49269 4156 7717 6644 18517 125%In 448 1,045 1,493 1493 10 14930 15 22395 12 17916 37 55241 13 19409 13 19409 7 10451 33 49269 8956 16628 14316 39900 125%

Out 448 1,045 1,493 1493 9 13437 15 22395 13 19409 37 55241 12 17916 13 19409 8 11944 33 49269 9508 17653 15199 42360 125%

In 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 7 8050 22 25300 3131 5814 5006 13951 125%Out 192 958 1,150 1150 9 10350 7 8050 8 9200 24 27600 7 8050 7 8050 8 9200 22 25300 3989 7407 6377 17774 125%In 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 7 8050 22 25300 3805 7064 6082 16951 125%

Out 192 958 1,150 1150 8 9200 7 8050 8 9200 23 26450 7 8050 8 9200 8 9200 23 26450 4350 8077 6954 19381 125%

In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 7 8050 7 8050 7 8050 21 24150 2434 4519 3891 10844 125%Out 192 958 1,150 1150 8 9200 7 8050 7 8050 22 25300 6 6900 8 9200 7 8050 21 24150 3178 5900 5080 14157 125%In 192 958 1,150 1150 8 9200 8 9200 7 8050 23 26450 8 9200 7 8050 8 9200 23 26450 3577 6642 5719 15938 125%

Out 192 958 1,150 1150 7 8050 8 9200 8 9200 23 26450 7 8050 7 8050 8 9200 22 25300 4059 7536 6488 18083 125%

In 448 1,045 1,493 1493 7 10451 14 20902 15 22395 36 53748 9 13437 15 22395 9 13437 33 49269 3433 6373 5487 15292 125%Out 448 1,045 1,493 1493 6 8958 14 20902 15 22395 35 52255 9 13437 15 22395 9 13437 33 49269 4156 7717 6644 18517 125%In 448 1,045 1,493 1493 10 14930 15 22395 12 17916 37 55241 13 19409 13 19409 7 10451 33 49269 8956 16628 14316 39900 125%

Out 448 1,045 1,493 1493 9 13437 15 22395 13 19409 37 55241 12 17916 13 19409 8 11944 33 49269 9508 17653 15199 42360 125%

In 1,316 1316 23 28851 29 38152 30 39468 82 106471 23 30258 30 39468 23 30258 76 99985 8998 16706 14383 40087 125%Out 1,322 1322 23 28508 28 37002 30 39645 81 105155 22 29073 30 39645 24 31716 76 100434 11324 21024 18101 50449 125%In 1,322 1322 26 33330 30 39645 27 35681 83 108656 28 37002 28 37002 22 29073 78 103077 16338 30334 26117 72789 125%

Out 1,322 1322 24 30687 30 39645 29 38324 83 108656 26 34359 28 37002 24 31716 78 103077 17917 33266 28641 79824 125%In 1,316 1316 23 30258 29 38152 30 39468 82 107878 23 30258 30 39468 23 30258 76 99985 8998 16706 14383 40087 125%

Out 1,322 1322 23 30395 28 37002 30 39645 81 107042 22 29073 30 39645 24 31716 76 100434 11324 21024 18101 50449 125%In 1,322 1322 26 34359 30 39645 27 35681 83 109685 28 37002 28 37002 22 29073 78 103077 16338 30334 26117 72789 125%

Out 1,322 1322 24 31716 30 39645 29 38324 83 109685 26 34359 28 37002 24 31716 78 103077 17917 33266 28641 79824 125%In 1,316 1316 34 44730 34 44730 34 44730 102 134190 34 44730 34 44730 34 44730 102 134190 8998 16706 14383 40087 125%

Out 1,322 1322 34 44931 34 44931 34 44931 102 134793 34 44931 34 44931 34 44931 102 134793 11324 21024 18101 50449 125%In 1,322 1322 34 44931 34 44931 34 44931 102 134793 34 44931 34 44931 34 44931 102 134793 16338 30334 26117 72789 125%

Out 1,322 1322 34 44931 34 44931 34 44931 102 134793 34 44931 34 44931 34 44931 102 134793 17917 33266 28641 79824 125%100%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the assumed year when King's Cross Central development will be completed

Sources: LUL working timetables (coincide with 2001)From LUL PedrouteFrom Network Rail Team (PPP upgrade information provided by LUL)Passengers Profiles from LUL PEDROUTEThe Total Crush for 1998, 2001 and 2003 is assumed as a weighted average of the Total Crushes for the Peak Hour. The value for 2020 was assumed the same as for 2003.LUL Rolling Stock Sheet, April 2003

Notes:AM and PM demands are only available for 2001 AM and PM demands for the first and third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.


Westbound

Eastbound

ALL Lines 2003

Westbound

Eastbound

ALL Lines 2001

Westbound

Eastbound

Eastboud

Circle Line 2003

Westbound

Eastboud


Westbound

Eastbound

Circle Line 1998

Westbound

Eastboud

Circle Line 2001

Westbound

Eastboud

Hamm. & City Line

2003

Westbound

Train Capacity

Hamm. & City Line

2001

Westbound

08:00 - 09:00 09:00 - 10:00 Period

AM Peak Capacity

07:00 - 08:00 16:00 - 17:00

ALL Lines 2020

Westbound

Eastboud

SeatingCrush

Standing

Pratical Crush (87%

of Total Cruch)

Total Crush

Eastboud

17:00 - 18:00 18:00 - 19:00 Period

AM Peak Demand

Peak / AM Average

PM Peak Capacity


Service Patterns

K:\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - H&C, Circle, Metrop (T7) Page 1 of 2

APPENDIX 6TABLE 7


InOutIn

Out

In

Out

In

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

Out

InOutIn

OutIn

OutIn

OutIn

OutIn

Out


Westbound

Eastbound

ALL Lines 2003

Westbound

Eastbound

ALL Lines 2001

Westbound

Eastbound

Eastboud

Circle Line 2003

Westbound

Eastboud


Westbound

Eastbound

Circle Line 1998

Westbound

Eastboud

Circle Line 2001

Westbound

Eastboud

Hamm. & City Line

2003

Westbound

Hamm. & City Line

2001

Westbound

ALL Lines 2020

Westbound

Eastboud

Eastboud



5900 8077 7858 21835 111% 6069 2236 4194 12499 2150 1123 192 3465 34% 72% 54% 53% 73% 88% 98% 86%5160 7064 6872 19096 111% 6361 643 2823 9826 2890 986 2328 6204 39% 92% 69% 64% 64% 88% 75% 75%5411 7407 7206 20024 111% 5395 986 3118 9499 2639 1793 844 5276 41% 88% 66% 64% 67% 81% 90% 79%4247 5814 5656 15717 111% 4850 -27 2246 7069 3803 3386 3544 10733 47% 100% 76% 73% 53% 63% 61% 59%

5505 7536 7332 20372 111% 6766 4681 4159 15606 2545 514 718 3778 26% 49% 48% 41% 68% 94% 91% 84%

4852 6642 6462 17956 111% 6022 2150 2970 11143 2048 2558 1588 6194 35% 73% 63% 56% 70% 72% 80% 74%

4310 5900 5740 15950 111% 5623 2558 2331 10512 4890 2150 3460 10500 39% 72% 71% 60% 47% 73% 62% 60%3301 4519 4396 12216 111% 3991 1664 2712 8367 4749 3531 4804 13084 50% 82% 71% 68% 41% 56% 48% 48%

5505 7536 7332 20372 111% 6766 4681 4159 15606 2545 514 718 3778 26% 49% 48% 41% 68% 94% 91% 84%4852 6642 6462 17956 111% 6022 2150 2970 11143 2048 2558 1588 6194 35% 73% 63% 56% 70% 72% 80% 74%4310 5900 5740 15950 111% 5623 2558 2331 10512 4890 2150 3460 10500 39% 72% 71% 60% 47% 73% 62% 60%3301 4519 4396 12216 111% 3991 1664 2712 8367 4749 3531 4804 13084 50% 82% 71% 68% 41% 56% 48% 48%

12895 17653 17174 47722 111% 7018 14529 16908 38456 542 4742 -3737 1547 33% 30% 25% 28% 96% 79% 128% 97%12146 16628 16177 44951 111% 4802 13185 15751 33738 1291 5767 -2740 4318 46% 37% 30% 35% 90% 74% 120% 91%5637 7717 7508 20862 111% 5974 5767 3600 15341 13772 11692 2943 28407 60% 74% 80% 72% 29% 40% 72% 42%4655 6373 6200 17228 111% 3929 4742 4210 12881 13261 13036 5744 32041 71% 79% 78% 77% 26% 33% 52% 35%

5900 8077 7858 21835 111% 6069 2236 4194 12499 2150 1123 192 3465 34% 72% 54% 53% 73% 88% 98% 86%5160 7064 6872 19096 111% 6361 643 2823 9826 2890 986 2328 6204 39% 92% 69% 64% 64% 88% 75% 75%5411 7407 7206 20024 111% 5395 986 3118 9499 2639 1793 844 5276 41% 88% 66% 64% 67% 81% 90% 79%4247 5814 5656 15717 111% 4850 -27 2246 7069 3803 3386 3544 10733 47% 100% 76% 73% 53% 63% 61% 59%

5505 7536 7332 20372 111% 6766 4681 4159 15606 2545 514 718 3778 26% 49% 48% 41% 68% 94% 91% 84%4852 6642 6462 17956 111% 6022 2150 2970 11143 2048 2558 1588 6194 35% 73% 63% 56% 70% 72% 80% 74%4310 5900 5740 15950 111% 5623 2558 2331 10512 4890 2150 3460 10500 39% 72% 71% 60% 47% 73% 62% 60%3301 4519 4396 12216 111% 3991 1664 2712 8367 4749 3531 4804 13084 50% 82% 71% 68% 41% 56% 48% 48%

12895 17653 17174 47722 111% 7018 14529 16908 38456 542 4742 -3737 1547 33% 30% 25% 28% 96% 79% 128% 97%12146 16628 16177 44951 111% 4802 13185 15751 33738 1291 5767 -2740 4318 46% 37% 30% 35% 90% 74% 120% 91%5637 7717 7508 20862 111% 5974 5767 3600 15341 13772 11692 2943 28407 60% 74% 80% 72% 29% 40% 72% 42%4655 6373 6200 17228 111% 3929 4742 4210 12881 13261 13036 5744 32041 71% 79% 78% 77% 26% 33% 52% 35%

24300 33266 32364 89930 111% 19853 21446 25084 66383 5959 6202 -2106 10055 31% 44% 36% 38% 80% 84% 107% 90%22158 30334 29512 82004 111% 17184 15978 21544 54706 6915 9311 2204 18430 40% 57% 46% 48% 76% 77% 93% 82%15357 21024 20454 56835 111% 16992 9311 9564 35867 21645 15978 8619 46242 49% 77% 73% 67% 42% 57% 70% 55%12203 16706 16253 45162 111% 12770 6379 9683 28831 22156 20296 15463 57915 58% 84% 75% 73% 36% 45% 51% 44%24300 33266 32364 89930 111% 21261 21446 25084 67791 5959 6202 -2106 10055 30% 44% 36% 37% 80% 84% 107% 90%22158 30334 29512 82004 111% 19071 15978 21544 56593 6915 9311 2204 18430 37% 57% 46% 47% 76% 77% 93% 82%15357 21024 20454 56835 111% 18021 9311 9564 36896 21645 15978 8619 46242 48% 77% 73% 66% 42% 57% 70% 55%12203 16706 16253 45162 111% 13799 6379 9683 29860 22156 20296 15463 57915 56% 84% 75% 73% 36% 45% 51% 44%24300 33266 32364 89930 111% 35732 28024 30347 94103 20430 11464 12366 44260 20% 37% 32% 30% 54% 74% 72% 67%22158 30334 29512 82004 111% 33607 23907 26830 84344 22773 14597 15419 52789 25% 47% 40% 37% 49% 68% 66% 61%15357 21024 20454 56835 111% 28593 14597 18814 62004 29574 23907 24477 77958 36% 68% 58% 54% 34% 47% 46% 42%12203 16706 16253 45162 111% 27014 11665 16290 54969 32728 28225 28678 89631 40% 74% 64% 59% 27% 37% 36% 34%

PM Peak Capacity AvailableAM Peak Capacity Available PM Peak % Used CapacityPM Peak Demand

Peak / PM Average

AM Peak % Used Capacity


Service Patterns

K:\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - H&C, Circle, Metrop (T7) Page 2 of 2

APPENDIX 6TABLE 7

NORTHERN LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10466 19431 16729 46626 125%Out 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10431 19367 16674 46472 125%In 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4828 8963 7717 21507 125%

Out 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4517 8386 7220 20123 125%In 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10466 19431 16729 46626 125%

Out 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10431 19367 16674 46472 125%In 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4828 8963 7717 21507 125%

Out 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4517 8386 7220 20123 125%In 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10466 19431 16729 46626 125%

Out 248 773 1,021 888 17 15101 18 15989 18 15989 53 47078 18 15989 19 16877 18 15989 55 48855 10431 19367 16674 46472 125%In 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4828 8963 7717 21507 125%

Out 248 773 1,021 888 17 15101 19 16877 19 16877 55 48855 17 15101 19 16877 18 15989 54 47967 4517 8386 7220 20123 125%In 248 773 1,021 888 25 22118 24.9 22118 24.9 22118 75 66354 25 22118 25 22118 25 22118 75 66354 10466 19431 16729 46626 125%

Out 248 773 1,021 888 25 22118 24.9 22118 24.9 22118 75 66354 25 22118 25 22118 25 22118 75 66354 10431 19367 16674 46472 125%In 248 773 1,021 888 25 22118 24.9 22118 24.9 22118 75 66354 25 22118 25 22118 25 22118 75 66354 4828 8963 7717 21507 125%

Out 248 773 1,021 888 25 22118 24.9 22118 24.9 22118 75 66354 25 22118 25 22118 25 22118 75 66354 4517 8386 7220 20123 125%In 248 773 1,021 888 25 22207 25 22207 25 22207 75 66620 25 22207 25 22207 25 22207 75 66620 10466 19431 16729 46626 125%

Out 248 773 1,021 888 25 22207 25 22207 25 22207 75 66620 25 22207 25 22207 25 22207 75 66620 10431 19367 16674 46472 125%In 248 773 1,021 888 25 22207 25 22207 25 22207 75 66620 25 22207 25 22207 25 22207 75 66620 4828 8963 7717 21507 125%

Out 248 773 1,021 888 25 22207 25 22207 25 22207 75 66620 25 22207 25 22207 25 22207 75 66620 4517 8386 7220 20123 125%87%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is assumed as the year when King's Cross Central development will be completed

Sources: LUL working timetables LUL PEDROUTELUL PEDROUTELUL PEDROUTELUL Rolling Stock Sheet, April 2003

Notes:AM and PM demands are only available for 2001 (???), therefore 1998, 2001 and 2020 figures are not correct. We can estimate a certain % growth.AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.

Northern Line 2003

Southbound

Northbound

Southbound

Southbound

Train Capacity AM Peak Capacity

07:00 - 08:00 17:00 - 18:00

Northern Line 2007

Southbound

Northbound

Crush Standing

Pratical Crush (87%

of Total Cruch)

PM Peak Capacity

Total Crush08:00 - 09:00 09:00 - 10:00

Northern Line 2020

Southbound

Northbound

16:00 - 17:00Seating

Northern Line 2001

Period

Northbound

Northern Line 1998

Northbound

18:00 - 19:00 Period

AM Peak Demand

Peak / AM Average

Table 6: LUL Northern Line - Services, Capacity and Demand - Practical Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - North (Tab 6) Page 1 of 2

APPENDIX 6TABLE 6

NORTHERN LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out

Northern Line 2003

Southbound

Northbound

Southbound

Southbound

Northern Line 2007

Southbound

Northbound

Northern Line 2020

Southbound

Northbound

Northern Line 2001

Northbound

Northern Line 1998

Northbound



6126 8386 8159 22670 111% 4635 -3442 -741 452 9863 8491 7830 26185 69% 122% 105% 99% 38% 50% 51% 46%6547 8963 8720 24230 111% 4669 -3378 -685 606 9442 7914 7269 24625 69% 121% 104% 99% 41% 53% 55% 50%14147 19367 18842 52356 111% 10273 7914 9160 27348 954 -2490 -2853 -4389 32% 53% 46% 44% 94% 115% 118% 109%14194 19431 18904 52529 111% 10584 8491 9657 28732 907 -2554 -2915 -4562 30% 50% 43% 41% 94% 115% 118% 110%6126 8386 8159 22670 111% 4635 -3442 -741 452 9863 8491 7830 26185 69% 122% 105% 99% 38% 50% 51% 46%6547 8963 8720 24230 111% 4669 -3378 -685 606 9442 7914 7269 24625 69% 121% 104% 99% 41% 53% 55% 50%14147 19367 18842 52356 111% 10273 7914 9160 27348 954 -2490 -2853 -4389 32% 53% 46% 44% 94% 115% 118% 109%14194 19431 18904 52529 111% 10584 8491 9657 28732 907 -2554 -2915 -4562 30% 50% 43% 41% 94% 115% 118% 110%6126 8386 8159 22670 111% 4635 -3442 -741 452 9863 8491 7830 26185 69% 122% 105% 99% 38% 50% 51% 46%6547 8963 8720 24230 111% 4669 -3378 -685 606 9442 7914 7269 24625 69% 121% 104% 99% 41% 53% 55% 50%14147 19367 18842 52356 111% 10273 7914 9160 27348 954 -2490 -2853 -4389 32% 53% 46% 44% 94% 115% 118% 109%14194 19431 18904 52529 111% 10584 8491 9657 28732 907 -2554 -2915 -4562 30% 50% 43% 41% 94% 115% 118% 110%6126 8386 8159 22670 111% 11652 2687 5388 19728 15992 13732 13959 43683 47% 88% 76% 70% 28% 38% 37% 34%6547 8963 8720 24230 111% 11687 2751 5444 19881 15571 13155 13398 42124 47% 88% 75% 70% 30% 41% 39% 37%14147 19367 18842 52356 111% 17290 13155 14401 44846 7971 2751 3276 13998 22% 41% 35% 32% 64% 88% 85% 79%14194 19431 18904 52529 111% 17601 13732 14898 46231 7924 2687 3214 13825 20% 38% 33% 30% 64% 88% 85% 79%6126 8386 8159 22670 111% 11741 2776 5477 19994 16081 13821 14048 43950 47% 88% 75% 70% 28% 38% 37% 34%6547 8963 8720 24230 111% 11776 2840 5532 20148 15660 13244 13487 42390 47% 87% 75% 70% 29% 40% 39% 36%14147 19367 18842 52356 111% 17379 13244 14490 45113 8060 2840 3365 14264 22% 40% 35% 32% 64% 87% 85% 79%14194 19431 18904 52529 111% 17690 13821 14987 46497 8013 2776 3303 14091 20% 38% 33% 30% 64% 88% 85% 79%

AM Peak % Used CapacityPM Peak Capacity Available PM Peak % Used CapacityAM Peak Capacity AvailablePM Peak Demand

Peak / PM Average

Table 10: LUL Northern Line - Services, Capacity and Demand - Total Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - North (Tab 6) Page 2 of 2

APPENDIX 6TABLE 6

PICCADILLY LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 228 798 1,026 893 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!Out 228 798 1,026 893 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!In 228 798 1,026 893 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!

Out 228 798 1,026 893 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!In 228 798 1,026 893 25 22316 26 23208 25 22316 76 67839 24 21423 26 23208 24 21423 74 66054 15935 29585 25472 70991 125%

Out 228 798 1,026 893 25 22316 26 23208 25 22316 76 67839 24 21423 26 23208 24 21423 74 66054 15932 29580 25467 70979 125%In 228 798 1,026 893 20 17852 27 24101 25 22316 72 64269 24 21423 26 23208 25 22316 75 66947 3353 6225 5360 14937 125%

Out 228 798 1,026 893 25 22316 26 23208 23 20530 74 66054 24 21423 26 23208 25 22316 75 66947 2795 5189 4468 12451 125%In 228 798 1,026 893 25 22316 26 23208 25 22316 76 67839 24 21423 26 23208 24 21423 74 66054 15935 29585 25472 70991 125%

Out 228 798 1,026 893 25 22316 26 23208 25 22316 76 67839 24 21423 26 23208 24 21423 74 66054 15932 29580 25467 70979 125%In 228 798 1,026 893 20 17852 27 24101 25 22316 72 64269 24 21423 26 23208 25 22316 75 66947 3353 6225 5360 14937 125%

Out 228 798 1,026 893 25 22316 26 23208 23 20530 74 66054 24 21423 26 23208 25 22316 75 66947 2795 5189 4468 12451 125%In 228 798 1,026 893 24 21423 24 21423 24 21423 72 64269 24 21423 24 21423 24 21423 72 64269 15935 29585 25472 70991 125%

Out 228 798 1,026 893 24 21423 24 21423 24 21423 72 64269 24 21423 24 21423 24 21423 72 64269 15932 29580 25467 70979 125%In 228 798 1,026 893 24 21423 24 21423 24 21423 72 64269 24 21423 24 21423 24 21423 72 64269 3353 6225 5360 14937 125%

Out 228 798 1,026 893 24 21423 24 21423 24 21423 72 64269 24 21423 24 21423 24 21423 72 64269 2795 5189 4468 12451 125%In 228 798 1,026 893 30 26779 30 26779 30 26779 90 80336 30 26779 30 26779 30 26779 90 80336 15935 29585 25472 70991 125%

Out 228 798 1,026 893 30 26779 30 26779 30 26779 90 80336 30 26779 30 26779 30 26779 90 80336 15932 29580 25467 70979 125%In 228 798 1,026 893 30 26779 30 26779 30 26779 90 80336 30 26779 30 26779 30 26779 90 80336 3353 6225 5360 14937 125%

Out 228 798 1,026 893 30 26779 30 26779 30 26779 90 80336 30 26779 30 26779 30 26779 90 80336 2795 5189 4468 12451 125%87%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the year when King's Cross Central development will be completed.


Notes:AM and PM demands are only available for 2001 (???), therefore 1998, 2001 and 2020 figures are not correct. We can estimate a certain % growth.AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, rrom PEDROUTE.

Peak / AM Average

Period16:00 - 17:0009:00 - 10:00 Period08:00 - 09:00

AM Peak CapacityTrain Capacity

07:00 - 08:00Crush Standing

Total Crush

Pratical Crush (87%

of Total Cruch)

Piccadilly Line 1998

Westbound

Eastboud

Westbound

Eastboud


Westbound

Eastboud



Seating


Westbound

Westbound

Eastboud

Eastboud

PM Peak Capacity AM Peak Demand

17:00 - 18:00 18:00 - 19:00

Table 5: LUL Piccadilly Line - Services, Capacity and Demand - Practical Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - Picc (Tab 5) Page 1 of 2

APPENDIX 6TABLE 5

PICCADILLY LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out


Westbound

Eastboud

Westbound

Eastboud


Westbound

Eastboud




Westbound

Westbound

Eastboud

Eastboud



0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

3790 5189 5048 14028 111% 6381 -6377 -3156 -3152 17632 18019 16375 52026 71% 127% 114% 105% 18% 22% 24% 21%4547 6225 6056 16828 111% 6384 -6372 -3152 -3140 16876 16983 15367 49226 71% 127% 114% 105% 21% 27% 28% 25%21607 29580 28778 79965 111% 14500 17876 16956 49331 -184 -6372 -6462 -13019 19% 26% 24% 23% 101% 127% 129% 119%21611 29585 28783 79979 111% 19521 18019 16063 53603 -188 -6377 -6467 -13032 13% 22% 22% 19% 101% 127% 129% 119%3790 5189 5048 14028 111% 6381 -6377 -3156 -3152 17632 18019 16375 52026 71% 127% 114% 105% 18% 22% 24% 21%4547 6225 6056 16828 111% 6384 -6372 -3152 -3140 16876 16983 15367 49226 71% 127% 114% 105% 21% 27% 28% 25%21607 29580 28778 79965 111% 14500 17876 16956 49331 -184 -6372 -6462 -13019 19% 26% 24% 23% 101% 127% 129% 119%21611 29585 28783 79979 111% 19521 18019 16063 53603 -188 -6377 -6467 -13032 13% 22% 22% 19% 101% 127% 129% 119%3790 5189 5048 14028 111% 5488 -8162 -4049 -6723 17632 16234 16375 50241 74% 138% 119% 110% 18% 24% 24% 22%4547 6225 6056 16828 111% 5491 -8157 -4044 -6711 16876 15198 15367 47440 74% 138% 119% 110% 21% 29% 28% 26%21607 29580 28778 79965 111% 18070 15198 16063 49331 -184 -8157 -7355 -15697 16% 29% 25% 23% 101% 138% 134% 124%21611 29585 28783 79979 111% 18628 16234 16955 51817 -188 -8162 -7360 -15710 13% 24% 21% 19% 101% 138% 134% 124%3790 5189 5048 14028 111% 10844 -2806 1307 9345 22988 21590 21730 66308 60% 110% 95% 88% 14% 19% 19% 17%4547 6225 6056 16828 111% 10847 -2801 1311 9357 22231 20554 20722 63507 59% 110% 95% 88% 17% 23% 23% 21%21607 29580 28778 79965 111% 23426 20554 21419 65398 5171 -2801 -1999 371 13% 23% 20% 19% 81% 110% 107% 100%21611 29585 28783 79979 111% 23984 21590 22311 67884 5168 -2806 -2004 357 10% 19% 17% 15% 81% 110% 107% 100%

Peak / PM Average

AM Peak % Used Capacity PM Peak % Used CapacityAM Peak Capacity AvailablePM Peak Demand PM Peak Capacity Available

Table 9: LUL Piccadilly Line - Services, Capacity and Demand - Total Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - Picc (Tab 5) Page 2 of 2

APPENDIX 6TABLE 5

VICTORIA LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 304 926 1,230 1070 28 29963 28 29963 23 24612 79 84538 27 28893 28 29963 27 28893 82 87748 18827 34956 30096 83879 125%Out 304 926 1,230 1070 28 29963 28 29963 24 25682 80 85608 27 28893 27 28893 28 29963 82 87748 18795 34895 30043 83733 125%In 304 926 1,230 1070 21 22472 28 29963 29 31033 78 83468 25 26753 28 29963 28 29963 81 86678 7148 13271 11426 31845 125%

Out 304 926 1,230 1070 21 22472 28 29963 29 31033 78 83468 24 25682 28 29963 28 29963 80 85608 4317 8015 6901 19233 125%In 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 18827 34956 30096 83879 125%

Out 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 18795 34895 30043 83733 125%In 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 7148 13271 11426 31845 125%

Out 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 4317 8015 6901 19233 125%In 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 18827 34956 30096 83879 125%

Out 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 18795 34895 30043 83733 125%In 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 7148 13271 11426 31845 125%

Out 304 926 1,230 1070 28 29963 28 29963 28 29963 84 89888 28 29963 28 29963 28 29963 84 89888 4317 8015 6901 19233 125%In 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 18827 34956 30096 83879 125%

Out 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 18795 34895 30043 83733 125%In 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 7148 13271 11426 31845 125%

Out 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 4317 8015 6901 19233 125%In 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 18827 34956 30096 83879 125%

Out 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 18795 34895 30043 83733 125%In 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 7148 13271 11426 31845 125%

Out 304 926 1,230 1070 33 35313 33 35313 33 35313 99 105940 33 35313 33 35313 33 35313 99 105940 4317 8015 6901 19233 125%87%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the year when King's Cross Central development will be completed (Ian Field)

Sources: LUL working timetables From LUL PEDROUTEFrom LUL PEDROUTEPassengers Profiles from LUL PEDROUTELUL Rolling Stock Sheet, April 2003

Notes:AM and PM demands are only available for 2001 AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.


Northbound


Northbound


Northbound

Southbound


PM Peak CapacityTrain Capacity

18:00 - 19:00 Period07:00 - 08:00Pratical

Crush (87% of Total Cruch)

16:00 - 17:00 17:00 - 18:00Seating

Practical Crush

08:00 - 09:00 09:00 - 10:00 Period

AM Peak Capacity


Northbound

Crush Standing

Peak / AM Average

AM Peak Demand

Table 4: LUL Victoria Line - Services, Capacity and Demand - Practical Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - Vict (Tab 4) Page 1 of 2

APPENDIX 6TABLE 4

VICTORIA LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out


Northbound


Northbound


Northbound

Southbound



Northbound



5855 8015 7798 21667 111% 11135 -4993 -5484 659 23038 21948 21095 66081 63% 117% 122% 99% 20% 27% 27% 25%9694 13271 12911 35876 111% 11168 -4932 -4361 1875 19199 15622 17052 51872 63% 116% 117% 98% 34% 46% 43% 41%25490 34895 33949 94334 111% 15324 16692 19607 51623 1263 -4932 -3986 -7655 32% 44% 37% 38% 95% 116% 113% 109%25534 34956 34008 94498 111% 18155 21948 24132 64235 148 -4993 -4045 -8890 19% 27% 22% 23% 99% 117% 114% 110%5855 8015 7798 21667 111% 11135 -4993 -133 6009 24108 21948 22165 68221 63% 117% 100% 93% 20% 27% 26% 24%9694 13271 12911 35876 111% 11168 -4932 -81 6155 20269 16692 17052 54012 63% 116% 100% 93% 32% 44% 43% 40%25490 34895 33949 94334 111% 22815 16692 18537 58044 4473 -4932 -3986 -4445 24% 44% 38% 35% 85% 116% 113% 105%25534 34956 34008 94498 111% 25646 21948 23062 70656 4429 -4993 -4045 -4610 14% 27% 23% 21% 85% 117% 114% 105%5855 8015 7798 21667 111% 11135 -4993 -133 6009 24108 21948 22165 68221 63% 117% 100% 93% 20% 27% 26% 24%9694 13271 12911 35876 111% 11168 -4932 -81 6155 20269 16692 17052 54012 63% 116% 100% 93% 32% 44% 43% 40%25490 34895 33949 94334 111% 22815 16692 18537 58044 4473 -4932 -3986 -4445 24% 44% 38% 35% 85% 116% 113% 105%25534 34956 34008 94498 111% 25646 21948 23062 70656 4429 -4993 -4045 -4610 14% 27% 23% 21% 85% 117% 114% 105%5855 8015 7798 21667 111% 16486 357 5217 22061 29459 27298 27516 84273 53% 99% 85% 79% 17% 23% 22% 20%9694 13271 12911 35876 111% 16519 418 5270 22207 25619 22042 22402 70064 53% 99% 85% 79% 27% 38% 37% 34%25490 34895 33949 94334 111% 28165 22042 23887 74095 9824 418 1364 11606 20% 38% 32% 30% 72% 99% 96% 89%25534 34956 34008 94498 111% 30996 27298 28413 86707 9779 357 1305 11441 12% 23% 20% 18% 72% 99% 96% 89%5855 8015 7798 21667 111% 16486 357 5217 22061 29459 27298 27516 84273 53% 99% 85% 79% 17% 23% 22% 20%9694 13271 12911 35876 111% 16519 418 5270 22207 25619 22042 22402 70064 53% 99% 85% 79% 27% 38% 37% 34%25490 34895 33949 94334 111% 28165 22042 23887 74095 9824 418 1364 11606 20% 38% 32% 30% 72% 99% 96% 89%25534 34956 34008 94498 111% 30996 27298 28413 86707 9779 357 1305 11441 12% 23% 20% 18% 72% 99% 96% 89%

AM Peak % Used Capacity PM Peak % Used CapacityPM Peak Capacity AvailableAM Peak Capacity Available

Peak / PM Average

PM Peak Demand

Table 8: LUL Victoria Line - Services, Capacity and Demand - Practical Crush Capacity

Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (87%) - H&C amended : LUL - Vict (Tab 4) Page 2 of 2

APPENDIX 6TABLE 4

PICCADILLY LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 228 798 1,026 1026 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!Out 228 798 1,026 1026 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!In 228 798 1,026 1026 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!

Out 228 798 1,026 1026 0 0 0 0 0 0 0 0 0 0 0 0 0 #DIV/0!In 228 798 1,026 1026 25 25650 26 26676 25 25650 76 77976 24 24624 26 26676 24 24624 74 75924 15935 29585 25472 70991 125%

Out 228 798 1,026 1026 25 25650 26 26676 25 25650 76 77976 24 24624 26 26676 24 24624 74 75924 15932 29580 25467 70979 125%In 228 798 1,026 1026 20 20520 27 27702 25 25650 72 73872 24 24624 26 26676 25 25650 75 76950 3353 6225 5360 14937 125%

Out 228 798 1,026 1026 25 25650 26 26676 23 23598 74 75924 24 24624 26 26676 25 25650 75 76950 2795 5189 4468 12451 125%In 228 798 1,026 1026 25 25650 26 26676 25 25650 76 77976 24 24624 26 26676 24 24624 74 75924 15935 29585 25472 70991 125%

Out 228 798 1,026 1026 25 25650 26 26676 25 25650 76 77976 24 24624 26 26676 24 24624 74 75924 15932 29580 25467 70979 125%In 228 798 1,026 1026 20 20520 27 27702 25 25650 72 73872 24 24624 26 26676 25 25650 75 76950 3353 6225 5360 14937 125%

Out 228 798 1,026 1026 25 25650 26 26676 23 23598 74 75924 24 24624 26 26676 25 25650 75 76950 2795 5189 4468 12451 125%In 228 798 1,026 1026 24 24624 24 24624 24 24624 72 73872 24 24624 24 24624 24 24624 72 73872 15935 29585 25472 70991 125%

Out 228 798 1,026 1026 24 24624 24 24624 24 24624 72 73872 24 24624 24 24624 24 24624 72 73872 15932 29580 25467 70979 125%In 228 798 1,026 1026 24 24624 24 24624 24 24624 72 73872 24 24624 24 24624 24 24624 72 73872 3353 6225 5360 14937 125%

Out 228 798 1,026 1026 24 24624 24 24624 24 24624 72 73872 24 24624 24 24624 24 24624 72 73872 2795 5189 4468 12451 125%In 228 798 1,026 1026 30 30780 30 30780 30 30780 90 92340 30 30780 30 30780 30 30780 90 92340 15935 29585 25472 70991 125%

Out 228 798 1,026 1026 30 30780 30 30780 30 30780 90 92340 30 30780 30 30780 30 30780 90 92340 15932 29580 25467 70979 125%In 228 798 1,026 1026 30 30780 30 30780 30 30780 90 92340 30 30780 30 30780 30 30780 90 92340 3353 6225 5360 14937 125%

Out 228 798 1,026 1026 30 30780 30 30780 30 30780 90 92340 30 30780 30 30780 30 30780 90 92340 2795 5189 4468 12451 125%100%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is the year when King's Cross Central development will be completed.


Notes:AM and PM demands are only available for 2001 (???), therefore 1998, 2001 and 2020 figures are not correct. We can estimate a certain % growth.AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, rrom PEDROUTE.

Peak / AM Average

Period16:00 - 17:0009:00 - 10:00 Period08:00 - 09:00

AM Peak CapacityTrain Capacity

07:00 - 08:00Crush Standing

Total Crush

Pratical Crush (87%

of Total Cruch)


Westbound

Eastboud

Westbound

Eastboud


Westbound

Eastboud



Seating


Westbound

Westbound

Eastboud

Eastboud

PM Peak Capacity AM Peak Demand

17:00 - 18:00 18:00 - 19:00


Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - Picc (Tab 9) Page 1 of 2

APPENDIX 6TABLE 9

PICCADILLY LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out


Westbound

Eastboud

Westbound

Eastboud


Westbound

Eastboud




Westbound

Westbound

Eastboud

Eastboud



0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!0 0 0 #DIV/0! 0 0 0 0 0 0 0 0 #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

3790 5189 5048 14028 111% 9715 -2909 178 6985 20834 21487 19576 61896 62% 111% 99% 91% 15% 19% 21% 18%4547 6225 6056 16828 111% 9718 -2904 183 6997 20077 20451 18568 59096 62% 111% 99% 91% 18% 23% 25% 22%21607 29580 28778 79965 111% 17167 21477 20290 58935 3017 -2904 -3128 -3015 16% 22% 21% 20% 88% 111% 112% 104%21611 29585 28783 79979 111% 22855 21487 19130 63473 3013 -2909 -3133 -3029 11% 19% 19% 16% 88% 111% 112% 104%3790 5189 5048 14028 111% 9715 -2909 178 6985 20834 21487 19576 61896 62% 111% 99% 91% 15% 19% 21% 18%4547 6225 6056 16828 111% 9718 -2904 183 6997 20077 20451 18568 59096 62% 111% 99% 91% 18% 23% 25% 22%21607 29580 28778 79965 111% 17167 21477 20290 58935 3017 -2904 -3128 -3015 16% 22% 21% 20% 88% 111% 112% 104%21611 29585 28783 79979 111% 22855 21487 19130 63473 3013 -2909 -3133 -3029 11% 19% 19% 16% 88% 111% 112% 104%3790 5189 5048 14028 111% 8689 -4961 -848 2881 20834 19435 19576 59844 65% 120% 103% 96% 15% 21% 21% 19%4547 6225 6056 16828 111% 8692 -4956 -843 2893 20077 18399 18568 57044 65% 120% 103% 96% 18% 25% 25% 23%21607 29580 28778 79965 111% 21271 18399 19264 58935 3017 -4956 -4154 -6093 14% 25% 22% 20% 88% 120% 117% 108%21611 29585 28783 79979 111% 21829 19435 20156 61421 3013 -4961 -4159 -6107 11% 21% 18% 17% 88% 120% 117% 108%3790 5189 5048 14028 111% 14845 1195 5308 21349 26990 25591 25732 78312 52% 96% 83% 77% 12% 17% 16% 15%4547 6225 6056 16828 111% 14848 1200 5313 21361 26233 24555 24724 75512 52% 96% 83% 77% 15% 20% 20% 18%21607 29580 28778 79965 111% 27427 24555 25420 77403 9173 1200 2002 12375 11% 20% 17% 16% 70% 96% 93% 87%21611 29585 28783 79979 111% 27985 25591 26312 79889 9169 1195 1997 12361 9% 17% 15% 13% 70% 96% 94% 87%

Peak / PM Average

AM Peak % Used Capacity PM Peak % Used CapacityAM Peak Capacity AvailablePM Peak Demand PM Peak Capacity Available


Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - Picc (Tab 9) Page 2 of 2

APPENDIX 6TABLE 9

NORTHERN LINE

07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 Period

TPH Hour

CapacityTPH

Hour Capacity

TPH Hour

CapacityNumber of

TrainsPeriod

CapacityTPH

Hour Capacity

TPH Hour

CapacityTPH

Hour Capacity

Number of Trains

Period Capacity


In 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10466 19431 16729 46626 125%Out 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10431 19367 16674 46472 125%In 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4828 8963 7717 21507 125%

Out 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4517 8386 7220 20123 125%In 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10466 19431 16729 46626 125%

Out 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10431 19367 16674 46472 125%In 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4828 8963 7717 21507 125%

Out 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4517 8386 7220 20123 125%In 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10466 19431 16729 46626 125%

Out 248 773 1,021 1021 17 17357 18 18378 18 18378 53 54113 18 18378 19 19399 18 18378 55 56155 10431 19367 16674 46472 125%In 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4828 8963 7717 21507 125%

Out 248 773 1,021 1021 17 17357 19 19399 19 19399 55 56155 17 17357 19 19399 18 18378 54 55134 4517 8386 7220 20123 125%In 248 773 1,021 1021 25 25423 24.9 25423 24.9 25423 75 76269 25 25423 25 25423 25 25423 75 76269 10466 19431 16729 46626 125%

Out 248 773 1,021 1021 25 25423 24.9 25423 24.9 25423 75 76269 25 25423 25 25423 25 25423 75 76269 10431 19367 16674 46472 125%In 248 773 1,021 1021 25 25423 24.9 25423 24.9 25423 75 76269 25 25423 25 25423 25 25423 75 76269 4828 8963 7717 21507 125%

Out 248 773 1,021 1021 25 25423 24.9 25423 24.9 25423 75 76269 25 25423 25 25423 25 25423 75 76269 4517 8386 7220 20123 125%In 248 773 1,021 1021 25 25525 25 25525 25 25525 75 76575 25 25525 25 25525 25 25525 75 76575 10466 19431 16729 46626 125%

Out 248 773 1,021 1021 25 25525 25 25525 25 25525 75 76575 25 25525 25 25525 25 25525 75 76575 10431 19367 16674 46472 125%In 248 773 1,021 1021 25 25525 25 25525 25 25525 75 76575 25 25525 25 25525 25 25525 75 76575 4828 8963 7717 21507 125%

Out 248 773 1,021 1021 25 25525 25 25525 25 25525 75 76575 25 25525 25 25525 25 25525 75 76575 4517 8386 7220 20123 125%100%

2007 is the year when CTRL is expected to be completed and construction of KXC development is expected to begin.2020 is assumed as the year when King's Cross Central development will be completed


Notes:AM and PM demands are only available for 2001 (???), therefore 1998, 2001 and 2020 figures are not correct. We can estimate a certain % growth.AM and PM demands for the first ad third hours, were calculated based on the central hour and the Passengers Profile, from PEDROUTE.

Northern Line 2003

Southbound

Northbound

Southbound

Southbound

Train Capacity AM Peak Capacity

07:00 - 08:00 17:00 - 18:00

Northern Line 2007

Southbound

Northbound

Crush Standing

Pratical Crush (87%

of Total Cruch)

PM Peak Capacity

Total Crush08:00 - 09:00 09:00 - 10:00

Northern Line 2020

Southbound

Northbound

16:00 - 17:00Seating

Northern Line 2001

Period

Northbound

Northern Line 1998

Northbound

18:00 - 19:00 Period

AM Peak Demand

Peak / AM Average


Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - North (Tab 10) Page 1 of 2

APPENDIX 6TABLE 10

NORTHERN LINE

InOutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

OutIn

Out

Northern Line 2003

Southbound

Northbound

Southbound

Southbound

Northern Line 2007

Southbound

Northbound

Northern Line 2020

Southbound

Northbound

Northern Line 2001

Northbound

Northern Line 1998

Northbound



6126 8386 8159 22670 111% 6891 -1053 1649 7487 12252 11013 10219 33485 60% 106% 91% 86% 33% 43% 44% 40%6547 8963 8720 24230 111% 6926 -989 1704 7641 11831 10436 9658 31925 60% 105% 91% 86% 36% 46% 47% 43%14147 19367 18842 52356 111% 12529 10436 11682 34648 3210 32 -464 2778 28% 46% 40% 38% 82% 100% 103% 95%14194 19431 18904 52529 111% 12840 11013 12179 36032 3163 -32 -526 2605 26% 43% 37% 36% 82% 100% 103% 95%6126 8386 8159 22670 111% 6891 -1053 1649 7487 12252 11013 10219 33485 60% 106% 91% 86% 33% 43% 44% 40%6547 8963 8720 24230 111% 6926 -989 1704 7641 11831 10436 9658 31925 60% 105% 91% 86% 36% 46% 47% 43%14147 19367 18842 52356 111% 12529 10436 11682 34648 3210 32 -464 2778 28% 46% 40% 38% 82% 100% 103% 95%14194 19431 18904 52529 111% 12840 11013 12179 36032 3163 -32 -526 2605 26% 43% 37% 36% 82% 100% 103% 95%6126 8386 8159 22670 111% 6891 -1053 1649 7487 12252 11013 10219 33485 60% 106% 91% 86% 33% 43% 44% 40%6547 8963 8720 24230 111% 6926 -989 1704 7641 11831 10436 9658 31925 60% 105% 91% 86% 36% 46% 47% 43%14147 19367 18842 52356 111% 12529 10436 11682 34648 3210 32 -464 2778 28% 46% 40% 38% 82% 100% 103% 95%14194 19431 18904 52529 111% 12840 11013 12179 36032 3163 -32 -526 2605 26% 43% 37% 36% 82% 100% 103% 95%6126 8386 8159 22670 111% 14957 5992 8693 29643 19297 17037 17264 53598 41% 76% 66% 61% 24% 33% 32% 30%6547 8963 8720 24230 111% 14992 6056 8749 29796 18876 16460 16703 52039 41% 76% 66% 61% 26% 35% 34% 32%14147 19367 18842 52356 111% 20595 16460 17706 54761 11276 6056 6581 23913 19% 35% 30% 28% 56% 76% 74% 69%14194 19431 18904 52529 111% 20906 17037 18203 56146 11229 5992 6519 23740 18% 33% 28% 26% 56% 76% 74% 69%6126 8386 8159 22670 111% 15059 6094 8796 29949 19399 17139 17366 53905 41% 76% 66% 61% 24% 33% 32% 30%6547 8963 8720 24230 111% 15094 6158 8851 30103 18978 16562 16805 52345 41% 76% 65% 61% 26% 35% 34% 32%14147 19367 18842 52356 111% 20697 16562 17808 55068 11378 6158 6683 24219 19% 35% 30% 28% 55% 76% 74% 68%14194 19431 18904 52529 111% 21008 17139 18305 56452 11331 6094 6621 24046 18% 33% 28% 26% 56% 76% 74% 69%

AM Peak % Used CapacityPM Peak Capacity Available PM Peak % Used CapacityAM Peak Capacity AvailablePM Peak Demand

Peak / PM Average


Service Patterns

\\Trants01\tra-jobs\60000\67890\rail scenarios\Kings Cross Central, updated Oct 2003\100% LUL Crush Capacity (IAF)\LUL Capacity and Demand Analysis (100%) - Amended : LUL - North (Tab 10) Page 2 of 2

APPENDIX 6TABLE 10

Appendix 6: Table 23 2011 Interim Year Demand Profile 1 and 2011 Available Capacity, Practical Crush Capacity

Trips AM Peak PM PeakExternal In Out In OutCommercial 2899 156 411 2389Residential 56 1279 785 181Retail 596 345 1613 1884Leisure 260 108 420 495Total 3811 1888 3229 4949TRIANGLE 0 0 0 0

Proportion by Rail / LULAM Peak PM Peak Modal Split

In Out In OutRail / LUL 3239 1605 2744 4206 Rail / LUL 85.0%

Distribution of Rail / LUL

Scenario 150% Mainline Rail - Commuters on CTRL Domestic, TL, WAGN,GNER25% South East and North East <7 miles - Circle, H&C, Victoria, Piccadilly and Northern Lines25% South West and North West < 7 Miles - - Circle, H&C, Victoria, Piccadilly and Northern Lines

"Available" Capacities in 2011

Consider peak directions (AM in, PM out) are split by available capacity for each of the above 3 groupingsAssume contra-peak flows (AM out, PM in) are same split as peak

Capacity Trips % Capacity Trips %

Mainline Rail am IN Distribution IN OUTAvail. Cap.

Used pm out Distribution IN OUTAvail. Cap.

UsedCTRL Dom 8000 36.0% 1167 578 15% 8000 35.8% 981 1504 19%

15 TL + 4MML TL &MML 270 1.2% 39 20 15% 724 3.2% 89 136 19%8 WAGN 2570 11.6% 375 186 15% 2461 11.0% 302 463 19%7 GNER 265 1.2% 39 19 15% 0 0.0% 0 0 0%LUL North / East Sub Surface 22209 21.9% 710 352 3% 15486 24.2% 665 1020 7%

Deep Lines 3133 3.1% 100 50 3% 484 0.8% 21 32 7%

South / West Sub Surface 8756 3.4% 110 54 1% 4157 2.1% 58 90 2%Deep Lines 55840 21.6% 700 347 1% 44627 22.9% 628 962 2%

Total 101042 100% 3239 1605 3% 75939 100% 2744 4206 6%

\\Trants01\tra-jobs\60000\67890\rail scenarios - 2004\Demand Profiles\2011 Trip generation and assignment to public transport DP1 (87%) : Base - STATE A Page 1 of 1 Printed 24/03/2004 Time 12:20

Appendix 6:Table 22 Demand Profile 2 and Capacity State C, Total Crush Capacity





Demand Profile 221% Mainline Rail (to from north) - Commuters on CTRL Domestic, TL, WAGN,GNER32% South East and North East <7 miles - Circle, H&C, Victoria, Piccadilly and Northern Lines37% South West and North West < 7 Miles - - Circle, H&C, Victoria, Piccadilly and Northern Lines10% Mainline Rail (to from South) - Thameslink






UsedCTRL Dom 8000 7% 667 189 8% 8000 7% 360 710 9%

21 TL + 3MML TL 11695 10% 975 276 8% 13297 11% 598 1181 9%6 WAGN 2439 2% 203 58 8% 3518 3% 158 312 9%7 GNER 1685 1% 140 40 8% 653 1% 29 58 9%

TL (south) 17302 10% 946 268 5% 16340 10% 545 1077LUL North / East Sub Surface 28024 21% 2006 568 7% 20296 27% 1490 2944 15%

Deep Lines 14243 11% 1020 289 7% 3460 5% 254 502 15%

South / West Sub Surface 14597 6% 605 172 4% 9311 6% 300 594 6%Deep Lines 69756 31% 2893 820 4% 53200 31% 1716 3391 6%

Total 167740 100% 9456 2679 6% 128075 100% 5451 10769 8%

Appendix 6:Table 21 Demand Profile 2 and Capacity State B, Total Crush Capacity





Demand Profile 221% Mainline Rail - Commuters on CTRL Domestic, TL, WAGN,GNER42% South East and North East <7 miles - Circle, H&C, Victoria, Piccadilly and Northern Lines37% South West and North West < 7 Miles - - Circle, H&C, Victoria, Piccadilly and Northern Lines






UsedCTRL Dom 8000 11% 1071 303 13% 8000 10% 558 1102 14%

15 TL + 4MML TL 270 0% 36 10 13% 724 1% 50 100 14%12 WAGN 4878 7% 653 185 13% 7036 9% 491 970 14%7 GNER 1685 2% 226 64 13% 653 1% 46 90 14%LUL North / East Sub Surface 28024 28% 2633 746 9% 20296 36% 1956 3864 19%

Deep Lines 14243 14% 1338 379 9% 3460 6% 333 659 19%


Total 141453 100% 9456 2679 7% 102680 100% 5451 10769 10%

\\Trants01\tra-jobs\60000\67890\rail scenarios - 2004\Demand Profiles\Trip generation and assignment to public transport DP2 (100%) : 7, 12 - STATE B Page 1 of 1 Printed 02/03/2004 Time 15:05

Appendix 6:Table 20 Demand Profile 2 and Capacity State A, Total Crush Capacity











UsedCTRL Dom 8000 15% 1431 405 18% 8000 15% 819 1618 20%

15 TL + 4MML TL &MML 270 1% 48 14 18% 724 1% 74 146 20%8 WAGN 2570 5% 459 130 18% 2461 5% 252 498 20%7 GNER 265 1% 47 13 18% 0 0% 0 0 0%LUL North / East Sub Surface 28024 28% 2633 746 9% 20296 36% 1956 3864 19%

Deep Lines 14243 14% 1338 379 9% 3460 6% 333 659 19%


Total 137725 100% 9456 2679 7% 97452 100% 5451 10769 6%

\\Trants01\tra-jobs\60000\67890\rail scenarios - 2004\Demand Profiles\Trip generation and assignment to public transport DP2 (100%) : Base - STATE A Page 1 of 1 Printed 02/03/2004 Time 15:04

Appendix 6:Table 19 Demand Profile 1 and Capacity State C, Total Crush Capacity











UsedCTRL Dom 8000 17% 1588 450 20% 8000 16% 856 1691 21%



Deep Lines 14243 7% 637 181 4% 3460 3% 159 314 9%


Total 167740 100% 9456 2679 6% 128075 100% 5451 10769 8%

\\Trants01\tra-jobs\60000\67890\rail scenarios - 2004\Demand Profiles\Trip generation and assignment to public transport DP1 (100%) : TL2k (South) - STATE C Page 1 of 1 Printed 02/03/2004 Time 15:02

Appendix 6:Table 18 Demand Profile 1 and Capacity State B , Total Crush Capacity











UsedCTRL Dom 8000 27% 2550 722 32% 8000 24% 1328 2625 33%


Deep Lines 14243 8% 797 226 6% 3460 4% 198 392 11%


Total 141453 100% 9456 2679 7% 102680 100% 5451 10769 10%


Appendix 6:Table 17 Demand Profile 1 and Capacity State A, Total Crush Capacity











UsedCTRL Dom 8000 36% 3406 965 43% 8000 36% 1949 3851 48%


Deep Lines 14243 8% 797 226 6% 3460 4% 198 392 11%


Total 137725 100% 9456 2679 7% 97452 100% 5451 10769 6%


Appendix 6:Table 16 Demand Profile 2 and Capacity State C, Practical Crush Capacity











UsedCTRL Dom 8000 7% 667 189 8% 8000 7% 360 710 9%



Deep Lines 3133 4% 374 106 12% 484 1% 53 104 22%


Total 132206 100% 9456 2679 7% 107557 100% 5451 10769 10%


Appendix 6:Table 15 Demand Profile 2 and Capacity State B, Practical Crush Capacity











UsedCTRL Dom 8000 11% 1071 303 13% 8000 10% 558 1102 14%


Deep Lines 3133 5% 491 139 16% 484 1% 69 137 28%


Total 105919 100% 9456 2679 9% 82162 100% 5451 10769 13%


Appendix 6:Table 14 Demand Profile 2 and Capacity State A, Practical Crush Capacity











UsedCTRL Dom 8000 15% 1431 405 18% 8000 15% 819 1618 20%


Deep Lines 3133 5% 491 139 16% 484 1% 69 137 28%


Total 102191 100% 9456 2679 9% 76934 100% 5451 10769 14%


Appendix 6:Table 13 Demand Profile 1 and Capacity State C, Practical Crush Capacity











UsedCTRL Dom 8000 17% 1588 450 20% 8000 16% 856 1691 21%



Deep Lines 3133 2% 234 66 7% 484 1% 33 65 13%


Total 132206 100% 9456 2679 7% 107557 100% 5451 10769 10%


Appendix 6:Table 12 Demand Profile 1 and Capacity State B, Practical Crush Capacity











UsedCTRL Dom 8000 27% 2550 722 32% 8000 24% 1328 2625 33%


Deep Lines 3133 3% 292 83 9% 484 1% 41 82 17%


Total 105919 100% 9456 2679 9% 82162 100% 5451 10769 13%


Appendix 6:Table 11 Demand Profile 1 and Capacity State A, Practical Crush Capacity











UsedCTRL Dom 8000 36% 3406 965 43% 8000 36% 1949 3851 48%


Deep Lines 3133 3% 292 83 9% 484 1% 41 82 17%


Total 102191 100% 9456 2679 9% 76934 100% 5451 10769 14%


Appendix 6: Table 24 2011 Interim Year Demand Profile 1 and 2011 Available Capacity, Total Crush Capacity





Scenario 150% Mainline Rail - Commuters on CTRL Domestic, TL, WAGN,GNER25% South East and North East <7 miles - Circle, H&C, Victoria, Piccadilly and Northern Lines25% South West and North West < 7 Miles - - Circle, H&C, Victoria, Piccadilly and Northern Lines






UsedCTRL Dom 8000 36.0% 1167 578 15% 8000 35.8% 981 1504 19%

15 TL + 4MML TL &MML 270 1.2% 39 20 15% 724 3.2% 89 136 19%8 WAGN 2570 11.6% 375 186 15% 2461 11.0% 302 463 19%7 GNER 265 1.2% 39 19 15% 0 0.0% 0 0 0%LUL North / East Sub Surface 28024 17.1% 554 275 2% 20296 21.4% 586 898 4%

Deep Lines 12923 7.9% 256 127 2% 3460 3.6% 100 153 4%

South / West Sub Surface 14597 4.4% 142 71 1% 9311 3.8% 104 160 2%Deep Lines 68436 20.6% 667 331 1% 52056 21.2% 582 892 2%

Total 135085 100% 3239 1605 2% 96308 100% 2744 4206 4%

\\Trants01\tra-jobs\60000\67890\rail scenarios - 2004\Demand Profiles\2011 Trip generation and assignment to public transport DP1 (100%) : Base - STATE A Page 1 of 1 Printed 24/03/2004 Time 12:19

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These Rolling Stock Information Sheets have been compiled to

provide some key technical data and illustrations on the current

passenger fleet in operation across the whole London Underground

network. By way of comparison, a short illustrative insight is

also provided into some of the older (withdrawn) passenger stock

of the past, from which much has been learnt in the evolution of

technical and design development for today’s fleet. In addition,

there is also some basic information about some of the

engineer’s rolling stock in use.

The information is not totally comprehensive – such a publication

would require many volumes. Therefore, should you require

any further information, please contact Malcolm Dobell,

LUL’s Rolling Stock Engineer, in the first instance.

Thanks go to representatives of LUL’s business partners and

associates in Tube Lines and Metronet; Engineering Information

Services (EIS); Transplant; LUL Contracts Department;

London’s Transport Museum; Transport for London’s (TfL)

Visual Image Service; TfL’s Marketing Communications and

Corporate Design department and others for their assistance

in the provision of information and assistance in the production

of this publication.

Malcolm Dobell

Rolling Stock Engineer

LUL Chief Engineer’s Directorate

1967 Tube StockVictoria line

Built by Metro-Cammell, Birmingham 1967-1969Entered service Victoria line 1968-1971Refurbished by Tickford Rail Limited at Rosyth Royal Dockyard 1991-1995Maintained by: Metronet Rail BCV Ltd

Principal characteristicsTrack gauge: 4ft 81/2ins/1435mm

Current system: 630V dc 3rd and 4th rail, floating earth

Types of vehicle: Driving Motor Car (DM); Trailer (T)

Formation per unit: Four cars, formed DM - T - T - DM

Formation per train: Eight cars, formed DM - T - T - DM + DM - T - T - DM

Number of trains: 43 eight-car

Operation: One person operated.Automatic train operation (A.T.O.).Manual driving (coded manual or slow manual).

Information sheet date: April 2003

Equipment detailsBodies: Welded steel underframe riveted aluminium frame and unpainted

aluminium alloy panelling. Exterior painted on refurbishment in LULcorporate red, white and blue livery.

Bogies: 4-wheel symmetrical plateframe bogies of welded/riveted construction.Wheel diameter – 2ft 6ins.

Couplers: London Underground Automatic Wedglock between units, semi-permanentbar between cars within a unit.

Traction system: A.E.I. pneumatic double camshaft, resistance controller with series/parallelgrouping and 2 stages of weakfield. Crompton Parkinson/Brush LT 115axle-hung, nose-suspended motors, 16/65 gear ratio, 4 per driving motorcar, 1 per driving axle. The two motors on each bogie are connected inpermanent series.

Compressors: Reavell TBC38Z (reciprocating), 1 on each trailer.

Brakes: Rheostatic on Driving Motor Cars. 1 air-operated brake block per wheel on all cars. Service braking – Rheostatic and staged e.p. with mercuryretarders. Note that the rheostatic brake does all the braking at low brakerate and low passenger load. As the rate and/or load increase, trailer (air)brakes are applied, then motor (air) brakes. Emergency braking – e.p. andWestinghouse automatic air brake. Parking Brake – Automatic spring-applied, air released.

A.T.O.: John Kent auto driver box controlled by discrete track command spots.

A.T.P.: Westinghouse safety box controlled by mechanical governor and codedtrack circuits.

Auxiliary power Motor-Alternator-Rectifier (A.E.I. types MG 3005 & MG 3007 supplies: or E.E. Co type E.E. 764/1A) – one per trailer car.

Saloon lighting: Fluorescent tubes – 12x5ft, 4x4ft, 4x2ft and 4x‘D’ tubes (2x2ft and 2x‘D’ tubes less on driving motor cars). All are fed by a 115V ac supply,except for those which act as emergency lights and are listed below.

Emergency lighting: Two of the 4ft tubes and all 2ft tubes in each car are inverter-driven, fed from a 50V dc supply.

Vehicle details and statisticsDimensions here are as designed in imperial units. The drawings show metric conversions.

Driving Motor Car Trailer Car

Length over body ends: 52ft 9ins 52ft 5ins

Width of body: 8ft 8ins 8ft 8ins

Car height: 9ft 51/4ins 9ft 51/4ins

Tare weight: 30.4 tons 20.3 tons

Tare weight of 8 car train: 202.80 tons

Passenger door open width (double): 4ft 6ins 4ft 6ins

(single): 2ft 3ins 2ft 3ins

Car number series: 3001-3086 4001-4086

Car number series: 3101-3186 4101-4186

Vehicles in stock: 172 172

Grand total in stock: 344

It should be noted that 28 cars (14 driving motors and 14 trailers) were converted in 1987-1989from Northern line crew-operated 1972 MKI tube stock

Passenger accommodationPlease note that standing capacity figures exclude seating capacity

Seating capacity: Number of seats per train 304

Standing capacities: Floor area available for standing passengers (m2)a 132.24

Standing capacities: Maximum observed standing capacity (5 customers per m2) 661

Standing capacities: Maximum full load standing capacity (6 customers per m2)b 793

Standing capacities: Theoretical crush standing capacity (7 customers per m2)c 926

NOTES:a) Capacities here are figures calculated from floor area for design purposes

b) For propulsion performance rating

c) For structural and braking capacity

1972 MkI and MkII Tube StocksBakerloo line

Built by Metro-Cammell, Birmingham 1972-1974Entered service Northern line 1972-1975Now in service on Bakerloo lineRefurbished by Tickford Rail Limited at Rosyth Royal Dockyard 1991-1995Maintained by: Metronet Rail BCV Ltd



Types of vehicle: Driving Motor (DM); Trailer (T); Uncoupling Non-Driving Motor (UNDM)

Formation per unit: Four cars, formed DM - T - T - DM*, and three cars formed UNDM - T - DM

Formation per train: Seven cars, formed DM - T - T - DM* + UNDM - T - DM*one train is formed of DM - T - T - UNDM-UNDM - T - DM

Number of trains: 36 seven-car refurbished

Operation: Conventional O.P.O. driving with doors operated by train operator in leading cab


Equipment detailsBodies: Welded steel underframe, riveted aluminium frame and aluminium alloy

panelling. Painted in corporate red, white and blue livery.

Bogies: 4-wheel symmetrical plateframe bogies of welded/riveted construction.Wheel diameter, new, 31ins.


Traction system: A.E.I. pneumatic double camshaft, resistance controller with series/parallel grouping and 2 stages of weak field. Brush LT115 axle-hung, nose-suspended motors, 16/65 gear ratio, 4 per motor car, 1 per drivingaxle. The two motors on each bogie are connected in permanent series.

Compressors: Reavell TBC38Z or Westinghouse 3HC43 (reciprocating) 1 on each trailer.

Brakes: Rheostatic on Motor Cars, one air-operated brake block per wheel on all cars.Service braking – Rheostatic and staged e.p. with mercury retarders. Notethat the rheostatic brake does all the braking at low rate and low passengerload. As the rate and/or load increases, trailer (air) brakes are applied, thenmotor (air) brakes. Emergency braking – Westinghouse automatic air brake.Parking brake – Automatic spring-applied, air-released.

Auxiliary power One A.E.I. Motor-Alternator-Rectifier (type MG3007) per trailer car.supplies:

Saloon lighting: Fluorescent tubes – 12x5ft, 4x4ft, 4x2ft and 4x‘D’ tubes (2x2ft and 2x‘D’tubes less on driving motor cars). All are fed by a 115V ac supply, exceptthose which act as emergency lights and are listed below.

Emergency lighting: Two of the 4ft tubes in each car are inverter-driven, fed from a 50V dcsupply. In addition, all 2ft tubes on cars in 4-car units are similarly fed.


Driving Motor Car Trailer Car UNDM

Length over body ends: 52ft 9ins 52ft 5ins 52ft 5ins

Width of body: 8ft 8ins 8ft 8ins 8ft 8ins

Car height: 9ft 51/4ins 9ft 51/4ins 9ft 51/4ins

Tare weight: MkI: 28.2 tons 18.6 tons 26.8 tons

Tare weight: MkII: 27.8 tons 18.1 tons 26.5 tons

Tare weight of 7-car train: 167.2 tons (MkI), 164.2 tons (MkII)

Passenger door open width: (double): 4ft 6ins 4ft 6ins 4ft 6ins

Passenger door open width: (single): 2ft 3ins 2ft 3ins 2ft 3ins

Car number series: 3201-3265 4201-4265 3402-3465(Note that with some conversions 3301-3365 4301-4365and with some vehicles scrapped, there 3502-3565 4502-4565are some numbers missing in the series)

Vehicles in stock: 175 175 63











1992 Tube StockCentral line

Built by ABB Transportation, Derby 1991-1994Entered service Central line 1993-1995Maintained by: Metronet Rail BCV Ltd



Types of vehicle: Driving Motor (DM) - car type ‘A’

Non-Driving Motor (NDM) - car types ‘B’ or ‘C’

De-icing Non-Driving Motor (NDM) - car type ‘D’

Formation per unit: Two cars, formed of cars A-B, B-C or B-D

Formation per train: Eight cars, in any one of 36 combinations of A-B, B-C and B-D two-carunits, with ‘A’ type car always at outer end

Number of trains: 85 eight-car

Operation: Fully Automatic (A.T.O.).Non-automatic driving (coded manual (A.T.P.)).Emergency driving (slow manual)Doors operated by train operator in leading cab.One person operated.


Equipment detailsBodies: Constructed by using welded aluminium extrusions. Pneumatically-

operated sliding doors, externally hung. Exteriors painted in LondonUnderground corporate red, white and blue livery.

Bogies: H-frame type bogies without headstocks, of welded steel-box section,built by Kawasaki Heavy Industries, Japan. Wheel diameter 700mm.


Traction system: Brush Traction/ABB G.T.O. thyristor, dc chopper control with all axlesmotored by Brush Electrical Machines type LT 130, frame-mountedtraction motors with 21/136 ratio gearbox.

Compressors: Westinghouse type V.R.S. (reciprocating).

Brakes: Fully blended dynamic regenerative rheostatic and e.p. brake with slip/slideprotection. Automatic controlled spring-applied, air-released parking brake.

Auxiliary power A.B.B./Brush Electrical Machines static converter - one per 2-car unit.supplies:

Main lighting: Fluorescent tubes fed by inverters from 50V dc - 26 per car.

Emergency lighting: As main lighting, but remains lit when line supply fails. 4 fluorescent tubesper DM, 6 per NDM (additional to main lighting).

Vehicle details and statisticsDM Car NDM NDM

‘A’ ‘B’ ‘C’/‘D’

Length over body ends: 16248mm 16248mm 16248mm

Width of body: 2620mm 2620mm 2620mm

Car height: 2869mm 2869mm 2869mm

Tare weight: 22.5 tonnes 20.5 tonnes 21.5 tonnes

Tare weight of 8-car train: 170.0 tonnes

Passenger door open width (double): 1664mm 1664mm 1664mm

(single): 832mm 832mm 832mm

Car number series: AB Units A: 91001-91349 B: 92001-92349(odd numbers) (odd numbers)

BC Units B: 92002-92266 C: 93002-93266(even numbers) (even numbers)

BD Units B: 92402-92464 D: 93402-93464(even numbers) (even numbers)

NB. D cars are C cars with de-icing equipment












1992 Tube StockWaterloo & City line

Built by ABB Transportation, Derby 1991-1994Entered service Waterloo & City line 1993 (classified as Class 482 rolling stock)Transferred from BR (NSE) to LUL on 1 April 1994Maintained by: Metronet Rail BCV Ltd


Current system: 630V dc 3rd and 4th rail (earth return through 4th rail)

Types of vehicle: Driving Motor (DM) – car type ‘E’

Non-Driving Motor (NDM) – car type ‘F’

Formation per unit: One car formed of cars E-F

Formation per train: Four cars, formed of cars E-F+F-E

Number of trains: 5 four-car

Operation: Non-automatic driving (tripcock).Capable of conversion to A.T.P./A.T.O.Emergency driving (slow manual)Doors operated by train operator in leading cab.One person operated.


Equipment detailsBodies: Constructed by using welded aluminium extrusions. Pneumatically-

operated sliding doors, externally hung. Exteriors painted in NetworkSouthEast livery.

Bogies: H-frame type bogies without headstocks, of welded steel-box section,built by Kawasaki Heavy Industries, Japan. Wheel diameter 700mm.


Traction system: Brush Traction/ABB G.T.O. thyristor, dc chopper control with all axlesmotored by Brush Electrical Machines type LT 130, frame-mountedtraction motors with 21/136 ratio gearbox.

Compressors: Westinghouse type V.R.S. (reciprocating).

Brakes: Fully blended dynamic regenerative rheostatic and e.p. brake with slip/slideprotection. Automatic controlled spring-applied, air-released parking brake.

Auxiliary power A.B.B./Brush Electrical Machines static converter - one per 2-car unit.supplies:

Main lighting: Fluorescent tubes fed by inverters from 50V dc - 26 per car.

Emergency lighting: As main lighting, but remains lit when line supply fails. 4 fluorescent tubesper DM, 6 per NDM (additional to main lighting).

Vehicle details and statisticsDM Car NDM

‘E’ ‘F’

Length over body ends: 16248mm 16248mm

Width of body: 2620mm 2620mm

Car height: 2869mm 2869mm

Tare weight: 22.5 tonnes 20.5 tonnes

Tare weight of 4-car train: 86 tonnes

Passenger door open width (double): 1664mm 1664mm

(single): 832mm 832mm

Car number series: EF Units E: 65501-65510 F: 67501-67510












1973 Tube StockPiccadilly line

Built by Metro-Cammell, Birmingham 1974-1977Entered service Piccadilly line 1975-1978Refurbished by Bombardier Prorail 1995-2000Maintained by: Tube Lines

Principal characteristicsTrack gauge: 1435mm


Types of vehicle: Driving Motor (DM)

Trailer (T)

Uncoupling Non-Driving Motor (UNDM)

Formation per unit: Three cars, formed DM - T - UNDM (single-ended) – total 152or DM - T - DM (double-ended) – total 21

Formation per train: Six cars, formed DM - T - UNDM + UNDM - T - DM

DM - T - UNDM + DM - T - DM

DM - T - DM + UNDM - T - DM

DM - T - DM + DM - T - DM (possible but very rarely used)

Number of trains: 86.5 six-car

Operation: Conventional one person operation (OPO) driving with doors operated by train operator in leading cab.


Equipment detailsBodies: Welded steel underframe, riveted aluminium body frame and aluminium alloy panelling.

Exterior painted in LUL red, white and blue corporate livery.

Bogies: 4-wheel symmetrical plateframe bogies of welded/riveted construction. Wheel diameter 790mm new, 710mm worn.

Couplers: Automatic Wedglock between units, semi-permanent bar between cars within a unit.

Traction system: G.E.C. Traction pneumatic single camshaft, resistance controller with series/parallelgrouping and 2 stages of weak field and rheostatic dynamic brake. Brush LT118, axle-hung, nose-suspended, 300 volt motors, 17/75 gear ratio, 4 per motor car. 1 motor per driving axle. The two motors on each bogie are connected in permanent series.

Compressors: Westinghouse 3HC43 (reciprocating) with integral 630V dc motor, 1 on single-ended unit trailer cars, 2 on double-ended unit trailer cars.

Brakes: Service brake: Motor cars - blended rheostatic/friction brake with load control.Trailer cars - friction brake with load control.Friction brake - one brake block per wheel.

Emergency brake: All cars - Friction brake.

Brake control: via energise to release Westcode 7-step valve. Steps 3, 4, 5, 6 for service, step 7 for emergency.

Service brake: Energise to apply 3-wire control system.

Emergency: Energise to release electric control.

Parking brake: automatic spring-applied, air released.

Auxiliary power GEC Traction type MG3007 Motor-Alternator-Rectifier - one per motor car,supplies: nominal 50V lead acid battery, 77Ah, Powernetics 6kVA single phase, 240V,

50Hz static converter to feed saloon fans and cab air conditioning - one per trailer car.

Main lighting: 115V, 850Hz supply from the motor alternator supplying fluorescent tubes viaindividual inverters - 20 tubes per driving motor car and 22 tubes per trailer/UNDM car.

Emergency lighting: Four battery-fed fluorescent tubes per car supplied via individual inverters and normally forming part of the main saloon lighting.

Heating: Panel heaters 4.2kW per car.

Ventilation: Seven extractor fans per car, two of which are inverter-fed from the battery. Manually operated ventilators over saloon side windows.

Passenger Six LED, scrolling visual display units per car. Semi-automatic audio station information: announcements. Passenger

alarm with talkback to driver.

Doors: Pneumatically operated slidingdoors. Two double and onesingle per side (driving motorcars), two double and twosingle per side (trailer andUNDM cars).

Train protection: Tripcocks/train stops/deadman’s handle.

Vehicle details and statisticsDriving Motor Car Trailer Car UNDM




Tare weight: Single-ended units: 29.76 tonnes 20.18 tonnes 28.53 tonnes

Double-ended units: 30.22 tonnes 20.93 tonnes

Tare weight of 6-car train: 156.93 - 159.84 tonnes (dependent on train formation)

Passenger door open width (double): 1370mm

(single): 685mm

Car number series: 100-253 500-696 300-453

864-897



Passenger accommodationSeating capacity: Number of seats per train 228

Standing capacities: Floor area available for standing passengers (m2)a 114







1995 Tube StockNorthern line

Built by ALSTOM Transport Ltd 1996-1999Entered service Northern line 1997-2000Maintained by: Tube Lines



Types of vehicle: Driving Motor Car (DM)

Trailer Car (T)

Uncoupling Non-Driving Motor Car (UNDM)

Formation per unit: Three cars, formed DM - T - UNDM


Number of trains: 106 six-car

Operation: Conventional O.P.O. driving with doors operated by Train Operator inleading cab


Equipment detailsBodies: Body shell of welded aluminium extrusions. Exteriors painted in London

Underground corporate red/white/blue livery.

Bogies: Twin-transom flexible frame bogies without headstocks. Frame constructed from steel plate sections and steel castings, built by ADtranz. Rubber chevron primary and air secondary suspension. Wheel diameter 770mm (new).

Couplers: Automatic Wedglock between units, semi-permanent bar between carswithin a unit.

Traction system: ALSTOM ‘Onix’ 3 phase AC drive using IGBT technology providing variablevoltage and frequency supplies to four frame mounted 3-phase inductionmotors per motor car, each driving an individual axle through a flexiblecoupling and double reduction gearbox.

Compressors: Westinghouse RSC rotary screw compressor driven by integral electric motor.

Brakes: Fully blended dynamic regenerative/rheostatic and e.p. friction tread brakewith load control and slip/slide protection. Independent control circuits foremergency brake (energised to release) and service brakes (energise to apply). Spring applied, air released parking brake. One block per wheel,all wheels.

Auxiliary power One IGBT auxiliary converter per unit. Provides 3-phase 415V, 50Hz tosupplies: supply 3-phase and 240V single-phase equipment and 52V dc for battery

charging and control circuits.

Main lighting: Fluorescent tubes fed by inverters from 52V dc 26 tubes per motor car, 28 per trailer and UNDM car.

Emergency lighting: Four fluorescent tubes per car fed from the 52V battery and normallyforming part of the main saloon lighting.

Ventilation: Electric heating and forced ventilation system with six ventilation fans per car, three of which have dc. brushless motors fed from the 52V battery.Operators cab air conditioned.

Passenger Six automated LED scrolling visual display units per car. Automated audioinformation: station announcements and driver operable Public Address. Passenger

alarm with talkback to driver.

Doors: Pneumatically operated sliding doors, externally hung. Two double and one single per side (DM cars), two double and two single per side (trailers and UNDMs).



Width of box: 2630mm 2630mm 2630mm




Passenger door open width: (double): 1406mm (all types of car)

Passenger door open width: (single): 703mm (all types of car)


De-icing units: 51701-51726 52701-52726 53701-53726



Passenger accommodation:Please note that standing capacity figures exclude seating capacity

Seating capacity: Number of seats per traina 248

Standing capacities: Floor area available for standing passengers (m2) 110.36







Equipment detailsBodies: Constructed using welded aluminium extrusions. Exteriors painted in

London Underground corporate red, white and blue livery. Interiors arefinished in a turquoise, purple and ivory colour scheme with yellow grab poles.

Bogies: Two axle, H-frame bogies without headstocks, of welded steel box-section, built by Alstom ACR, France. Rubber chevron primary and rubberdiablo secondary suspension. Wheels diameter 770mm (new). Flangelubrication is provided by a bogie mounted, solid stick sprung against the wheel flange.

Couplers: Automatic Wedglock between units, semi-permanent bar between carswithin a unit.

Traction system: Four frame mounted, 3-phase induction motors per motor car, each drivingan individual axle through a flexible coupling and double reduction gearbox.All four motors per car are fed from a single voltage-source inverter usingGTO thyristor devices, derived from those used on Class 465 Networker trains.

Compressors: Westinghouse HRS reciprocating compressor driven by integral 630V dcelectric motor.

Brakes: Fully blended regenerative/rheostatic and electro-pneumatic brake withload control and slip/slide protection. One tread brake block per wheel, all wheels. Independent control circuits for emergency brake (energise torelease) and service brakes (energise to apply). Automatic spring-applied, air released parking brake.

Auxiliary power One IGBT auxiliary converter per three car unit, configured as a GTOsupplies: thyristor step-down chopper feeding an IGBT inverter. Provides 3-phase

415V, 50Hz to supply 3-phase and 240V single-phase equipment and 52V dc for battery charging and control circuits.

Main lighting: 230V ac fluorescent tubes individually fed by inverter from 52V dc. 26 tubesper motor car, 28 per trailer and UNDM car.

Emergency lighting: Four fluorescent tubes per car fed from the 52V battery and normallyforming part of the main saloon lighting.

Ventilation: Electric heating and forced ventilation system with six ventilation fans percar, three of which have dc brushless motors fed from the 52V battery.Operators cab air conditioned.

Passenger Six LED, visual display units per car. 10 loudspeakers. Automatic station information: and destination announcements and driver operable Public Address.

Passenger alarm withtalkback to driver.

Doors: Pneumatically-operatedsliding doors, externallyhung. Two double andone single per side(driving motor cars), twodouble and two singleper side (trailers andUNDMs).

1996 Tube StockJubilee line

Built by ALSTOM Transport Ltd 1995-1998Entered service Jubilee line 1997-1999Maintained by: Tube Lines


Power supply: 630V dc 3rd and 4th rail, floating earth


Trailer (T)


Formation per unit: Three cars, formed DM - T - UNDM



Operation: (1) Conventional One Person Operation (O.P.O.) with tripcock Train Protection.

(2) Designed for conversion to Automatic Train Operation (A.T.O.) ormanual train operation with transmission based Automatic TrainProtection (A.T.P.)(Both with doors enabled and closed by train operator in leading cab).







Tare weight of 6-car train: 156 tonnes

Passenger door open width (double): 1406mm (all types of car)

(single): 703mm (all types of car)


96281-96317 (odd numbers)

De-icing trailers: 96880-96918 (even numbers)












A60 & A62 StockMetropolitan and East London lines

Built by Cravens, Sheffield 1960-1963Entered service Metropolitan line 1961-1963Four-car trains on East London line 1977-1985 and from 1987Refurbished by ADtranz Ltd., Derby 1994-1997Maintained by: Metronet Rail SSL Ltd




Trailer (T)

Formation per unit: Four cars, formed DM - T - T - DM

Formation per train: Four cars, formed DM - T - T - DM (Chesham shuttle and East London line)

Eight cars, formed DM - T - T - DM + DM - T - T - DM

Number of trains: 561/2 eight-car

Operation: Conventional O.P.O. driving with doors operated by train operator inleading cab. (Some cabs have not been converted to O.P.O. and have beendown-graded to ‘Middle Motor’ status. These cabs can still be used forshunting in depots.)


Equipment detailsBodies: Aluminium alloy panels, extrusions and castings, riveted together with

underframes of aluminium alloy extrusions and castings with steelheadstock and bolsters. Exteriors painted on refurbishment in LUL red,white and blue corporate livery.

Bogies: 4-wheel symmetrical plateframe of welded/riveted construction. Wheel diameter 3ft (915mm).


Traction system: G.E.C. (Witton) LT114, axle-hung, nose-suspended, 300V motors, 17/74 gear ratio, 4 per motor car. 1 motor per driving axle, motorsconnected in permanent series pairs. AEI pneumatic camshaft resistancecontroller with series/parallel grouping and 2 stages of weak field.

Compressors: Westinghouse DHC 5A reciprocating, one on each trailer car (A60 stock).Reavell TBC 38Z reciprocating, one on each trailer car (A62 stock).

Brakes: Service braking – Westinghouse electro-pneumatic, 2 blocks per wheel, all wheels. Emergency braking – Westinghouse automatic air brake.Parking brake – automatic spring-applied air released.

Auxiliary power 1 A.E.I. Motor-Alternator-Rectifier (type MG 3005) per Driving Motor car.supplies:

Main lighting: 18 fluorescent tubes per car, 15 of which are fed by 115V, 850Hz supplyfrom MA.

Emergency lighting: 3 of the main lighting tubes per car are fed from a 50V battery via oneinverter per tube.

Doors: Two double and one single (Driving Motors), three double (Trailers) per side.

Vehicle details and statisticsDriving Motor Car Trailer Car

Length over body ends: 16167mm 16167mm

Width of body: 2946mm 2946mm

Car height: 3689mm 3689mm



Passenger door open width (double): 1372mm 1372mm

Passenger door open width: (single): 686mm –

Car number series: A60 5000-5123 6000-6123*

De-icing units: A60 5232-5235 6232-6235

A62 5124-5231 6124-6231

Vehicles in stock: 226 227*


*one car (6036) converted to Rail Adhesion Car to apply Sandite to running rails as required.

Passenger accommodation:Please note that standing capacity figures exclude seating capacity

ELL Met

Seating capacity: (Number of seats per train) 184 448

Standing capacities: Floor area available for standing passengers (m2)a 74.66 149.32

Maximum observed standing capacity (5 customers per m2) 373 747

Maximum full load standing capacity (6 customers per m2)b 448 896

Theoretical crush standing capacity (7 customers per m2)c 523 1045




C69 & C77 StockCircle line, Hammersmith & City line and

District line (Edgware Road-Wimbledon/Olympia)

Built by Metro-Cammell, Birmingham 1969-1971 (C69) and 1977-1978 (C77)Entered service Hammersmith & City and Circle lines 1970-1971 (C69) and 1977-1979 (C77)Commenced operation on the District line from April 1978Refurbished by RFS Industries, Doncaster 1991-1994Maintained by: Metronet Rail SSL Ltd



Types of vehicle: Driving Motor (DM); Trailer (T)

Formation per unit: Two cars, formed DM - T

Formation per train: Six cars, formed DM - T + T - DM + T - DM or DM - T + DM - T + T - DM

Number of trains: 35 six-car trains (C69 stock) and 11 six-car trains (C77 stock)

Operation: Conventional O.P.O. driving with doors operated by train operator inleading cab. Both C69 and C77 stock trains are compatible and are able tooperate together in service. Following refurbishment there is no visibledistinction between the two types.


Equipment detailsBodies: Aluminium underframe, originally unpainted aluminium alloy panelling –

exterior painted on refurbishment in LUL red, white and blue corporate livery.

Bogies: 4-wheel symmetrical plateframe bogies of welded/riveted construction.Wheel diameter 3ft.


Traction system: English Electric – A.E.I. Traction Ltd. (C69) or G.E.C. Traction (C77),pneumatic double camshaft, resistance controller with series/parallelgrouping and 2 stages of weak field. Brush LT117 axle-hung, nose-suspended motors, 17/114 gear ratio, 4 per driving motor car, 1 per drivingaxle, the two motors on each bogie are connected in permanent series.

Compressors: Reavell TBC38Z (some C69 and all C77) or Westinghouse 3HC43 (some C69), reciprocating, 1 on each trailer.

Brakes: Rheostatic on Driving Motor Cars, 1 pneumatically-operated brake blockper wheel on all cars. Service braking – electro-pneumatic with rheostaticon motor cars; electro-pneumatic only on trailer cars. Emergency braking –Westinghouse automatic air brake. Parking brake – Automatic spring-applied,air released.

Auxiliary power English Electric – A.E.I. Traction Ltd (C69) or G.E.C. Traction (C77)supplies: Motor-Alternator-Rectifier (type MG 3007), one per motor car.

Main lighting: 115V ac fluorescent, 16 tubes per car.

Emergency lighting: 2 inverter-fed, 50V dc powered, fluorescent tubes per car.

Doors: 4 double sliding per car, per side.


Driving Motor Car Trailer Car

Length over body ends: 52ft 7ins 49ft 0ins

Width of body: 9ft 7ins 9ft 7ins

Car height: 12ft 1in 12ft 1in


Tare weight of 6-car train: 155.70 tons

Passenger door open width (double): 4ft 6ins 4ft 6ins

Car number series: C69 – 5501-5605 6501-6605

Car number series: C77 – 5701-5733 6701-6733












D StockDistrict line

Built by Metro-Cammell, Birmingham 1978-1981Entered service District line 1979-1983Maintained by: Metronet Rail SSL Ltd




Trailer (T)


Formation per unit: Three cars, formed DM - T - UNDM or DM - T - DM

Formation per train: Six cars, formed DM - T - UNDM + UNDM - T - DMDM - T - UNDM + DM - T - DMDM - T - DM + UNDM - T - DMDM - T - DM + DM - T - DM


Operation: Conventional one person operation (OPO) driving with doors operated by train operator in leading cab.


Equipment detailsBodies: Aluminium underframe, riveted aluminium body frame and unpainted

aluminium alloy panelling.

Bogies: Flexible H-frame type bogies without headstocks, of welded steel-boxsection with rubber joints to accommodate track twist.Wheel diameter 790mm new, 710mm worn.


Traction system: G.E.C. Traction pneumatic single camshaft, resistance controller with series/parallel grouping and 2 stages of weak field. Brush LT118 axle-hung, nose-suspended motors, 17/75 gear ratio, 4 per driving motor car, 1 per driving axle, the two motors on each bogie are connected in permanent series.

Compressors: Westinghouse 3HC43 (reciprocating) with integral 630V dc motor,1 on single-ended unit trailer cars, 2 on double-ended units.

Brakes: Service brake: Motor cars - blended rheostatic/friction brake with load control.Trailer cars - friction brake with load control.Friction brake - one brake block per wheel.

Emergency brake: All cars - Friction brake.

Brake control: via energise to release Westcode 7-step valve. Steps 3/7, 4/7, 5/7, 6/7 for service, step 7/7 for emergency.

Service brake: Energise to apply 3-wire control system.

Emergency: Energise to release electric control.

Parking brake: automatic spring-applied, air released.

Auxiliary power One G.E.C. Traction Motor-Alternator-Rectifier per DM and UNDM car.supplies: One Mawdsley type 7CA Motor-Alternator-Rectifier per trailer car for

supplying 240V ac extractor fans.

Main lighting: 115V ac fluorescent, 18 tubes per motor car, 20 tubes per trailer/UNDM car.

Emergency lighting: 2 inverter-fed, 50V dc powered, fluorescent tubes per car.

Doors: 4 single sliding per car, per side.







Passenger door open width: 1127mm 1127mm 1127mm


De-icing units: 7500-7539 17500-17538(even numbers)



Passenger accommodation:Seating capacity: Number of seats per train 280








Engineers’ Rolling StockAll information taken from Transplant DrawingsThe following are just seven examples of engineering rolling stock in use across the LUL network


Type: Track Recording Train

In service from: Converted 1987

Key characteristics: Pilot Cars L132/L133 Ex-1960 Craven StockTrack Recording Car Ex-1973 Metro-Cammell StockTrain length: 50.7m (approx)Train weight: 87.8 TonnesMax speed: 60mph

Equipment summary: Air brakedWedgelock couplersOnboard computers and instrumentation to produce datatravelling at normal line speed. Analogue data is plotted onchart recorders. Statistical and defect reports are generatedfrom plotters, recorders store data for off line analysis. Paint is sprayed on the track if certain faults are detected.

Type: Spoil and Ballast Wagon (ex BR Turbot) – Fleet of 60

In service from: January/February 1996

Key characteristics: Length: 16332mm – over extended buffersTare weight: 14 Tonnes Gross weight: 48 TonnesPayload capacity: 34 Tonnes

Equipment summary: Two pipe distributor air brake systemControl wiring to allow remote control of rear locomotiveDrophead Buckeye couplers with conventional drawhooksand buffers for emergency use

Type: Schoma CFL500VR Diesel Locomotive – Fleet of 14

In service from: February 1996

Key characteristics: Weight: 33.88 TonnesLength: 8500mm over BuffersGauge: LUL Tube ProfileMax speed: 50km/hPrimary power: 6 cylinder, inline diesel engine500 Horse Power (380kw)Direct and Automatic Braking

Equipment summary: Two pipe distributor air brake systemRetractable buffersDrophead Buckeye couplers with conventional drawhooksand buffers for emergency use

Type: Tunnel Cleaning Train

In service from: Converted 1978

Key characteristics: TCC1/TCC5 Driving Motor Cars Ex-1938 stockTCC2, TCC3, TCC4 – Constructed 1972-1977 LUL Ltd.Train weight: 173 Tonnes (Gross)Service speed: 0.8-10 km/hMax speed: 48km/h

Equipment summary: Air BrakedWedgelock couplersStandard electric PCM drive to move to and from siteElectro-hydraulic drive for constant low speed during cleaningSucking fans and inlets to remove dirtFiltration unitsDirt discharge unitsHeavy refuse compartmentsBlowing fans and nozzles to disturb dirt

Type: Plasser PU 07-16 Tamping and Lining Machine – Fleet of 3

In service from: 1980

Key characteristics: Length: 19600mm – over extended buffersGross weight: 40 Tonnes‘Deutz’ air cooled Diesel engine

Equipment summary: Air BrakedBuckeye couplers

Type: Battery Locomotive – Fleet of 37

In service from: 1964, 1970, 1974

Key characteristics: Length: 16962mm over extended buffersWeight: 62 Tonnes approx.Max speed: 48km/h

Equipment summary: Able to run on normal traction supply or from 320V dctraction batteryNormally runs to and from site on traction power and on-site using batteriesTwo pipe distributor air brake systemDrophead Buckeye couplers with conventional drawhooksand buffers for emergency use, Emergency Wedgelock coupler320V DC 15A Socket on Cab back for Cement MixersWhite Box (10 Pin Socket) Control Jumper for long weldedrail train lights and communications320V DC (3 Pin Socket) for wagon mounted compressorsand concrete breaker

Type: General Purpose Wagon – Fleet of 56

In service from: 1985 (Jubilee Line Extension Fleet built 1994)41 – 1985, 15 – 1994

Key characteristics: Length: 16332mm over extended buffersTare weight: 19 TonnesGross weight: 49 TonnesPayload capacity: 30 Tonnes/19.5 Cubic Meters

Equipment summary: Two pipe distributor air brake systemDrophead Buckeye couplers with conventional drawhooksand buffers for emergency useAutomatic empty/load valveRetractable buffers Buckeye/RCH

Passenger Rolling StockThrough the ages

Type: F Stock

In service between: 1920-1963

Key characteristics: All Steel construction3 x double leaf sliding doors – originally hand operated

Equipment summary: Fitted with Electro-pneumatic brakes circa 1929 Doors converted to pneumatic operation circa 1938

Type: City and South London Railway Passenger Car


Key characteristics: Known as ‘padded cells’ due to the very small windowsSeats for 35 passengers Entrance and Exit platforms with lattice gates supportedon bogies of adjacent cars

Equipment summary: Lighting directly from the 500v dc traction supply

Type: Metropolitan Railway Electric Locomotive

In service between: 1906-1961 (Rebuilt around 1920)No. 12 ‘Sarah Siddons’ is still in operation and is used on special trains

Key characteristics: 1200hp from four motors – as rebuilt

Equipment summary: Fitted with both air and vacuum brakes

Type: Standard Stock

In service between: 1923-1964. Train pictured from 1931.

Key characteristics: Individual car arrangement allowing flexible formation of cars into trains

Equipment summary: Equipment cubicle behind driving cabs Air DoorsElectro-pneumatic brakes fitted during 1930’s

Passenger Rolling StockThrough the agesThe following are just a few examples that illustrate the evolution of London UndergroundRolling Stock through the ages

Type: City and South London Railway Locomotive


Key characteristics: 2 axle locomotive, 43 built

Equipment summary: Originally axle mounted direct driveAir brakes with air reservoirs charged at terminusGear drive motors and compressors fitted 1907

Type: Central London Railway Motor Coach


Key characteristics: All steel underframe and Switch-gear compartment.Wooden body. 42 seats. Lattice gates at each end forentrance and exit. Ran as six car train or three car train with control trailer at one end.

Equipment summary: Air doors fitted 1926/1928. First Tube train with Tripcockand Trainstop equipment.

Type: 1938 Tube Stock

In service between: 1938-1987. A number of units continue to operate on the Isle of Wight

Key characteristics: More than 1200 purchased originally. The first tube stock withall equipment under the floor. First true multiple unit train.

Equipment summary: Underfloor ‘PCM’ air powered camshaft resistance controllerOne motor per bogie on motor carsFive motor cars per seven car train

Type: O/P Stock


Key characteristics: All steel constructionTwo double and one single passenger doors per car

Equipment summary: Originally fitted with ‘Metadyne’ rotary converters whichpermitted regenerative brake Converted to ‘PCM’ type resistance controllers circa 1955

Type: 1959/1962 Tube Stock


Key characteristics: Unpainted aluminium panelling on steel frame

Equipment summary: Underfloor ‘PCM’ air powered camshaft resistance controllerOne motor per bogie on motor carsFive motor cars per seven car trainFluorescent lights and rubber suspensionUnpainted aluminium cladding on steel frame/underframe


argent st george, london and continental railways …out 1, 3 250 46 987 % in 1,316 1145 23 26325 29...

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