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Victoria line
Victoria line in Johnston typeface, as used by tfl
A 2009 stock Victoria line train departs Euston
Overview
Termini
  • Walthamstow Central
  • Brixton
Stations16
Colour on mapLight blue
Websitetfl.gov.uk/tube/route/victoria Edit this at Wikidata
Service
TypeRapid transit
SystemLondon Underground
Operator(s)London Underground Limited
Depot(s)Northumberland Park
Rolling stock2009 Stock
Ridership302.009 million (2019)[1] passenger journeys
History
Opened1 September 1968; 57 years ago (1968-09-01)
Last extension1971
Technical
Line length21 km (13 mi)
CharacterDeep-level
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
ElectrificationFourth rail, 630 V DC
Operating speed80 km/h (50 mph)
SignallingCBTC (Distance to Go Radio)
London Underground
Bakerloo
Central
Circle
District
Hammersmith & City
Jubilee
Metropolitan
Northern
Piccadilly
Victoria
Waterloo & City
London Overground
Liberty
Lioness
Mildmay
Suffragette
Weaver
Windrush
Other TfL Modes
DLR
Elizabeth line
London Trams

The Victoria line is a London Underground line that runs between Brixton in South London, and Walthamstow Central in the east, via the West End. It is printed in light blue on the Tube map and is one of the only two lines on the network to run completely underground, the other being the Waterloo & City line.[note 1]

The line was constructed in the 1960s and was the first entirely new Underground line in London for 50 years. It was designed to reduce congestion on other lines, particularly the Piccadilly line and the Charing Cross branch of the Northern line. The first section, from Walthamstow Central to Highbury & Islington, opened in September 1968 and an extension to Warren Street followed in December. The line was completed to Victoria station in March 1969 and was opened by Queen Elizabeth II who rode a train from Green Park to Victoria. The southern extension to Brixton opened in 1971, and Pimlico (the only station in the line without an interchange) was added in 1972.

The Victoria line is operated using automatic train operation, but all trains have drivers. The 2009 Tube Stock replaced the original 1967 Tube Stock trains. The line serves 16 stations and all but Pimlico provide interchanges with other Transport for London or National Rail services. The line, the most intensively used on the Underground,[note 2] was used by 302 million passengers in 2019, making it the second-busiest tube line. With trains arriving every 100 seconds at peak times, it is one of the most frequent rapid transit lines in the world.

History

[edit]

Planning

[edit]

The first proposal for a railway in this area appeared in the County of London Plan, published in 1943.[2] In 1948, a working party set up by the British Transport Commission (BTC) proposed a tube railway from Victoria to Walthamstow,[3] largely based on a 1946 plan for a Croydon-to-Finsbury Park line. Its main purpose was to relieve congestion in the central area, which had been a problem since the 1930s.[4] Other benefits were linking the key railway stations at Victoria, Euston, King's Cross and St Pancras and improving connections between north-east London and the city.[5]

In early 1949, the BTC committee looked at the feasibility of building a deep-level tube to fulfil these requirements.[6] For the first time, cost–benefit analysis was used to ensure the line would be built within budget and be profitable.[7] A private bill was introduced in Parliament in 1955, describing a line from Victoria to Walthamstow (Wood Street), next to the British Rail station. Another proposal, not in the bill, supported an extension from Victoria to Fulham Broadway on the District line terminating at Edmonton instead of Walthamstow.[8][9] Proposals were made to extend the line north to South Woodford or Woodford to provide interchange with the Central line.[10] In 1961, it was decided that the line would terminate at Walthamstow (Hoe Street) station rather than Wood Street – this would cut costs by £1.4 million, and "satisfactory interchange" with British Railways was available at Hoe Street station.[11][12] Walthamstow (Hoe Street) was later renamed Walthamstow Central on 6 May 1968 in anticipation of the line's opening).[13][14] The line was planned to have cross-platform interchanges at Oxford Circus, Euston and Finsbury Park (with the Bakerloo, Northern (Bank) and Piccadilly lines respectively) and at Walthamstow Central to provide a quick and easy connection between the new line and existing services.[15]

The name "Victoria line" dates from 1955; other suggestions were "Walvic line" (Walthamstow–Victoria), "Viking line" (Victoria–King's Cross), "Mayfair line" and "West End line".[9] During the planning stages, it was known as Route C and named the Victoria line (after the station) by David McKenna, Chairman of British Transport Advertising, whose suggestion was seconded by Sir John Elliot.[9][16] The board decided that the Victoria line sounded "just right".[9]

Walthamstow–Victoria

[edit]

Initial construction began in January 1960, when two test tunnels were started from Tottenham to Manor House under Seven Sisters Road. The tunnels were excavated using an experimental "drum digger" rotary shield, powered by hydraulic rams, that could cut more than 60 feet (18 m) per day. The work was completed in July 1961, with the expectation it would be used for the completed Victoria line.[17]

After the line gained parliamentary approval on 20 August 1962 with a budget of £56 million, construction began the following month.[18] The economic boom of the mid-to-late 1950s had faded leading to a rise in unemployment in London, and the government had hoped that building the Victoria line would alleviate this.[19] Work began adapting Oxford Circus station to link to the new line; a cross-platform interchange was provided with the Bakerloo line and a subway link with the Central line.[20] A steel umbrella was erected over the junction in August 1963 so that a new ticket hall could be built without disrupting existing traffic.[18] Rolling stock on the line was fitted with Automatic Train Operation (ATO), which allowed self-driving of the train based on automatic electrical signals along the track.[21] In March 1964, a £2.25 million contract was awarded to Metro-Cammell for the Victoria line fleet.[22]

That October, the Northern City Line closed between Drayton Park and Finsbury Park so that the latter station could be redesigned for a cross-platform interchange between the Victoria and Piccadilly lines. All major contracts had been awarded by 1965, and construction was on track to be completed in 1968.[23] New stations were constructed at Walthamstow Central, Blackhorse Road, Tottenham Hale and Seven Sisters.[24] The station at Blackhorse Road was built on the opposite side of the road from the mainline station (serving the Kentish Town to Barking line) and was not an interchange.[25][note 3]

The line opened from Walthamstow Central to Highbury & Islington on 1 September 1968.[27][28] There was no opening ceremony; instead the normal timetable started.[27] The first train left Walthamstow Central for Highbury & Islington at 7:32 a.m. The line proved to meet a need; more than 1,000 tickets were purchased at Highbury & Islington within its first hour of opening.[29]

The next section to Warren Street, opened on 1 December 1968, again without ceremony.[27] The line was formally opened by Queen Elizabeth II on 7 March 1969 when it had been completed to Victoria. At 11:00 a.m., the Queen made the first trip, on a 5d (2.08p) ticket, from Green Park to Victoria, where she unveiled a plaque.[30][31] In so doing, she was the first reigning monarch to ride on the Underground.[32] The line was open to the general public by 3:00 p.m. Trains from Walthamstow to Victoria took around 24 minutes.[30]

Victoria–Brixton

[edit]
Pimlico station was the last part of the Victoria line to open, and is the line's only station that is not an interchange.

The 3.5-mile (5.6 km) extension from Victoria to Brixton with stations at Vauxhall and Stockwell was approved in March 1966.[23] Preparatory work had started at Bessborough Gardens near Vauxhall Bridge Road in May 1967.[33] The contract was awarded on 4 August 1967.[23] A proposal to build Pimlico tube station received Government approval on 28 June 1968.[34][27] In July, the Duke of Edinburgh and the Prince of Wales visited tunnel workings under Vauxhall Park.[35]

The Brixton extension was bored using the older Greathead shield. Although slower, use of the tunnelling shield allowed easier digging through the gravel strata south of the Thames. It was opened on 23 July 1971 by Princess Alexandra, who made a journey from Brixton to Vauxhall.[36][37] On opening, it was the first new section of Underground to open south of the Thames since the extension of the City and South London Railway from Clapham Common to Morden in 1926.[36] The final piece of the Victoria line, Pimlico station, opened on 14 September 1972.[38]

London Transport considered extensions to Streatham, Dulwich and Crystal Palace to provide a connection to southeast London and Kent but no construction work was undertaken.[39]

Post-opening

[edit]

The Kentish Town to Barking line did not close as expected and both stations at Blackhorse Road remained open. The mainline station was moved to the same side of the road as the tube station and was connected to the Victoria line on 14 December 1981 via an overbridge. The original station was then closed and demolished.[40][41]

The London Underground (Victoria) Act 1991 allowed for the construction of a 43-metre (140 ft) underground pedestrian link at Victoria station between the Victoria line platforms and the sub-surface Circle line platforms above.[42] The London Underground (Victoria Station Upgrade) Order 2009 came into force in September that year, authorising the construction of a second 1,930-square-metre (21,000 sq ft) ticket hall at Victoria.[43]

Warren Street tube station was attacked in the 21st July 2005 London bombings. There were no fatalities in this attack. After the 7 July 2005 London bombings, there was heightened security. The Metropolitan Police wrongly detained and fatally shot 27-year-old Jean Charles de Menezes once he boarded a train at Stockwell. After his death, a memorial to Menezes was placed close to Stockwell station.[44]

On 23 January 2014, during upgrade work at Victoria, construction workers accidentally penetrated the signalling room of the Victoria line and flooded it with quick-drying concrete, leading to the suspension of services south of Warren Street.[45] Services resumed the following day after sugar was used to slow the setting of the concrete and make it easier to shovel out.[46][47]

A 24-hour Night Tube service on Friday and Saturday nights, due to start in September 2015 on the entire line,[48] was delayed because of strike action.[49] The service began in August 2016, with trains running at 10-minute intervals on the whole line.[50]

Design

[edit]

Every Victoria line station, apart from Pimlico and Blackhorse Road, was built as an interchange and several stations were rearranged to allow for cross-platform interchange with the line. In some stations, the Victoria line platforms were built on either side of the existing arrangement; in others, the Victoria line uses the older platforms and the existing line was diverted onto a new alignment.[51] All platforms on the line are 132.6 metres (435 ft) long.[52] The line has hump-backed stations to allow trains to store gravitational potential energy as they slow down and release it when they leave a station, providing an energy saving of 5% and allowing trains to run 9% faster.[53][54]

The stations were originally tiled in blue and grey, each decorated with tiled motifs in seating recesses for identification.[55] Some motifs were puns; the image for Brixton, for instance, was a ton of bricks.[36] During construction of the first stage of the Jubilee line in 1979, the motifs on Green Park station were replaced by others matching the design for the Jubilee line platforms.[56]

In late 2010 and 2011, platform humps were installed on all Victoria line stations except Pimlico to provide step-free access to trains.[57] The project was in accordance with the Rail Vehicle Accessibility (Non Interoperable Rail System) Regulations 2010 and the Disability Discrimination Act 1995.[58][59] The Victoria line humps resemble the Harrington Hump, a type of ramp being installed on some mainline stations, but are of a masonry construction.[60]

Service and rolling stock

[edit]
1967 stock at Holborn
The line's original 1967 Stock was used until mid-2011. It is seen here at Holborn on a farewell tour.

About 200 million passengers a year use the Victoria line.[61] It is the sixth-most heavily used line on the network in absolute figures, but in terms of the average number of journeys per mile it is by far the most intensively used.[62] From May 2017, trains run every 100 seconds during peak periods, providing 36 trains per hour.[63] All trains run from Brixton to Seven Sisters and some continue to Walthamstow Central.[64] During off-peak periods, the Victoria line runs 27 trains per hour between Brixton and Walthamstow Central.[65]

When the line opened, services were operated by a fleet of 39+1⁄2 eight-car trains of 1967 Tube Stock trains. In the early planning stages, an articulated type of rolling stock was considered, but not progressed because of difficulties transferring the stock to Acton Works for heavy overhauls.[66] After Acton Works closed, this no longer applies. The 2009 tube stock has a wider profile and slightly longer carriages which precludes it from running on other deep-level tube lines. The 1967 stock was supplemented by 1972 Mark I Tube Stock, transferred from the Northern line and converted to be compatible with the 1967 stock.[67]

Replacement of the 1967 rolling stock began in July 2009.[68][69] The 2009 Tube Stock fleet of 47 eight-car trains was built by Bombardier Transportation.[70] Testing the first prototypes began in 2008. The trains began to be introduced in 2009 and most were in operation by the following year. The last of the 1967 stock trains ran on 30 June 2011, after which the entire service was provided by 2009 stock.[71][72]

On opening, the line was equipped with a fixed-block Automatic Train Operation system (ATO). The train operator closed the train doors and pressed a pair of "start" buttons and, if the way ahead was clear, the ATO drives the train at a safe speed to the next station. At any point, the driver could switch to manual control if the ATO failed.[29] The system, which operated until 2012, made the Victoria line the world's first full-scale automatic railway.[note 4]

The Victoria line runs faster trains than other Underground lines because it has fewer stops, ATO running and modern design.[76][77] Train speeds can reach up to 50 miles per hour (80 km/h). A common method used by north London residents to visit the West End is to take the Northern line Bank branch, change platforms at Euston, and continue on faster Victoria line trains.[54][76] In the 2010s, the original signalling was replaced with a more modern ATO system from Westinghouse Rail Systems incorporating 'Distance to Go Radio' and more than 400 track circuits. London Underground claimed it was the world's first ATO-on-ATO upgrade.[68][70][78] The new signalling system allowed a revised timetable to be introduced in February 2013, allowing up to 33 trains per hour instead of 27.[79] In combination with new, faster trains, the line's capacity increased by 21%, equivalent to an extra 10,000 passengers per hour.[68][71] By 2019, the line was running around 36 trains per hour at peak times, with a train arriving every 100 seconds – making it one of the most frequent rapid transit lines in the world.[80]

Facilities

[edit]

Step-free access

[edit]
(Wheelchair symbol) and the text: Stations with step-free access from the Victoria line platforms to the street are shown with this symbol.
Notice explaining about step-free access. This can be found inside every Victoria line train.

When the line was built, budgetary restrictions meant that station infrastructure standards were lower than on older lines and on later extension projects.[19] Examples include narrower than usual platforms and undecorated ceilings at Walthamstow Central, Blackhorse Road and Tottenham Hale, affecting lighting levels.[81] The line was built with fewer escalators than other lines as a cost-saving measure.[82] The lack of a third escalator linking station entrances to platforms at some stations can cause severe congestion at peak times.[83] Stations have closed temporarily for safety reasons when escalators have been unserviceable.[84]

Step-free routes are available between the Victoria line and other lines at most interchanges.[85] Tottenham Hale, Finsbury Park, King's Cross St Pancras, Green Park, Victoria, Vauxhall and Brixton have step-free access from street to train.[86][85][87][88][89][90] Platform humps have been installed at all stations (except Pimlico) to provide level access to trains, improving access for customers with mobility impairments, luggage or pushchairs.[91]

Ventilation

[edit]
The aboveground Ferry Lane fan shaft building and emergency access point at Heron Island, approximately halfway between Blackhorse Road and Tottenham Hale stations
Ferry Lane fan shaft and emergency access point at Heron Island, approximately halfway between Blackhorse Road and Tottenham Hale stations

About 50 ventilation shafts were constructed during the construction phase.[92] Midpoint tunnel ventilation shafts remain between stations. Special "local arrangements" are in place should it be necessary to evacuate passengers from trains via Netherton Road emergency escape shaft.[93] Planning permission for a shaft at Ferry Lane, next to Tottenham Hale station, was granted on 11 January 1968, during the first phase of construction.[94]

By mid-2009, trial boreholes for a cooling system at Green Park station had been drilled and more were scheduled to be created by the end of 2009.[95] In 2010, Engineering & Technology reported that 200 litres (44 imp gal) of water per second for the cooling system was being pumped through heat-exchangers at Victoria station from the River Tyburn and into the River Thames.[96]

Between 2009 and 2014, thirteen ventilation shafts were refurbished. In the first phase were Drayton Park, Gillingham Street, Moreton Terrace, Pulross Road, Somerleyton Road and Tynemouth Road.[97] For the second phase were Cobourg Street, Dover Street, Gibson Square, Great Titchfield Street, Isledon Road, Kings Cross, Palace Street and Rita Road.[97]

By 2009, changes at Cobourg Street were in the planning stage and demolition at Moreton Terrace, Somerleyton Road and Drayton Park shafts had taken place.[95] Planning permission for Netherton Road shaft was granted on 8 September 1967.[98] On 31 March, the demolition and rebuilding of Netherton Road shaft was allowed as permitted development.[99][100]

Depot

[edit]
Two Victoria line trains sitting in sidings
2009 tube stock at the Victoria line's Northumberland Park Depot

The depot at Northumberland Park, the service and storage area for trains, is the only part of the Victoria line above ground. Trains access the depot via a branch line in a tunnel to the north of Seven Sisters.[101]

The depot opened with the first stage of the line in September 1968. It is next to Northumberland Park railway station, on Tottenham Marshes in the London Borough of Haringey, over a mile from the Victoria line. When built, it was 900 feet (270 m) long and had working space for 22 eight-car trains.[25] As part of Transport for London's tube upgrade scheme, the depot has been expanded and upgraded to accommodate all the 2009 Tube Stock trains[102][103] and a new signalling system.[104]

Future

[edit]

Tottenham Hotspur F.C. and its supporters have campaigned for a surface station next to Northumberland Park Station, adjacent to the depot to improve the stadium's transport links. The plans would require co-operation with the local council and Network Rail to minimise disruption.[105][106] It was announced by Haringey Council in its 2012 A Plan for Tottenham report that there was "potential for a Victoria Line extension to Northumberland Park".[107]

Crossrail 2, also known as the Chelsea-Hackney line, is a proposed line across central London between Victoria and King's Cross St Pancras tube station to increase capacity in Central London by 270,000 passengers per day. It is intended to relieve congestion on the Victoria line, a key line connecting several important London termini.[108][109]

Proposals have been made to extend the line one stop southwards from Brixton to Herne Hill, a significant interchange in south London providing access to Kent, Blackfriars, London Bridge and Sutton. Herne Hill would be on a large reversing loop with a single platform removing a critical capacity restriction eliminating the need for trains to reverse at Brixton and provide a more obvious route for passengers who look for the nearest tube station before any other transport options.[110][111]

Map

[edit]
Geographically accurate path of the Victoria line
Geographically accurate path of the Victoria line

Stations

[edit]
Victoria line
Legend
 Walthamstow Central Lea Valley lines
Blackhorse Road Gospel Oak to Barking line
Northumberland Park Depot
 Tottenham Hale National Rail
Seven Sisters Lea Valley lines National Rail
Finsbury Park Piccadilly Line National Rail Thameslink
link with Piccadilly line
 Highbury & Islington North London line East London line National Rail
cross-over
 King's Cross St Pancras
Circle line (London Underground) Hammersmith & City Line Metropolitan Line Northern Line Piccadilly Line
National Rail Thameslink Eurostar
 Euston Northern Line Watford DC Line National Rail
Warren Street Northern Line
cross-over
 Oxford Circus Bakerloo Line Central line (London Underground)
Green Park Jubilee Line Piccadilly Line
Victoria Circle line (London Underground) District Line National Rail
Pimlico
River Thames
 Vauxhall National Rail London River Services
Stockwell Northern Line
Brixton National Rail
Detailed track diagram[112]
Legend
Walthamstow Central Lea Valley lines [113]
Blackhorse Road Gospel Oak to Barking line
Tottenham Hale National RailDisabled access [114]
to Northumberland Park Depot
Seven Sisters Lea Valley lines National Rail
Piccadilly line northbound
 Finsbury Park Piccadilly Line National Rail Thameslink Disabled access
Piccadilly line south/westbound
Northern City Line northbound
 Highbury & Islington North London line East London line National Rail
Northern City Line to Moorgate
↓ right hand running
King's Cross St. Pancras
Circle line (London Underground) Hammersmith & City Line Metropolitan Line Northern Line Piccadilly Line
National Rail Thameslink Eurostar
Disabled access
Northern line to Bank
 Euston Northern Line Watford DC Line National Rail
Northern line to Camden Town
Warren Street Northern Line
↑ right hand running
Bakerloo line northbound
 Oxford Circus Bakerloo Line Central line (London Underground)
Bakerloo line southbound
Green Park Jubilee Line Piccadilly Line Disabled access
Victoria Circle line (London Underground) District Line National Rail Disabled access
Pimlico
River Thames
Vauxhall National Rail London River Services Disabled access
Northern line northbound
 Stockwell Northern Line
Northern line southbound
Brixton National Rail Disabled access
station platforms connected
on the same level
Station Image Opened Victoria line service began Interchanges Position
Walthamstow Central London Overground 26 April 1870[115][a] 1 September 1968

Weaver line

51°34′59″N 000°01′11″W / 51.58306°N 0.01972°W / 51.58306; -0.01972 (01 - Walthamstow Central station)
Blackhorse Road London Overground 19 July 1894[40] Suffragette line 51°35′13″N 000°02′29″W / 51.58694°N 0.04139°W / 51.58694; -0.04139 (02 - Blackhorse Road station)
Tottenham Hale National Rail Disabled access 15 September 1840[117][b]

National Rail

51°35′18″N 000°03′35″W / 51.58833°N 0.05972°W / 51.58833; -0.05972 (03 - Tottenham Hale station)
Seven Sisters London Overground National Rail [c] 22 July 1872[119]

Weaver line and National Rail

51°34′56″N 000°04′31″W / 51.58222°N 0.07528°W / 51.58222; -0.07528 (04 - Seven Sisters station)
Finsbury Park National Rail Thameslink Disabled access 1 July 1861[120][d]

Piccadilly line (CPI)[25] and National Rail

51°33′53″N 000°06′23″W / 51.56472°N 0.10639°W / 51.56472; -0.10639 (05 - Finsbury Park station)
Highbury & Islington London Overground National Rail 26 September 1850[121]

Mildmay line, Windrush line and National Rail (CPI)[122]

51°32′45″N 000°06′18″W / 51.54583°N 0.10500°W / 51.54583; -0.10500 (06 - Highbury & Islington station)
King's Cross St Pancras National Rail Eurostar Thameslink Disabled access 10 January 1863[123] 1 December 1968

Circle, Hammersmith & City, Metropolitan, Northern and Piccadilly lines; National Rail and Eurostar

51°31′49″N 000°07′27″W / 51.53028°N 0.12417°W / 51.53028; -0.12417 (07 - King's Cross St Pancras tube station)
Euston London Overground National Rail 12 May 1907[124]

Northern line (CPI with Bank branch),[30] Lioness line and National Rail

51°31′42″N 000°07′59″W / 51.52833°N 0.13306°W / 51.52833; -0.13306 (08 - Euston tube station)
Warren Street 22 June 1907[124]

Northern line

51°31′29″N 000°08′18″W / 51.52472°N 0.13833°W / 51.52472; -0.13833 (09 - Warren Street tube station)
Oxford Circus 30 July 1900[125] 7 March 1969

Bakerloo (CPI)[30] and Central lines

51°30′55″N 000°08′30″W / 51.51528°N 0.14167°W / 51.51528; -0.14167 (10 - Oxford Circus tube station)
Green Park Disabled access 15 December 1906[126]

Piccadilly and Jubilee lines

51°30′24″N 000°08′34″W / 51.50667°N 0.14278°W / 51.50667; -0.14278 (11 - Green Park tube station)
Victoria National Rail (Airport interchange Trains to Gatwick) Disabled access 1 October 1860[127]

Circle and District lines and National Rail

51°29′48″N 000°08′41″W / 51.49667°N 0.14472°W / 51.49667; -0.14472 (12 - London Victoria station)
Pimlico 14 September 1972[128] — 51°29′22″N 000°08′00″W / 51.48944°N 0.13333°W / 51.48944; -0.13333 (13 - Pimlico tube station)
Vauxhall National Rail Disabled access 11 July 1848[127] 23 July 1971

National Rail, London River Services (St George Wharf Pier)[129]

51°29′07″N 000°07′22″W / 51.48528°N 0.12278°W / 51.48528; -0.12278 (14 - Vauxhall station)
Stockwell 4 November 1890[130]

Northern line (CPI)[36]

51°28′21″N 000°07′20″W / 51.47250°N 0.12222°W / 51.47250; -0.12222 (15 - Stockwell tube station)
Brixton National Rail Disabled access 23 July 1971[131]

National Rail (within a 100 metres (330 ft) walking distance)

51°27′45″N 000°06′54″W / 51.46250°N 0.11500°W / 51.46250; -0.11500 (16 - Brixton tube station)
  1. ^ Opened as Hoe Street, renamed when Victoria Line opened on 1 September 1968.[116]
  2. ^ Opened as Tottenham, renamed on 1 December 1968.[117]
  3. ^ Seven Sisters is the only station with more than 2 platforms. The third is a holding platform for trains that terminate their journeys from Brixton at Seven Sisters instead of at Walthamstow. The third platform allows access to the Northumberland Park depot.[118]
  4. ^ Opened as Seven Sisters Road (Holloway), renamed 15 November 1869.[120]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Victoria line

View on Grokipedia
from Grokipedia
The Victoria line is a rapid transit line of the London Underground that runs for 21 kilometres (13 miles) from in to Walthamstow Central in the north-east, serving 16 stations entirely underground (except for its Northumberland Park depot) and providing key interchanges at major hubs such as , Euston, King's Cross St Pancras, and Victoria. Opened in stages between 1968 and 1972, it was the first new deep-level Underground line constructed in in over 50 years and the first line on the London Underground to use (ATO), using coded track impulses for train control, with drivers initiating each departure. Named after to honour the monarch and the prominent Victoria station it serves, the line was officially opened by Queen Elizabeth II on 7 March 1969, with the final extension to completed in July 1971. Planning for the line originated in post-war proposals, including the 1943 County of London Plan, with parliamentary powers granted in 1955 but delayed until 1962 due to and political issues; it was approved as a north-south route to relieve congestion on existing lines and connect mainline terminals like Euston, St Pancras, King's Cross, and Victoria. Innovative techniques were employed, such as freezing waterlogged ground, rotary tunnel-boring machines, and a rapid 65-hour steel "umbrella" installation at to minimize surface disruption. The line's stations feature distinctive design elements, including unique tile motifs by artists like Hans Unger and double-glazed trains for reduced noise, while modern upgrades since 2017 have enabled peak frequencies of 36 trains per hour—every 100 seconds (as of 2024). As part of the network since 2016, it operates 24 hours on Fridays and Saturdays, serving over 200 million passengers annually and linking diverse residential, commercial, and tourist areas across .

History

Planning and proposals

The origins of the Victoria line can be traced to reconstruction plans for the London Underground in the , aimed at addressing overcrowding on existing north-south routes such as the Northern and Central lines. The 1943 Plan proposed new tube lines to support urban recovery and improve connectivity, but material shortages in the immediate period delayed progress. By 1948, the had formalized a proposal for a new line from Victoria to Walthamstow Central, intended to relieve congestion in by providing direct interchanges at key stations like and Euston. In 1955, London Transport submitted a Private Bill to seeking powers to construct a deep-level tube from Walthamstow Central to Victoria, marking the first major Underground expansion proposal since . The planned route aligned north-south through northeast and , integrating with the existing network via cross-platform interchanges to enhance passenger flow, while avoiding high-cost areas through strategic alignments that followed favorable geology and minimized property acquisitions. An experimental tunnel between and , begun in January 1960, tested boring techniques and confirmed the feasibility of the route under varying soil conditions. From its inception, the project incorporated innovative features, including (ATO), positioning the Victoria line as the world's first fully automatic passenger railway. ATO was debated and selected to enable high-frequency services—up to 36 trains per hour—controlled from a central via coded track signals, reducing staffing needs and improving reliability amid post-war labor constraints. The approval process culminated in the early 1960s, with granting final powers in 1962 following years of negotiations. The committed £56 million in , viewing the line as essential infrastructure despite projected annual operating losses of £2.5–3 million, which were expected to be offset by system-wide efficiencies. This secured the route from Central to Victoria, with provisions for a southward extension, setting the stage for construction while prioritizing cost-effective tunneling methods to navigate London's complex subsurface geology.

Construction: Walthamstow Central to Victoria

Construction of the Victoria line's core section from Walthamstow Central to Victoria commenced in 1962 following parliamentary approval on 20 August 1962, marking the first major deep-level tube project in since 1907. The project involved excavating approximately 10.5 miles of twin running tunnels, primarily through London's , using innovative shield tunneling techniques tested in an experimental 1-mile double-tube section between and completed in 1961. These running tunnels measured 12 feet in internal diameter, lined with either bolted cast-iron segments or , while station tunnels reached up to 27 feet in diameter to accommodate platforms and cross-passages. The primary tunneling method employed the Kinnear-Moodie drum digger, a rotary shield powered by hydraulic rams and motors, which advanced through the clay at rates up to 3.5 feet per hour—establishing a for such machinery at the time. This machine, with an external diameter of 14 feet for concrete-lined sections, featured a rotating toothed inner drum supported by peripheral bearings, allowing for efficient excavation while minimizing surface disruption; it was particularly suited to the soft clay conditions but required modifications to address clogging in moist areas. Complementary Greathead-type mechanical shields were used for station excavations, and contractors like & Sons and Edmund Nuttall drove key sections, including a 934-foot in just two weeks. Overall, the project excavated over 500,000 cubic yards of material from the running tunnels within the first three years, with tunneling efforts largely completed by mid-1968. Engineering challenges were significant due to the line's passage beneath densely built , where tunnels averaged 70 feet below ground level and navigated within inches of existing infrastructure. At locations like and , was essential to protect overlying structures, including department stores and other Underground lines, with clearances as tight as 6-7 feet in crossover areas under Victoria station. Groundwater issues arose particularly in the heterogeneous Lambeth Group soils near Euston, necessitating specialized control measures such as and grouting to prevent inflows and maintain stability during excavation. Coordination with concurrent projects, including the rebuild of Victoria mainline station and integrations at interchanges like King's Cross and Euston, required precise scheduling to avoid conflicts with operational rail services and utilities. Station developments involved extensive excavations for new deep-level platforms and escalator shafts, often linking to existing lines via cross-passages; for instance, required a new ticket hall and connections to the . The Victoria station integration was particularly complex, aligning the new tube platforms with the ongoing mainline reconstruction while ensuring minimal disruption to one of London's busiest transport hubs. The line opened in phases to facilitate testing and public rollout: the initial 7.5-mile section from Walthamstow Central to Highbury & Islington commenced passenger service on 1 September 1968, followed by an extension to Warren Street on 1 December 1968, and full operation to Victoria on 7 1969, with Queen Elizabeth II officiating the ceremony. This phased approach allowed for automated train control trials and ensured the 11 interchange stations were operational with modern escalators and signage.

Extension to Brixton

In the 1960s, London Transport proposed extending the Victoria line southward from Victoria station to enhance connectivity for south London residents, particularly to address growing demand in areas lacking direct Underground access. This extension was initially considered as far as but was revised to terminate at to support regional transport planning, including potential integration with road schemes. The proposal received parliamentary approval through an act in 1966, with final government authorization granted by Transport Minister on 4 August 1967. Construction commenced in , employing tunneling methods similar to those used for the initial Victoria line sections, including the Greathead for manual excavation due to the relatively short 3.5-mile (5.6 km) length. Work began at sites near Bessborough Gardens in Westminster, progressing under the River Thames toward and . Significant challenges arose in densely built urban areas, especially around , where unstable gravel layers and proximity to existing tunnels—sometimes as close as 6 feet—required careful engineering, including ground freezing techniques at and to stabilize excavations. The extension opened to the public on 23 July 1971, with Princess Alexandra officiating by traveling from to , adding stations at , , and ; station followed on 14 September 1972 after additional completion work. This marked the first new Underground line south of the Thames since 1926. Integration with the existing Victoria line, which had opened progressively from Central to Victoria between 1968 and 1969, enabled through services along the full 13.25-mile route, significantly boosting capacity and reshaping service patterns to provide direct links for commuters to key northern and central destinations. The extension improved interchange opportunities, notably at with the , and increased overall line frequency to meet rising passenger volumes.

Post-opening developments

The Victoria line featured from its opening in 1968, with the train operator handling door controls and other duties in addition to monitoring the fully (ATO) system, which was introduced progressively from the line's partial opening that year. In the and , signaling upgrades were undertaken as part of broader efforts to increase capacity on the aging infrastructure, which had seen passenger numbers triple since opening. These improvements, including the introduction of a new and track renewals, allowed for a peak frequency increase from 28 to 33 trains per hour by 2013, with further enhancements achieving 36 trains per hour from May 2017, reducing journey times by up to 18% and improving overall reliability. The 1987 King's Cross fire, which occurred on an adjacent line but highlighted systemic risks across the , prompted widespread safety enhancements that affected the Victoria line. These included a total ban on throughout all stations and trains, the phased removal of wooden escalators replaced by metal ones, mandatory fire safety training for staff, and improved emergency evacuation procedures, all implemented in the late 1980s and 1990s to prevent similar incidents. Rolling stock transitioned from the original 1967 Tube Stock prototypes, which had served since the line's , to the new 2009 Tube Stock between 2010 and 2011. The 47 eight-car trains, built by Bombardier, featured air-conditioning, for energy efficiency, and enhanced passenger information systems, fully replacing the older fleet by June 2011 and contributing to a 21% capacity boost when combined with signaling upgrades. Throughout the 2010s, the line experienced periodic service disruptions due to aging and high , but reliability improved through targeted programs, including track and renewals that reduced delays by over 30% compared to early 2000s levels. Post-COVID-19 adjustments in 2020 and 2021 involved reduced frequencies during lockdowns to align with lower ridership—dropping to as low as 5-10% of pre-pandemic levels—along with enhanced cleaning protocols using hospital-grade disinfectants on trains and stations, and gradual service ramp-ups as recovered to about 70% of 2019 volumes by late 2021.

Route and stations

Route description

The Victoria line is a deep-level underground route spanning 13.25 miles (21.3 km) in a north-south direction through east and , connecting Central in the northeast to in the south. It operates entirely below ground, with an average tunnel depth of 70 feet (21 m) from surface to rail level. The northern section begins at Walthamstow Central and follows a curved alignment southeast through Blackhorse Road and to Seven Sisters, before turning south to , serving residential areas in northeast London while bypassing the core of . This path incorporates moderate curvatures, with no section tighter than a 400-metre radius, allowing for efficient high-speed running. In the central section, the line straightens as it proceeds south from via Highbury & Islington to King's Cross St Pancras, running parallel to and beneath through Euston and Warren Street, before reaching , , and Victoria. This alignment facilitates direct interchanges with major rail terminals and minimizes deviations, supporting the line's design for across key central districts. Gradients here are gentle, averaging between 1:70 and 1:100, with none exceeding 1:36 (approximately 2.8%). The southern extension diverges south from Victoria through and to , where a loop configuration enables seamless linkage with the platforms, enhancing cross-platform transfers. The route then continues to , featuring the line's tightest curvature at a 400-metre radius to accommodate the terminal layout. Overall gradients remain consistent with the central section, ensuring smooth operations despite the southerly incline.

List of stations

The Victoria line serves 16 stations running northeast to southwest across , from Walthamstow Central in the north to in the south. All stations are in Zones 1 to 3, with interchanges available at most locations to other lines, , or services. The following table lists the stations in order from north to south, including their coordinates, opening years for Victoria line service, London borough(s), fare zones, and primary interchanges; brief notes highlight unique features or usage where relevant, such as terminals or high passenger volumes.
StationCoordinates (lat, long)Opening yearLondon borough(s)Fare zone(s)Primary interchangesNotes
Walthamstow Central51.583018, -0.0199411968Waltham Forest3London Overground, Greater Anglia (National Rail)Northern terminus
Blackhorse Road51.585777, -0.0396261968Waltham Forest3London Overground
Tottenham Hale51.587998, -0.0601881968Haringey3Great Northern (National Rail)
Seven Sisters51.583362, -0.0724671968Haringey3London Overground, Great Northern (National Rail)
Finsbury Park51.564635, -0.1058811968Haringey, Islington2/3Piccadilly line, Great Northern, Thameslink (National Rail)
Highbury & Islington51.546495, -0.1040821968Islington2London Overground, Great Northern (National Rail)
King's Cross St. Pancras51.530312, -0.1238721968Camden1Circle, Hammersmith & City, Metropolitan, Northern, Piccadilly lines; Great Northern, Thameslink, Eurostar (National Rail)Major international hub
Euston51.528664, -0.1332961968Camden1Northern line; Avanti West Coast, London Northwestern Railway (National Rail)
Warren Street51.52458, -0.1382781968Camden1Northern, Jubilee lines
Oxford Circus51.515223, -0.1408361969Westminster1Central, Bakerloo linesBusy shopping district interchange
Green Park51.50676, -0.1424781969Westminster1Jubilee, Piccadilly lines
Victoria51.496424, -0.1439211969Westminster1Circle, District lines; Southern, Southeastern, Gatwick Express (National Rail)Busiest station on the line and third-busiest overall on the network
Pimlico51.489553, -0.1331081972Westminster1NoneOnly non-interchange station on the line
Vauxhall51.485736, -0.123831971Lambeth1/2South Western Railway (National Rail)
Stockwell51.472159, -0.1228461971Lambeth2Northern line
Brixton51.462737, -0.1145521971Lambeth2NoneSouthern terminus

Infrastructure and operations

Design features

The Victoria line is constructed as a deep-level tube railway, utilizing twin bored tunnels with an internal of 3.56 meters (11 feet 8 inches), lined primarily with segments for durability and cost efficiency in the London clay. These tunnels, excavated using shield tunneling methods, support platform depths reaching up to approximately 108 feet (33 meters) below ground level at stations such as Euston. From its opening in , the line incorporated (ATO) as a pioneering feature, with train operators responsible for door operations and supervision. The ATO system relies on distance-based signaling, which transmits speed commands via track-embedded inductors, enabling a designed capacity of 27 trains per hour in peak service. Unlike some modern metro systems, the Victoria line lacks , relying instead on traditional edge barriers for passenger safety. enhancements, including yellow along platform edges to guide visually impaired users and selective platform humps to reduce the step gap for users, were retrofitted in subsequent decades, with humps installed on the line between and 2011. Station designs integrate automatic fare collection (AFC) gates, facilitating efficient ticketing and access control as part of the broader modernization. The line's environmental design emphasizes natural ventilation through shafts to extract and fumes from the . Since the , supplementary cooling systems, including fan chillers at ventilation shafts, have been installed to mitigate increasing temperatures due to urban buildup. Original and omitted in trains to prioritize capacity and cost, though supplementary cooling systems were later planned to mitigate rising subsurface temperatures.

Service patterns

The Victoria line operates as a from Walthamstow Central in the northeast to in the south, spanning 21 kilometers with no branching or partial routes, ensuring all trains cover the full length during standard operations. Peak-hour frequencies reach 36 trains per hour in each direction, with headways of 100 seconds, supporting high-capacity commuter flows through . Off-peak services run at 27 trains per hour, though post-2020 adjustments have occasionally reduced these during lower-demand periods to align with evolving travel patterns amid economic recovery. As part of the network, the line provides 24-hour service on Friday and Saturday nights, with trains every 10 minutes across the full route to accommodate late-night travel. This integration enhances connectivity within London's broader transport system, including out-of-station interchanges to the at key hubs like via adjacent Northern and Central line platforms, following the 's full opening in 2022. The line's (ATO) system, inherent to its design, enables these sustained high frequencies by optimizing train spacing and turnaround times. Designed for a peak capacity of approximately 36,000 passengers per hour per direction—based on 36 trains per hour and each train's standing and seated load—the Victoria line serves as a vital artery for . Pre-COVID annual usage reached around 300 million passenger journeys, underscoring its role in handling substantial daily volumes before pandemic-related declines. Recent operational challenges, including strikes in September 2025 by RMT union members over pay and conditions, led to severe disruptions and reduced or suspended services across the line for several days.

Rolling stock

The Victoria line is operated by the 2009 Tube Stock, a fleet of 47 eight-car trains manufactured by at its facility between 2007 and 2011. These trains entered passenger service progressively from July 2009 to June 2011, fully replacing the preceding by the end of 2011. The design incorporates systems to recover energy during deceleration, enhancing overall efficiency, and features an open cab layout without intervening doors to support compatibility with the line's (ATO) system. Each 2009 Tube Stock train measures 133.3 metres in length and accommodates up to 1,128 passengers, comprising 252 seated positions and 876 standing spaces calculated at a density of six passengers per . The trains achieve a maximum operating speed of 80 km/h (50 mph) and provide ventilation through seven extractor fans per car, without full air-conditioning systems. During peak periods, 43 trains are typically deployed in service to meet demand, with the remainder available for or contingency. The entire fleet is allocated for at Northumberland Park depot. Prior to the 2009 Tube Stock, the Victoria line used the 1967 Tube Stock from its opening in 1968, comprising 43 seven-car units designed specifically for the route and its ATO capabilities. A prototype 1967 Stock was delivered in 1967 for testing on tracks, validating the automatic operation features before full production. The replacement by the 2009 fleet increased train capacity by approximately 19% through longer formations, wider doorways, and optimized interior layouts, addressing growing ridership on the line.

Facilities and accessibility

Step-free access

As of November 2025, nine of the Victoria line's 16 stations provide full step-free access from street to platform via lifts: , , , Victoria, , Euston, King's Cross St Pancras, , and Highbury & Islington. These facilities enable wheelchair users and passengers with mobility impairments to travel without stairs between the surface and trains. To facilitate level boarding across the line, platform humps—raised sections matching the height of floors—were installed at all Victoria line stations between 2010 and 2011 as part of a broader upgrade program. This initiative improved and by minimizing the step between platform and , allowing easier entry for prams, bicycles, and mobility aids without requiring full station retrofits. Recent efforts include the shortlisting of for full step-free access under Transport for London's accessibility program, with feasibility studies underway as of November 2025. Additionally, miniature gap fillers were trialed in 2024 to further reduce platform-train gaps at select locations, enhancing boarding confidence for disabled passengers. Challenges to expanding step-free access on the Victoria line stem from its deep-level infrastructure, where installing large-scale lifts demands extensive structural modifications and high costs. Overall, only 34% of stations offer step-free access, highlighting the network-wide barriers for mobility-impaired users.

Ventilation and cooling

The Victoria line relies on a network of 13 ventilation shafts equipped with fans that utilize the piston effect generated by moving trains to circulate air through the tunnels and stations, without dedicated platform air conditioning in its original 1960s design. Heat buildup on the line stems from multiple sources, including frictional energy from train brakes (accounting for approximately 50% of train-generated heat, around 350 kW per train during station stops), body heat from passengers, and geothermal warmth from surrounding earth, leading to average summer platform temperatures of 28–32°C. To mitigate these issues, doubled the capacity of fans across all 13 ventilation shafts in the early 2010s, completed by 2011, which increased fresh air throughput in stations. Further upgrades in the included enhanced ventilation systems on the Victoria line, alongside trials of innovative cooling technologies such as fan chillers installed at station in 2016 to cool platforms across the Bakerloo, Central, and Victoria lines. A 2022 trial of water-cooled panels at station targeted deep-level lines including the Victoria, aiming to lower platform temperatures. Initial results from 2022 were positive, indicating suitability for deep-tube environments. As of 2025, the Victoria line remains the hottest on the London Underground network according to TfL data, with predicted peak temperatures reaching 32°C during summer heatwaves. Post-2023 enhancements to tunnel ventilation continue to support air circulation, while expanded and coverage on the line enables real-time passenger alerts via the TfL app for heat-related disruptions. TfL maintains ongoing temperature monitoring through monthly evening peak data collection and complaint tracking, with 49 heat-related reports recorded in 2023 alone.

Depots and maintenance

Northumberland Park depot

The Northumberland Park depot serves as the primary maintenance and stabling facility for the Victoria line, located adjacent to Northumberland Park railway station in the area of . It is the only above-ground element of the otherwise fully underground line and connects to the running tracks via a dedicated shuttle spur from , allowing trains to access the surface for servicing. Constructed as part of the Victoria line's development in the early , the depot opened in September 1968 alongside the line's initial operating section from Walthamstow Central to Highbury & Islington. In the 2000s, it underwent significant expansion and upgrades under Transport for London's Victoria line improvement programme to support the introduction of the new fleet and enhanced operational demands. The depot accommodates stabling for the line's full fleet of 47 eight-car 2009 tube stock trains, performing routine daily inspections, heavy tasks such as wheel turning and component overhauls, and diagnostics for defective units. It also houses the central service , which oversees (ATO), train movements, and real-time service management across the entire line. Additional facilities include a cab simulator for train operator training and areas dedicated to staff instruction on line procedures.

Other sidings and facilities

Along the Victoria line, several auxiliary sidings provide operational flexibility for train turnbacks and temporary stabling, supporting service reliability during disruptions or peak periods without relying on the primary depot. At , a dedicated reversing siding is situated north of the platforms, enabling northbound trains to turn back toward when services are curtailed due to faults or further north. This facility requires staff to ensure all passengers have alighted before reversal, helping to maintain on the core route. The southern terminus at includes short sidings extending beyond the station platforms, accommodating overnight stabling for up to two full-length trains to facilitate rapid deployment for the morning . These sidings are integral to the working timetable, allowing trains to be positioned ready for service without additional movements from the main depot. Service oversight is managed from the Line Control Room at Northumberland Park, which coordinates train movements, passenger information, and incident response across the entire route, including signalling operations integrated into the broader London Underground system.

Future developments

Proposed extensions

The northern extension of the Victoria line, proposed in 2012 as part of Haringey Council's regeneration plans for Tottenham, would involve a 1.5 km branch from Seven Sisters to a new station at Northumberland Park, adjacent to the existing depot and providing interchange with National Rail services. This short extension, estimated at £50 million in 2012, aimed to support local development including the Meridian Water housing project and improve connectivity for Tottenham residents. London Underground conducted a business case evaluation, concluding that the investment did not represent value for money due to limited demand relative to costs, though feasibility was deemed technically possible. As of 2025, no funding has been allocated, and the proposal remains unadvanced despite ongoing discussions with Transport for London. Southern extensions from Brixton have been considered since the line's completion in 1971, with options to (approximately 1.7 km) or further to (around 3 km) to enhance interchange with and services. London Underground examined these routes in preliminary studies during the 2010s, finding them feasible but not progressed due to high construction costs—potentially £1-2 billion for a Streatham extension—and modest benefits in relieving peak-hour overcrowding compared to alternatives like Crossrail 2. The proposals would require tunneling beneath existing railway infrastructure, adding engineering complexity, though they could boost capacity for south London commuters and link to growing residential areas. Discussions revived in 2024 focused on integrating such extensions into broader south London transport strategies, but no formal funding or consultations have materialized. Historical proposals from the planning phase included a potential branch utilizing the route of the abandoned Palace Gates line from Seven Sisters to , aimed at serving northeast suburbs, but this was dropped amid route rationalizations and cost constraints before construction began. Overall, these extensions promise increased line capacity by up to 20% through added terminus options and better housing connectivity, yet face persistent barriers from funding shortages and competing infrastructure priorities.

Planned upgrades

Transport for London (TfL) has shortlisted Blackhorse Road station on the Victoria line for step-free access improvements as part of a broader initiative announced in October 2025, involving 17 Tube stations undergoing detailed feasibility studies to enhance accessibility for disabled passengers. This follows TfL's prioritisation of 12 additional stations for step-free upgrades in August 2024, with the aim of achieving step-free access at 50 per cent of the Tube network by the end of the decade, though exact timelines for Victoria line stations like Blackhorse Road remain subject to funding and design outcomes. To address ongoing heat issues exacerbated by deep-level tunnelling and high passenger volumes, TfL has doubled the capacity of 13 ventilation shafts along the Victoria line to increase airflow and installed fan chiller systems at mid-tunnel locations, such as between Walthamstow Central and Blackhorse Road. Further enhancements, including additional cooling measures, are integrated into TfL's station environment improvements, but no air conditioning retrofit is planned for the 2009 Tube Stock due to technical constraints and the stock's projected renewal in the early 2050s. Digital connectivity upgrades reached a milestone in July 2025, when TfL and Boldyn Networks extended and coverage to additional sections of the Victoria line, including between and , building on prior rollouts and aiming for full network-wide implementation by 2026. access is already available at over 260 station platforms across the Tube, including Victoria line stops, with ongoing expansions to improve reliability and capacity in partnership with mobile operators. Capacity enhancements focus on maintaining the line's high-frequency automatic train operation, which currently supports up to 40 trains per hour, while future integration with the project—suspended since 2020 but with preparatory construction on an initial segment set to begin in 2026—would provide relief by diverting southwest demand and reducing overcrowding on the Victoria line by up to 25 per cent at key interchanges like Victoria station. TfL continues to monitor performance metrics such as service operated percentages to ensure reliability amid operational pressures. As part of TfL's validated pathway to net-zero carbon emissions by 2030, environmental assessments support emission reductions across Underground operations, including the Victoria line, through measures like on trains and sourcing, targeting a 90 per cent cut in Scope 1 and 2 emissions from 2018 levels.

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  65. https://assets.publishing.service.gov.uk/media/5a80588440f0b62305b8a9c1/120705_R132012_Warren_Street.pdf
  66. https://www.londonreconnections.com/2015/blue-monday-why-the-victoria-line-to-walthamstow-is-closed/
  67. https://www.layersoflondon.org/map/records/brixton-tube-station-4f89c45f-4404-4da7-ac96-b01cf88f16bf
  68. https://content.tfl.gov.uk/vic-wtt-42.pdf
  69. https://railuk.com/rail-news/resignalling-the-victoria-line/
  70. https://haringey.gov.uk/sites/default/files/a_plan_for_tottenham.pdf
  71. https://www.standard.co.uk/sport/spurs-plan-down-the-tube-6985469.html
  72. https://www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/victoria-line-extension-northumberland-park
  73. https://www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/victoria-line-extension
  74. https://www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/extension-victoria-underground-lines-southwards-herne-hill
  75. https://www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/victoria-line-extension-streatham
  76. https://www.businesstraveller.com/business-travel/tfl-outlines-plans-to-increase-step-free-access-on-the-london-underground/
  77. https://www.brixtonbuzz.com/2024/08/the-victoria-line-is-now-officially-the-hottest-underground-line-in-london/
  78. https://www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/air-conditioning-tube-2
  79. https://www.vodafone.co.uk/newscentre/features/where-to-find-4g-5g-wifi-on-the-london-underground-and-crossrail/
  80. https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-0581-2526
  81. https://www.pwc.co.uk/capital-projects-infrastructure/assets/crossrail-2-funding-and-financing-study.pdf
  82. https://www.ianvisits.co.uk/articles/construction-to-start-next-year-on-part-of-the-crossrail-2-railway-83248/
  83. https://tfl.gov.uk/corporate/publications-and-reports/underground-services-performance
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