London Underground Standard Stock
The Standard Stock title was applied to a variety of Tube stock built between 1923 and 1934, all of which shared the same basic characteristics, but with some detailed differences. This design is sometimes referred to as 1923 Tube Stock or Pre 1938 Stock. Most of the Standard Stock was built to replace the first generation of "Gate Stock" Tube trains or to provide additional trains for extensions built in the 1920s and early 1930s. Standard Stock cars consisted of motor cars, plus trailer cars and "control trailers". All were equipped with air operated sliding doors, although the guard's door on the earlier trains was a manually operated inward-opening hinged door. For evaluation purposes, in anticipation of the large number of cars that were to be built over the next several years, six experimental cars were ordered and had been delivered by February 1923. There were five trailers and one control trailer, which were marshalled between French-built "Gate Stock" driving motor cars. A demonstration for the press took place on the Piccadilly line on 3 February 1923, after which the new cars and the French motor cars were moved by road to the Hampstead Line, entering service in August.
The French motor cars were part of a batch of 20, rebuilt with air-operated doors, to allow them to work with the 1920 Stock, the first batch of vehicles built with air doors. The trailers and French motor cars formed the inaugural train on the Hampstead Line extension from Golders Green to Hendon when it opened on 19 November 1923; the builders were given a partial specification, which ensured that each car would have 48 seats and two sets of air-operated double doors on each side, providing an opening, 4.5 feet wide. Beyond these basic guidelines, each builder was allowed to build a trailer car to its own design, although externally, they looked similar; the control trailer was designed by the Underground Electric Railways. The stock became known as the 1922 Stock or Competition Stock and was considered part of the Standard stock fleet; the earliest Standard Stock was built for use on the Hampstead tube, extended from Golders Green to Edgware and from Clapham Common to Morden in 1923, as well as incorporating the City and South London Railway, rebuilt with larger tunnels.
191 cars were ordered from three manufacturers in 1923. The City and South London Railway had been built with tunnels which were only 10.5 feet in diameter, had used small electric locomotives to haul trailer cars until it closed for rebuilding in 1923. The reconstruction was completed in 1925, 69 of the new vehicles were owned by them, while the rest were owned by the London Electric Railway Company. In a departure from previous practice, where all traction control equipment had been supplied by British Thomson-Houston, most of the batch were fitted with equipment by Metropolitan-Vickers, which consisted of electro-magnetic contactors arranged to manage the acceleration of the train automatically, with switching from series to parallel connection of the motors handled by bridging them rather than open-circuiting them. Two motor cars had equipment by General Electric Co, which worked and was required to work in multiple with the Metropolitan-Vickers equipment. All the vehicles used a C-type door operating engine.
Another 127 cars were ordered in 1924, with most of the motor cars and some of the control trailers using GEC equipment. Cars with GEC controls used WT54 motors, which those with Metropolitan-Vickers equipment used MV152 motors, although they were interchangeable in theory, in practice they were always kept in pairs; the 1924 cars were fitted with a D-type door engine, reclassified as a DL-type after a minor modification had to be made, but proved much more resilient than the earlier C-type, was used on all Standard Stock until 1931. Delivery of the cars was not easy, as the Hampstead Line did not have a mainline railway connection to any other line; the bodies and bogies were delivered by road, two large gantries were erected at both Morden and Golders Green depots. A traction engine would arrive at the site with the body, would position it below the gantries, it would be raised so that the road wheels could be removed, a steam crane would position the bogies onto the track. Once the body and bogies were united, a steam engine would remove the complete car, to allow the next one to be assembled.
A further 120 cars were ordered in 1925, with both types of equipment, to cope with the opening of the junction at Kennington and the lengthening of trains to six cars and from 1926, seven cars. Motor cars seated 30 passengers. Control trailers had a cab at one end, but no switch compartment, so seated four less. Trains had a crew of three, consisting of a motorman, a front conductor, a rear guard; the guard signalled the conductor that the train was ready to go, the conductor signalled the motorman. Once the use of air-operated doors had proved to be successful, modifications were made to enable a train to be operated by a crew of two. Changes included the fitting of a telephone, so that the guard and motorman could communicate, interlocks to ensure that all doors were closed, the re-routing of the starting bell, so that it could be operated by a guard at the rear of the train, rather than the conductor at the front; these changes were completed by 1927. The superior nature of the new trains helped to show up the inadequacies of plans to convert large numbers of gate s
London Underground 1938 Stock
The 1938 Tube Stock is a London Underground tube stock design. A total of 1,121 cars were built by Metro-Cammell and Birmingham RC&W. An additional 173 cars were added to the fleet by the end of 1953, comprising 91 new builds, 76 conversions from Pre-1938 Tube Stock or 1935 Tube Stock, six unconverted cars of 1935 Tube Stock, the stock was used on the London Underground until 1988. During their long lives they worked on the Bakerloo, Piccadilly, East London and Central lines; some examples are still at work on the Isle of Wight as Class 483, making them the oldest passenger rolling stock operating timetabled services on the National Rail network. The trains represented a major technical advance, as all the electrical equipment was located under the floor for the first time. All previous tube stock had large equipment compartments behind the driving cabs in motor cars, which reduced the space available for passengers; the stock was noted for its attractive and comfortable interior, high quality of design.
There were four types of car, one of, produced in two forms: Driving Motor'A' DM – north/west facing. The trains were intended for use on the Northern and Bakerloo lines, with an additional seven trains being used on the Piccadilly line; as part of the New Works Programme, the Northern and Central lines were to be extended over London and North Eastern Railway tracks, because of a joint working agreement between the LPTB and the LNER, it was necessary for a proportion of the Underground fleet to be owned by the LNER. Accordingly, 289 cars of 1938 Stock were designated as LNER owned, fitted with plates marked "Property of LNER". Although 129 of these were to cover extensions to the Central line, none of them worked Central line services - they were mixed with the Northern and Bakerloo line fleets. Throughout the 1950s and 1960s the Northern line was worked by 1938/1949 Stock trains, they were starting to show their age by the late 1960s. In the mid-1970s the Bakerloo line started to use 1972 Stock cars in addition to 1938 Stock.
The 1972 Stock cars were intended for eventual use on the Jubilee line, thereafter the remaining section of the Bakerloo line continued to be served by 1938 Stock cars until the 1980s. The Bakerloo line trains received an "Extra Heavy Overhaul" to keep them in service long after their intended withdrawal date; the Bakerloo line was thus the last line to be operated by 1938 Stock trains. The Piccadilly line's few 1938 Stock trains operated alongside 1959 Stock for much of their lives, they were replaced by London Underground 1973 Stock, with the 1959 Stock being transferred to the Northern line, replacing other 1938 Stock trains. During the 1970s the East London Line was worked by 1938 Stock trains. Single 1938 Stock trailer carriages were inserted into 1960 Stock trains in the mid 80's. In addition, unit 10177 worked the Epping-Ongar shuttle between November 1957 and June 1960. With the 1959 Stock approaching life-expiry, five ex-Bakerloo line trains of 1938 Stock were given a further overhaul in the mid-1980s.
These were used on the Northern line for a further two years, the last day of passenger service was on 19 May 1988. They were sold for further use on the Isle of Wight; as part of the New Works Programme of 1935–1940, there were plans to operate nine-car trains of 1938 stock on the Northern line. These cars were numbered differently from the other cars, the first digit'1' being replaced by a'9'; the formation for a nine-car train was DM + NDM + SNDM + T + NDM + T + SNDM + NDM + DM. With the scaling back of the planned extensions for the Northern and Bakerloo lines, the need to order further stock to balance the fleet, cars were renumbered in the early 1950s; the DMs, trailers, as well as twenty-eight of the thirty NDMs had the'9' replaced by a'1', the DMs becoming 10324-10333, 11324-11333, the trailers 012389-012408, the NDMs 12029-12054, 12056-12057. NDMs 92055 and 92058 were rebuilt into Uncoupling Non-Driving Motors along with all twenty SNDMs; the twenty two cars rebuilt into UNDMs were renumbered 30000-30021.
So successful was the 1938 Stock that, when in 1948 additional cars were needed, 91 identical cars were built, 70 non-driving-motor cars and 21 trailer cars. These were operated with the 1938 stock, they were numbered in the same scheme. After World War II, the former 1935 stock streamlined DMs were rebuilt into trailers, included with the 1938 stock, being renumbered 012477-012494. Before the war, three trailers were built for use with the streamlined DMs; these three cars differed from the 1938 trailers. However, the cars were not delivered until after the war and with the DMs rebuilt the three cars became part of the 1938 stock fleet, being numbered 012412-012414, fitted with compressors; each motor car is fitted with
London Underground 1983 Stock
The London Underground 1983 Stock was a class of electric multiple unit designed for the Jubilee line. The 1983 Tube Stock could be considered the last train to be designed by London Underground; the stock was built by Metro Cammell to replace the 1972 Mark II Tube Stock operating on the Jubilee line. Design of the 1983 Tube Stock was finalised in 1980. A surge in passenger numbers meant that another 15 trains were built and these were delivered in 1986. All trains were formed of 6 vehicles; the 1983 Tube stock owed much to the sub-surface D Stock in design. Like D Stock, the 1983 Tube Stock had a similar orange interior and cab design, it featured headlights that were positioned underneath the train body. Unlike the D Stock however, the 1983 Tube Stock proved to be unreliable. Electrical generators for lighting the carriages failed as did the motors. Boarding of passengers was slow because of the single leaf doors. With the Jubilee Line Extension in mind, it was planned the 1983 Tube Stock would be refurbished to run with the newer 1996 Stock that entered Jubilee line service in 1997.
The 1983 Tube stock was to be given similar interiors. This was abandoned in favour of re-equipping the line with the 1996 Stock, it was proposed for the 1983 Stock to be added to the refurbished 1973 Tube Stock on the Piccadilly line. This was abandoned on the grounds of cost; the last 1983 Tube Stock train ran on the Jubilee line on 9 July 1998. Despite their newness and attempts to sell the trains abroad, the trains have never returned to service. A number were stored at various locations around the network, others were scrapped. Since retirement from service, nine cars had been stabled at sidings south of South Harrow Underground station, could be seen from a passing eastbound Piccadilly line train. Over the years these had become vandalised. With the coming of Night Tube service, additional stabling was required, so all nine cars were removed over the weekend of 27/28 June 2015, taken to Booths of Rotherham for scrapping. One carriage of the stock has been preserved by the London Transport Museum and another is used as a studio by Radio Lollipop at Great Ormond Street Hospital.
A few more have been placed on the disused Broad Street viaduct in Shoreditch for use as artists' studios. List of preserved stock: DM 3734 at the London Transport Museum Depot. DM 3634 at the Great Ormond Street Hospital. DM 3733 at Broad Street viaduct. T 4633 at Broad Street viaduct. T 4622 at Broad Street viaduct. DM 3662 at Broad Street viaduct. DM 3721 at Washington, Sunderland used as tunnel rescue training. Tubeprune - Rolling Stock Squarewheels.org.uk - 1983 Tube Stock London Transport Museum Photographic Archive. 1983 Stock train at Charing Cross, Jubilee line platform, 1986
London Underground 1935 Stock
London Underground 1935 Stock was an experimental train design by Metropolitan Cammell in London. Twelve two-car units were built. Three of these trains had the cars streamlined, based upon trial with a 1923 Standard Stock Control Trailer built by Metropolitan Cammell; the cars in the fourth set had flat fronts identical to the 1938 stock, for which the cars of the 1935 Stock were in effect the prototypes. These were the first tube cars built for London Underground with the motors and control equipment, etc. under the frame, freeing the space behind the cabs for use by passengers. For evaluation purposes each trainset had different equipment; the cars were used on the Piccadilly line from 1937 to 1940. During World War II all the 1935 Stock cars were stored at Cockfosters depot. After the war the streamlined cars were sent to Acton works, where they were rebuilt into trailer cars, used with the 1938 stock, they were withdrawn between 1972 and 1976. The unit with the flat fronts re-entered service and was used with the 1938 stock, the main difference between the 1935 Stock and 1938 stock DMs being that the driver's door on the 1935 stock was taller, extending into the roof.
The London Passenger Transport Board was formed by Act of Parliament in 1933, bringing all of London's underground railways under common control. This allowed large-scale planning to be undertaken, the 1935-1940 New Works Programme included extensions to what became the Northern Line and major extensions at both ends of the Central London Railway, which became the Central Line; the plan envisaged significant purchases of rolling stock, to service the extended lines, the 1935 Stock was the forerunner for those purchases. Existing motor cars had a switch compartment behind the drivers cab, occupying nearly one third of the car, this caused particular problems at busy times. Where two motor cars were coupled together in the centre of the train, there was a length of nearly 50 feet with no doors for passengers to use. Prior to placing an order, experiments had been carried out to test various features. A Standard Stock control trailer dating from 1923 had been fitted with a streamlined end. A Tomlinson coupler, which as well as connecting cars together mechanically connected the electric and hydraulic systems together automatically, was tried out on two cars, another had an experimental air-conditioning system fitted.
When an order was placed with Metropolitan Cammell for four six-car trains in 1935, variations of all of these features were included in the designs. The trains were supplied as two-car units, permanently coupled together, three such units made up each six-car train. By careful design, all of the electrical equipment was mounted below the car floor, which meant that the whole length of the motor cars was available for passengers, apart from the drivers cab. A six-car train of the new stock could thus carry as many passengers as a seven-car train of Standard Stock. To meet the second major requirement of improved performance, all of the cars were motor cars; the inner two axles of each car were fitted with a motor, adhesion was improved by making the bogies asymmetric. The wheelbase of each bogie was 6.25 feet, but the pivot point was 3.5 feet from the front axle, resulting in 58 per cent of the weight of the car being used for adhesion. All of the trains were fitted with Crompton Parkinson Type C200 motors, specially designed to fit in the limited space available.
They were mounted onto the axle by a roller suspension sleeve. Each motor was rated at 138 horsepower, the car floors sloped upwards at the ends in order to give adequate clearance for the motorised bogies. Control of the motors used four different systems, one for each six-car train, but all of the systems were compatible, so that any combination of two-car units could be used to form a train. British Thompson-Houston provided the only system, based on previous experience, which became known as the Pneumatic Camshaft Motor system; this proved to be the most reliable, was the system adopted for subsequent batches of trains. The other three systems were new designs, produced by Metropolitan Vickers, General Electric Company, a collaboration between Crompton Parkinson and Allen West & Co; the PCM system used an air-operated camshaft. With the motors connected in series, the camshaft rotated in one direction, until no resistances were in circuit. A separate electro-pneumatic switch controlled the transition from series to parallel configuration, the camshaft moved back to its starting position, as the resistances were removed again.
Crompton Parkinson provided one on each of their two-car units. On the first, two faceplate controllers, driven by 50-volt motors, an electro-pneumatic camshaft provided 57 notches between rest and full speed; the second system only had one faceplate controller, with the motors permanently connected in parallel, while the third used a motor-driven camshaft to control the switching of the resistances and the transition from series to parallel. The General Electric design used a motor-driven camshaft, which made three complete revolutions between rest and full speed, providing 56 notches. Transition from one notch to the next was based on time, but high motor current could delay the process; the Metropolitan Vickers system used an oil-driver power drum, which ran up to full speed in 45 notches. The resistance bank was reduced in size by using series-parallel switching of the resistances, which meant that they heated up evenly. All four systems needed a 50-volt supply, this was provided by a 5 kW motor generator set, which powered the car lighting.
London Underground B Stock
The London Underground B Stock was built in 1905 for the District Railway. 420 vehicles were formed into sixty 7-car units. 140 cars were built, divided between the two suppliers, in Britain by both Brush Traction and Metropolitan Cammell, with the remaining 280 built in France by Ateliers. 192 of the cars were driving motors, thirty-two were control trailers and the remaining 196 cars were trailers. These units were based on the prototype A Stock; the trailers had wooden underframes as well as wooden bodywork. This proved resulting in their premature withdrawal; the B Stock motor cars were therefore modified as trailers in the early 1920s, the electrical equipment being used for new G Stock motor cars. As built, the B Stock cars had air-operated sliding doors; this proved to be unreliable and was modified to a hand-operated system, with balancing weights. The hand-operated doors could be opened by passengers whilst a train was in motion; this dangerous system remained in use on some District line trains until the late 1950s.
The remaining B Stock cars were reclassified as H Stock. Following their withdrawal all other remaining District line trains with hand-operated doors were designated as H Stock; the final cars were withdrawn by the 1940s. Afterwards, at least three cars were transferred into departmental service, being used as a weed killing train. No vehicles have survived into preservation. Hardy, Brian. Underground Train File - Surface Stock 1933 - 1959. Capital Transport. ISBN 1-85414-247-X
London Underground 1900 and 1903 Stock
The Central London Railway Stock were electric multiple units composed of trailers, converted from carriages designed to be hauled by electric locomotives with new motor cars. The Central London Railway opened in 1900 with electric locomotives hauling wooden carriages, but the heavy locomotives caused vibrations that could be felt in the buildings above the route. Following investigation it was found that conversion to electric multiple units solved the problem, so new motor cars were bought and replaced all the locomotives by June 1903. Trains ran with six-cars, four trailers and two motor-cars, although some trailers were equipped with control equipment to allow trains to be formed with 3 cars. Work started in 1912 on an extension to Ealing Broadway, new more powerful motor cars were ordered; these arrived in 1915, but completion of the extension was delayed due to the outbreak of World War I, the cars were stored. In 1917, they were lent to the Bakerloo line, where they ran on the newly opened extension to Watford Junction.
They returned in 1920/21 when, formed with trailers converted from the original stock, they became the Ealing Stock. In 1925–28 the trains were reconstructed, replacing the gated ends with air-operated doors, allowing the number of guards to be reduced to two. After reconstruction of the Central London Railway tunnels, the trains were replaced by Standard Stock and the last of the original trains ran in service in 1939. Subsequently, a number of motor cars were rebuilt as sleet locomotives; the Central London Railway purchased 168 carriages from Ashbury Railway Carriage & Iron Co. and Brush. Made in 1900/01 and weighing 14 tons, these seated 48 passengers, 32 on longitudinal seating with 16 on transverse seating in the centre; the cars were 9 feet 4 1⁄2 inches high and 8 feet 6 inches wide, to run in tubes with a diameter of 11 feet 6 inches. The wooden carriage bodies were 39 feet long on 45 feet 6 inches underframes, with 3 feet 3 inches wide platforms at each end. Sliding doors at the ends of the carriage led to these platforms.
Gatesman operated the gates. The Board of Trade refused to allow trains with an electric locomotive at the head and tail as this would require power lines the length of the train so thirty-two larger locomotives were ordered, although the CLR only received 28; these were camel backed with four 117 horsepower motors mounted on two bogies. Manned in the centre cab by a driver and second man, who would uncouple and couple the locomotive at the end of each journey, the locomotives took power from a positive centre rail at 500–550 V DC. Soon after opening, the company received complaints that vibration was felt in the buildings above the route; the Board of Trade appointed an investigating committee in January 1901, which reported in May that the problem was due to the large unsprung mass of the 44-ton locomotives, the track. An experiment in August showed the vibrations could be reduced by rebuilding locomotives to reduce the unsprung mass to 10 3⁄4 tons; the following month, after four of the carriages had been converted into motor cars and fitted with British Thomson-Houston control equipment, invented by Frank J. Sprague in Chicago, an electric multiple unit was tested.
The report, published February 1902, found that the multiple unit was superior, in May 1902 the CLR ordered 64 motor cars, 40 from Birmingham Railway Carriage and Wagon and 24 from Metropolitan Amalgamated Railway Carriage & Wagon. Seating 42 passengers, 24 in transverse bays and 18 on longitudinal seating, these were powered by two GE66 125 horsepower traction motors. Deliveries started in January 1903 and by June the railway had converted its fleet; the locomotives were offered for sale, 24 sold for scrap in 1906. Two were kept by the CLR for shunting in the depot yard, the last withdrawn in 1942. In 1904, six additional trailers from Birmingham arrived and sixty-six trailers were converted into control trailers. Trains were formed of six cars with motor cars at either end and control trailers in the centre, although sometimes seven-car trains were formed. Between 1912–14 tripcocks and deadman handles were fitted to the motor cars and control trailers. Great Western Railway had permission for a line from Ealing Broadway to a station near to CLR's Shepherd's Bush station, with a connection to the West London Railway and in 1911 there was agreement to connect the line to the Central London Railway and for the CLR to run trains to Ealing.
Construction started in 1912 and the CLR ordered 24 new all-steel motor cars from Brush for the Ealing services. These were 47 feet 9 inches long and equipped with an incompatible traction control system, with automatic acceleration, controlling more powerful 240 horsepower GE212 motors. Seating 32 in a heated saloon accessed by centre and end swing doors, these were the first tube cars without end gates. However, work on the line was stopped by the outbreak of World War I in 1914 and the 22 vehicles, received in 1915 were stored until 1917 when they were lent to the Bakerloo line; these ran on the extension to Watford Junction with Piccadilly line trailers until 1920/21 when they returned to the Central London. Trailer cars were modified with new control cables compatible with the new motor cars and heaters, as the line to Ealing was not in tunnel, two groups of stock formed, known as Tunnel Stock and Ealing Stock; as traffic to Ealing increased, in 1925/26 eight of the original motor cars were modified to augment the Ealing Stock.
Services were provided by 6-car trains, although off-peak 3-cars were provided west of W
London Underground 1992 Stock
The London Underground 1992 Stock is a type of rolling stock used on the Central line and Waterloo & City line of the London Underground. The 1992 Stock was built by British Rail Engineering Limited for the Central line following extensive testing of the three 1986 tube stock prototype trains. So, the introduction of this stock was far from trouble-free and there were many technical teething problems. Eighty-five trains were ordered from BREL, each formed of four two-car units. Upon entering service in April 1993, the new units replaced the previous 1962 tube stock, withdrawn two years later; the trains were manufactured at the Derby Litchurch Lane Works. The propulsion for the trains was manufactured by a consortium of ABB and Brush Traction, was one of the first examples of microprocessor-controlled traction featuring a fibre-optic network to connect the different control units; the DC traction motors of LT130 type have separately-excited fields and are controlled via GTO thyristors. A Wheel Slide Protection system was retrofitted due to the fleet suffering an epidemic problem of wheel flats.
This was due to an excessive number of emergency brake applications caused during the ATO/ATP testing phases. The 1992 stock's design is reminiscent of the 1986 prototypes; the new 2009 stock trains, built by Bombardier Transport for the Victoria line, are more like the 1992 stock in shape and design than the 1995/1996 stock. After the initial construction run, an additional ten two-car units were built for British Rail for the Waterloo & City line, which until 1994 was part of the national railway network, became their Class 482; when this line passed to London Underground at the start of the process to privatise British Rail on 1 April 1994, these units passed to London Underground. The vehicles are identical to those used on the Central line. Transport for London and Metronet closed the Waterloo & City line for five months from April to September 2006 to allow major upgrade work on the tunnels and rolling stock; the line's limited access meant that this was the first time that the units had been brought above ground since their introduction 12 years earlier.
The refurbishment of the trains saw them painted in the London Underground white and blue livery in place of the Network SouthEast colours used since the stock's introduction. The 1992 stock features both ATO and ATP which allow the trains to drive themselves; the ATO is responsible for operating the train whilst the ATP detects electronic codes in the track and feeds them to the cab, displaying the target speed limits. This functionality is configured via a switch in the driver's cab which can be set to one of three positions: Automatic, Coded Manual and Restricted Manual. In Automatic mode the ATO and ATP are both operational; the driver is only required to open and close the doors and press both "Start" buttons when the train is ready to depart. The driver is tasked with overseeing the operation of the system and can intervene at any time. Much the same as a pilot does with auto pilot; the ATO controls the train to the desired target speed, whilst the ATP is ready to apply the emergency brakes if the Maximum Safe Speed is exceeded.
In Coded Manual mode, the ATO is disabled and the driver operates the train manually, the ATP is still detecting the codes in the track and restricting the driver's actions. The speedometer on 1992 stock is of the horizontal strip design showing two speeds: the Current Speed in green, indicating the speed at which the train is travelling, the Target Speed indicating the speed at which the train should be travelling. Although the target speed is always active whilst running in Automatic or Coded Manual mode, in the latter mode a change in the target speed is indicated with an upwards or downwards tone depending on whether the target speed is increasing or decreasing. Should the driver exceed the target speed, an alarm sounds and the emergency brakes are automatically applied until the train is below the target speed. In Restricted Manual mode, the train cannot exceed 18 km/h and the motors automatically cut out at 16 km/h; the ATO and ATP are both disabled and the driver operates the train by sight and according to the signals.
This mode is used when there has been an ATP or signal failure, or in a depot where ATP is not used, e.g. West Ruislip and Hainault depots. On the main line, driving in ATO is the same for a train driver as driving through a section where signals have failed; the 1992 Stock was the first of its type on the Underground to have a DVA from new. Until mid-2003, the DVA was voiced by BBC journalist and presenter Janet Mayo, subsequently nicknamed'Sonia', as some drivers thought the repetitiveness of the announcements'gets on ya nerves'; the original format of the announcements were as follows: Bank, going eastbound to Hainault via Newbury Park: "This is Bank. Change for Northern and Circle lines, Docklands Light Railway and Network SouthEast services. … This train terminates at Hainault via Newbury Park." Approaching Notting Hill Gate: "The next station is Notting Hill Gate. Change for District and Circle lines."Since mid-2003, voice artist Emma Clarke has provided recordings for t