London Underground 2009 Stock

Bombardier Transportation
Industry	Rail transport manufacturing
Headquarters	Derby, United Kingdom
Products	London Underground 2009 Stock (part of Movia family)

{{Infobox train | name = London Underground 2009 Stock | image = London Underground 2009 Stock front.jpg | caption = 2009 Stock train at in 2011 | interiorimage = Victoria line 09 Tube Stock DM Interior.jpg | interiorcaption = Interior view of a 2009 Stock carriage | service = 21 July 2009 – present | manufacturer = Bombardier Transportation | factory = Derby Litchurch Lane Works | family = Movia | replaced = 1967 Stock | yearconstruction = 2007–2011 | numberbuilt = 376 cars (47 trains) | formation = 8 cars per train | fleetnumbers = 001/002 – 093/094 | depots = Northumberland Park | capacity = 1,128 passengers per train (252 seated, 876 standing at 6 persons/m²) | lines = Victoria | trainlength = | carlength = | width = | height = | wheeldiameter = (new) | wheelbase = | maxspeed = | weight = empty | traction = Bombardier MITRAC DR1000 IGBT–VVVF | traction motors = 24 × 3-phase AC induction motor | acceleration = | deceleration = | electricsystem = (fourth rail) | collectionmethod = Contact shoe | uicclass = Bo′Bo′+2′2′+Bo′Bo′+Bo′Bo′+Bo′Bo′+Bo′Bo′+2′2′+Bo′Bo′ | bogies = Bombardier FLEXX Metro 1200 VLU | safety = Distance To Go-Radio (DTG-R) |} The London Underground 2009 Stock represents a deep-level tube train series constructed by Bombardier Transportation at the Derby Litchurch Lane Works facility, forming part of the Bombardier Movia range. Comprising forty-seven eight-car units, these trains were introduced on the Victoria line between July 2009 and June 2011, replacing the outdated 1967 Tube Stock. Marking the first introduction of new deep-level tube stock since the 1996 Stock on the Jubilee line, it remains, as of 2025, the most recent deep-level tube rolling stock in active service.

Background

The Victoria line experiences the highest intensity of use on the Underground network when measured by average journeys per kilometre. In the early years of the twenty-first century, service dependability deteriorated due to ageing Automatic Train Operation (ATO) technology from the 1960s and the continued operation of the 1967 Stock trains.

After the establishment of the London Underground Public Private Partnership in 2003, the consortium Metronet—tasked with Victoria line infrastructure—launched an extensive upgrade programme. As part of this initiative, Bombardier Transportation was awarded a contract to design, manufacture, and maintain new rolling stock.

During the 1990s, London Underground explored an open gangway "Space Train" design aimed at boosting capacity on deep-level tube lines. Nevertheless, due to technical complexities and financial uncertainties associated with PPP contract stipulations, Metronet decided in 2003 to commission conventional trains from Bombardier instead. These units were initially planned to enter service in 2006 with a budget of £750 million.

Design and pre-production delays

Final approval for the train design was obtained in September 2004. Production commenced on two pre-production trains in early 2005, with delivery anticipated by mid-2006. By February 2006, the first pre-production carriage had been completed for static testing purposes. A full-scale mock-up train was exhibited publicly near Euston Square station during July and August of that year to facilitate customer evaluation.

Starting September 2006, testing of the initial pre-production train took place at Bombardier’s Derby Litchurch Lane Works. Delivery to London was postponed until May 2007 to allow for comprehensive testing, staff training, and operational familiarisation. Simultaneously, installation of the new "Distance to Go" signalling system was underway on the existing Victoria line infrastructure.

Financial difficulties led to Metronet’s collapse in July 2007. Following negotiations with Bombardier, Transport for London assumed control of Metronet's responsibilities in May 2008, enabling continuation of the upgrade programme.

Deployment and commencement of service

The second pre-production unit was originally planned to start full passenger trials in July 2008; however, this schedule was postponed twice—first to January 2009, then further delayed until July 2009. The train officially began operations on 21 July 2009, servicing the 23:55 route between and .

Mass production at Derby Litchurch Lane Works commenced toward the end of 2009, with one train introduced into passenger service biweekly starting February 2010. By mid-2011, sufficient trains had been delivered to allow the complete withdrawal of the remaining 1967 Stock, which ran its final service on 30 June 2011. By July 2011, the entire complement of 2009 Stock trains was fully operational.

Challenges during initial rollout

The early phase of operation was marked by technical difficulties that caused service interruptions. On 21 July 2010, a train malfunctioned at , resulting in nearly 3,000 passengers being stranded and requiring ambulance intervention. Just five days later, another failure at brought Victoria line services to a temporary halt. Transport for London attributed these incidents to software glitches and overly sensitive door sensors. These early reliability issues have been examined through the lens of the bathtub curve model, which explains initial failure rates.

Highest frequency service in the UK

By the mid-2010s, the combination of the 2009 Stock trains and upgraded signalling systems delivered significantly enhanced reliability, with trains covering roughly six times greater distances between failures compared to their 1967 Stock predecessors. Further improvements in signalling and track infrastructure allowed for service frequencies reaching up to 36 trains per hour—the highest rate in the UK and among the most frequent in Europe. This capacity was facilitated by Metronet’s strategic choice to procure a larger fleet than strictly necessary, providing operational flexibility and robustness.

Technical specifications and features

Introduced as part of the Victoria line modernization program alongside new signalling technology, these trains were engineered to shorten journey durations, boost reliability to reduce long-term maintenance expenses, and increase passenger capacity.

Relative to the outgoing 1967 Stock, these trains offer superior acceleration while maintaining a maximum speed of . The inclusion of regenerative braking enhances both energy efficiency and braking effectiveness. Initially designed with all axles powered to meet target speeds—similar to the approach used with the 1992 Stock—the final design was modified to have 75% motored axles. This adjustment still met performance objectives while reducing weight and cutting project costs by approximately £10 million, about 3.5% of total expenditure. As a result, journey times between stations dropped by around 8%, contributing to an overall journey time reduction of approximately 16%. At peak times, the fleet operates with 43 trains—six more than were possible with the previous stock.

The trains are wider than their predecessors due to the slightly larger loading gauge on the Victoria line, restricting their operation exclusively to this line and necessitating road transport for any relocations. Measuring , they were the longest deep-level tube trains at introduction—longer than the former 1967 Stock.

Built using Bombardier's FICAS technology, these units feature thinner bodyshells that maximize internal space. Passenger capacity increased by about 19%, accommodating roughly 252 seated and approximately 1,196 standing travelers. Wider electrically operated doors enable faster boarding processes and reduce station dwell times.

Designed as the first London Underground trains compliant with Rail Vehicle Accessibility Regulations, they incorporate enhanced accessibility features such as multi-purpose spaces equipped with tip-up seating, designated wheelchair and pushchair areas, and offset central door poles for improved access. Passenger safety and information are supported through CCTV systems and dot-matrix displays providing real-time service updates. The train maintains a consistent height above the rails regardless of passenger load or wheel wear to facilitate accessibility.

Distinct from most Underground rolling stock, their Combined Traction/Brake Controller and driver controls are positioned on the right side of the cab to align with right-side platforms on the Victoria line. Driver cab access is improved via an external side door that eliminates the need to enter passenger compartments for driver changes—a requirement in the older 1967 Stock—streamlining operations during peak periods. The cab is also equipped with dedicated air conditioning.

Each train comprises two four-car units configured as Driving Motor–Trailer–Non Driving Motor–Uncoupling (Shunting) Non Driving Motor units coupled back-to-back using mechanical-only Scharfenberg couplers. Maintenance activities take place at Northumberland Park Depot where Bombardier personnel are present onsite for warranty-related parts replacement.

Roster

Each individual car of the 2009 Stock is identified by a five-digit number. The second digit signifies the car’s function, while the final three digits represent the set number, ranging from 001 to 094. Cars at the 'A' end bear odd numbers, whereas those at the 'D' end carry even numbers. Upon introduction, the numbering convention was as follows:

	← Brixton (A) Walthamstow Central (D) →
Formation	11xxx (DM)	12xxx (T)	13xxx (NDM)	14xxx (UNDM)	14xxx (UNDM)	13xxx (NDM)	12xxx (T)	11xxx (DM)
Facilities
Numbers	11001 ∥ 11093	12001 ∥ 12093	13001 ∥ 13093	14001 ∥ 14093	14002 ∥ 14094	13002 ∥ 13094	12002 ∥ 12094	11002 ∥ 11094

– Spaces for wheelchairs
DM – Driving Motor car
T – Trailer car (non-powered)
NDM – Non-Driving Motor car
UNDM – Uncoupling Non-Driving Motor car

External links