Visitors to London who are also transport enthusiasts (‘railfans’) sometimes ask for advice as to the ‘best’ things to see on London’s railway network. This page is part of a guide which aims to answer that question.
If this is the first time you have reached these pages then it is best to go to the Opening Page which sets the scene, explains the difference between the small and the large profile trains, offers advice on the best type of ticket to buy and photography tips.
Alternatively, it is possible to view everything on one page
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| Northern Line |
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Northern line trains use a GoA 2 (Grade of Automation level 2) semi-automatic train control system (STO) whereby the trains travel automatically from station to station but a human train driver is always present at the front of the train, with duties that include door closing and initiating station departure. To ensure that train drivers retain their train driving licences they sometimes still drive the trains manually.
In addition, some Northern line stations have raised portions of platform so that wheelchair passengers can benefit from 'level access' - this
example was photographed at Archway station. However only some stations have been upgraded to become fully accessible.
Next to every door is a light that flashes when the doors are closing. `
Arts and Crafts-style chandelier at South Wimbledon station - similar is also found at other south London stations (to Morden) which opened in 1926.
Map modified by me, original source & license:
Ed g2s / Wikipedia encyclopædia CC BY-SA 3.0
http://commons.wikimedia.org/wiki/File:Northern_Line.svg
Click map to see larger version in a new window! 
| Below / Above Ground |
Entirely underground from just outside Morden to just before Golders Green / East Finchley.
The sections from East Finchley to Mill Hill East / High Barnet and Golders Green to Edgware are in the open air. There is a short tunnel between Hendon Central and Colindale.
| General Information |
The Northern line was given this name in 1937 when expansion plans included its trains taking over three Northern Heights railway routes in north London. Before this renaming it was known as the Morden - Edgware line.
Some stations on the Edgware and High Barnet branches have platforms which are longer than usual; this is because until WW2 there were experiments (on services from the Edgware branch that travelled via Charing Cross) with extra-long 9 car (carriage / coach) trains and the platforms at some new and rebuilt stations were designed for the longer trains. It was planned that 9 car trains would also serve some stations on the High Barnet branch but 9 car trains were withdrawn at the start of WW2. Nowadays all trains have just 7 cars. Because the platforms are deep underground Highgate is perhaps the best station to see the longer platforms.
At 17 miles 528 yards (27.841km) in length, for many years the section from East Finchley to Morden via Bank formed the longest continuous passenger railway tunnel anywhere on Earth.
Central London:
Charing Cross Branch: Some southbound trains which travel on the Charing Cross branch end their journeys at Battersea Power Station, whilst other trains only travel as far as Kennington - where passengers have a ‘same level’ interchange with southbound trains from the Bank branch. Very few Charing Cross branch trains go to Morden - instead passengers must change trains at Kennington.
Several stations have been nicely refurbished, especially the platforms. Only some stations still retain their original ruby red brick station buildings.
The sprockets are coloured black the Northern line platforms
(as here) and blue on the Piccadilly line platforms.
Whilst the decorative stripes are repeated on all three sets of platforms (Northern, Bakerloo, District & Circle lines) there are subtle differences in the pattern designs and colours.
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Middle image: The Eleanor Memorial in the forecourt of Charing Cross station.
Bank Branch: For part of the route the trains travel on the right but because the line is deep underground this is only seen at stations (Bank, London Bridge, Borough).
When built the stations at Angel and Euston (Bank branch) both featured very narrow island platforms serving both tracks but nowadays the stations have been rebuilt and the trains have separate platforms. It is possible to tell which is the original platform because the former trackbed was filled in, making the old platform extra wide.
(Bank Branch) which since the other direction's track was
filled in has become wider than normal.
In February 2023 a seven year upgrade at Bank station was completed. This project included building two new station entrances, installing lifts to make the Northern line step-free between the street and the platforms, improving access to the DLR and Waterloo & City lines, digging (by hand!) a new southbound platform for Northern line trains, tunnelling a short diversion for the trains to reach the new platform, converting the old southbound platform to become an interchange passageway, tunnelling brand new passageways to make interchange easier between the Northern line and the DLR and also between the Northern line and the Central line... and more!
Many new escalators have been installed and two moving walkways help shorten the time it takes to walk between the Northern and Central lines.
Normally works of this scope would include closing many of the older interchange (etc) passageways, but at this station an advantage has been seen in keeping everything open - effectively giving passengers a choice of walking route and creating resileance if one route becomes temporarily blocked, eg: a passenger is taken ill. This means that the older interchange with the Central line which includes two spiral staircases (one for passengers walking in each direction) is still open.
The new works introduced a different colour scheme to the station ('bathroom' blue and white) instead of following the existing marble effect grey and white. In addition, the new platform does not include the tiled griffin design on its walls. As the images show, this creates a somewhat disjointed visual effect.
Opening in 1890 the City and South London Railway (C&SLR) was London's first deep level underground railway to be bored with a tunnelling shield and the first major British railway to use electric traction.
The black line on the floor along its middle denotes the former platform edge - this photograph was taken from the part of the station tunnel which was previously the track bed.
This view also shows a small section of the northbound platform and it is possible to see the marble effect grey wall next to the blue wall.
South London:
The route between Stockwell and the now closed station at King William Street was London's first deep-level tube railway. Built by the City and South London Railway (C&SLR) it opened in 1890. Although it has now has more platforms much of Kennington station is still as it was built by the C&SLR. The old route to King William Street branched off the existing route between Borough and London Bridge stations.
Between Oval and Stockwell there are a few places where the two single track tunnels are merged into a single, larger tunnel. These contained crossovers between the tracks.
When first built Stockwell, Clapham North and Clapham Common stations featured large station tunnels with a single very narrow island platform between the tracks. However Stockwell was later given two new platforms immediately to the south of the older very narrow platform. Stockwell was also significantly rebuilt (again) in the 1960s as part of creating same-level interchange with the Victoria line.
most Northern line stations in south London.
Clapham North Underground and Clapham High Street Overground stations are designated interchange stations. Passengers who wish to change trains here and are paying their fares in PAYG (pay as you go) mode can take advantage of the 'out of station interchange' feature (OSI) to be charged one through fare for their journey.
The ambiance is very similar to many stations on the Glasgow Subway.
The stations Clapham South - Morden date from the 1920's and are of architectural merit. The street-level structures are of white Portland stone with tall double-height ticket halls and the London Underground roundel (formed of coloured glass panels) set in large glazed screens.
Battersea branch:
This short branch opened in September 2021 and comprises just two stations, both of which are underground.
It was built as an extension from the reversing loop used by Charing Cross branch trains which end their journeys at Kennington and therefore it can only be served by trains that travel through central London via Charing Cross.
Both stations were built to an ultra-modern design with double-height ceilings.
In 2025 a second station entrance was opened.
This was built as an integral part of the new residential area (several blocks of flats / apartments) that has been built around the former power station. This entrance is more convenient for visiting the shopping centre that has been built within the former (now disused) power station.
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| The second entrance to Battersea Power Station station is in a pedestrian street named Electric Boulevard.
In addition to helping people locate the Underground station's entrance the Totem Pole also contains an overall map of the Battersea Power Station development. |
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The new entrance is located at the opposite end of the ticket hall and the street access comprises two escalators with a fixed stairway between them and an accessible lift. Access to the trains is on the left. | ||
North London:
Camden Town station (which opened in 1907) is very close to the famous Camden Market and on Sunday afternoons the station is so busy that to avoid overcrowding both escalators are used in the ‘up’ direction. Therefore it is restricted to interchanging between the four platforms and 'exit to street' only; passengers wanting to enter must use a different station nearby. This is also a junction station and trains from either of the two central London branches can travel to / from either of the two north London branches.
About 7 - 10 minutes walk from Camden Town Underground station is Camden Road London Overground (North London Line) station. Passengers paying fares using PAYG are allowed to leave one of these stations and walk to the other one and then continue their journey at no extra cost. I often interchange between trains here! There is a generous time limit for the walk between the two stations to be completed, so people who walk slowly should not worry, but this time limit does not allow for going shopping in the market.
For many years it has been planned to rebuild this station, give it more escalators, make it fully accessible and create more interchange passageways.
Edgware branch: Hampstead station is the deepest on the Underground and has high speed lifts. Golders Green has 3 tracks and 5 platforms (although one is no longer used). The centre track is used by trains which terminate here. There is also a large depot here. Directly in front of the Underground station is a busy bus station which is served by many buses from the local area as well as National Express coaches from many towns and cities around the British Isles.
The Edgware branch was built in the 1920's when the area was green fields. Whilst there is nothing ‘bad’ about it, it could be said that the High Barnet branch is more interesting.
This means that although it is mostly above ground all (road)
bridges over the tracks were also built with tube trains in mind.
The empty space between the train and the brick wall dates from the days when this station had passing loops so that non-stop trains could pass a train that had stopped here.
Although all ticket sales (nowadays) are from self-service vending machines the decorative ticket office windows have been retained.
From left to right these are for:
a siding, southbound trains, northbound trains.
High Barnet branch: The section between Camden Town and Archway dates from 1907. Originally Archway station was called Highgate but because the line's 1939 extension to East Finchley included serving another station also called Highgate the tube station was renamed.
Many stations Finchley Central - High Barnet / Mill Hill East are amongst the oldest stations on the London Underground. Many date from 1867/72 - Underground trains only started using this line in 1940. This was as part of a wide area railway electrification scheme involving several railway routes in north London which went disastrously wrong and has left a lot of people without any railway service at all.
Some stations on this branch have platforms which are longer than usual; this is because until WW2 there were experiments (on the Edgware and Charing Cross branches) with 9 car (carriage / coach) trains and the platforms at new and rebuilt stations were designed for the longer trains. Highgate is the best station to see this. Nowadays all trains have just 7 cars.
The lady who was running down the stairs and also photo-bombed
my photograph just about managed to catch this train.
Highgate station is in a deep cutting and there is an extra up escalator which takes arriving passengers higher up the hill. Nowadays trains only use the low level platforms - the high level platforms are in the open air above the ticket hall. It is sometimes possible to glimpse them from the street, although vegetation makes this quite difficult.
platform at Highgate (High Level).
A Little Local History
Highgate‘s high level platforms are now closed; they were served by steam trains from Kings Cross, Moorgate [Widened Lines] and Broad Street stations going to Edgware [not the same station as the Underground used], High Barnet
and Alexandra Palace [the latter station was at the top of the hill and right next to the Palace] and were meant to become part of the Northern line but fate decided otherwise. |
| The demise of the Mill Hill East - Edgware railway came because shortly after the war started in 1939 it was closed for conversion to double [twin] tracks and for electrification but then the ‘war effort’ saw the works being
suspended until the cessation of hostilities. In 1941 the section between Finchley Central and Mill Hill East was re-opened to serve a military barracks and although the rest of the line remained extant until 1964 [for goods trains] no effort
was made on completing the electrification and track doubling. Nowadays part of the closed railway between Mill Hill East and Edgware has become nature reserves, whilst elsewhere it has been built over and therefore re-opening is now almost impossible.
These links lead to information about the nature reserves:
http://en.wikipedia.org/wiki/Copthall_Railway_Walk_and_Copthall_Old_Common
http://en.wikipedia.org/wiki/Mill_Hill_Old_Railway_Nature_Reserve
The original plans were that at Edgware the former steam railway would be diverted to the new UndergrounD station and then a new extension would be built further north. Remains of a part built viaduct still exist in the Brockley Hill area to the north of Edgware, and further north still some sections of tunnel still remain, although to prevent people using them the entrances have been covered over. Some of the route is now also part of the M1 motorway. |
| Despite almost finishing the electrification works the line to Alexandra Palace station continued to be served by steam trains, although war-time coal supply issues resulted in off-peak services being cancelled and passengers encouraged
to travel by bus. With it having been decided not to complete the Northern Heights electrification works the line was closed instead. Nowadays this closure is realised to have been a *very* big mistake, as the area served by this route is
densely populated and the roads are very congested. Much of this line is now a parkland walkway, although a school was been built on it at Muswell Hill. The parkland walkway is very popular in the local community and has a website at this link
http://parkland-walk.org.uk/
The Muswell Hill Metro group is campaigning for this line to be reopened as a railway again http://muswellhillmetrogroup.atspace.com/ |
| There was also a second railway to Alexandra Palace [Palace Gates station] but despite one-time proposals to join the two lines and operate through trains the 1950's saw it also falling victim to the crazy idea that diesel motor buses can provide an attractive alternative to an urban railway. Nowadays so much of this line has been lost - built over - that reopening is impossible. |
| Meanwhile in 1956 the Epping - Ongar section of the Central line was converted from steam to electric trains, even though it is in open country where few people live!! |
The Parkland Walkway is split into two sections. Crouch End station is on the southern section between Finsbury Park and Highgate.
The northern section includes Muswell Hill viaduct which on a sunny day offers fine views of London and many famous landmarks.
The W7 is now one of London's most intense bus services and for much of its route it must fight for space on overcrowded roads which have very slow (20mph / 30km/h) speed limits and are too narrow for any useful bus priority measures.
This photo was taken outside where Muswell Hill station used to be.
Further reading (with many photographs):-
http://underground-history.co.uk/northernh.php
http://www.youtube.com/watch?v=anHLOwH2HWU
http://www.abandonedstations.org.uk/Northern_Heights_1.html
A station noted for its distinctive 1930‘s architecture is East Finchley. Despite having 4 platforms most trains only use the outer two. The middle tracks lead to a depot and the now disused above-ground route to Finsbury Park via Highgate (high level) station. The main station building includes a glass wall which at one time featured two railway logos - the lower logo (for the UndergrounD) is still extant whilst the former LNER [London & North Eastern Railway] ‘fisheye’ symbol above that has now been replaced with plain glass. LNER steam trains were withdrawn in 1941, as part of the wartime effort to save coal. Whilst here also look out for the ‘archer’ statue at the London end of the platforms towards Highgate.
The Archer's arrow points towards central London. The glass wall on the station's front includes both the UndergrounD roundel and the former LNER fisheye symbol which nowadays features plain glass.
Finchley Central station dates from 1867, making it one of the oldest stations on the Underground. It was built by the Edgware, Highgate and London Railway (EH&LR), although by the time it opened the EH&LR had been taken over by the Great Northern Railway (GNR). The station was on a line that ran from Finsbury Park to Edgware via Highgate and Mill Hill. The Northern Heights plan for electric tube trains to take over this route in the early 1940's included the building of a modern Art Deco station with four platforms, but in the event this did not happen.
From Finchley Central the single track railway crosses the multi-arched Dollis Brook Viaduct which offers pleasant views over north London. Mill Hill East only has one platform and also dates from 1867. Tube trains started travelling here in 1941 to serve a nearby military barracks and the plan to convert the line to twin tracks was delayed until after the war. Because (nowadays) this line only consists of one station the train service is not very frequent. Sometimes trains only travel between here and Finchley Central, where passengers travelling to / from Central London must change to / from High Barnet trains.
Image & license: Grim23 at en.Wikipedia encyclopædia: CC BY-SA 3.0
http://commons.wikimedia.org/wiki/File:Dollis_brook_viaduct.JPG
The branch line from Finchley Central to High Barnet opened in 1872 and the stations§ still retain much of their original Victorian architectural character. Woodside Park is at the centre of a residential area and in accordance with the desires of local residents there are no retail stores around it. High Barnet is in zone 5; because of local geography access to the town of Barnet is via a steep pathway up Barnet Hill.
§(The LNER opened West Finchley in 1933 using various fixtures and fittings taken from other stations around Eastern England. This remains one of London's quieter stations).
To minimise the cost they used redundant facilities
from closed stations elsewhere on their network.
Important:
You will need to pass through a ticket barrier if walking
from one platform to the other platform.
Next to the back of the train is the former station departure signal. It is located where the platform would have ended had the original plan to extend it for 9-car trains come to pass. As trains are now driven by computers the signal head has been covered over.
| Opening Page Fares & Tickets / Photography |
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| London Underground Small Profile ‘Tube’ Trains |
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| Bakerloo Line | |
| Central Line | |
| Jubilee Line | |
| Northern Line |  |
| Piccadilly Line | |
| Victoria Line | |
| Waterloo & City Line | |
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| London Underground Large Profile ‘Subsurface’ Trains |
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| Circle Line | |
| District Line | |
| East London Line | |
| Hammersmith & City Line | |
| Metropolitan Line | |
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| National Rail ‘Tube’ Trains | |
| Northern City Line | |
| Crossrail Line 1 (Elizabeth Line) | |
| Crossrail Line 2 | |
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| Other National Rail Trains | |
| London Overground | |
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| Local Light Railways | |
| Docklands Light Railway | |
| Croydon / London Tramlink | |
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| General Information | |
| Main National Rail Stations Fast Regional Services Overhead Wire & 3rd Rail Trains |
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| Busier Suburban Stations In Zones 1-4 With A Wider Variety Of Trains To See |
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| Station Architecture & Features | |
| Shared Service Routes | |
| Further Information Resources To Visit In Person Or Online |
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| Single Page Version Of This Guide |
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