Jubilee Line Extension

The extension of the line diverges just east of {{stl|London Underground|Green Park}}, eastward to:

Before the extension, the Jubilee line terminated at {{stl|London Underground|Charing Cross}}. The section between Charing Cross and Green Park, which diverges to the northwest, is now unused for passenger services but is maintained for emergency use. The abandoned platforms are occasionally rented out by TfL as a film set e.g. Skyfall, Thor: The Dark World and Woman in Black II.{{Cite news |url=https://www.insider-london.co.uk/filming-on-the-london-underground/ |title=Filming on the London Underground |last=london75 |date=14 April 2015 |work=Insider London |access-date=10 October 2018 |language=en-GB }}{{Dead link|date=December 2024 |bot=InternetArchiveBot |fix-attempted=yes }}

The Jubilee line between {{stl|London Underground|Baker Street}} and {{stl|London Underground|Charing Cross}} was intended to be the first phase of the Fleet Line (as the Jubilee line was originally called).{{cite book |last=Wolmar |first=Christian |author-link = Christian Wolmar |title = The Subterranean Railway: How the London Underground Was Built and How It Changed the City Forever |publisher = Atlantic Books |orig-year=2004 |year=2005 |isbn=1-84354-023-1 |page=308}} In the first version of the Fleet Line Extension plan, the line ran from Charing Cross via {{stl|London Underground|Aldwych}} and {{stl|London Underground|Ludgate Circus}} to {{stnlnk|Fenchurch Street}} station, then under the River Thames to connect to the East London line north of Surrey Docks (now Surrey Quays) from where it would take over Underground services to {{stnlnk|New Cross Gate}} and {{stnlnk|New Cross}} with tunnels continuing from the latter to Lewisham.{{efn|Stations were to be provided at Aldwych, Ludgate Circus, Cannon Street, Fenchurch Street, Surrey Docks, New Cross, New Cross Gate and Lewisham.{{cite book | first=Mike |last=Horne |title=The Jubilee Line |year=2000 |publisher=Capital Transport |isbn=1-85414-220-8 |page=36}}}} In anticipation of this, the tunnels of the first phase of the line continued eastward from Charing Cross under Strand almost as far as Aldwych.

This plan was modified shortly before the Jubilee line opened in 1979. Under the new plan (known for planning purposes as the River Line), it would run to Fenchurch Street as before and continue via the Isle of Dogs, Royal Docks and Woolwich Arsenal to the "new town" at Thamesmead. A branch from Silvertown to Beckton would have provided a link to a new depot.{{efn|Parliamentary approval was granted for stations at St Katharine Docks, Wapping, Surrey Docks North, Millwall, North Greenwich, Custom House, Silvertown, Woolwich Arsenal and Beckton. Further stations at Thamesmead West and Thamesmead Central were planned if the line was continued beyond Woolwich.{{cite book |first=Mike |last=Horne |title=The Jubilee Line |year=2000 |publisher=Capital Transport |isbn=1-85414-220-8 |pages=50–52}}}} This route is not dissimilar to the Crossrail route through the Docklands.

Plans to extend the line were revived in the late 1980s, prompted by the proposed development of London Docklands and Canary Wharf, which substantially increased the predicted numbers of jobs in the Isle of Dogs and required a transport network with much greater capacity than provided by the Docklands Light Railway (DLR). Initially, Olympia and York, the developers of Canary Wharf, proposed building a dedicated 'Waterloo and Greenwich Railway' from Waterloo through London Bridge to Canary Wharf and then to Westcombe Park in Greenwich, costing £400 million. However, London Transport resisted this, preferring to wait for the results of studies into new railway construction. One of these, the East London Railway Study, recommended an extension of the Jubilee line from Green Park to Westminster, then following the route of the Waterloo and Greenwich Railway, continuing to Stratford via Canning Town alongside the North London Line. This option was adopted, with an estimated cost of £2.1 billion to which Olympia and York would make a £400 million contribution, the original cost estimate of the Waterloo and Greenwich Railway. In the end it cost £3.5bn, partly because of huge cost overruns during construction. Where initially the developers were to pay for a large part of the extension, their final contribution was less than 5%.{{cite web |url=http://www.lrb.co.uk/v27/n09/meek01_.html |title=LRB · James Meek · Crocodile's Breath |publisher=Lrb.co.uk |access-date=22 June 2010}}

The extension was authorised in 1990. A station was originally planned at Blackwall, but this was replaced by diverting the line between Canary Wharf and Stratford underneath the Thames to serve the Greenwich peninsula at {{stl|London Underground|North Greenwich}} station. Plans for the Millennium Dome did not yet exist, and this diversion was made to provide for a planned housing development on the site of disused gasworks. British Gas plc contributed £25 million to the scheme.{{cite web |url=https://api.parliament.uk/historic-hansard/commons/1992/may/18/jubilee-line-extension#S6CV0208P0_19920518_HOC_364 |title=Jubilee Line Extension |work=Parliamentary Debates (Hansard) |date=18 May 1992 |access-date=22 June 2010}} The stations at Southwark and Bermondsey were not initially certain.{{cite web |url=https://api.parliament.uk/historic-hansard/commons/1990/jul/12/london-underground-bill-by-order#S6CV0176P0_19900712_HOC_429 |title=London Underground Bill (By Order) |work=Parliamentary Debates (Hansard)| date=12 July 1990}}

The project also required the construction of a new depot to serve the extended line, given the increased number of trains could not be accommodated at the existing Neasden Depot – hence a site at Stratford Market was chosen.{{Cite book |last=Mitchell, Bob, C. Eng. |title=Jubilee Line extension : from concept to completion |date=2003 |publisher=Thomas Telford |isbn=0-7277-3028-2 |location=London |oclc=51945284}}{{Cite book |last=Bennett |first=David |title=Architecture of the Jubilee Line Extension |date=2004 |publisher=Institution of Civil Engineers |isbn=978-0-7277-4577-4 |oclc=935052993}} 59 1996 Stock trains were ordered as part of the extension, following cancellation of the plan to heavily refurbish the original 1983 stock trains.{{Cite book |last=Mitchell |first=Bob |url=https://www.worldcat.org/oclc/51945284 |title=Jubilee Line extension : from concept to completion |date=2003 |publisher=Thomas Telford |isbn=0-7277-3028-2 |location=London |oclc=51945284}}

Main works were authorised by the London Underground Act 1992,{{cite web |title=London Underground Act 1992 (c. iii) (c. 3) |url=http://www.opsi.gov.uk/acts/localact1992/ukla_19920003_en_1 |access-date=22 June 2010 |publisher=Opsi.gov.uk}} with additional works allowed by the London Underground (Jubilee) Act 1993.{{cite web |title=London Underground (Jubilee) Act 1993 (c. ix) (c. 9) |url=http://www.england-legislation.hmso.gov.uk/acts/localact1993/ukla_19930009_en_1#Legislation-Preamble |access-date=22 June 2010 |publisher=England-legislation.hmso.gov.uk}} In May 1992, Olympia and York (the developers of Canary Wharf) went into administration following the early 1990s recession. This caused a delay to the project, as the Treasury did not wish to proceed without private sector investment.{{cite web |title=UK Jubilee Line Extension (JLE) |url=http://www.omegacentre.bartlett.ucl.ac.uk/wp-content/uploads/2014/12/UK_JLE_PROFILE.pdf |access-date=28 October 2016 |website=omegacentre.bartlett.ucl.ac.uk |publisher=Bartlett School of Planning}} In September 1993, the financial restricting of Canary Wharf was completed, and it was agreed that the £400 million contribution would be maintained.{{Cite book |last=Mitchell |first=Bob |title=Jubilee Line Extension: From Concept to Completion |publisher=Thomas Telford Publishing |year=2003 |isbn=0727730282 |location=London |pages=324–236}} In October 1993, Secretary of State for Transport John MacGregor gave the go ahead for the project.{{Cite book |last=Mitchell |first=Bob |title=Jubilee Line Extension: From Concept to Completion |publisher=Thomas Telford Publishing |year=2003 |isbn=0727730282 |location=London |page=48 }} Contracts to build the project were awarded soon after, at a cost of around £1.2 billion.

File:Westminster underground.jpg]]Construction of the project officially began on 8 December 1993, with a ceremony at Canary Wharf attended by Prime Minister John Major.{{Cite book |last=Mitchell |first=Bob |title=Jubilee Line Extension: From Concept to Completion |publisher=Thomas Telford Publishing |year=2003 |isbn=0727730282 |location=London |page=49 }}{{Cite web |date=8 December 1993 |title=Mr Major's Comments at Jubilee Line Extension Inaugural Ceremony – 8 December 1993 – The Rt. Hon. Sir John Major KG CH |url=https://johnmajorarchive.org.uk/1993/12/08/mr-majors-comments-at-jubilee-line-extension-inaugural-ceremony-8-december-1993/ |access-date=19 February 2024 |website=johnmajorarchive.org.uk |language=en-GB}} Construction was expected to take 53 months, with an opening date of May 1998.{{cite web |url=https://api.parliament.uk/historic-hansard/commons/1993/jun/28/jubilee-line-extension#S6CV0227P0_19930628_HOC_71 |work=Parliamentary Debates (Hansard) |title=Jubilee Line Extension |date=28 June 1993}} Tunnelling began in August 1994 at North Greenwich. By August 1996, all tunnelling work had been completed.

Tunnelling had been delayed after a collapse during the Heathrow Express project in October 1994, which used the same New Austrian Tunnelling method.{{cite news |date=15 February 1999 |title=Record fine after tunnel collapse |url=http://news.bbc.co.uk/1/hi/business/280107.stm |publisher=BBC News}} Indeed, construction under Westminster had caused the Elizabeth Tower to tilt slightly.{{Cite web |date=19 April 2019 |title=The Jubilee Line Is 40 Years Old... Here Are Some Awesome Vintage Photos |url=https://londonist.com/london/transport/jubilee-line-50th-anniversary-vintage-images |access-date=20 April 2019 |website=Londonist |language=en-GB}} Other delays subsequently affected the project, including wildcat strikes by electricians and changes to the designs of the stations.{{Cite web |last= |date=4 February 1999 |title=Where the JLE went wrong |url=https://www.constructionnews.co.uk/archive/where-the-jle-went-wrong-04-02-1999/ |access-date=28 September 2023 |website=Construction News |language=en-GB}}{{Cite news |last=Horsnell |first=Michael |date=19 November 1998 |title=Sabotage holds up the millennium line |work=The Times |pages=1}} The extension was supposed to have moving block signalling, designed by Westinghouse, in order to reach 36 trains per hour at peak times. As design of this overran, this was postponed in favour of more traditional signalling.{{cite news |date=3 October 2003 |title=Moving block signals finally go ahead on Jubilee Line |publisher=New Civil Engineer |url=http://www.nce.co.uk/moving-block-signals-finally-go-ahead-on-jubilee-line/796921.article}} Twelve years later these features were completed, allowing for up to 33 trains per hour.{{cite book |last=Green |first=Oliver |title=The Tube: Station to Station on the London Underground |publisher=Shire Publications Ltd |year=2012 |isbn=978-0-74781-227-2 |location=Botley, Oxford |pages=55–59, 109–115}} By November 1997, a September 1998 date was planned.{{cite web |date=10 November 1997 |title=Jubilee Line Extension |url=https://api.parliament.uk/historic-hansard/lords/1997/nov/10/jubilee-line-extension#S5LV0583P0_19971110_HOL_47 |work=Parliamentary Debates (Hansard)}}{{cite press release |title=New opening date for the Jubilee Line extension |date=27 March 1997 |publisher=London Transport |location= |url=https://www.railhub2.co.uk/rh7/archive/arc_article.php?doc=1997-03-17%20LRT-002 |last= |first= |access-date=2 October 2024 |agency=}}

The new Stratford Market Depot was completed in March 1998 – allowing for testing and commissioning of the new 1996 Stock trains, as well as the testing of the new extension itself.{{Cite web |date=1998 |title=LUL Stratford Market Depot |url=https://www.steelconstruction.info/images/8/8d/1997_-_LUL_Stratford_Market_Depot.pdf |access-date=28 May 2020 |website=Structural Steel Design Awards}}{{Cite web |title=Stratford Market Depot {{!}} AJ Buildings Library |url=https://www.ajbuildingslibrary.co.uk/projects/display/id/1198 |access-date=28 May 2020 |website=www.ajbuildingslibrary.co.uk}} By June 1998, opening was planned in Spring 1999.{{cite web |url=https://api.parliament.uk/historic-hansard/commons/1998/jun/09/jubilee-line-extension#S6CV0313P0_19980609_HOC_103 |work=Parliamentary Debates (Hansard) |title=Jubilee Line Extension |date=9 June 1998}} By November 1998, a phased opening throughout 1999 was being considered.{{cite web |url=https://api.parliament.uk/historic-hansard/written-answers/1998/apr/27/jubilee-line-extension-westminster#S5LV0589P0_19980427_LWA_47 |title=Jubilee Line Extension: Westminster Station |work=Parliamentary Debates (Hansard) |date=27 April 1998}}{{cite web |url=https://api.parliament.uk/historic-hansard/written-answers/1998/nov/27/jubilee-line-extension#S6CV0321P0_19981127_CWA_139 |title=Jubilee Line Extension |work=Parliamentary Debates (Hansard) |date=27 November 1998}} By February 1999, the cost of the extension had increased to a total of £3.3 billion.{{cite web |last=Harper |first=Keith |date=16 February 1999 |title=Jubilee line cost races towards record books at £330m a mile |url=https://www.theguardian.com/uk/1999/feb/16/keithharper |access-date=29 June 2015 |work=The Guardian}}

The first phase of the extension from Stratford to North Greenwich was opened by the Deputy Prime Minister John Prescott on 14 May 1999.{{Cite web |date=14 May 1999 |title=Prescott launches Dome tube link |url=http://news.bbc.co.uk/2/hi/uk_news/343506.stm |access-date=24 March 2023 |website=BBC News}} There was concern that the entire line would not be open in time for the Millennium Dome, which would open on 1 January 2000. The second phase between North Greenwich and Bermondsey opened on 24 September 1999.{{cite book |last=Horne |first=Mike |title=The Jubilee Line |publisher=Capital Transport |year=2000 |isbn=1-85414-220-8 |page=80}} The extension was linked to the rest of the Jubilee line with the opening of the final phase on 20 November 1999.{{Cite web |date=20 November 1999 |title=Jubilee Line finally opens |url=http://news.bbc.co.uk/2/hi/uk_news/529006.stm |access-date=24 March 2023 |website=BBC News}} Westminster – complicated by the interface with the subsurface platforms, which remained in operation during construction – opened on 22 December 1999, shortly before the Millennium Dome deadline.{{cite web |url=http://www.tfl.gov.uk/tfl/corporate/modesoftransport/tube/linefacts/?line=jubilee |title=Jubilee line facts |publisher=Transport for London |url-status=dead |archive-url=https://web.archive.org/web/20080212182726/http://www.tfl.gov.uk/tfl/corporate/modesoftransport/tube/linefacts/?line=jubilee |archive-date=12 February 2008 }} The final construction cost of the extension was £3.5 billion.{{Cite web |title=London Underground Jubilee Line |url=https://www.railway-technology.com/projects/london-jubilee-line-extension/ |access-date=28 September 2023 |website=Railway Technology |language=en-US |quote=Costing a total of £3.5bn when completed,}}

In March 2005, a criminal trial regarding corruption and insider information during the construction of the extension collapsed, after 21 months and a cost of £60m.{{Cite news |date=23 March 2005 |title=£60m fraud case collapse probed |language=en-GB |work=BBC News |url=http://news.bbc.co.uk/2/hi/uk_news/england/london/4373461.stm |access-date=24 March 2023}}

File:Southwark tube station AS Jan2010.jpg, showing platform edge doors]]

The design of the extension is radically different from anything else on the London Underground.{{Cite web |date=20 October 1992 |title=Architecture: It goes far beyond Canary Wharf: There are compelling |url=https://www.independent.co.uk/arts-entertainment/art/news/architecture-it-goes-far-beyond-canary-wharf-there-are-compelling-reasons-to-proceed-with-the-jubilee-line-extension-more-jobs-less-traffic-now-add-to-the-list-brilliant-station-design-says-jonathan-1558773.html |access-date=25 January 2024 |website=The Independent |language=en-GB}} Stations are characterised by cavernous, stark interiors lined with polished metal panels and moulded concrete walls and columns. {{stl|London Underground|Canary Wharf}} has been compared to a cathedral, with it being said that the neighbouring One Canada Square, if laid on its side, could fit in the station with room to spare. {{stl|London Underground|Westminster}} has a dramatic vertical void nearly {{convert|40|m|ft|abbr=on}} deep.

The size of the stations was a response to safety concerns—overcrowding and a lack of exits had been significant factors in the 1987 King's Cross disaster—and an attempt to "future-proof" stations by designing from the start for a high use.{{Cite book |last=Green |first=Oliver |title=The Tube:Station to Station on the London Underground |publisher=Shire Publications Ltd. |year=2012 |isbn=978-0-74781-227-2 |location=Botley, Oxford |pages=57, 114}} Most platforms and halls are full only in a busy rush hour, all provide step-free access, platforms have emergency exits at both ends, ventilation, as well as fireproof lifts. To ensure passenger flow, a large quantity of escalators (at least three per station) were installed, totalling 115 over the entire extension, increasing the total number of escalators over the entire Underground network by almost half.{{cite book |last=Glover |first=John |title=London's Underground |publisher=Ian Allan Publishing Ltd |year=2010 |isbn=978-0-7110-3429-7 |edition=11th |location=Hersham |pages=127–131}}

The extension was also built with a wider tunnel diameter of 4.35 m allowing a passenger walkway used for emergency purposes; unfortunately wider trains are not possible due to the narrower tunnel dimension northwards of Green Park.

A number of leading architects were employed to design the stations, overseen by Roland Paoletti and a small team of in-house JLE Architects.{{Cite web |last=Wu |first=Sui-Te |title=Roland Paoletti (1931–2013) |url=https://www.ribaj.com/culture/obituary-roland-paoletti-1931-2013 |access-date=24 March 2023 |website=RIBA |date=January 2014 |language=en-GB}} It was decided from the outset that although each station would be designed as an individual entity, they would be linked by a common design philosophy and functional elements.{{Cite web |last=Williamson |first=Chris |title=Happy birthday, Jubilee Line Extension |url=https://www.ribaj.com/culture/jubilee-line-extension-20th-anniversary-weston-williamson-large-infrastructure-projects-crossrail-hs2 |access-date=24 March 2023 |website=RIBA |date=20 November 2019 |language=en-GB |quote=He wanted each architect to choose or design their own components for cladding, seating, lighting and finishes}} Spaciousness was the most noticeable, along with the shared theme of grey and silver polished metal and concrete interiors. More subtly, many stations were designed to admit as much natural light as possible. At {{stl|London Underground|Bermondsey}} and to a lesser extent at Canada Water and {{stl|London Underground|Southwark}}, rotundas and shafts allow daylight to reach, or nearly reach, the platforms.

The platforms saw another innovation: full-height platform edge doors to improve airflow, prevent people from jumping or falling onto the track, prevent litter depositing upon the track and stop dirt circulating around the network, amongst other features. These are the first platform edge doors to be installed on a commercial railway in Great Britain.

Upon opening, the Jubilee Line Extension was widely welcomed, with praise for the architecture, accessibility and expansion of the Tube to south-east and east London.{{Cite news |last=Glancey |first=Jonathan |date=29 January 2000 |title=East meets West |url=https://www.theguardian.com/travel/2000/jan/29/london.unitedkingdom |access-date=25 January 2024 |work=The Guardian |language=en-GB |issn=0261-3077}}{{Cite news |last=Saint |first=Andrew |date=20 January 2000 |title=Andrew Saint · Diary: The Jubilee Line Extension |url=https://www.lrb.co.uk/the-paper/v22/n02/andrew-saint/diary |access-date=25 January 2024 |work=London Review of Books |language=en-GB |volume=22 |issue=2 |issn=0260-9592}} Many of the new stations subsequently received individual awards and commendations for their architecture, including Westminster and Canary Wharf being jointly awarded the 2000 Civic Trust Building of the Year. The Royal Fine Art Commission named the extension as a whole their Millennium Building of the Year, with the chair of the judging panel calling it "comparable to the achievement of Haussmann when he constructed the great boulevards of Paris".{{Cite web |last=Davies |first=Hugh |date=12 June 2000 |title='Brilliant' Jubilee Line wins Millennium award |url=https://www.telegraph.co.uk/news/uknews/1342561/Brilliant-Jubilee-Line-wins-Millennium-award.html |access-date=23 September 2015 |language=en-GB |website=The Daily Telegraph}}

For his work on the project, Roland Paoletti received the RIBA/Arts Council Award for "Client of the Year" 1999 and was appointed a Commander of the Order of the British Empire (CBE) in the 2000 New Year Honours for "services to Architecture".{{Cite book |last=Mitchell |first=Bob |title=Jubilee Line Extension: From Concept to Completion |publisher=Thomas Telford Publishing |year=2003 |language=en-GB |isbn=0727730282 |location=London |pages=355–356}}{{Cite news |date=31 December 1999 |title=New Years Honours List — United Kingdom |edition=55710 (Supplement No. 1) |pages=10 |work=The London Gazette |url=https://www.thegazette.co.uk/London/issue/55710/supplement/10 |language=en-GB |access-date=13 September 2015}} The Architectural Review called him "the Medici of London Transport".{{Cite web |date=19 November 2013 |title=Roland Paoletti – Obituary |url=https://www.telegraph.co.uk/news/obituaries/10460471/Roland-Paoletti-Obituary.html |access-date=23 September 2015 |language=en-GB |website=The Daily Telegraph}}

Since the opening of the extension in 1999, areas along the line such as Canary Wharf, the Greenwich Peninsula and Stratford have seen substantial commercial and residential development. Canary Wharf has become London's second financial district, rivalling the City of London.{{Cite web |last=Schabas |first=Michael |date=26 January 2017 |title=The Jubilee Line Extension |url=https://www.modernrailways.com/article/jubilee-line-extension |access-date=19 February 2024 |website=www.modernrailways.com |language=en}} Research by KPMG and Savills for Transport for London (TfL) indicated that the extension led to increases in land value along the line of around 50%.{{Cite web |date=February 2017 |title=Land value capture |url=https://www.london.gov.uk/sites/default/files/land_value_capture_report_transport_for_london.pdf |website=London.gov.uk |publisher=Transport for London |page=7}} During October 2004, TfL published a report showing "substantial benefits" as a result of the extension, including development of the Canary Wharf financial district, reduced travel time for residents along the line and improved modal share.{{Cite web |last= |first= |date=25 October 2004 |title=TfL Publishes Report into Impacts of Jubilee Line Extension |url=https://tfl.gov.uk/info-for/media/press-releases/2004/october/tfl-publishes-report-into-impacts-of-jubilee-line-extension |access-date=19 February 2024 |website=Transport for London |language=en-GB}} As part of the development of the Crossrail project, TfL estimated that agglomeration benefits as a result of the JLE led to a benefit–cost ratio of around 3, an increase from 1.56 calculated in 1989.

The extension has proved extremely successful in relieving congestion on the DLR and in opening up access to parts of east London with formerly poor transport links. As such it allowed access to all other London Underground stations with only a single change.

The Jubilee line was considered an essential part of the public transport network for the London 2012 Olympic and Paralympic Games, allowing access to major venues in Stratford and the Royal Docks.{{Cite news |date=31 January 2012 |title=London 2012 Olympics: Do we love the Jubilee Line? |url=https://www.bbc.com/news/uk-16809835 |access-date=19 February 2024 |work=BBC News |language=en-GB}}{{Cite web |date=19 July 2013 |title=The London 2012 Games transport legacy: one year on |url=https://tfl.gov.uk/info-for/media/press-releases/2013/july/the-london-2012-games-transport-legacy-one-year-on |access-date=19 February 2024 |website=Transport for London |language=en-GB}} {{As of|2019}}, ridership on the line has increased substantially since the extension opened, becoming the 3rd busiest Underground line, with the Jubilee line having four of the 10 busiest stations.{{Cite web |last=May |first=Jack |date=5 February 2023 |title=Which London Tube line is the busiest? |url=https://citymonitor.ai/transport/which-london-underground-line-busiest-3315 |access-date=19 February 2024 |website=City Monitor |language=en-US}}{{Citation LU usage 2019}}

The stations themselves have subsequently been praised as exemplary pieces of 20th century architecture,{{Cite web |date=10 May 2022 |title=Elizabeth Line "more mannered" than Jubilee predecessor says head of architecture |url=https://www.dezeen.com/2022/05/10/elizabeth-line-crossrail-architecture-interviews/ |url-status=live |archive-url=https://web.archive.org/web/20220808182022/https://www.dezeen.com/2022/05/10/elizabeth-line-crossrail-architecture-interviews/ |archive-date=8 August 2022 |access-date=8 August 2022 |website=Dezeen}}{{Cite news |last=Dickinson |first=Greg |date=15 January 2024 |title=The best and worst London Underground lines (according to science) |url=https://www.telegraph.co.uk/travel/destinations/europe/united-kingdom/england/london/best-worst-london-underground-tube-lines-victoria-picadilly-central/ |access-date=19 February 2024 |work=The Telegraph |language=en-GB |issn=0307-1235}} with Canary Wharf was voted as the "most loved" tube station in London in 2013,{{Cite news |date=23 April 2013 |title=Londoners say Bank Tube station is capital's worst |url=https://www.bbc.com/news/uk-england-london-22265099 |access-date=24 March 2023 |work=BBC News |language=en-GB |quote=Canary Wharf, designed by Lord Foster, was voted Londoners' favourite stop}} and Westminster was selected by Londoners as one of 10 favourite transport design icons in 2015.{{Cite web |date=4 November 2015 |title=London's top design icons revealed |url=https://www.itv.com/news/london/2015-11-04/londons-top-design-icons-uncovered |access-date=24 March 2023 |website=ITV News}}

{{Notelist}}

{{Reflist|30em}}

• Mitchell, Bob (2003). [https://books.google.com/books?id=vCPGrWeK04gC Jubilee Line Extension: From Concept to Completion].
• Bennett, David (2004). [https://books.google.com/books?id=9CRSAAAAMAAJ Architecture of the Jubilee Line Extension]
• Powell, Kenneth (2000). [https://books.google.com/books?id=kCpSAAAAMAAJ The Jubilee Line Extension]

{{Commons category|Jubilee Line}}

• [http://www.trainweb.org/tubeprune/Jubilee.htm Jubilee line extension photo gallery]

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