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The Central London Railway Stock were electric multiple units composed of trailers that had been 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 normally ran with six-cars, four trailers and two motor-cars, although some trailers were equipped with control equipment to allow trains to formed with 3 cars. Work started in 1912 on an extension to Ealing Broadway, and 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, and 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. ==Original trains== Initially the Central London Railway (CLR) 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 high and wide, to run in tubes with a diameter of . The wooden carriage bodies were long on underframes, with wide platforms at each end. Sliding doors at the ends of the carriage led to these platforms that had lattice gates either side. Gatesman rode on the platforms between the cars and 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 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, and the track. An experiment in August showed the vibrations could be reduced by rebuilding locomotives to reduce the unsprung mass to tons. The following month, after four of the carriages had been converted into motor cars and fitted with British Thomson-Houston control equipment that had been invented by Frank J. Sprague in Chicago, an electric multiple unit was tested. 抄文引用元・出典: フリー百科事典『 ウィキペディア(Wikipedia)』 ■ウィキペディアで「London Underground 1900 and 1903 Stock」の詳細全文を読む スポンサード リンク
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