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The London Underground O and P Stock electric multiple units were used on the London Underground from 1937 to 1981. O Stock trains were built for the Hammersmith & City line, using metadyne control equipment with regenerative braking, but the trains were made up entirely of motor cars and this caused technical problems with the traction supply so trailer cars were added. P Stock cars were built to run together with the O Stock cars now surplus on Metropolitan line Uxbridge services. The trains had air-operated sliding doors under control of the guard; the O Stock with controls in the cab whereas the P Stock controls in the trailing end of the motor cars. The P Stock was introduced with first class accommodation, but this was withdrawn in 1940. In the early 1950s some Uxbridge O and P Stock trains were transferred to the Circle line. The increasingly unreliable metadynes were replaced and the converted trains became known as CO/CP stock. In the early 1960s the remaining Uxbridge CO/CP Stock trains were transferred to the District line, so that during the 1960s generally Hammersmith & City and Circle line services were operated by CO stock and CP stock was used on the District line. Following the introduction of C69 Stock in the early 1970s all CO and CP Stock trains were used on the District line until they were replaced by the C Stock and D Stock trains; the last train running in service in 1981. ==Construction== In 1934 an experimental six-car train was built using a multiple-unit train control system developed by Metropolitan Vickers. The metadyne equipment controlled four traction motors on two cars and allowed for regenerative braking, although an air braking was fitted for low speeds and if the traction supply was unreceptive to the regenerated current. As part of the 1935–40 New Works Programme the O stock, sets of two motor cars, was built for the Hammersmith & City line. The Gloucester Railway Carriage and Wagon Company (GRC&W) and the Birmingham Railway Carriage & Wagon Company (BRC&W) built 116 cars, allowing 19 six-car trains and a spare two-car set. The new trains entered service as a four-car train between High Street Kensington and Putney Bridge on 13 September 1937 and a full length six car train later entering service on 10 December on the Hammersmith & City line. The guard's position was in the cab, continuing the practice of the Metropolitan Railway. Technical problems were found with the traction supply with trains made up entirely of motor cars and 58 trailer cars were ordered from Gloucester and the trains reformed into three car sets. The first reformed train went into service on 18 July 1938, and 19 O Stock sets were transferred to the Metropolitan line. With O Stock cars available, 73 sets of P stock were ordered for the Metropolitan line. Six and eight car trains were needed, so six car trains were made up from two three car units formed of two driving motor cars and a trailer and eight cars by adding a two car unit. The guard's position on the P Stock was at the inner ends of the motor cars, as the cabs on eight car trains could still be in tunnel at stations with short platforms. The O Stock units, with the guard position in the cab, were split up and motor cars placed in the centre of the six car trains so that the door controls in these cabs were not needed. Six P1 motor cars were built without door controls and ran in the same position. Although a train could be made up from O and P Stock cars, and the units had automatic couplers on the outer ends of the motor cars, the metadynes were not interchangeable. The first P Stock train entered service on 17 July 1939. Six-car O Stock trains operated on the Hammersmith & City service, and the mixed O and P Stock trains provided the services to Uxbridge. 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 O and P Stock」の詳細全文を読む スポンサード リンク
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