센트럴 런던철도: 두 판 사이의 차이

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센트럴 런던철도 (원본 보기)

2023년 11월 11일 (토) 03:13 판

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Ellif

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@@ 14번째 줄: / 14번째 줄: @@
 노선 제안은 메트로폴리탄 철도{{small|Metropolitan and District railways, MR}}와 디스트릭트 철도{{small|District railways, DR}}의 노선망 안쪽에 지어진다는 이유로 강력한 반대를 받았다. 시 법인 또한 C&SLR 건설시에 있었던 지반침하로 인한 건물 파손을 우려하여 이에 반대했다. 세인트폴 대성당의 주임신부와 사목단 또한 대성당 건물 토대의 침하 위험을 우려하여 반대했다. 터널이 도시의 하수 시스템에도 손상을 입힐 것이라는 의견도 있었다. 법률안은 하원을 통과했으나, 상원에서 상원은 C&SLR이 개통되기 전까지 모든 결정을 미루도록 권고하며 법률안을 기각했다.
-년 11월, C&SLR이 개통(1890년 11월 4일)할 즈음에, CLR은 1891년 회기용 신규 사적법률안 공지를 공포했다. 노선이 서쪽으로 늘어나 노팅힐 하이 스트리트와 홀랜드 파크 애비뉴 아래를 지나셰퍼즈 부시의 동쪽 모퉁이까지 연장하고, 차고지와 발전소를 종점 북측, 즉 우드 레인 동쪽으로 이전했다. 노선의 서쪽 연장 제안은 1890년 초에 CLR과 비슷한 노선을 제안했던 저심도 지하철인 런던 센트럴 서브웨이{{Small|London Central Subway}}의 폐기된 계획의 영향을 받았다. 동쪽 종점이 콘힐{{small|Cornhill}}로 바뀌면서 사우샘프턴 로우의 역도 블룸스버리로 바뀌었다. C&SLR과의 직결 계획은 CLR 안의 터널 직경이 11피트 6인치(3.51 m)로 늘어나며 폐기되었다. 법률안은 이듬해 양 원으로부터 가결을 받았고 1891년 8월 5일 황실의 동의를 받았다.
+년 11월, C&SLR이 개통(1890년 11월 4일)할 즈음에, CLR은 1891년 회기용 신규 사적법률안 공지를 공포했다. 노선이 서쪽으로 늘어나 노팅힐 하이 스트리트와 홀랜드 파크 애비뉴 아래를 지나셰퍼즈 부시의 동쪽 모퉁이까지 연장하고, 차고지와 발전소를 종점 북측, 즉 우드 레인 동쪽으로 이전했다. 노선의 서쪽 연장 제안은 1890년 초에 CLR과 비슷한 노선을 제안했던 저심도 지하철인 런던 센트럴 서브웨이{{Small|London Central Subway}}의 폐기된 계획의 영향을 받았다. 동쪽 종점이 콘힐{{small|Cornhill}}로 바뀌면서 사우샘프턴 로우의 역도 블룸스버리로 바뀌었다. C&SLR과의 직결 계획은 CLR 안의 터널 직경이 11피트 6인치(3.51 m)로 늘어나며 폐기되었다. 법률안은 이듬해 양 원으로부터 가결을 받았고 1891년 8월 5일 다른 노선 법률안과 함께 황실의 동의를 받아 《1891년 센트럴 런던철도법》{{small|Central London Railway Act, 1891}}이 발효되었다. 1991년 11월, CLR은 새 법률안을 내며 노선의 동쪽 종점을 그레이트 이스턴철도{{small|Great Eastern Railway, GER}}의 동측 종점인 리버풀 스트리트역으로 연장했으며, 콘힐 역은 로열 익스체인지에 새롭게 제안된 역으로 변경되었다. 이 법도 1892년 6월 28일에 《1892년 센트럴 런던철도법》으로 발효되었다.
-<!--
+<!-- The money to build the CLR was obtained through a syndicate of financiers including Ernest Cassel, Henry Oppenheim, Darius Ogden Mills, and members of the Rothschild family.[12] On 22 March 1894, the syndicate incorporated a contractor to construct the railway, the Electric Traction Company Limited (ETCL), which agreed a construction cost of £2,544,000 (approximately £308 million today)[13] plus £700,000 in 4 per cent debenture stock.[14] When the syndicate offered 285,000 CLR company shares for sale at £10 each in June 1895,[14] only 14 per cent was bought by the British public, which was cautious of such investments following failures of similar railway schemes.[15] Some shares were sold in Europe and the United States, but the unsold remainder was bought by members of the syndicate or by the ETCL.[14]
-n November 1890, with the C&SLR about to start operating, the CLR announced a new bill for the 1891 parliamentary session.[6] The route was extended at the western end to run under Notting Hill High Street (now Notting Hill Gate) and Holland Park Avenue to end at the eastern corner of Shepherd's Bush Green, with the depot and power station site relocated to be north of the terminus on the east side of Wood Lane. The westward extension of the route was inspired by the route of abandoned plans for the London Central Subway, a sub-surface railway that was briefly proposed in early 1890 to run directly below the roadway on a similar route to the CLR.[7] The eastern terminus was changed to Cornhill and the proposed Southampton Row station was replaced by one in Bloomsbury. Intermediate stations were added at Lansdowne Road, Notting Hill Gate, Davies Street (which the CLR planned to extend northwards to meet Oxford Street) and at Chancery Lane.[8] The earlier plan to connect to the C&SLR was dropped and the diameter of the CLR's tunnels was increased to 11 feet 6 inches (3.51 m).[7] This time the bill was approved by both Houses of Parliament and received royal assent on 5 August 1891 as the Central London Railway Act, 1891.[9] In November 1891, the CLR publicised another bill. The eastern end of the line was re-routed north-east and extended to end under the Great Eastern Railway's (GER's) terminus at Liverpool Street station with the Cornhill terminus dropped and a new station proposed at the Royal Exchange.[10] The proposals received assent as the Central London Railway Act 1892 on 28 June 1892 -->
+Construction, 1896–1900
+To design the railway, the CLR employed the engineers James Henry Greathead, Sir John Fowler, and Sir Benjamin Baker.[8] Greathead had been the engineer for the Tower Subway and the C&SLR, and had developed the tunnelling shield used to excavate those companies' tunnels under the River Thames. Fowler had been the engineer on the Metropolitan Railway, the world's first underground railway opened in 1863, and Baker had worked on New York's elevated railways and on the Forth Railway Bridge with Fowler. Greathead died shortly after work began and was replaced by Basil Mott, his assistant during the construction of the C&SLR.[8]
+Like most legislation of its kind, the act of 1891 imposed a time limit for the compulsory purchase of land and the raising of capital.[note 3] The original date specified for completion of construction was the end of 1896, but the time required to raise the finance and purchase station sites meant that construction had not begun by the start of that year. To give itself extra time, the CLR had obtained an extension of time to 1899 by the Central London Railway Act, 1894.[16][17] Construction works were let by the ETCL as three sub-contracts: Shepherd's Bush to Marble Arch, Marble Arch to St Martin's Le Grand and St Martin's Le Grand to Bank. Work began with demolition of buildings at the Chancery Lane site in April 1896 and construction shafts were started at Chancery Lane, Shepherd's Bush, Stanhope Terrace and Bloomsbury in August and September 1896.[18]-->
 {{번역중|Central_London_Railway}}