센트럴 런던철도: 두 판 사이의 차이

센트럴 런던철도 (원본 보기)

2023년 11월 10일 (금) 01:58 판

112 바이트 제거됨 , 2023년 11월 10일 (금)

편집 요약 없음

Ellif

사무관, 인터페이스 관리자, 관리자

편집

7,375

번

@@ 6번째 줄: / 6번째 줄: @@
 운영 초기 투자자에게 돈을 잘 상환한 후에, 타 지하철 노선과 신규 버스들과의 경쟁이 늘어나면서 CLR은 승객수 감소로 고생했다, 1913년에 CLR은 대다수의 런던 지하철을 운영하고 있던 공기업인 [[런던지하전기철도회사]]{{Small|Underground Electric Railways Company of London}}(UERL)와 합병되었다. 1933년 CLR은 다른 UERL 노선과 함께 공영 노선으로 전환됐다.
-[[파일:Central London Railway ko.png|center|센트럴 런던철도 전체 노선도]]
+[[파일:Central London Railway ko.png|750px|thumb|center|센트럴 런던철도 전체 노선도]]
 == 노선 개통까지 ==
 === 최초 제안 (1889-1892년) ===
-년 11월, CLR은 [[영국 의회]]에 1890년도 회기용 [[사적법|사적법률안]] 공지를 출간했다. 법률안은 퀸스로드 (현 퀸스웨이)와 베이스워터로드의 교차점에서 킹 윌리엄 스트리트를 잇는 지하철을 제안했다. 첫 계획에는 베이스워터 로드, 옥스퍼드 스트리트, 뉴 옥스퍼드 스트리트, 하이 홀번, 홀번, 홀번 수로, 뉴게이트 스트리트, 칩사이드, 폴트리를 잇는 복선 철도와 함께 역사를 퀸스로드, 스탠호프 테라스, 마블 아치, 옥스퍼드 서커스, 토트넘 코트로드, 사우샘프턴 로우, 홀번 서커스, 세인트마틴스 르 그랑, 킹 윌리엄 스트리트에 역을 지을 것이 제안되었다. 터널은 실드 터널링 공법으로 직경 11피트 (3.35m)의 원형으로, 역사의 경우 터널 반경이 22피트 (6.71m)이나 29피트(8.84m)가 되며, 철제 주조 세그먼트로 보완될 것이다. 차량기지와 발전소는 퀸스로드 서쪽의 1.5에이커(0.61㏊) 부지에 건설되며, 역마다 수압식 [[엘레베이터]]를 지을 예정이 있었다.
+년 11월, CLR은 [[영국 의회]]에 1890년도 회기용 [[사적법|사적법률안]] 공지를 공포했다. 법률안은 퀸스로드 (현 퀸스웨이)와 베이스워터로드의 교차점에서 킹 윌리엄 스트리트를 잇는 지하철을 제안했다. 첫 계획에는 베이스워터 로드, 옥스퍼드 스트리트, 뉴 옥스퍼드 스트리트, 하이 홀번, 홀번, 홀번 수로, 뉴게이트 스트리트, 칩사이드, 폴트리를 잇는 복선 철도와 함께 역사를 퀸스로드, 스탠호프 테라스, 마블 아치, 옥스퍼드 서커스, 토트넘 코트로드, 사우샘프턴 로우, 홀번 서커스, 세인트마틴스 르 그랑, 킹 윌리엄 스트리트에 역을 지을 것이 제안되었다. 터널은 실드 터널링 공법으로 직경 11피트 (3.35m)의 원형으로, 역사의 경우 터널 반경이 22피트 (6.71m)이나 29피트(8.84m)가 되며, 철제 주조 세그먼트로 보완될 것이다. 차량기지와 발전소는 퀸스로드 서쪽의 1.5에이커(0.61㏊) 부지에 건설되며, 역마다 수압식 [[엘레베이터]]를 지을 예정이 있었다.
-<!-- The proposals faced strong objections from the Metropolitan and District railways (MR and DR) whose routes on the Inner Circle,[note 2] to the north and the south respectively, the CLR route paralleled; and from which the new line was expected to take passengers. The City Corporation also objected, concerned about potential damage to buildings close to the route caused by subsidence as was experienced during the construction of the C&SLR. The Dean and Chapter of St Paul's Cathedral objected, concerned about the risks of undermining the cathedral's foundations. Sir Joseph Bazalgette objected that the tunnels would damage the city's sewer system. The bill was approved by the House of Commons, but was rejected by the House of Lords, which recommended that any decision be postponed until after the C&SLR had opened and its operation could be assessed.[5]
+노선 제안은 메트로폴리탄 철도{{small|Metropolitan and District railways, MR}}와 디스트릭트 철도{{small|District railways, DR}}의 노선 내부에 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.
-Route diagram showing the railway running from Shepherd's Bush at left to Cornhill at right
+년 11월, C&SLR이 개통할 즈음에, CLR은 1891년 회기용 신규 사적법률안 공지를 공포했다.
-Route approved in 1891
-In 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 -->
+<!--
+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 -->
 {{번역중|Central_London_Railway}}