34-489: R59 may refer to: R59 (London Underground car) R59 (South Africa) , a road HMS Wakeful (R59) , a destroyer of the Royal Navy Mini Roadster , a car R59: Dangerous for the ozone layer , a risk phrase [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as
68-568: 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
102-678: A letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=R59&oldid=1120980295 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages R59 (London Underground car) The London Underground R Stock electric multiple units were used on London Underground 's District line from 1949 to 1983. Composed of new cars and converted Q38 Stock trailers,
136-528: A single two-car unit. This left 21 cars (all of R47 type) spare that were sent for scrap. Twenty-one cars were withdrawn between October 1971 and February 1972 as a result of the reformation into 7-car trains and others were withdrawn between 1971 and 1982 due to fire damage. General withdrawal began in March 1981 and was completed in March 1983. The Athens-Piraeus Electric Railways showed interest in purchasing 60 cars of R stock, for use in five-car trains, since
170-431: 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
204-399: The C Stock and D Stock trains, with the last train running in service in 1981. 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 air braking was fitted for low speeds and if the traction supply
238-410: 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
272-491: The Hammersmith & City services. The converted trains were known as CO/CP stock, and the trailers COP stock. In 1959/60, the length of the Circle line trains was increased to six cars with the addition of converted Q38 trailers , and with similar trains running on the Hammersmith & City and Circle lines maintenance for the stock for the two lines was concentrated at Hammersmith depot, allowing Neasden depot to specialise in
306-469: The addition of a second two-car unit. A maximum of 36 eight-car trains could be formed, with the remaining 15 running as six-car. Initially the R Stock trains were painted red, to match the O, P and Q Stock trains, but one eight-car train of R49 stock was left unpainted, as an experiment. The R59 stock was also unpainted; the R38/3 stock that was converted to run with it was painted silver-grey to match. Since
340-494: The cars were built and converted in three batches between 1949 and 1959. The cars were driving motors (DM) or non-driving motors (NDM), there being no unpowered trailers. The second batch, introduced in 1952, was constructed from aluminium, saving weight and one train was left unpainted as an experiment. Considered a success, trains were left unpainted or painted white or grey to match in 1963–68. Originally designed to operate in trains with six off-peak and eight cars during peak hours,
374-414: The centre of CP Stock trailer 014082, in an attempt to address the then-emerging problem with vandalism. The London Underground did not pursue the idea further, because passengers considered them to be uncomfortable, but vandal-resistant plastic seats became common on many metro systems, such as Algiers , Barcelona ( TMB lines ), New York City and Shanghai . Trailer 014082 kept the plastic seats until it
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#1732782731161408-452: The control of the guard. A car had 40 seats and two tip up and access was by two double doors and a single door on each side. Externally, the cars had side panels that flared at the bottom with no running boards to prevent passengers jumping on a moving train and attempting to open a door. The trailers, with four extra seats, had a hinged door at one end, locked closed in normal use, so they could be converted into driving motor cars. Lighting
442-663: The dimensions of that system were similar to the District Line, but the deal fell through. They were replaced by the new D78 Stock , except on the Edgware Road - Wimbledon route, where shorter platforms necessitated the use of C Stock . Three vehicles have been preserved. London Underground O Stock 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
476-511: 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
510-463: 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
544-591: The introduction of the C69 Stock allowed the CO Stock to be transferred to the District line and instead of running 6-car trains off-peak and 8-cars during peak hours, trains were reformed into standard 7-car trains, except on the Edgware Road - Wimbledon services, where 6-car trains continued to operate due to short platforms. In 1967, London Underground experimented with injection moulded plastic seats in
578-554: The most noticeable differences between the R38 Stock and the rest of the R Stock fleet was that the R38 cars featured four small windows in the central saloon between the double doors, whereas the R47, R49, and R59 cars featured just two larger windows in the same location. All R Stock cars seated 40 passengers, however whilst the R38 cars featured two sets of transverse seats in the centre bay,
612-467: The new A Stock . In the early 1960s, the remaining O and P Stock trains that operated the Uxbridge service, still with their metadyne controls, were converted and transferred to the District line as the second batch of A Stock was introduced. In the 1960s the Hammersmith & City and Circle line services were generally operated by CO stock and CP stock used on the District line. In the early 1970s,
646-479: The rest of the fleet featured just one set of transverse seats, and more longitudinal seating. Cars were formed into semi-permanent units and when first placed in service, these were either four-car units with the cab at the west end (DM-NDM-NDM-NDM) or two-car units with the cab at the east end (NDM-DM). For off-peak service, one unit of each type was coupled together to form a six-car train, whilst at peak times, several such trains would be lengthened to eight cars by
680-480: 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. The 51-foot (16 m) long O Stock cars were fitted with air operated doors under
714-410: The trains on the Circle line ; these began running in 1947. Because of the reliability of the metadynes and difficulties repairing them, one Circle line train was converted to use the pneumatic camshaft control (PCM) equipment used on the 1938 tube stock and entered service in March 1955. This was considered a success and the other Circle line trains were converted, followed by the units that operated
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#1732782731161748-544: 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
782-616: The trains were reformed as fixed seven-car trains in 1971. R Stock trains were replaced by the D78 Stock and withdrawn between 1981 and 1983. After World War II it was decided to replace the London Underground trains that remained with hand-operated sliding doors. R Stock was ordered to replace such trains on the District line and the LPTB considered 200 cars were needed, but due to the shortages of labour and materials following
816-479: The trains were regularly reformed between 6 and 8 car lengths it became usual to see trains of mixed red and silver formation, so in 1963–68 all the red R Stock trains were repainted white to match the unpainted aluminium cars. The coupling between two units was of the Wedglock type, and one of these was fitted at the eastern end of all units and at the western ends of the two-car units. Coupling of two units
850-414: The transfer of Q stock trailers to increase the length of Circle line trains to six cars. Although visually similar to the R Stock trains there were some differences from the O , P and Q Stock trains. These included external 'door open' indicator lights, roller destination blinds , fluorescent lighting and a modified way of displaying the internal advertisements and District line route maps. One of
884-421: The war only 143 new cars were authorised. Some Q stock trailers that had been built in 1938 were converted into R Stock driving motor (DM) cars. The new cars were designated R47 and built by Birmingham RC&W and Gloucester RC&W and the 82 Q Stock trailers converted by Gloucester RC&W from Q38 trailer were designated R38/1. The first car arrived in 1949 and entered service in 1950. A second batch
918-544: Was a bar coupling between cars, which could only be uncoupled in a workshop. In 1962/63 one train of R stock featured in early trials of automatically driven trains, prior to the larger scale trials on the Central Line which preceded the use on the Victoria line . These trials involved the one eastbound District Line train travelling in automatic mode between Stamford Brook and Ravenscourt Park stations. In 1971 it
952-466: Was automatically achieved by driving the two together. To uncouple two units, an uncoupling control was operated in one of the cars adjacent to the coupler. Two-car units had this in the driving cab, but four-car units, having no cab at the eastern end, were provided with a key-operated control on the outside of the car end. The four-car units had a Ward coupler at the western end, because this end would not normally need to couple. In both types of unit, there
986-411: Was damaged during bombing and one end of the car was destroyed. This was repaired using an end of Q38 Stock trailer 013167, which had also been badly damaged. The rebuilt car entered service renumbered 14233 in 1941; it became 54233 in 1963. In the early 1950s, F Stock was transferred to the Metropolitan line Uxbridge service, and some O and P Stock, reformed into 5-car trains transferred to replace
1020-441: Was decided to abandon the practice running trains with six cars off-peak and eight cars during the peak; instead all District line trains would be seven cars in length. 36 of the four-car units were reduced to three cars; these units would in future always be coupled to two two-car units to form a seven car train. The remaining 15 four-car units were lengthened to five cars by adding one of the released cars; these units would work with
1054-467: Was ordered to allow the F Stock to be transferred to Metropolitan line and so allow the Circle Stock to be withdrawn. The 90 new R49 cars were constructed from aluminium and built by Metro Cammell , reducing the weight of a train by 5.4 long tons (5.5 t; 6.0 short tons). An eight car train from this batch was unpainted as an experiment. A third batch of 20 R59 cars, 13 new, was built to allow
R59 - Misplaced Pages Continue
1088-561: Was provided by incandescent bulbs in the ceiling. During World War II several cars were lost. 14199 (P stock DM) was destroyed at Neasden on 27 September 1940, 13036, 14042, 14049 (all O stock DM), 13229, 14229 (all P Stock DM), 014080 (O stock trailer) at Moorgate station on 29 December 1941, and 14263 (P stock DM) at Baker Street on 10 May 1941. To make up for the number of 'D' end DMs (14xxx) cars destroyed, three 'D' end trailer cars were rebuilt into DMs. These were 014270-014272 which were renumbered 14270-14272 when converted. DM 14233
1122-528: Was scrapped in 1971. The introduction of C77 stock on the Edgware Road services in the late 1970s allowed some CO/CP Stock cars to be scrapped, and from January 1980 the remainder was replaced by new D78 stock. The last trains ran in service in 1981, when two six-car trains operated special workings. One complete unit DM 53028, T 013063 and DM 54233 has been preserved at the Buckinghamshire Railway Centre . The driving motor 54233
1156-551: 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 and Wagon Company (BRC&W) built 116 cars, allowing 19 six-car trains and a spare two-car set. The new trains entered service as
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