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Some sliding doors run on a wall-mounted rail, like this one Sliding doors in a modern wardrobe. The 'top-hung' system is most often used. The door is hung by two trolley hangers at the top of the door running in a concealed track; all the weight is taken by the hangers, making the door easier to move.
[27]: 41 The open lattice gates were seen as a problem when working above ground and all of the cars had been modified to replace the gates with vestibules by 1907. [36]: 175 Having access only through the two end doors became a problem on busy circle services and centre sliding doors were fitted from 1911. [27]: 39
A single sliding door was provided in the middle of each carriage. Gates were provided at the carriage ends. The line (and the trains) were acquired by the Metropolitan Railway in 1913, which became part of the London Passenger Transport Board in 1933.
A Central London car was experimentally rebuilt with air-doors in 1925. [18] By 1928 all cars had been converted, the work being carried out at the Union Construction Company at Feltham. [19] The end platforms were enclosed and trailer cars were equipped with two 3 feet 6 inches (1.07 m) openings with a single leaf sliding doors on each side.
In 1933, the railway was amalgamated with the other London underground railway companies to form the London Passenger Transport Board. More cars were ordered to expand the service and another reconstruction programme in 1938 upgraded most of the stock to air-operated sliding doors and replace the remainder of the original wooden cars.
A portcullis (from Old French porte coleice 'sliding gate') is a heavy, vertically closing gate typically found in medieval fortifications. [1] A portcullis gate is constructed of a latticed grille , made of wood or metal or both, which slides down grooves inset within each jamb of the gateway.
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