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Post by stuartroy on May 9, 2016 12:36:35 GMT
Recently I watched a YouTube video which had been shot in 1980 in the cab of the Epping/Ongar shuttle. The guard's starting signal of a single "ding" could clearly be heard at each station. In the days of guard-staffed trains, was a single "ding" (as opposed to the more commonly-used double ring) the accepted signal across the whole system, or was this just a local eccentricity?
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Post by Dstock7080 on May 9, 2016 14:54:30 GMT
LT/LU standard was always one bell push.
(holding down the 'signal' button while the doors were closing was sufficient to make the bell mechanism operate but not release, giving a 'clonk' rather than 'ding' !)
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Post by stuartroy on May 9, 2016 17:39:45 GMT
Thank you! Curious how these things evolve.
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Post by superteacher on May 9, 2016 19:44:48 GMT
I did used to hear the occasional double ding.
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
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Post by roythebus on May 16, 2016 20:56:38 GMT
The double ding was probably the doors bouncing if the guard had his finger on the bell and door close. It was always one ding for go on the Underground and the W&C in BR days.
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Post by Deleted on May 16, 2016 20:58:09 GMT
With that in mind, what other signals were given by guards back in the day?
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hobbayne
RIP John Lennon and George Harrison
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Post by hobbayne on May 16, 2016 23:17:51 GMT
With that in mind, what other signals were given by guards back in the day? I think I remember 4 bells from the guard was an emergency stop signal. However, he could easily have pulled the handle down. |
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Post by Colin D on May 17, 2016 15:43:46 GMT
I'm thinking it was three bells to stop, and not for emergencies. It was usually done at stations that didn't have a frequent service. If a passenger came onto the platform as you pulling out ( just started moving), and of course if they were close enough to the Gaurds door to let them board safely.
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,255
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Post by roythebus on Sept 22, 2016 17:51:22 GMT
One bell from the guard for starting was the only authorised bell signal as far as I remember. different to BR where the guard had a whole series of bells.
1=stop
2=go
3 set back..I forget the rest, I'll have to look up my KESR Rule Book for DMU bell codes!
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Post by Deleted on Sept 22, 2016 18:19:26 GMT
One bell from the guard for starting was the only authorised bell signal as far as I remember. different to BR where the guard had a whole series of bells. 1=stop 2=go 3 set back..I forget the rest, I'll have to look up my KESR Rule Book for DMU bell codes! That's interesting, thanks. What if an Underground train stopped in the wrong place, how would the guard let the driver know that he could not open the doors? |
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rincew1nd
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Post by rincew1nd on Sept 22, 2016 20:31:54 GMT
One bell from the guard for starting was the only authorised bell signal as far as I remember. different to BR where the guard had a whole series of bells. 1=stop 2=go 3 set back..I forget the rest, I'll have to look up my KESR Rule Book for DMU bell codes! That's interesting, thanks. What if an Underground train stopped in the wrong place, how would the guard let the driver know that he could not open the doors? Speech? |
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Post by 1018509 on Sept 22, 2016 21:32:16 GMT
That's interesting, thanks. What if an Underground train stopped in the wrong place, how would the guard let the driver know that he could not open the doors? Speech? Cab to cab phone or, on older stock, whatever the guards panel to driver communication device was called - "Drico comes to mind but that is wrong as that is driver to controller communication pre radio days." Help someone. |
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Post by superteacher on Sept 22, 2016 21:48:32 GMT
Used to love watching the guards shout into the device that communicated with the driver. Usually consisted of "HELLO, HELLO, HELLO" in a rather loud voice!
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Post by philthetube on Sept 23, 2016 1:33:08 GMT
One bell from the guard for starting was the only authorised bell signal as far as I remember. different to BR where the guard had a whole series of bells. 1=stop 2=go 3 set back..I forget the rest, I'll have to look up my KESR Rule Book for DMU bell codes! That's interesting, thanks. What if an Underground train stopped in the wrong place, how would the guard let the driver know that he could not open the doors? I never knew that to happen, all stock on a line being the same length it all stopped on the same mark, however not sure if this was ever an issue in the days when stock used to be split en route. |
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Post by Dstock7080 on Sept 23, 2016 3:19:54 GMT
Used to love watching the guards shout into the device that communicated with the driver. Usually consisted of "HELLO, HELLO, HELLO" in a rather loud voice! That was indeed the recognised way of attracting the other crew members attention. Cab to cab phone or, on older stock, whatever the guards panel to driver communication device was called - Help someone. I knew them as "loudaphones"; (less effective than two tin cans and string!) |
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,255
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Post by roythebus on Sept 23, 2016 20:46:06 GMT
Yes, Loudaphones. You had to shout louda into them so the motorman could hear you. Stopping short sometimes happened on the DR when we ran 6 and 8 car trains!
One motorman, Harry M we shall call him, from Parson's Green would shout to the guard HELLO. Guard HELLO, Harry HELLO, guard HELLO, Harry "who's your lady friend, who's the little girly by your side...
Harry M: Allo mate, when's your brother coming outa the Scrubs?
Usually in the rush hour at somewhere like Victoria!
Or the only black guard we had at Ricky in late 1973, with the introduction of C69 stock on the circle, at Edgware Road one day, outer circle, they had cab-to-cab phones and the phone also for the PA, "ere mate, I'm gonna "got to toilet" when we get to Aldgate (not quite using those words) He told us he went bright red when he relaised he'd pressed the PA button, not the cab-to-cab button and his announcement came out along the train in glowing stereo!
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Post by Dstock7080 on Sept 23, 2016 21:02:15 GMT
He told us he went bright red when he relaised he'd pressed the PA button, not the cab-to-cab button and his announcement came out along the train in glowing stereo! Very easily done on unrefurbished C Stock as the buttons were so close together and the merest touch livened both circuits! |
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Post by philthetube on Sept 24, 2016 1:06:37 GMT
Cab to cab phone or, on older stock, whatever the guards panel to driver communication device was called - "Drico comes to mind but that is wrong as that is driver to controller communication pre radio days." Help someone. Drico was driver to controller, I found this on line, interesting read, drico gets a paragraph on page 5. Hope it is ok to post this link. www.lurs.org.uk/articles10_htm_files/the%20tunnel%20telephone%20system.pdf |
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hobbayne
RIP John Lennon and George Harrison
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Post by hobbayne on Sept 24, 2016 10:28:25 GMT
One bell from the guard for starting was the only authorised bell signal as far as I remember. different to BR where the guard had a whole series of bells. 1=stop 2=go 3 set back..I forget the rest, I'll have to look up my KESR Rule Book for DMU bell codes! That's interesting, thanks. What if an Underground train stopped in the wrong place, how would the guard let the driver know that he could not open the doors? If the driver had stopped a bit short, the guard could cut out the rear set of double doors with a button on the guards panel. As has been discussed, he /she could tell the driver verbally over the loudaphone. The round plastic thing in this picture.  |
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roythebus
Pleased to say the restoration of BEA coach MLL738 is as complete as it can be, now restoring MLL721
Posts: 1,255
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Post by roythebus on Sept 25, 2016 23:28:53 GMT
the motorman also had end door cut-out buttons in the cab. these were placed next to the EP brake on/off buttons and it has been know for motormen, realising they were about to over-run by a little bit to press the end door cut-out and switch off the EP brake, resulting in a much longer over-run! I speak from personal experience.
The other problem with cutting out the EP brake is that it also de-energised the mercury retarder, which limits the brake cylinder pressure to 28psi, so any Westinghouse application would also only get 28psi in the brake cylinders!
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