In message ,
writes
In article ,
(Clive) wrote:
In message
,
MIG writes
I can recall a 1962 stock train trying to start, and instantly cutting
out,
There weren't any interlocks on 62 stock, you've imagined it.
Huh? Interlocks in the guard's bell circuit came in with the 1938 stock.
No they didn't, I've worked on both 38 stock on the Northern, and 62
stock on the central, and neither have any interlock that interferes
with traction current when the doors are open.
There are contacts through each door circuit that allow the guards light
to illuminate as soon as the doors are closed so a door bounce will give
a "ting" to the driver, but because of the way they work, only one in
each double will be spring loaded for four inches. The 62 stock had
the advantage that when the doors were open an orange light was lit on
top of each car so a guard would know instantly were a door would be
stuck.
--
Clive

In article ,
(Clive) wrote:

In message ,
writes
In article ,
(Clive) wrote:
In message
,
MIG writes
I can recall a 1962 stock train trying to start, and instantly cutting
out,
There weren't any interlocks on 62 stock, you've imagined it.
Huh? Interlocks in the guard's bell circuit came in with the 1938 stock.
No they didn't, I've worked on both 38 stock on the Northern, and 62
stock on the central, and neither have any interlock that interferes
with traction current when the doors are open.
There are contacts through each door circuit that allow the guards
light to illuminate as soon as the doors are closed so a door bounce
will give a "ting" to the driver, but because of the way they work,
only one in each double will be spring loaded for four inches. The
62 stock had the advantage that when the doors were open an orange
light was lit on top of each car so a guard would know instantly were
a door would be stuck.

I think we're agreeing. I was talking of a bell-only interlock.

--
Colin Rosenstiel

On Mon, 15 Aug 2011 12:34:33 +0100
Clive wrote:
There weren't any interlocks on 62 stock, you've imagined it.
Huh? Interlocks in the guard's bell circuit came in with the 1938 stock.
No they didn't, I've worked on both 38 stock on the Northern, and 62
stock on the central, and neither have any interlock that interferes
with traction current when the doors are open.

So the trains could be driven normally even if all the doors were open?

I'm pretty sure I remember times when a train tried to move and the power
cut out because there were door issues.

B2003

In message , d
writes
So the trains could be driven normally even if all the doors were open?
Yes on 38 and 62 stock. I've not worked on any other and can't
therefore say.
I'm pretty sure I remember times when a train tried to move and the power
cut out because there were door issues.

--
Clive

On 2011-08-15 13:05:01 +0000, d said:

On Mon, 15 Aug 2011 12:34:33 +0100
Clive wrote:
There weren't any interlocks on 62 stock, you've imagined it.
Huh? Interlocks in the guard's bell circuit came in with the 1938 stock.
No they didn't, I've worked on both 38 stock on the Northern, and 62
stock on the central, and neither have any interlock that interferes
with traction current when the doors are open.

So the trains could be driven normally even if all the doors were open?

I'm pretty sure I remember times when a train tried to move and the power
cut out because there were door issues.

B2003

Sometime a driver would very briefly apply power in an attempt to shake
loose a sticking door.

On Aug 15, 7:20*pm, Ken Wheatley wrote:
On 2011-08-15 13:05:01 +0000, said:

On Mon, 15 Aug 2011 12:34:33 +0100
Clive wrote:
There weren't any interlocks on 62 stock, you've imagined it.
Huh? Interlocks in the guard's bell circuit came in with the 1938 stock.
No they didn't, I've worked on both 38 stock on the Northern, and 62
stock on the central, and neither have any interlock that interferes
with traction current when the doors are open.

So the trains could be driven normally even if all the doors were open?

I'm pretty sure I remember times when a train tried to move and the power
cut out because there were door issues.

B2003

Sometime a driver would very briefly apply power in an attempt to shake
loose a sticking door.

Maybe that's what was happening when I thought the driver had jumped
the bell. It was all very quick though.

But we don't seem to have established whether there was an interlock
with the bell, and how that would work differently at stations from
signal stops.

Someone says "wasn't there an interlock with the bell?" and then
someone else says "no, there was no interlock with the doors".

In message
, MIG
writes
Maybe that's what was happening when I thought the driver had jumped
the bell. It was all very quick though.
But we don't seem to have established whether there was an interlock
with the bell, and how that would work differently at stations from
signal stops.
Someone says "wasn't there an interlock with the bell?" and then
someone else says "no, there was no interlock with the doors".
On the old 38 and 62 stock the driver would flick the power handle to
point one and back to give the train a jolt and let the guard know that
the signal had turned green. The same practice could also be used to
sometimes shake loose sticking doors. From a passengers point of view,
you would feel the train kick and then a loud pop as the line breakers
opened. From the platform, you would also see the arc from the flame
chutes on the line breakers as they were E.P. And exhausted through the
contacts blowing the arc out.
--
Clive

On 16/08/2011 14:23, Clive wrote:
In message
, MIG
writes
Maybe that's what was happening when I thought the driver had jumped
the bell. It was all very quick though.
But we don't seem to have established whether there was an interlock
with the bell, and how that would work differently at stations from
signal stops.
Someone says "wasn't there an interlock with the bell?" and then
someone else says "no, there was no interlock with the doors".
On the old 38 and 62 stock the driver would flick the power handle to
point one and back to give the train a jolt and let the guard know that
the signal had turned green. The same practice could also be used to
sometimes shake loose sticking doors. From a passengers point of view,
you would feel the train kick and then a loud pop as the line breakers
opened. From the platform, you would also see the arc from the flame
chutes on the line breakers as they were E.P. And exhausted through the
contacts blowing the arc out.

Would they not at also at times release the brakes, using the rush of
air to let the guard know that the signal had cleared?

What about the platform repeaters, BTW?

In message ,
" writes
Would they not at also at times release the brakes, using the rush of
air to let the guard know that the signal had cleared?

What about the platform repeaters, BTW?
If you got to a timing point a few minutes early then the bobby held you
until correct time. No one knowing they had a few minutes to wait
stood by the buttons ready to go so the driver normally give the train a
quick jolt. Releasing the E.P. Brakes might have done the trick if the
guard was observant, but a quick jolt was far more effective.
Repeaters are only any use where the platform is bent and the guard is
at his position, not reading a newspaper or book.
--
Clive

On Tue, 16 Aug 2011 14:23:23 +0100
Clive wrote:
On the old 38 and 62 stock the driver would flick the power handle to
point one and back to give the train a jolt and let the guard know that
the signal had turned green. The same practice could also be used to

Wouldn't that knacker the equipment if done too often?

B2003