Bell Codes & Locomotive Head Codes
Signal Box Bell Codes
Larger
layouts often need several people to operate them and the use of bell
codes is both authentic and useful for advising the next operator on
the line what you are sending to him. The following are some of the
bell codes used for different types of train by BR that may be of use
on a layout. These codes relate to "Headcodes", a
distinctive arrangement of lamps or disks on the front of the
locomotive indicating the type of train it is pulling. Headcodes are
discussed in more detail below:
Freight:
1-2
Branch line train
1-2-2 Express freight, livestock or
fruit train with a substantial proportion of vacuum braked
stock.
1-3-1 Non-passenger coaching stock (parcels,
fish or fruit vans, fitted livestock vehicles or milk
tanks/vans)
3-1-1 Express freight, livestock,
perishable or ballast train with at least half the vehicles fitted
with automatic brakes
3-2 Express freight, livestock,
perishable or ballast train, not fitted with the automatic brake
5
Express freight, livestock, perishable or ballast train, at least
one third being fitted.
3 Freight, mineral or ballast
train, stopping at intermediate stations (e.g. the 'pick up goods
train)
4-1 Mineral or empty wagon train
1-4
Through freight or ballast train class "H" headcode
3-2-5
Freightliner train
Passenger:
4 Express
passenger train or newspaper train (or a breakdown train going to
clear the line in this section)
3-1 Ordinary passenger
train, mixed train (or breakdown train that is not going to clear the
line in this section)
1-3 Branch passenger train
3-1-3
Diesel rail bus
2-2-1 Empty coaching stock
Light
Engine
2-3 Light Engine
2-1-3 Light
engine has arrived
Useful additional signals
1
Attention (*see below)
2 Train now entering section
on its way to you
2-1 Train (from you is) now clear of
section
1-5-5 Shunt train onto a siding to allow the
following train to pass.
6 Obstruction danger.
2-1
Obstruction cleared
6-2 The train has taken an
unusually long time in section.
5-5 Train divided, a
more likely signal would be:
9 Train heading for you
had no tail light on the rear when it passed my box
* The
Attention signal is used to confirm that the called box is listening.
A single bell is sent to the called box and repeated back to the
calling box before each signal is sent. As an example if Box A wishes
to pass a light engine to Box B the exchange would be as follows:
Box |
Sends |
Meaning |
A |
1 |
Calling attention |
B |
1 |
I am listening |
A |
2-3 |
I have a light engine coming your way |
B |
2-3 |
Okay send me the light engine |
|
||
A |
1 |
Calling attention (not reqd see below) |
B |
1 |
I am listening (not reqd see below) |
A |
2 |
Train entering section |
B |
2 |
Okay the train is on its way to me |
|
||
B |
1 |
Calling attention |
A |
1 |
I am listening |
B |
2-1 |
The train has now cleared the section |
A |
2-1 |
Okay the train has cleared the section |
Mike Hodgson was kind enough to point out that in practice the single 'ting' to call attention was not used when the train was entering the section, the reason being that the other signalman would be expecting it as he had already been offered the train. Mike explains:
In the example you show an exchange of the Call Attention signal before sending 2 beat Train Entering Section (TES)
It is not normal practice to do precede TES with call attention – It isn’t required by regulations. Presumably the reason it is considered unnecessary is that the signalman is expecting TES anyway because the train is imminent because it was offered and accepted a short while ago – he will know from the type of train how fast it will be going, so has a pretty good idea of exactly when he expects to hear it.
Similarly of course, he knows when he expects to hear Train Out from the box in advance. With Train out of section, your example is right because the regulations do call for Call attention in that case, and many signalmen invariably follow that procedure. In practice however that exchange of Call Attention has always been dispensed with in some busy boxes – unofficially of course. If there was an inspector about you worked by the book. It is one of a few short-cuts usually known as “sloppy working”, and some inspectors were notorious for trying to catch signalmen doing it. The problem for the signalman of course was that he didn’t necessarily know if the chap at the other end was entertaining management. One discreet way of warning your oppo was to give a long single beat – as the hammer does not fall back this makes a duller flat note on the bell, and is therefore distinguishable from Call Attention. The crafty way to save your mate from having to get up out of his armchair to acknowledge Train Out was to send the single Call Attention beat, but drop the block at the same time. The signalman receiving this would see the needle fall and realise he didn’t need to bother answering. And you wouldn’t bother with the 2-1. But if he happened to have visitors, he would acknowledge the Call Attention, thus putting his mate on notice that he should be following procedures, so they would then exchange the 2-1 signal as per the book.
Single stroke bells had other uses on the railways, the signal
box might have a line to a bell at the station so the signalman could
warn the station staff of an approaching train. On the train itself
the guard communicates with the engine using such a bell, the most
familiar signal is the two rings that indicate the train is ready to
depart. Less commonly heard is a single bell (which means 'stop'),
three bells (move back a bit) and six bells (move forward a bit).
Tail Lights &
Locomotive Head-Codes
The Liverpool &
Manchester railway introduced a rule that every train must have a
light on the rear so the lineside staff could see that no wagons had
been left behind in the section, and also (hopefully) to avoid
rear-end collisions on the line. Originally these lights were red
when moving and blue when stationary. The brake vans attached to
trains from the 1850's on carried lights mounted both on the rear and
also on the sides. Both these lights showed red to the rear and some
of the side lights showed white to the front. When the brake vans
disappeared in the 1970's and 1980's a single tail lamp was attached
to the rear of the last vehicle in the train. These lights were still
the standard white oil lamps with a red lens, electric lights, again with a red lens, appeared in the 1970's and a yellow,
flashing, electric rear lamp was introduced in the mid 1980's.
Head
codes were shown on the front of the locomotive itself. These
appeared in about 1850 and originally consisted of a number of white
painted oil lamps which were mounted on brackets fitted to the buffer
beam and boiler door of the loco. These codes showed the type of
train, express or slow, goods or passenger, and were introduced to
help the signal man when the line was being operated on the
'interval' system (described below). The lamps were carried on a set
of four brackets fitted to the locomotive buffer beam and boiler
door. Most codes required only two lamps to be fitted.
Fig
___ Original RCH Code for Locomotive Lamps
The Railway companies had their
own variations on this arrangement, Southern Railway and cross-London
trains were fitted with two additional positions on either side of
the smoke box door on the front of the boiler to give a total of six
positions. Other variations were plain white disks used in place of
the oil lamps for day-time working (used by the Southern Railway and
London & North Eastern Railway) whilst some companies had numbers
or different shapes or colours in place of the white disks. At least
one company used a set of small 'semaphore' type signals mounted on
the front of the boiler.
At about the time of the 1923 grouping, a
new code was evolved, again with four brackets as before but which only
required a maximum of two oil lamps.
Fig ___ RCH
revised lamp codes
The Southern Railway continued to use its own system of five
positions and the old Glasgow & South Western and Caledonian
lines under LMS ownership did not conform to these national codes for
internal working.
Route Indicating Head Codes
The simple indication of train type,
although useful for the interval signalling system, was not ideal for
traffic reporting purposes. Some lines found it preferable to add an alpha numeric code indicating the service the train was on (i.e. 'this is the 8.15 London to Manchester service'). The Southern Railway and Great Western
Railway added their own two character (SR) and three character (GWR)
alpha numeric head codes, displayed on metal plates fitted to the front of the
locomotive.
British Railways diesel locomotives built before 1961
for the Southern and Western regions of British Railways were often
fitted with two and three character headcode boxes to display the
special codes used on these lines (inherited from the SR & GWR).
The Southern Region Class 33 (as available from Graham Farish) for
example displayed the code on a simple roller-blind in the centre cab
'window' and the Western Region 'Warships' (available from Minitrix)
originally had a three-character code box built into the nose.
Fig
___ Southern Region and Western Region Codes
British Railways used the RCH standard lamp codes and
adopted the disks for all locomotives except Diesel Multiple Unit
stock. On diesels the lights were electric and were built-in to the
ends of the locomotive body, the discs were permanently fitted but
could be folded in half (the inside face was white, the 'rear' face
of the fold-down upper half was the same colour as the locomotive). The centre two discs were
off-set slightly to the right (that is to your left when looking at
the front of the locomotive). The two additional lights on either
side of the smoke box door were included and on Southern region
diesels the two additional positions were fitted with standard
British Railways fold down disks. On the DMU's there were two lights
fitted low down to either side of the front of the vehicle (rather
like headlights on a road vehicle but not as bright), these replicated the passenger train oil-lamp headcode. On the DMU's the lights showed
white to the front and red to the rear.
In 1960 the disk
system was officially replaced by four-character head-code boxes
which displayed the actual diagrammed reference for a particular
service. On steam locomotives these four character head codes
were displayed using metal plates painted black with code letters and
numbers about nine inches to a foot high in white. Diesel locomotives
displayed the code in an illuminated box on the locomotive front. As noted above the
code displayed was related to the specific diagram the train was
working and was intended to assist signalmen in reporting train
movements.
The new four character headcodes began to appear in
1961 and the Western Region diesels had their code boxes modified to
show four instead of three characters. The Southern Region kept its
two character codes for internal workings, and expanded the system to
cover all services, but southern locomotives displayed the full four
characters when on inter-regional hauls.
On locomotives fitted
with doors to allow the crew to move between locomotives when 'double
heading' the head code was divided in two, with a two character box
to either side of the doors. These doors proved unpopular and were later welded shut, new locomotives were then built with a four
character headcode box fitted centrally. The four character codes
identify the individual 'diagram' the train is working not just the
train type.
Under the original 1960 scheme the first number
corresponds in the main to the old oil-lamp train code letters (shown
in brackets):
1 (A) express passenger, mail or breakdown train
en route to a job.
2 (B) Ordinary passenger or a breakdown train
not going to clear the line.
3 (C) Parcels, empty coaching stock
or Freightliner train.
4 (C) Express freight train, fully
fitted.
5 (D) Express freight with at least a third of fitted
stock connected to the locomotive.
6 (E) Express freight with no
less than 4 fitted vehicles attached to the locomotive.
7 (F)
Express freight, ballast or empty train, unfitted
8 (H) Unfitted
through freight or mineral train.
9 (J or K) Mineral or stopping
goods train
0 (G) Light engine or engines with or without brake
vans.
This was changed in 1968 when steam had gone to:
1
Express passenger or mail, breakdown train en route to a job or a
snow plough going to work.
2 Ordinary passenger train or breakdown
train not en route to a job
3 Express parcels permitted to run at
90 mph or more
4 Freightliner, parcels or express freight
permitted to run at over 70 mph
5 Empty coaching stock
6 Fully
fitted block working, express freight, parcels or milk train with max
speed 60 mph
7 Express freight, partially fitted with max speed of
45 mph
8 Freight partially fitted max speed 45 mph
9 Unfitted
freight (requires authorisation) engineers train which might be
required to stop in section.
0 Light engine(s) with or without
brake vans
The second character, a letter, indicated the
destination of the train. The regions each had their own codes but
inter-regional trains use following letters:
E Train going to Eastern Region
M " " " London Midland Region
N " " " North Eastern Region (disused after 1967)
O " " " Southern Region
S " " " Scottish Region
V " " " Western Region
The last two numbers identified the actual working involved.
In
1976 British Railways decided that these codes were no longer to be
displayed on the locomotive and they were all set to read OO OO with
the exception of the Western Region Class 50's which had them set to
display the locomotive running number. Eventually the code boxes were
painted over, some were later used to house a high intensity white
headlight intended to help people avoid being run down on the line by the fast moving but quiet diesel and electric trains.
The four character codes, although not displayed on the locomotive,
are still in use today to describe specific diagrammed workings.