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Facing Point Locks (FPL's)

 
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signalman
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Joined: 24 Mar 2004
Posts: 16
Location: Port Macquarie, Australia

PostPosted: Fri Mar 26, 2004 11:40 am    Post subject: Facing Point Locks (FPL's) Reply with quote

In working through the tutorial, I have noticed that SigScribe4's operation of FPL's appears reverse to that of NSWGR practice. I will try to confirm this, but I believe that with the FPL lever 'normal', the point is locked. To unlock the point, the FPL lever must be 'pulled' to the reverse position. The black point lever is then able to be pulled to operate the point. If the point is required locked in the diverging route position, the FPL lever would then be returned to the normal position. SigScribe4 appears reverse to this.
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RedFred
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Joined: 15 Jan 2004
Posts: 38
Location: Queensland, Australia

PostPosted: Fri Mar 26, 2004 4:15 pm    Post subject: Reply with quote

Thanks for this observation, ianm.

I know for a fact that the SigScribe4 orientation is used in Britain but I can't say whether that is exclusively the case. Perhaps others can contribute their knowledge about what is standard on different railways.
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RedFred
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signalman
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Joined: 24 Mar 2004
Posts: 16
Location: Port Macquarie, Australia

PostPosted: Sat Apr 03, 2004 10:40 pm    Post subject: Facing Point Locks (FPL's) Reply with quote

Hi all,

Further to my original post, I have since found out that FPL's in NSW signal boxes are locked when in the reverse position. Therefore SigScribe4 is correct in the way FPL's work. (for NSW at least). This differs in ground frames.

If anyone else has more info, every little bit helps.

Cheers,

Ian
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signaller



Joined: 03 Apr 2004
Posts: 3
Location: Newcastle, Australia

PostPosted: Thu Apr 08, 2004 6:31 am    Post subject: FPL's Reply with quote

Hi all budding Lever Pullers
Just to add a bit of trivia, the normal position for FPL levers in a standard NSW signal box frame was in the reverse. This prevented any movement of diverging routes, in particular at junctions. The interlocking slide rods being notched to prevent any unsafe moves thus the correct signal lever applicable to the points could be pulled reversed. The clearance bar that ianm has asked is depressed by the flange of a wheel thus preventing accidental movement of the lever in the signal box frame.

cheers

signaller [/b]
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RedFred
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Joined: 15 Jan 2004
Posts: 38
Location: Queensland, Australia

PostPosted: Thu Apr 08, 2004 10:22 am    Post subject: Reply with quote

Thanks signaller. Just so we don't get confused with normal (as in how it is usually left) and normal (as in the opposite to reversed), can I see if I've got this right?

A lever which is back in the frame (away from the operator) is defined as being in the 'normal position'. When it is pulled it is in the 'reversed position'.

For an FPL lever, the 'back' or 'normal' position corresponds to the points being unlocked, while the 'pulled' or 'reversed' position corresponds to the points being locked.

However, the usual (normal) practice is to leave FPL levers in the locked (pulled, reversed) position as an aid to safety.
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PostPosted: Sun Apr 18, 2004 2:21 am    Post subject: Re: Facing Point Locks (FPL's) Reply with quote

ianm wrote:
... NSWGR practice.... but I believe that with the FPL lever 'normal', the point is locked. To unlock the point, the FPL lever must be 'pulled' to the reverse position. The black point lever is then able to be pulled to operate the point. If the point is required locked in the diverging route position, the FPL lever would then be returned to the normal position....


In the Uk, with the FPL back in the frame (normal) the point is UNLOCKED and the black point lever can be pulled. Then the blue FPL lever would be pulled to lock it.
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