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Hello,
I wonder if somebody can tell me what the metal covers over the middle of the points are in this flickr picture of Penzance from the early 80's? There was one over the platform 3 crossover point but I'm unable to find an image of the crossover point in platform 3 for this time. None of the other points at that time had this type of cover that I can see.
I wondered about aws or motor protectors, or rodding protection?
With thanks
If you mean the sheet of metal, they are covers. They are intended to prevent damage by anything dangling from trains, from people wandering on the tracks, straying animals, maniacal seagulls, etc. The bits under the sheet need fairly careful adjustment and something clouting them can put them out of kilter. They are particularly important here as they are placed roughly below where the coupling between loco and coaches was. (Proper job that train.)
Thanks Gloster. That explains why none of the other points had them. I suppose it was commonplace in crossovers for run-arounds and the frequent uncoupling here. Cheers!
From memory the old GWR automatic warning used ramps that were energised at 20v. Obviously on the train there had to be a part holding the pickup that was low down to contact these.
BR standard AWS used electro magnetic detection (rather than contact), so pickup was not mounted so low down. I am fairly sure some old style GWR ramps were still being installed in early 1960s.
What I am not sure about is when the last locos or DMUs fitted with GWR pick up equipment (even if out of use by then) were still running around. I think it was another reason for protecting the point motors, in case something got caught and was hanging a bit low.
From memory the old GWR automatic warning used ramps that were energised at 20v. Obviously on the train there had to be a part holding the pickup that was low down to contact these.
BR standard AWS used electro magnetic detection (rather than contact), so pickup was not mounted so low down. I am fairly sure some old style GWR ramps were still being installed in early 1960s.
What I am not sure about is when the last locos or DMUs fitted with GWR pick up equipment (even if out of use by then) were still running around. I think it was another reason for protecting the point motors, in case something got caught and was hanging a bit low.
I believe the last GWR trackside ATC equipment went out of use in the mid-70s. The shoe certainly had limited clearance - locos that took freight through onto the Metropolitan had to have a means of lifting it up to prevent it touching the fourth rail. However, the facing point lock would always be below the top of the running rails, and if the ATC shoe was that low it would be knocked off at the first set of points. So I don't believe the cover was specifically to protect against these.
The GWR's ATC system isn't relevant; those FPL covers were once common all around Britain's railways. Here's a photo showing one at Dalmally, taken a few years ago.
.......What I am not sure about is when the last locos or DMUs fitted with GWR pick up equipment (even if out of use by then) were still running around. I think it was another reason for protecting the point motors, in case something got caught and was hanging a bit low
Point motors are too large to fit between the tracks and are always outside the '4 foot'. Point motors also include, generally, the 'Facing point lock' (FPL) equivalent. It is only where points are worked manually from a box that a separate FPL is located between the rails and needs the protective cover.
The cover that is the subject of the first post was provided on many mechanical facing point lock (F.P.L.) mechanisms on B.R. Western Region and elsewhere on B.R.
These covers are hinged on one side. They can be lifted to allow maintenance staff to work on the F.P.L. mechanism. They are rather heavy, being quite thick metal.
Although a lot of mechanical points have been replaced with power operated points, many ground frame (G.F.) points that have an F.P.L. mechanism retain these covers.
There are a couple that can be seen from the platforms at Bristol Temple Meads for example.
== Doublepost prevention - post automatically merged: ==
From memory the old GWR automatic warning used ramps that were energised at 20v. Obviously on the train there had to be a part holding the pickup that was low down to contact these.
BR standard AWS used electro magnetic detection (rather than contact), so pickup was not mounted so low down. I am fairly sure some old style GWR ramps were still being installed in early 1960s.
What I am not sure about is when the last locos or DMUs fitted with GWR pick up equipment (even if out of use by then) were still running around. I think it was another reason for protecting the point motors, in case something got caught and was hanging a bit low.
I believe the last GWR trackside ATC equipment went out of use in the mid-70s. The shoe certainly had limited clearance - locos that took freight through onto the Metropolitan had to have a means of lifting it up to prevent it touching the fourth rail. However, the facing point lock would always be below the top of the running rails, and if the ATC shoe was that low it would be knocked off at the first set of points. So I don't believe the cover was specifically to protect against these.
The point covers are too low to affect A.T.C. plungers/pick ups. The two systems are unrelated to one another.
Automatic Train Control (A.T.C.) operated at around 24V DC. In mechanic signalling areas, I'm told they operated from a float charged secondary battery supply. In power signal box (P.S.B.) areas that had a guaranteed generator backed power system, no battery was provided. Instead they were powered from a transformer/rectifier DC power supply rated at 24V DC.
The A.T.C. system was still being installed throughout the 1960s through to around the early 1970s. Hence all the big (for that time) "panel" boxes (P.S.B.) on Western that were built in the 1960s through to to 1970 (including some stages of Bristol Panel) were originally provided with A.T.C. systems for every signal that they controlled or supervised.
Soon after this, in the early to mid 1970s, there was a programme to convert all of them to B.R. standard A.W.S. I think a lot were converted in 1972 but my memory of reading the dates of the amendments on the signalling diagrams may be a bit hazy...
Wasn't there a larger style of ramp to do with MGR trains?
Was it for Transponders?
I remember removing some from the track at Pontefract West on the night Diana died.
Work was to plain line 2 turnouts and remove a loop line.
Wasn't there a larger style of ramp to do with MGR trains?
Was it for Transponders?
I remember removing some from the track at Pontefract West on the night Diana died.
Work was to plain line 2 turnouts and remove a loop line.
There was an Automatic Vehicle Location system for MGR wagons, each one within scope having a transponder about the size of a dinner plate but an inch or so thick. The readers were hidden underneath orange GRP covers beneath the rails I believe.
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