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                                       Slip lever arrangements
     
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1st message | this message only posted: 29 Aug 2018 12:33
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from:
madscientist
 

 

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I had always assumed that double slips were controlled by two levers in the frame, and that when both levers were " normal " the slip acted like a conventional diamond , ( in both directions ) and then when each respective lever was pulled off , each " slip" was activated 
But PECO O gauge double slips  are such that at no time can the slip operate as a simple diamond, because only one road is available on the diamond 

was this the case in the prototype ?

Dave 

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2nd message | this message only posted: 29 Aug 2018 13:27
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from:
Ian Allen
Milton Keynes, United Kingdom

 

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Dave,

Double slips are indeed controlled by two levers, however, all the switch blades at one end are controlled together, and the same is true of the other end. Therefore, a double slip can never act as a diamond when the levers are normal in the frame, as one pair of blades at each end will always direct a train through one of the slips.
.

Ian

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3rd message | this message only posted: 29 Aug 2018 13:56
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from:
Martin Wynne
West Of The Severn, United Kingdom



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madscientist wrote: was this the case in the prototype?Hi Dave,

The usual arrangement with a double-slip when rodded to a signal box is that both sets of points at one end of the slip are linked together, and also linked to the turnout at the opposite end, so that all 3 sets of points work together on a single lever, like this:



Pulling lever A reverses all 3 points marked A, setting the lower slip road for use.

Pulling lever B reverses all 3 points marked B, setting the upper slip road for use.

Pulling both levers A and B sets the diagonal road across the slip.

With both levers normal, all the straight main roads are set.

On a model, lever A can also be used to change the polarity of the V-crossing vA, and lever B can be used to change the polarity of the V-crossing vB.

I don't know how the Peco double-slip is set up, but If I had one I would want to modify it to match the above.

However you set things up, obviously only one road through a slip can be used at any given time, so I'm not too clear why you find that a problem?

There is more detailed discussion of this subject in this topic:

 http://85a.co.uk/forum/view_topic.php?id=1172&forum_id=6

cheers,

Martin.

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4th message | this message only posted: 29 Aug 2018 15:04
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madscientist
 

 

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However you set things up, obviously only one road through a slip can be used at any given time, so I'm not too clear why you find that a problem?


cause I actually wanted to use it only as a single slip , but now Im going to replace the whole thing with a marcway single slip
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5th message | this message only posted: 29 Aug 2018 15:14
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from:
Martin Wynne
West Of The Severn, United Kingdom



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madscientist wrote: However you set things up, obviously only one road through a slip can be used at any given time, so I'm not too clear why you find that a problem?cause I actually wanted to use it only as a single slip , but now Im going to replace the whole thing with a marcway single slipHi Dave,

A single-slip is exactly the same, only one road through it is capable of being used at any one time.

I don't understand how a Marcway slip will be any different?

cheers,

Martin.

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6th message | this message only posted: 29 Aug 2018 19:02
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from:
madscientist
 

 

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Martin Wynne wrote: madscientist wrote: However you set things up, obviously only one road through a slip can be used at any given time, so I'm not too clear why you find that a problem?cause I actually wanted to use it only as a single slip , but now Im going to replace the whole thing with a marcway single slipHi Dave,

A single-slip is exactly the same, only one road through it is capable of being used at any one time.

I don't understand how a Marcway slip will be any different?

cheers,

Martin.
I didn’t mean it would merely that I was replacing them 
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7th message | this message only posted: 29 Aug 2018 19:15
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from:
madscientist
 

 

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Martin you might have a look at the two single slip arrangement here and suggest the lever frame sequence 

Regards 
Dave 

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Attachment: rmwebsignallingdiagram.pdf (Downloaded 255 times)
 
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8th message | this message only posted: 29 Aug 2018 23:17
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from:
Martin Wynne
West Of The Severn, United Kingdom



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madscientist wrote: Martin you might have a look at the two single slip arrangement here and suggest the lever frame sequenceHi Dave,

You have the diagram unusually arranged with the inner slip switches lying normal across the diamond:



It is more usually arranged like this:



Pulling lever 3 provides a crossover between the Up and Down Mains.

Then also pulling lever 2 connects the Up Main to the Down Loop instead of the Down Main.

Or also pulling lever 1 connects the Down Main to Up Loop instead of the Up Main.

Pulling levers 1 and 2 instead of 3 provides a crossover between the two Loop lines.

Here's a more conventional view:



Slip switches 1 and 2 lie normal for the slip road, so that pulling only 3 provides a main line crossover.

However, I see from your RMweb topic that you are modelling GWR practice, in which case things may be done differently. We need a reply from Howard (JFS) who is the signalling expert in these parts. :)

It's important that the levers are arranged in the frame so that it is never necessary to pull a lever between two which are already pulled.

cheers,

Martin.

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9th message | this message only posted: 30 Aug 2018 18:08
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from:
madscientist
 

 

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thanks
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10th message | this message only posted: 14 Sep 2018 08:55
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from:
madscientist
 

 

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I managed to track down a numbered signal diagram of the station , badminton, that we based the current layout on , so I now have a lever numbering guide, I still have to work out the text for the leads as that wasn’t included

What was interesting is the levers are grouped in the frame by road direction rather then physical location grouping ( which I thought was more common )

Interesting
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11th message | this message only posted: 14 Sep 2018 10:07
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from:
Jim Guthrie
United Kingdom

 

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madscientist wrote:
What was interesting is the levers are grouped in the frame by road direction rather then physical location grouping ( which I thought was more common )

I remember a friend who worked for BR in Scotland telling me that levers were normally arranged so that the order of working a set of levers for a movement was in one direction.  The direction of working levers could be from the end of the frame to the centre or the centre to the end.  I believe different rail companies had their preferred way of doing things in laying out a frame.

Jim.

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