As said before, in general ok and a good minimalistic presentation for the exam- probably worth though having another column for main aspect / PL.
1. I believe you should have put Auto Facility on mre troutes; 127A9M), 134B(M) for e.g. but this is minor.
2. You have provided some shunt routes for no obvious reason such as 127A(S) where there is 127A(M)- see earlier post in thread re provision of shunt moves and running moves. Ironically the one that would have been useful was the one you didn't provide: 125A(S)- see the post re operation of station D and the inability to signal the loco back onto its freight train after the runaround move.
3. When having a route to a LOS, then the generally accepted indication is "X" to denote a "wrong direction" move- particularly if propelling a train, a driver has to be particularly careful not to overrun a ground mounted signal and needs specifically to be on the look out for it rather than looking high for a main running signal and this "X" is supposed to be a reminder of that.
4. I think you must be a bit confused re route classes in the UK- perhaps there is a bit of Australian practice to get out of your system....
A (S) class route is for shunting; not for use by a passenger train (except possibly as Empty Coaching Stock when not in public service). Signals 132 and 134 definitely need Main class routes into the relevant platforms including the bay platform. You might also choose to provide Call-on class routes (which display a PL but are distinct from shunt routes) to authorise a passenger train into an occupied platform where such a method of working is necessary and justified.
There is nothing in the station working that demands such (e.g. the joining of separate trains) nor is there any hint that there needs to be platform sharing by different trains to achieve the train service defined. Probably worth an assumption statement one way or the other; in this case it seems that the platforms are only as long as the passenger train length so to me that would be the final piece of evidence I'd use to say ASSUME NOT.
However had there been some reference to the stopping passengers only being 100m, then could well have said that providing call-ons into the bay would permit a service from G to F and also one from F to G both to be accommodated there for a short while, clear of the Down Main to let an express through before departing in quick succession to take the opposite directions at junction E. In such a scenario could be really useful to provide that facility even if rarely used (i.e. when all trains running to timetable not needed but invaluable to minimise effect of service perturbations); obviously in this case since two trains won't both fit then the idea would be a non-starter.
125A(W) isn't needed (see earlier post in thread re the ROL provided being of no value in this case)
Overall though these route boxes themselves were fine- it was just that they revealed a bit of weakness of your understanding which hopefully the above should help strengthen.
1. I believe you should have put Auto Facility on mre troutes; 127A9M), 134B(M) for e.g. but this is minor.
2. You have provided some shunt routes for no obvious reason such as 127A(S) where there is 127A(M)- see earlier post in thread re provision of shunt moves and running moves. Ironically the one that would have been useful was the one you didn't provide: 125A(S)- see the post re operation of station D and the inability to signal the loco back onto its freight train after the runaround move.
3. When having a route to a LOS, then the generally accepted indication is "X" to denote a "wrong direction" move- particularly if propelling a train, a driver has to be particularly careful not to overrun a ground mounted signal and needs specifically to be on the look out for it rather than looking high for a main running signal and this "X" is supposed to be a reminder of that.
4. I think you must be a bit confused re route classes in the UK- perhaps there is a bit of Australian practice to get out of your system....
A (S) class route is for shunting; not for use by a passenger train (except possibly as Empty Coaching Stock when not in public service). Signals 132 and 134 definitely need Main class routes into the relevant platforms including the bay platform. You might also choose to provide Call-on class routes (which display a PL but are distinct from shunt routes) to authorise a passenger train into an occupied platform where such a method of working is necessary and justified.
There is nothing in the station working that demands such (e.g. the joining of separate trains) nor is there any hint that there needs to be platform sharing by different trains to achieve the train service defined. Probably worth an assumption statement one way or the other; in this case it seems that the platforms are only as long as the passenger train length so to me that would be the final piece of evidence I'd use to say ASSUME NOT.
However had there been some reference to the stopping passengers only being 100m, then could well have said that providing call-ons into the bay would permit a service from G to F and also one from F to G both to be accommodated there for a short while, clear of the Down Main to let an express through before departing in quick succession to take the opposite directions at junction E. In such a scenario could be really useful to provide that facility even if rarely used (i.e. when all trains running to timetable not needed but invaluable to minimise effect of service perturbations); obviously in this case since two trains won't both fit then the idea would be a non-starter.
125A(W) isn't needed (see earlier post in thread re the ROL provided being of no value in this case)
Overall though these route boxes themselves were fine- it was just that they revealed a bit of weakness of your understanding which hopefully the above should help strengthen.
PJW