03-09-2011, 06:02 PM
A Warning class route is always approach released, how severely depends upon the length of the ROL beyond the signal to which it reads.
Only in the case of a bare minimum 45m ROL is it as severe as for the call-on, more typically the train speed need only be reduced to saround 25mph. Hence for IRSE Exam purposes make the time for a Warning route less than any call-on for the same berth track length.
A Call-on route is always severely approach released, the train needs to be "at or nearly at a stand" and hence no more than 100m from the signal.
Hence I'd perhaps have asumed a longer berth TC than you did, perhaps time for 5 sec for the W and 20 sec for the C. The two C routes would use the same time value.
2. To be honest this question really was very NR specific. To me the IRSE claim that students can use any practice with which they are familiar isn't always true in practice; there are some questions which would be best avoided by those without the specific knowledge. There is no getting away from it, this question couldn't really be answered to any other practice.
I suppose to balance that :
a) to some extent there are a few questions, particularly metro related that people from NR would best avoid,
b) at least the Railway Group Standards can be downloaded for free from the internet and the Study Pack includes a lot of other information, so there is at least the availability for someone anywhere to teach themselves enough to answer such questions in the exam.
Only in the case of a bare minimum 45m ROL is it as severe as for the call-on, more typically the train speed need only be reduced to saround 25mph. Hence for IRSE Exam purposes make the time for a Warning route less than any call-on for the same berth track length.
A Call-on route is always severely approach released, the train needs to be "at or nearly at a stand" and hence no more than 100m from the signal.
Hence I'd perhaps have asumed a longer berth TC than you did, perhaps time for 5 sec for the W and 20 sec for the C. The two C routes would use the same time value.
2. To be honest this question really was very NR specific. To me the IRSE claim that students can use any practice with which they are familiar isn't always true in practice; there are some questions which would be best avoided by those without the specific knowledge. There is no getting away from it, this question couldn't really be answered to any other practice.
I suppose to balance that :
a) to some extent there are a few questions, particularly metro related that people from NR would best avoid,
b) at least the Railway Group Standards can be downloaded for free from the internet and the Study Pack includes a lot of other information, so there is at least the availability for someone anywhere to teach themselves enough to answer such questions in the exam.
(03-09-2011, 05:15 PM)libracpy Wrote: Dear PJW and Peter,
Thanks a lot for your both valuable comments. Most of them can be understood and so I am trying to review my practice. My practice is really based on 2010 Q10 and the title of 2011 is a typo. However, I still have some questions and hope to have any feedback if available.
1) For 107B©: ....."Also need to be careful where you label the approach release; it certainly seems you are labelling to the left of the vertical line for 107CM and CC so it seems to be that it is 107BW rather than 107BC that is approach released."
{Of course 107B(W) will have approach release based on definition. Should I present 107B© also has the approach release by the Control Table: "AR" given in the question? The same reason is also applied for 107C©}
2) About the assumption for flashing yellow, originally I just think it is normal practice for "MAY-FY" and no specific assumption is required. Since my working environment only require Main class route and Shunt class route, the knowledge to handle "MAY-FY" is quite "fresh" for me and so it is required to learn from external sources or UK standard.
PJW