2012 Module 2 Layout Attempt

[PJW]

Here are some of my thoughts: A word of warning: I am a student preparing for the exam, so no guarantee whatsoever that what I say is in any way correct.

I admit to be somewhat fogged about what the first two operating requirements are trying to get at. If someone could enlighten us it would be useful. As for the third it seems to me to be clearly hinting that signal 217 should have  a restricted overlap so that crossover 1104 can remain in use with a train making a station stop. The same applies to the next operating requirement. It is strongly suggesting that there should be a ROL after 225.

On the up fast with the bi-directional signalling I notice that you have not placed track section joints to replace the signal. This is good as they are auto signals. However, the placement of overlaps could be improved. What is the purpose of section BAN? it adds extra joints without any operational benefit. The overlaps from 326 and 419 should be extended so that they share a joint. (I made the same mistake in my attempt at the 2013 paper and Peter pointed it out to me).

Other than S680, none of the signals have junction indicators. Some of the junction protecting signals are lacking any obvious form of junction signalling whilst others have been provided with standard indicators. Standard indicators are fine for lower speeds divergences such as the one into the terminal platform. The UK mainline standard is to use junction indicators for high speed turnouts. Furthermore, I would think that use of flashing yellows over the 100kmh divergences would be suitable.

Prior to connection between the goods line and the platform line trap points are needed for freight traffic.

All trap points should be provided with track circuit interrupters. (though in the case here, the TCs tend to end before the trap points, so not sure what should be done).

Generally, there shouldn't be staggered signals on parallel lines. The signals should be in line with each other which is not the case with 421 and 223. However, it is possible that this rule may be open for relaxation based on a risk assessment. Perhaps a note to show that you are aware of the rule would have been useful.

Some other points:
1) Signal S215 has a subsidiary signal incorrectly drawn with a stop aspect.
2)How come S215 to S214 is not MAR?

Hope this was useful, apologies for any inaccuracies, im in a learner myself!

Only a partial quick reply at present-

1st requirement.
Operating mode 1 is one train is captive on branch using the top platform at station E going via C to B and returning to its platform at E before going back to B.  Splendid isolation from the rest of the railway
Operating mode 2 for a few key hours per day is when a train from B runs through (potentially any one of the platforms at) E and once it has vacated the branch and on its way to H, a different train that has previously come from H is signalled onto the branch at station E and runs via C to B and returns and sometime after it has cleared the branch another fresh train is signalled on to it.

2nd requirement
The Down Fast is to be signalled for both Up and Down direction running, the rationale for which is that it is to be utilised for a non-stop train whilst it is overtaking a slower train stopping at G either on the Down Slow or on the Up Main.