https://irse.signalpost.org/ Thu, 16 Apr 2026 13:18:32 +0000 MyBB https://irse.signalpost.org/showthread.php?tid=2395 Thu, 19 Sep 2019 13:21:00 +0000 tfly86]]> https://irse.signalpost.org/showthread.php?tid=2395 I have just done a time mock exam using 2018 layout- I have attached the calculations below, please could someone check these over.

I have a few burning questions.
So I am planning on doing an ETCS layout, I spent an unnecessary amount of time writing the design rules on the paper - as there are no GB design rules for ETCS released yet. I have been basing the design on rules that were written by the transpennine team for the route upgrade to ETCS west of Leeds.

I'm trying to find the best way to arm myself for the exam as I ran out of time this year (why did they make the 2018 paper so busy ). Should I just state some hard and fast rules on the paper, which will apply to the layout, or would referencing a project specific design rules paper be sufficient (I don't think this would).

Im happy to write out the rules for the examiners understanding, but want to make sure that this doesn't take too much time. Help here would be really great if anyone can offer.

I spent about 30 mins on the calcs too which im thinking is probably a bit too long.
Didn't get all my TCs and Points labelled, and neither did I label all entrance/exit points for MA.

Some layout guidance would be really good if anyone has any to offer, I know what I need to do, its just applying it fast enough, that's the downfall.


TF]]> I have just done a time mock exam using 2018 layout- I have attached the calculations below, please could someone check these over.

I have a few burning questions.
So I am planning on doing an ETCS layout, I spent an unnecessary amount of time writing the design rules on the paper - as there are no GB design rules for ETCS released yet. I have been basing the design on rules that were written by the transpennine team for the route upgrade to ETCS west of Leeds.

I'm trying to find the best way to arm myself for the exam as I ran out of time this year (why did they make the 2018 paper so busy ). Should I just state some hard and fast rules on the paper, which will apply to the layout, or would referencing a project specific design rules paper be sufficient (I don't think this would).

Im happy to write out the rules for the examiners understanding, but want to make sure that this doesn't take too much time. Help here would be really great if anyone can offer.

I spent about 30 mins on the calcs too which im thinking is probably a bit too long.
Didn't get all my TCs and Points labelled, and neither did I label all entrance/exit points for MA.

Some layout guidance would be really good if anyone has any to offer, I know what I need to do, its just applying it fast enough, that's the downfall.


TF]]> https://irse.signalpost.org/showthread.php?tid=2337 Mon, 01 Oct 2018 11:03:09 +0000 ericyang_thx]]> https://irse.signalpost.org/showthread.php?tid=2337
When handling Bi-direction single track, or infrastructure with "one train rule" (e.g. tunnel or weak bridge), RETB will be employed for protection.

Should a "token" given from signaller right before entering the infrastructure (stop at a main signal every time and receive a token) than return the "token" right after the whole train passed the conflict area (e.g. clearance point of a turnout), or receive a "long section token" from the last station which kilometers away from the infrastructure and return the "token" to the next station which properly not controlled with same interlocking.

By the way, are there any protection is better than RETB when handling Bi-direction single track, or infrastructure with "one train rule"?

Thank you, Best Regards.]]>
When handling Bi-direction single track, or infrastructure with "one train rule" (e.g. tunnel or weak bridge), RETB will be employed for protection.

Should a "token" given from signaller right before entering the infrastructure (stop at a main signal every time and receive a token) than return the "token" right after the whole train passed the conflict area (e.g. clearance point of a turnout), or receive a "long section token" from the last station which kilometers away from the infrastructure and return the "token" to the next station which properly not controlled with same interlocking.

By the way, are there any protection is better than RETB when handling Bi-direction single track, or infrastructure with "one train rule"?

Thank you, Best Regards.]]> https://irse.signalpost.org/showthread.php?tid=2336 Mon, 01 Oct 2018 10:03:38 +0000 ericyang_thx]]> https://irse.signalpost.org/showthread.php?tid=2336
I would to ask how turnout speed affect which turnout indicator and special control should be chosen for the layout.

I just think that junction indicator is for the route with similar line speed after a turnout; standard indicator is for the route with slow line speed (less than 40 m.p.h/65 km/h) after a turnout or a turnout right after a start signal from a platform; and miniature indicator is for shunt or call-on route.

And when the turnout speed is around 100 km/h, MAF control should be provided; when the turnout speed is around 40 km/h, MAR or MAY-FA control should be provided; DEL control should be provided for shunt route.

Are these assumption correct or I just get confused?

Thank you, Best regards.]]>
I would to ask how turnout speed affect which turnout indicator and special control should be chosen for the layout.

I just think that junction indicator is for the route with similar line speed after a turnout; standard indicator is for the route with slow line speed (less than 40 m.p.h/65 km/h) after a turnout or a turnout right after a start signal from a platform; and miniature indicator is for shunt or call-on route.

And when the turnout speed is around 100 km/h, MAF control should be provided; when the turnout speed is around 40 km/h, MAR or MAY-FA control should be provided; DEL control should be provided for shunt route.

Are these assumption correct or I just get confused?

Thank you, Best regards.]]> https://irse.signalpost.org/showthread.php?tid=2305 Tue, 28 Aug 2018 20:10:10 +0000 ledwardz]]> https://irse.signalpost.org/showthread.php?tid=2305
Apologies if this has already been covered somewhere and i have missed it but there was no folder for the 2017 exam attempts.

I am struggling with question 1c on exam paper 2017 (extract attached)

I know the bidirectional single line working tunnel is the limiting factor on capacity but i am struggling to put this into numbers for trains per hour.

My signalling layout gives a total single line section of 5540m.
This is a combination of 200m (from controlling signal to tunnel start) + 5300m (tunnel length) + 140m (to route releasing track circuit)

The speed of a train on the branch is 90kmh^-1 which = 25ms^-1.

Therefore the time to get through my single line section is 222 seconds.

I then multiplied this by 2 (222 x 2) to allow time for a train heading on the up branch to cross through the tunnel.

I then did 3600/ 444 = 8 trains per hour.

can somebody tell me if i have the right idea?

I assume that for this branch line i should use 2 aspect signalling with a block length near to the maximum 2 x braking distance?

I will get my layout scanned into the system by thursday so will also upload this for some comments shortly.

Thanks in advance to anyone who might be able to provide some help.

Lee.]]>
Apologies if this has already been covered somewhere and i have missed it but there was no folder for the 2017 exam attempts.

I am struggling with question 1c on exam paper 2017 (extract attached)

I know the bidirectional single line working tunnel is the limiting factor on capacity but i am struggling to put this into numbers for trains per hour.

My signalling layout gives a total single line section of 5540m.
This is a combination of 200m (from controlling signal to tunnel start) + 5300m (tunnel length) + 140m (to route releasing track circuit)

The speed of a train on the branch is 90kmh^-1 which = 25ms^-1.

Therefore the time to get through my single line section is 222 seconds.

I then multiplied this by 2 (222 x 2) to allow time for a train heading on the up branch to cross through the tunnel.

I then did 3600/ 444 = 8 trains per hour.

can somebody tell me if i have the right idea?

I assume that for this branch line i should use 2 aspect signalling with a block length near to the maximum 2 x braking distance?

I will get my layout scanned into the system by thursday so will also upload this for some comments shortly.

Thanks in advance to anyone who might be able to provide some help.

Lee.]]> https://irse.signalpost.org/showthread.php?tid=1498 Mon, 30 Sep 2013 08:41:21 +0000 s.sathish08]]> https://irse.signalpost.org/showthread.php?tid=1498
please clarify my doubt,

a) While calculating maximum signal spacing using formulae "d" in the place of "Ht4" or "Ht3" which value has to be substituted, obtained headway time or given headway time?.
d=(Vh*Ht3)-(S+O+L)/2 for 3 aspect...
d=(Vh*Ht4)-(S+O+L)/3 for 4 aspect...

Thanks
sathish]]>
please clarify my doubt,

a) While calculating maximum signal spacing using formulae "d" in the place of "Ht4" or "Ht3" which value has to be substituted, obtained headway time or given headway time?.
d=(Vh*Ht3)-(S+O+L)/2 for 3 aspect...
d=(Vh*Ht4)-(S+O+L)/3 for 4 aspect...

Thanks
sathish]]> https://irse.signalpost.org/showthread.php?tid=1430 Mon, 15 Jul 2013 12:03:25 +0000 s.sathish08]]> https://irse.signalpost.org/showthread.php?tid=1430
I have one doubt,
If the Minimum Signal spacing distance which i found through calculation is 1600m,
Condition:
a) Where as the Distance between the two A & B stations is 1500m (Station A Plat LE end to Station B Plat LE end)

How shall i proceed in placing the signals in this condition.

Regards
Sathish]]>
I have one doubt,
If the Minimum Signal spacing distance which i found through calculation is 1600m,
Condition:
a) Where as the Distance between the two A & B stations is 1500m (Station A Plat LE end to Station B Plat LE end)

How shall i proceed in placing the signals in this condition.

Regards
Sathish]]> https://irse.signalpost.org/showthread.php?tid=1067 Mon, 03 Sep 2012 22:06:55 +0000 andyrail]]> https://irse.signalpost.org/showthread.php?tid=1067 Could anyone recommend a book which could explain the maths in a simple way or shown me a calculation with explanation in detail, I guess my big problem is that when I look at a calculation that is the answer to the question I am confused by the brackets and strange(to me) letters in the sum. I know this makes me sound a little thick to people who have studied maths to a reasonable level but these calculations are a massive hurdle to me, any help or suggestions will be very welcome.]]> Could anyone recommend a book which could explain the maths in a simple way or shown me a calculation with explanation in detail, I guess my big problem is that when I look at a calculation that is the answer to the question I am confused by the brackets and strange(to me) letters in the sum. I know this makes me sound a little thick to people who have studied maths to a reasonable level but these calculations are a massive hurdle to me, any help or suggestions will be very welcome.]]> https://irse.signalpost.org/showthread.php?tid=1060 Wed, 08 Aug 2012 04:44:39 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1060
In 3 aspect signalling, the maximum signal spacing "d" is calculated by using following formula

d = ((Vh x Vt) - (Sd + O + L)) / 2

some times the calculated value "d" is exceeding the value 1.5BD. If the value d exceeding 1.5BD then risk assessment is required.

My doubt is whether I have to use 1.5BD or d for maximum signal spacing.

Kindly clarify.

Regards,
NJK






']]>
In 3 aspect signalling, the maximum signal spacing "d" is calculated by using following formula

d = ((Vh x Vt) - (Sd + O + L)) / 2

some times the calculated value "d" is exceeding the value 1.5BD. If the value d exceeding 1.5BD then risk assessment is required.

My doubt is whether I have to use 1.5BD or d for maximum signal spacing.

Kindly clarify.

Regards,
NJK






']]> https://irse.signalpost.org/showthread.php?tid=1059 Wed, 08 Aug 2012 03:45:34 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1059
I have some doubt in module 2 layout

Train running requirements in each direction

Passenger between A and F (fast) 2 per hour

This 2 train per hour included one train from A and F and another one train from F and A or in one hour 2 train from A and F, and two train from F and A.

Kindly clarify

Regards,
NJK]]>
I have some doubt in module 2 layout

Train running requirements in each direction

Passenger between A and F (fast) 2 per hour

This 2 train per hour included one train from A and F and another one train from F and A or in one hour 2 train from A and F, and two train from F and A.

Kindly clarify

Regards,
NJK]]> https://irse.signalpost.org/showthread.php?tid=1052 Fri, 13 Jul 2012 12:07:23 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1052
In Mod 3 2011 layout the train working are given as,

1.Trains E or W to P stop on Up Main, run round via Down Main

2.Trains P to W or E stop on Down Main, run round via Up Main.

According to the signalling arrangement in the layout, I have given the train sequence (traverse )route

1.Trains E or W to P stop on Up Main, run round via Down Main
Loco detached
a. 217A(M) - Loco from 217 to 219

b. 218B(S) - Loco from 218 to 214

c. 214A(M) - Loco from 214 to 342

d. 345B(S) - Loco from 345 to 349

e. 349A© - Loco from 349 to 217 (train occupied), loco attached

Towards P station, route 212D(M)

2.Trains P to W or E stop on Down Main, run round via Up Main.
Loco detached
a. 215 - 219

b. 218A(S) - Loco from 218 to 212

c. 212A(M) - Loco from 212 to 342

d. 345A(S) - Loco from 345 to 347

e. 347A© - Loco from 347 to 215 (train occupied), loco attached

Towards W station, route 214C(M)

Towards E station, route 214A(M)

To understand the run round concept required in Mod 2, I tried with this layout.

Kindly check & give your comments for my enhancement.

Regards,
NJK]]>
In Mod 3 2011 layout the train working are given as,

1.Trains E or W to P stop on Up Main, run round via Down Main

2.Trains P to W or E stop on Down Main, run round via Up Main.

According to the signalling arrangement in the layout, I have given the train sequence (traverse )route

1.Trains E or W to P stop on Up Main, run round via Down Main
Loco detached
a. 217A(M) - Loco from 217 to 219

b. 218B(S) - Loco from 218 to 214

c. 214A(M) - Loco from 214 to 342

d. 345B(S) - Loco from 345 to 349

e. 349A© - Loco from 349 to 217 (train occupied), loco attached

Towards P station, route 212D(M)

2.Trains P to W or E stop on Down Main, run round via Up Main.
Loco detached
a. 215 - 219

b. 218A(S) - Loco from 218 to 212

c. 212A(M) - Loco from 212 to 342

d. 345A(S) - Loco from 345 to 347

e. 347A© - Loco from 347 to 215 (train occupied), loco attached

Towards W station, route 214C(M)

Towards E station, route 214A(M)

To understand the run round concept required in Mod 2, I tried with this layout.

Kindly check & give your comments for my enhancement.

Regards,
NJK]]> https://irse.signalpost.org/showthread.php?tid=998 Wed, 28 Mar 2012 09:40:00 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=998
For headway calculations we are taking sighting time 10sec as a assumption. For sighting distance calculation whether we have use maximum permissible speed or headway speed ?

Please clarify.]]>
For headway calculations we are taking sighting time 10sec as a assumption. For sighting distance calculation whether we have use maximum permissible speed or headway speed ?

Please clarify.]]> https://irse.signalpost.org/showthread.php?tid=981 Tue, 06 Mar 2012 22:35:04 +0000 PJW]]> https://irse.signalpost.org/showthread.php?tid=981 a) to serve as an introduction to undertaking such calculations so that the relevant numbers could be "plugged into" the outline answer so that it could be undertaken as an in-class exercise
b) to give an idea of the level of detail and explanation that you should aim to achieve.

Note that the wording may also need amendment, addition, deletion depending of course on the precise wording of the question paper and the details of the layout and associated notes.]]> a) to serve as an introduction to undertaking such calculations so that the relevant numbers could be "plugged into" the outline answer so that it could be undertaken as an in-class exercise
b) to give an idea of the level of detail and explanation that you should aim to achieve.

Note that the wording may also need amendment, addition, deletion depending of course on the precise wording of the question paper and the details of the layout and associated notes.]]> https://irse.signalpost.org/showthread.php?tid=939 Mon, 21 Nov 2011 01:37:18 +0000 onestrangeday]]> https://irse.signalpost.org/showthread.php?tid=939
This time I have tried another exercise for signalling the terminal. Please check my work and calculation, I'd like to see whether I am on the right course or not.


thanks]]>
This time I have tried another exercise for signalling the terminal. Please check my work and calculation, I'd like to see whether I am on the right course or not.


thanks]]> https://irse.signalpost.org/showthread.php?tid=938 Mon, 14 Nov 2011 14:14:05 +0000 onestrangeday]]> https://irse.signalpost.org/showthread.php?tid=938
I have questions regarding the calculation for signal spacing and headway and I would like to correct myself if I am wrong.

Situation:
Line speed is 100km/h, max train speed is 120km/h, required headway 3min

My question is which speed of the above do I use for calculating the signal spacing and headway.

My understanding is that:
a) when calculating the signal spacing use line speed 100km/h (that's the speed allowed to run the train normally)

b) when calculating what signalling system to be used for the railway system to suit the required headway uses the train speed (120km/h) that's the speed the train could possibly run on the line.

Maybe this is simple question, but am I right for this ?



thanks


]]>
I have questions regarding the calculation for signal spacing and headway and I would like to correct myself if I am wrong.

Situation:
Line speed is 100km/h, max train speed is 120km/h, required headway 3min

My question is which speed of the above do I use for calculating the signal spacing and headway.

My understanding is that:
a) when calculating the signal spacing use line speed 100km/h (that's the speed allowed to run the train normally)

b) when calculating what signalling system to be used for the railway system to suit the required headway uses the train speed (120km/h) that's the speed the train could possibly run on the line.

Maybe this is simple question, but am I right for this ?



thanks


]]> https://irse.signalpost.org/showthread.php?tid=935 Wed, 02 Nov 2011 06:02:45 +0000 onestrangeday]]> https://irse.signalpost.org/showthread.php?tid=935
Here is another exercise attempt I have done for a double line layout I hope I am on the right track. Any comments and suggestions are highly appreciated and welcomed.

For the Question 4, can anyone provide comments on how to approach the question? I have looked though the ‘railway signalling’ textbook (page 20~27) that it has only described the method for calculating the headway for a stopping trains, but does not have description on the signal spacing for stopping trains, so I hope someone can provide any suggestions on this.

In my learning experience, I’ve learnt that the (max & min) signal spacing is determined from the type of signalling system used (using the 2,3,4 aspect formula) to see whether it meets the headway requirement defined by the customer.


Thanks
]]>
Here is another exercise attempt I have done for a double line layout I hope I am on the right track. Any comments and suggestions are highly appreciated and welcomed.

For the Question 4, can anyone provide comments on how to approach the question? I have looked though the ‘railway signalling’ textbook (page 20~27) that it has only described the method for calculating the headway for a stopping trains, but does not have description on the signal spacing for stopping trains, so I hope someone can provide any suggestions on this.

In my learning experience, I’ve learnt that the (max & min) signal spacing is determined from the type of signalling system used (using the 2,3,4 aspect formula) to see whether it meets the headway requirement defined by the customer.


Thanks
]]>