https://irse.signalpost.org/ Thu, 16 Apr 2026 13:18:32 +0000 MyBB https://irse.signalpost.org/showthread.php?tid=2445 Wed, 29 Mar 2023 12:16:50 +0000 kochronaki]]> https://irse.signalpost.org/showthread.php?tid=2445 Good morning team.
I am trying to find in some specification if there is a restriction on installing track circuits inside tunnels whether there is a line structured with ballast or slab track.
Please if there is such a specification or regulation please let me know.

Thank you in advance.]]> Good morning team.
I am trying to find in some specification if there is a restriction on installing track circuits inside tunnels whether there is a line structured with ballast or slab track.
Please if there is such a specification or regulation please let me know.

Thank you in advance.]]> https://irse.signalpost.org/showthread.php?tid=2367 Tue, 16 Jul 2019 22:08:22 +0000 CAN BERK]]> https://irse.signalpost.org/showthread.php?tid=2367
I am trying to calculate GEBR and braking curve

The safe braking model is the method used to determine the minimum separation between trains. IEEE 1474.1 defines it as:
“An analytical representation of a train’s performance while decelerating to a complete stop, allowing for a combination of worst-case influencing factors and failure scenarios. A CBTC equipped train will stop in a distance equal to or less than that guaranteed by the safe braking model.” (IEEE CBTC standard 1474.1, section 3.1)

That’s a mouth full.

Translation: the safe braking model is the calculated distance to stop a train, under the worst-case failure, without colliding with an obstacle in front.

Which static dynamic train parameters to use?
What do I need to pay attention to when calculating?
How do I test?

Thank you.]]>
I am trying to calculate GEBR and braking curve

The safe braking model is the method used to determine the minimum separation between trains. IEEE 1474.1 defines it as:
“An analytical representation of a train’s performance while decelerating to a complete stop, allowing for a combination of worst-case influencing factors and failure scenarios. A CBTC equipped train will stop in a distance equal to or less than that guaranteed by the safe braking model.” (IEEE CBTC standard 1474.1, section 3.1)

That’s a mouth full.

Translation: the safe braking model is the calculated distance to stop a train, under the worst-case failure, without colliding with an obstacle in front.

Which static dynamic train parameters to use?
What do I need to pay attention to when calculating?
How do I test?

Thank you.]]> https://irse.signalpost.org/showthread.php?tid=2363 Sun, 07 Jul 2019 09:36:38 +0000 Elliott Jordan]]> https://irse.signalpost.org/showthread.php?tid=2363
I'm going through the 2018 Mod 3 past paper Q2, it mentions 'Train Reported Positions'. Is this to do with CBTC/ETCS/Moving Block applications for train detection?

I work on NR Mainline so I am familiar with Track circuits and Axle counters. But have not come across Train Reported Positions on the day job.  Has anyone got any recommendations for materials to read that might be able to help me out on this.

Thanks

Elliott]]>
I'm going through the 2018 Mod 3 past paper Q2, it mentions 'Train Reported Positions'. Is this to do with CBTC/ETCS/Moving Block applications for train detection?

I work on NR Mainline so I am familiar with Track circuits and Axle counters. But have not come across Train Reported Positions on the day job.  Has anyone got any recommendations for materials to read that might be able to help me out on this.

Thanks

Elliott]]> https://irse.signalpost.org/showthread.php?tid=2359 Wed, 12 Jun 2019 12:39:48 +0000 kochronaki]]> https://irse.signalpost.org/showthread.php?tid=2359
I need a clarification about the use of back contacts either for energizing or releasing timer relay mainly used in overlap.

In RRIs, is it safe to use back contacts for energizing or releasing timer relay? Is there any specification that prohibits the use of back contacs for energizing timer relay? What is the major problem for using back contacts?

I will be very happy if you answer me with as many explanations you could.

Thanks
Konstantinos]]>
I need a clarification about the use of back contacts either for energizing or releasing timer relay mainly used in overlap.

In RRIs, is it safe to use back contacts for energizing or releasing timer relay? Is there any specification that prohibits the use of back contacs for energizing timer relay? What is the major problem for using back contacts?

I will be very happy if you answer me with as many explanations you could.

Thanks
Konstantinos]]> https://irse.signalpost.org/showthread.php?tid=2283 Mon, 26 Mar 2018 06:36:44 +0000 ericyang_thx]]> https://irse.signalpost.org/showthread.php?tid=2283
As I studied a control table sample answer of 103A(M), some questions are raised:

1, "Preset 105A(S)" in row 1 under "Special Controls" is to make sure position light 105 shows a proceed
   aspect?

2, In column "Tracks Occ for t" under "Opposing Route Locking", Is that mean 103A(M) can be set even-though
  "BL" is occupied?

Thank you very much.]]>
As I studied a control table sample answer of 103A(M), some questions are raised:

1, "Preset 105A(S)" in row 1 under "Special Controls" is to make sure position light 105 shows a proceed
   aspect?

2, In column "Tracks Occ for t" under "Opposing Route Locking", Is that mean 103A(M) can be set even-though
  "BL" is occupied?

Thank you very much.]]> https://irse.signalpost.org/showthread.php?tid=2252 Sat, 23 Dec 2017 16:33:42 +0000 wealdbrook]]> https://irse.signalpost.org/showthread.php?tid=2252 the control tables in the exams are based on UK mainline layouts with UK principles applied. Most candidates answer using those assumptions but a number provide answers based on other principles which (notably) affects such items as overlaps (particularly swinging), foul/flank protection and approach locking (to be comprehensive or not).
If your administration does not apply the more "complicated" features then the control tables could be a lot easier than when you apply all the bells and whistles of UK practice.
Do any of you have any thoughts or comments on the above?]]> the control tables in the exams are based on UK mainline layouts with UK principles applied. Most candidates answer using those assumptions but a number provide answers based on other principles which (notably) affects such items as overlaps (particularly swinging), foul/flank protection and approach locking (to be comprehensive or not).
If your administration does not apply the more "complicated" features then the control tables could be a lot easier than when you apply all the bells and whistles of UK practice.
Do any of you have any thoughts or comments on the above?]]> https://irse.signalpost.org/showthread.php?tid=2195 Tue, 30 May 2017 21:34:48 +0000 kochronaki]]> https://irse.signalpost.org/showthread.php?tid=2195
1. Generally we lock and detect a point after the signal if the distance is short than the allowed for the maximum speed of the section. The position of the point (N or R) is accordingly the side that train approach the point. 
2. If we provide swinging overlaps, first we set the route after the signal and then we set the route before the signal? Is the any timer between the 2 route set ( first route after the signal, secnd route before the signl).
3. Is there any way to have an unsafe situation with swinging overall ruther than simpy overlap?
4. Is swinging overlap used in other countries expect of British railway? 

Please be free to answer!]]>
1. Generally we lock and detect a point after the signal if the distance is short than the allowed for the maximum speed of the section. The position of the point (N or R) is accordingly the side that train approach the point. 
2. If we provide swinging overlaps, first we set the route after the signal and then we set the route before the signal? Is the any timer between the 2 route set ( first route after the signal, secnd route before the signl).
3. Is there any way to have an unsafe situation with swinging overall ruther than simpy overlap?
4. Is swinging overlap used in other countries expect of British railway? 

Please be free to answer!]]> https://irse.signalpost.org/showthread.php?tid=2175 Thu, 19 Jan 2017 17:09:40 +0000 mailmesashi]]> https://irse.signalpost.org/showthread.php?tid=2175
I was going through the past papers of module 3. At a glance on warner route, the aspect sequence has just Y - > R.
I understand that when warner route is set and not stepped up, there can only be yellow aspect on the entrance signal with restricted approach release condition.

 When cross referenced with Network Rail standard 11201 A18(Erratum) & 8003 series standard, observed that the warner class routes are shown with full aspects just like the main signal aspects. Is it because the warner route steps up to main route and so full aspects are shown.

My doubt is how the principle tester tests the warner route if we show all the full aspects? if not stepped up, how can he check the other aspects, if we show all the  aspects that the signal has?

Thank You.]]>
I was going through the past papers of module 3. At a glance on warner route, the aspect sequence has just Y - > R.
I understand that when warner route is set and not stepped up, there can only be yellow aspect on the entrance signal with restricted approach release condition.

 When cross referenced with Network Rail standard 11201 A18(Erratum) & 8003 series standard, observed that the warner class routes are shown with full aspects just like the main signal aspects. Is it because the warner route steps up to main route and so full aspects are shown.

My doubt is how the principle tester tests the warner route if we show all the full aspects? if not stepped up, how can he check the other aspects, if we show all the  aspects that the signal has?

Thank You.]]> https://irse.signalpost.org/showthread.php?tid=2173 Thu, 12 Jan 2017 08:14:40 +0000 mailmesashi]]> https://irse.signalpost.org/showthread.php?tid=2173
I have a query related to foul tracks.

General definition of foul tracks states that these are  to be proved directly in the signal aspect controls, to

confirm that any unauthorised movement foul of the route replaces the signal. But, if the POP groups are defined for that scheme, then this unauthorised movement will be detected as an overrun. In such cases, is it required to include foul tracks in the aspect level.

Thank You.]]>
I have a query related to foul tracks.

General definition of foul tracks states that these are  to be proved directly in the signal aspect controls, to

confirm that any unauthorised movement foul of the route replaces the signal. But, if the POP groups are defined for that scheme, then this unauthorised movement will be detected as an overrun. In such cases, is it required to include foul tracks in the aspect level.

Thank You.]]> https://irse.signalpost.org/showthread.php?tid=2137 Thu, 27 Oct 2016 08:34:51 +0000 mohansaikuppili]]> https://irse.signalpost.org/showthread.php?tid=2137 Is it required to lamp prove route indicator for GPL?]]> Is it required to lamp prove route indicator for GPL?]]> https://irse.signalpost.org/showthread.php?tid=2098 Wed, 15 Jun 2016 02:13:36 +0000 onestrangeday]]> https://irse.signalpost.org/showthread.php?tid=2098
I have one queries, does any one knows the differences between crawlback and joback train movement?

It's seems like they mean differently.




Thanks



William]]>
I have one queries, does any one knows the differences between crawlback and joback train movement?

It's seems like they mean differently.




Thanks



William]]> https://irse.signalpost.org/showthread.php?tid=2019 Sat, 28 Nov 2015 18:09:47 +0000 ACE007]]> https://irse.signalpost.org/showthread.php?tid=2019
Does any one have the 2015 exam paper for Module 3 and does any have the papers from the last ten years?

I already have 2010-2014.

Your assistance would be appreciated?

Kind regards

ACE007]]>
Does any one have the 2015 exam paper for Module 3 and does any have the papers from the last ten years?

I already have 2010-2014.

Your assistance would be appreciated?

Kind regards

ACE007]]> https://irse.signalpost.org/showthread.php?tid=1693 Tue, 11 Mar 2014 14:04:19 +0000 jenni.joseph9]]> https://irse.signalpost.org/showthread.php?tid=1693
Is it required to consider Spad for ground position light signals?

Thanks & regards.]]>
Is it required to consider Spad for ground position light signals?

Thanks & regards.]]> https://irse.signalpost.org/showthread.php?tid=1667 Wed, 19 Feb 2014 09:40:39 +0000 kannati]]> https://irse.signalpost.org/showthread.php?tid=1667
This is Kannati, I am having a doubt on treadle operation i.e. where the QNR and QRR relays can use on signalling and also all treadles are having both detection contacts i.e.(QNR/QRR) or it depends upon type of treadle. I know that most of all treadles are using for Level crossings for strike in. and also I am using the treadle for replacement for distant signal in one of my project.

Can any one please clarify above and also requesting any documents regarding treadle operation having both QNR/QRR relays.

Many Thanks]]>
This is Kannati, I am having a doubt on treadle operation i.e. where the QNR and QRR relays can use on signalling and also all treadles are having both detection contacts i.e.(QNR/QRR) or it depends upon type of treadle. I know that most of all treadles are using for Level crossings for strike in. and also I am using the treadle for replacement for distant signal in one of my project.

Can any one please clarify above and also requesting any documents regarding treadle operation having both QNR/QRR relays.

Many Thanks]]> https://irse.signalpost.org/showthread.php?tid=1459 Wed, 21 Aug 2013 06:37:18 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1459
I have few doubts in Rayne's park control.

Normally if we provide approach control for one signal means, then the aspect sequence for that line will be modified aspect sequence.

In the example of 3 aspect case, Consecutive yellow (Signal in rear to the approach controlled signal will show yellow, Approached controlled signal will show RED, once the train occupies the berth track of approach controlled signal, then it will go to yellow ) will be provided.

Here my doubt is how the failure of approach controlled signal's TPR will result in signal in rear show higher aspect then the permissible single yellow (Green in case of 3 aspect).

The signal in rear will show green only when the approach controlled signal is green.

Or else the modified aspect sequence is introduced only after the incident in Rayne's park ?

Please find the attachment also. Kindly clarify my doubt. If I am wrong kindly correct me

Regards,
NJK]]>
I have few doubts in Rayne's park control.

Normally if we provide approach control for one signal means, then the aspect sequence for that line will be modified aspect sequence.

In the example of 3 aspect case, Consecutive yellow (Signal in rear to the approach controlled signal will show yellow, Approached controlled signal will show RED, once the train occupies the berth track of approach controlled signal, then it will go to yellow ) will be provided.

Here my doubt is how the failure of approach controlled signal's TPR will result in signal in rear show higher aspect then the permissible single yellow (Green in case of 3 aspect).

The signal in rear will show green only when the approach controlled signal is green.

Or else the modified aspect sequence is introduced only after the incident in Rayne's park ?

Please find the attachment also. Kindly clarify my doubt. If I am wrong kindly correct me

Regards,
NJK]]>