https://irse.signalpost.org/ Wed, 10 Jun 2026 12:22:32 +0000 MyBB https://irse.signalpost.org/showthread.php?tid=2400 Tue, 01 Oct 2019 16:54:06 +0000 Elliott Jordan]]> https://irse.signalpost.org/showthread.php?tid=2400
Thanks

Elliott]]>
Thanks

Elliott]]> https://irse.signalpost.org/showthread.php?tid=2382 Sat, 17 Aug 2019 06:22:09 +0000 gnemeth1980]]> https://irse.signalpost.org/showthread.php?tid=2382
I have couple of questions in terms of the IRSE exam for Module 2 and would appreciate if somebody could provide clarification. I read the Study pack and the forum as well, but haven't found the answers of these yet.

Headway:
Based on the previous exams, the headway can be specified in two ways. Explicitly stated for different train types (stopping, non-stopping) in train per hour, or listing all possible movements between stations (and/or junctions) for different train types again (freight, non-stop passenger, stop passenger on mainline, branch, etc.) in train per hours or days. Sometimes both are given, but sometimes only the latter. If only the latter (e.g. mod2 exam 2017 layout 1), is there a way to calculate the overall required minimum headway and what is this depend on? What I mean is that I would e.g. pick the most busy junction, the "bottleneck" and based on the given runs count the trains running, turning, etc. through or at this junction in an hour, and state this as an assumption.

Choice of signalling system:
I understand that in most of the cases, to satisfy both the minimum signal spacing (max braking distance), the headway and operational requirements, both 3 and 4 aspect signalling (or isolated 3 aspect and continuous 3 aspect) will be required. However, the signalling principle I working with (South Australia) supports only 3 aspect signalling as far as I know. As the distance between signals in 3 aspect signalling is minimum braking distance, this is sometimes (most of the earlier exam layout, e.g. mod 2 exam 2017 layout 1 - station C) not possible on the given speed and traffic at complex junctions. The question is if the statement of applied principle and country is enough to cover the above together with slowing down the trains (or certain type of trains - non-stop) to an acceptable speed (either with specific aspect sequencing or speed boards, or any other way) or is it and expectation from the examiners that minimum two signalling solution is used?

Any clarification would be much appreciated.
Gabor]]>
I have couple of questions in terms of the IRSE exam for Module 2 and would appreciate if somebody could provide clarification. I read the Study pack and the forum as well, but haven't found the answers of these yet.

Headway:
Based on the previous exams, the headway can be specified in two ways. Explicitly stated for different train types (stopping, non-stopping) in train per hour, or listing all possible movements between stations (and/or junctions) for different train types again (freight, non-stop passenger, stop passenger on mainline, branch, etc.) in train per hours or days. Sometimes both are given, but sometimes only the latter. If only the latter (e.g. mod2 exam 2017 layout 1), is there a way to calculate the overall required minimum headway and what is this depend on? What I mean is that I would e.g. pick the most busy junction, the "bottleneck" and based on the given runs count the trains running, turning, etc. through or at this junction in an hour, and state this as an assumption.

Choice of signalling system:
I understand that in most of the cases, to satisfy both the minimum signal spacing (max braking distance), the headway and operational requirements, both 3 and 4 aspect signalling (or isolated 3 aspect and continuous 3 aspect) will be required. However, the signalling principle I working with (South Australia) supports only 3 aspect signalling as far as I know. As the distance between signals in 3 aspect signalling is minimum braking distance, this is sometimes (most of the earlier exam layout, e.g. mod 2 exam 2017 layout 1 - station C) not possible on the given speed and traffic at complex junctions. The question is if the statement of applied principle and country is enough to cover the above together with slowing down the trains (or certain type of trains - non-stop) to an acceptable speed (either with specific aspect sequencing or speed boards, or any other way) or is it and expectation from the examiners that minimum two signalling solution is used?

Any clarification would be much appreciated.
Gabor]]> https://irse.signalpost.org/showthread.php?tid=2351 Mon, 08 Apr 2019 12:12:03 +0000 gnemeth1980]]> https://irse.signalpost.org/showthread.php?tid=2351
I have a question regarding section G.7 (effects of gradient on braking) and I haven't found any response on the forum. For me it is not really clear when is it required to calculate average gradient using the given formula. 

I understand how it can influence the braking rate and the stopping distance, but can somebody explain to me, in which case and how to apply the averaging formula in terms of the distance (variable D in the formula)? is it the length of the train or the calculated braking distance or anything else.

Also, is the referred formula coming from a particular standard applied in the UK?

Thanks
Gabor]]>
I have a question regarding section G.7 (effects of gradient on braking) and I haven't found any response on the forum. For me it is not really clear when is it required to calculate average gradient using the given formula. 

I understand how it can influence the braking rate and the stopping distance, but can somebody explain to me, in which case and how to apply the averaging formula in terms of the distance (variable D in the formula)? is it the length of the train or the calculated braking distance or anything else.

Also, is the referred formula coming from a particular standard applied in the UK?

Thanks
Gabor]]> https://irse.signalpost.org/showthread.php?tid=2301 Wed, 08 Aug 2018 07:26:14 +0000 REMBrum]]> https://irse.signalpost.org/showthread.php?tid=2301
What's an appropriate number of route boxes to demonstrate during the exam to satisfy Question 2- for example should I try to show various types of route and signal?

Additionally would examiners consider route boxes headed as the following acceptable:

* Route - eg 30A (S)
* Aspect- eg PL
* Exit- eg 24
* Note eg MAR, Auto

Thanks.]]>
What's an appropriate number of route boxes to demonstrate during the exam to satisfy Question 2- for example should I try to show various types of route and signal?

Additionally would examiners consider route boxes headed as the following acceptable:

* Route - eg 30A (S)
* Aspect- eg PL
* Exit- eg 24
* Note eg MAR, Auto

Thanks.]]> https://irse.signalpost.org/showthread.php?tid=2106 Mon, 01 Aug 2016 08:09:27 +0000 Vinoth Rajamani]]> https://irse.signalpost.org/showthread.php?tid=2106 Hi,
 
Could you please throw some light on the following questions on Overlap,
 
i)             How overlap distance 180m is decided? Is it based on the historical data?
 
ii)            As per Group standard GK/RT0064 suggest, where it is not reasonably practicable to provide a full overlap, it is permissible, subject to risk assessment the overlap length to be less than as shown below,
 

Maximum Permissible/Attainable Speed not Exceeding - Minimum Overlap Distance

15 mile/h - 45m

20 mile/h - 55m

25 mile/h - 60m

30 mile/h - 70m

35 mile/h - 75m

40 mile/h - 80m

45 mile/h - 90m

50 mile/h - 105m

55 mile/h - 125m

60 mile/h - 135m

How the minimum overlap distance is derived as shown above?
iii)           As it is possible to have overlap greater than 180m distance, Does only operational flexibility decides this?
 
Regards,
Vinoth]]> Hi,
 
Could you please throw some light on the following questions on Overlap,
 
i)             How overlap distance 180m is decided? Is it based on the historical data?
 
ii)            As per Group standard GK/RT0064 suggest, where it is not reasonably practicable to provide a full overlap, it is permissible, subject to risk assessment the overlap length to be less than as shown below,
 

Maximum Permissible/Attainable Speed not Exceeding - Minimum Overlap Distance

15 mile/h - 45m

20 mile/h - 55m

25 mile/h - 60m

30 mile/h - 70m

35 mile/h - 75m

40 mile/h - 80m

45 mile/h - 90m

50 mile/h - 105m

55 mile/h - 125m

60 mile/h - 135m

How the minimum overlap distance is derived as shown above?
iii)           As it is possible to have overlap greater than 180m distance, Does only operational flexibility decides this?
 
Regards,
Vinoth]]> https://irse.signalpost.org/showthread.php?tid=2090 Fri, 20 May 2016 06:24:37 +0000 karundeepu]]> https://irse.signalpost.org/showthread.php?tid=2090         As of my experience I had found three types of overlaps in absolute block working system under colour light signalling for Indian Railways i.e., Signal O/p - 120m, Block O/p - 180m, Intermediate Block O/p - 400m. Can anyone explain me why these are different and how these distances are kept

Unlike in UK a fixed overlap distance of 200yards (183m), why in IR fixed overlap is not followed

Thanks in advance]]>         As of my experience I had found three types of overlaps in absolute block working system under colour light signalling for Indian Railways i.e., Signal O/p - 120m, Block O/p - 180m, Intermediate Block O/p - 400m. Can anyone explain me why these are different and how these distances are kept

Unlike in UK a fixed overlap distance of 200yards (183m), why in IR fixed overlap is not followed

Thanks in advance]]> https://irse.signalpost.org/showthread.php?tid=1982 Mon, 28 Sep 2015 16:10:24 +0000 railkim]]> https://irse.signalpost.org/showthread.php?tid=1982
The definition is in the attachment for comment. Thanks]]>
The definition is in the attachment for comment. Thanks]]> https://irse.signalpost.org/showthread.php?tid=1722 Thu, 17 Apr 2014 19:15:33 +0000 dorothy.pipet]]> https://irse.signalpost.org/showthread.php?tid=1722 I'm thinking somewhere between 600m and 1000m - any advice please?]]> I'm thinking somewhere between 600m and 1000m - any advice please?]]> https://irse.signalpost.org/showthread.php?tid=1672 Thu, 27 Feb 2014 10:02:20 +0000 roddy]]> https://irse.signalpost.org/showthread.php?tid=1672
I am interested in finding out more information about the 'Layout Risk Assessment' tool. I understand that Network Rail use it?

Any responses would be appreciated.

Thanks,

Rod]]>
I am interested in finding out more information about the 'Layout Risk Assessment' tool. I understand that Network Rail use it?

Any responses would be appreciated.

Thanks,

Rod]]> https://irse.signalpost.org/showthread.php?tid=1546 Fri, 06 Dec 2013 11:20:52 +0000 nagaraju.a@etoerail.com]]> https://irse.signalpost.org/showthread.php?tid=1546
Do anyone have 2010 MODULE 2 - SIGNALLING THE LAYOUT 1 & 2.

Thanks & regards,
A Naga Raju]]>
Do anyone have 2010 MODULE 2 - SIGNALLING THE LAYOUT 1 & 2.

Thanks & regards,
A Naga Raju]]> https://irse.signalpost.org/showthread.php?tid=1501 Tue, 01 Oct 2013 14:37:27 +0000 Peter]]> https://irse.signalpost.org/showthread.php?tid=1501
what is the maximum signal spacing between two signals in 4-aspect signalling?

The simple answer would be half of the maximum over braking that your railway authority allows. Eg if you are allowed one third over braking, the max between evenly spaced 4 aspect signals, would be two thirds of BD. The illustration below assumes 1/3 over braking is max allowed.

However, there is some leeway for inconsistency of spacing on 4 aspect and the normal is that the max variance between successive four aspect signals is one third two thirds as opposed to half and half. Under this scenario, you could have up to eight ninths of of braking distance followed by four ninths.

Peter]]>
what is the maximum signal spacing between two signals in 4-aspect signalling?

The simple answer would be half of the maximum over braking that your railway authority allows. Eg if you are allowed one third over braking, the max between evenly spaced 4 aspect signals, would be two thirds of BD. The illustration below assumes 1/3 over braking is max allowed.

However, there is some leeway for inconsistency of spacing on 4 aspect and the normal is that the max variance between successive four aspect signals is one third two thirds as opposed to half and half. Under this scenario, you could have up to eight ninths of of braking distance followed by four ninths.

Peter]]> https://irse.signalpost.org/showthread.php?tid=1433 Tue, 16 Jul 2013 09:33:27 +0000 onestrangeday]]> https://irse.signalpost.org/showthread.php?tid=1433
I would like to know how the fouling point is shown on the scheme plan?
It's best to have an example of scheme plan if someone is willing to share around



Thanks]]>
I would like to know how the fouling point is shown on the scheme plan?
It's best to have an example of scheme plan if someone is willing to share around



Thanks]]> https://irse.signalpost.org/showthread.php?tid=1108 Thu, 25 Oct 2012 08:04:47 +0000 vikrantsharma06]]> https://irse.signalpost.org/showthread.php?tid=1108 https://irse.signalpost.org/showthread.php?tid=1084 Wed, 03 Oct 2012 07:31:39 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1084
Do we need to mention method of block working for double line ? or we need to mention block working controlled by automatic (passable) signal for double line?

Kindly clarify ?. Thanks in advance.

Regards,
NJK]]>
Do we need to mention method of block working for double line ? or we need to mention block working controlled by automatic (passable) signal for double line?

Kindly clarify ?. Thanks in advance.

Regards,
NJK]]> https://irse.signalpost.org/showthread.php?tid=1072 Mon, 17 Sep 2012 06:23:23 +0000 NJK]]> https://irse.signalpost.org/showthread.php?tid=1072
If the required Non stopping & stopping headway can be achieved by 3 aspect signals means, the the same Non stopping & stopping headway can be achieved by 4 aspect signals also.

During headway calculation, normally I start with 3 aspect, when it is fail to meet the required headway then attempt with 4 aspect.

During examination, shall I attempt my calculation directly to 4 aspect instead of initially attempting with 3 aspect ?

I feel it save exam time and also avoid critical situation like transition required from 3 to 4 aspect to meet the operating requirements.

My question fully focus exam point of view. Attempting this method leads to any negative feedback like reducing marks ?

Kindly clarify and if I am wrong kindly correct. Thanks in advance

Regards,
NJK]]>
If the required Non stopping & stopping headway can be achieved by 3 aspect signals means, the the same Non stopping & stopping headway can be achieved by 4 aspect signals also.

During headway calculation, normally I start with 3 aspect, when it is fail to meet the required headway then attempt with 4 aspect.

During examination, shall I attempt my calculation directly to 4 aspect instead of initially attempting with 3 aspect ?

I feel it save exam time and also avoid critical situation like transition required from 3 to 4 aspect to meet the operating requirements.

My question fully focus exam point of view. Attempting this method leads to any negative feedback like reducing marks ?

Kindly clarify and if I am wrong kindly correct. Thanks in advance

Regards,
NJK]]>