15-12-2011, 07:02 AM
Good point.
I have previously prodded the examiners regarding a similar situation which some Indian candidates face that basically utilise a colour light form of mechnacical signalling feeaturing "islands" around stations but relatively long block sections in between. Basic dilemma when asked to "signal to standrrds of your railway" and "provide 3 minute headway" for a railway that never has such a requirement!
There is a current initiative in the UK to develop a modern, low cost basic colour light system "modular signalling" for secondary routes to replace the remaining mechnical signalboxes controlling tiny areas and long axle counter blocks between sites. So it is quite possible to conceive that a sub-set of UK signal engineers will specialise in such; initially judged suitable for up to 5 trains per hour.
Probably outside the exam review that I think will focus on module 1 and module 3 because of poor results; I know that module 2 had a very respectable pass rate.
However your thought reinforces that for module 2 and 3 layouts, the IRSE ought to be at very least advising candidates how to approach if their railway "doesn't fit" the question paper. Metro candidates such as from London Underground have the same type of problem for doing Control Tables. So yes I'll certainly "add it to the list". I think I'll find out early in the New Year whether my offer of a paper for Aspect 2012 has been accepted; if so it'll be in, if not I shall find some other way to highlight.
I have previously prodded the examiners regarding a similar situation which some Indian candidates face that basically utilise a colour light form of mechnacical signalling feeaturing "islands" around stations but relatively long block sections in between. Basic dilemma when asked to "signal to standrrds of your railway" and "provide 3 minute headway" for a railway that never has such a requirement!
There is a current initiative in the UK to develop a modern, low cost basic colour light system "modular signalling" for secondary routes to replace the remaining mechnical signalboxes controlling tiny areas and long axle counter blocks between sites. So it is quite possible to conceive that a sub-set of UK signal engineers will specialise in such; initially judged suitable for up to 5 trains per hour.
Probably outside the exam review that I think will focus on module 1 and module 3 because of poor results; I know that module 2 had a very respectable pass rate.
However your thought reinforces that for module 2 and 3 layouts, the IRSE ought to be at very least advising candidates how to approach if their railway "doesn't fit" the question paper. Metro candidates such as from London Underground have the same type of problem for doing Control Tables. So yes I'll certainly "add it to the list". I think I'll find out early in the New Year whether my offer of a paper for Aspect 2012 has been accepted; if so it'll be in, if not I shall find some other way to highlight.
(14-12-2011, 11:10 PM)lization Wrote: Hi,
Would it be possible during or outside of the exam review to have a look at what would have been expected for Module 2 this year if speed signalling was taken as the perferred signalling type? Living in Victoria, Australia and the 160km/h line speeds with 2 minute headway was not possible with speed signalling. I think it could be an interesting discussion as to what measures should be taken, particularily in an exam scenario for these figues and it does make you think about the operations options available to you as a signalling engineer.
Would be great to see other thoughts on it.
Thanks
PJW