2009 CTs, to IRSE CT format

[SARVESH KUMAR]

PJW Sir,
Please check the draft route control table as per latest format
with regards
sarvesh

[Peter]

PJW Sir,
Please check the draft route control table as per latest format
with regards
sarvesh

These are headed 2009, so I assume that they are from that layout rather than 2010 indicated by where there are posted.

I have not marked each individual item because there are several common errors. I have given an example of each of them rather than highlight each occurrence.

Class column: As I commented on your point control table, the route boxes for the shunt routes on the layout do not state that they are shunt and you have consistently referred to the class of route as by the route indication. eg in the line for 371D, you have given the class as B whereas it should be S.

Points N or R column. This is for route setting when there is a swinging overlap. You have used it to to quote points that are in the overlap of the main route but that do not need to be called for the call on or warner route.

Tracks section - sub column occupied for T - this column is for the aspect level controls and would typically include the berth track when a signal is approach released. eg in the line for 365A, you have put AJ track which is one of the platform tracks which would be used to time off the opposing route locking, whereas the release condition for the aspect should be CB

The aspect sequence column - this is to state what aspect the signal will show for the corresponding aspect in the signal ahead. For example for 416B, what you have shown is 416 will show R when 403 is at R, and 416 Y when 403 is Y etc. It should be more like

Y -> R
YY-> Y
G -> YY or G

Also in the aspect column for the call on or shunt routes you have stated that the aspect is Y whereas it should be PL (position light)

For the shunt route - 371D, in the track clear column you have included CF, DS, DR, DP and ED. For shunt routes, you need to appreciate what it is used for. A shunt route may be a move to join things up and hence the part of the route may be occupied. Practices vary from place to place, but a normal approach is to include track that would obviously need to be clear but omit those which could be legitimately occupied for the operational use of the route. In this case, I would expect ED to be omitted.

As I commented on the point control tables, when you are timing off route locking, particularly where there are two tracks in the platform, you need to understand that the release condition can be with both clear or either track occupied. Also, the overlap tracks must be in the CLEAR section and not in the brackets. eg 416B should be
CD, CE, CF, DS, DR, BT, BP, BN, BL [BS, BR .... BR or BR for t]

Some of your opposing route locking includes routes in the same direction which (with one exception shown below) is never the case. eg in 317D(S), you have included 365B(M) and 365B(C ).

The one exception to the "same direction" issue above is for different classes of route from a signal to the same destination. eg in 365A(M), in routes normal there should be 365A(W) and 365A(C ) (there are not track release conditions)

In 371D(S) you have included 416B(M) and (C ) and 417B(M) and (C ). The call on routes do not go as far as an area of conflict and the main routes require 234 N and therefore the route locking as the point lie resolves this.

371D(S) you have omitted 237 being called reverse for flank protection

In your route locking release for 365A after 416C(C ), you have taken the route via DF, DH then BL indicating that you would have the train take a divergance via 248 which are switch diamonds and cannot be used in this way.

You have shown that all routes here are "Approach locked when cleared". While this cannot be said to be wholly incorrect (if your remit is to avoid comprehensive approach locking). However, in the exam, you are looking to show appropriate and correct application of different principles. Understanding which routes would have comprehensive approach locking is one thing and then showing that you know how to represent this is another.

Overall, you have got several basic features correct, but have misunderstood the meaning of some of the columns and have not fared well with or completely omitted some of the more complex items. I doubt this would have attained sufficient marks even for a basic pass.

[SARVESH KUMAR]

PJW Sir,
Please check the draft route control table as per latest format
with regards
sarvesh

These are headed 2009, so I assume that they are from that layout rather than 2010 indicated by where there are posted.

I have not marked each individual item because there are several common errors. I have given an example of each of them rather than highlight each occurrence.

Class column: As I commented on your point control table, the route boxes for the shunt routes on the layout do not state that they are shunt and you have consistently referred to the class of route as by the route indication. eg in the line for 371D, you have given the class as B whereas it should be S.

Points N or R column. This is for route setting when there is a swinging overlap. You have used it to to quote points that are in the overlap of the main route but that do not need to be called for the call on or warner route.

Tracks section - sub column occupied for T - this column is for the aspect level controls and would typically include the berth track when a signal is approach released. eg in the line for 365A, you have put AJ track which is one of the platform tracks which would be used to time off the opposing route locking, whereas the release condition for the aspect should be CB

The aspect sequence column - this is to state what aspect the signal will show for the corresponding aspect in the signal ahead. For example for 416B, what you have shown is 416 will show R when 403 is at R, and 416 Y when 403 is Y etc. It should be more like

Y -> R
YY-> Y
G -> YY or G

Also in the aspect column for the call on or shunt routes you have stated that the aspect is Y whereas it should be PL (position light)

For the shunt route - 371D, in the track clear column you have included CF, DS, DR, DP and ED. For shunt routes, you need to appreciate what it is used for. A shunt route may be a move to join things up and hence the part of the route may be occupied. Practices vary from place to place, but a normal approach is to include track that would obviously need to be clear but omit those which could be legitimately occupied for the operational use of the route. In this case, I would expect ED to be omitted.

As I commented on the point control tables, when you are timing off route locking, particularly where there are two tracks in the platform, you need to understand that the release condition can be with both clear or either track occupied. Also, the overlap tracks must be in the CLEAR section and not in the brackets. eg 416B should be
CD, CE, CF, DS, DR, BT, BP, BN, BL [BS, BR .... BR or BR for t]

Some of your opposing route locking includes routes in the same direction which (with one exception shown below) is never the case. eg in 317D(S), you have included 365B(M) and 365B(C ).

The one exception to the "same direction" issue above is for different classes of route from a signal to the same destination. eg in 365A(M), in routes normal there should be 365A(W) and 365A(C ) (there are not track release conditions)

In 371D(S) you have included 416B(M) and (C ) and 417B(M) and (C ). The call on routes do not go as far as an area of conflict and the main routes require 234 N and therefore the route locking as the point lie resolves this.

371D(S) you have omitted 237 being called reverse for flank protection

In your route locking release for 365A after 416C(C ), you have taken the route via DF, DH then BL indicating that you would have the train take a divergance via 248 which are switch diamonds and cannot be used in this way.

You have shown that all routes here are "Approach locked when cleared". While this cannot be said to be wholly incorrect (if your remit is to avoid comprehensive approach locking). However, in the exam, you are looking to show appropriate and correct application of different principles. Understanding which routes would have comprehensive approach locking is one thing and then showing that you know how to represent this is another.

Overall, you have got several basic features correct, but have misunderstood the meaning of some of the columns and have not fared well with or completely omitted some of the more complex items. I doubt this would have attained sufficient marks even for a basic pass.

Sir,
Thanks for help
from
sarvesh

---

Peter sir,

kindly provide the route control table with layout because some coulmn not understood so the many mistake in my route control table, i am highly obliged for this help

with regards
sarvesh kumar

[SARVESH KUMAR]

PJW,

Kindly sir arrange the route control table for IRSE 2009, Module-3 because some coulmn not understood. If you are provided with answer, I am highly obliged forever

with regards
sarvesh kumar

[PJW]

Not really sure what you are asking.
Perhaps you think you want a completed CT to IRSE format for 2009.
A little confused by this since you have already posted your attempt and Peter has indicated the areas where there were errors.
Not sure that a completed version will help that much, since the generic issues have been identified.....

I suspect your difficulty is not really with the format; afterall you are not forced to use it; I guess that it is more that you don't understand the different elements of interlocking.

Anyway to explain the Control Table format

The left hand half of the CT deals with the ROUTE:
1. The route nomenclature- signal number and letter as taken from the supplied route boxes on the plan

2. The destination of the route- again is shown in the route box

3. Whether the route is a Main / Warning / Call-on or Shunt; again taken from the route box.

4&5. The point availability required for the route to be able to be set. Any previous locking on these points which is still holding them in the contrary position must have been released (in the case of a swinging overlap then there may be a choice of point availabilities each applicable to one of the overlap possibilities)

6,7&8. These together list the opposing route locking (sometimes called maintained locking) for those routes which could be in use but for which the locking they apply to the points does not itself prohibit the route under consideration.
col 6 lists the route which applies that locking,
col 7 lists those tracks in sequence from that entrance signal until the route's exit and where applicable includes its overlap,
col 8 only used where the locking expires once opposing train has come to a stand and the locking was only associated with its overlap or we are considering a permissive move onto the now stationary train,
I have covered this in detail in the attachment to my post on Control Tables- see link at bottom of this post

ASPECT LEVEL SECTION NOW STARTS
9,10,11. Broadly the same points as in cols 4&5.
Col 10 is for any facing points in the overlap but may need to be linked to other point conditions, dependent upon if there are points beyond them within the overlap

12,13. These are the columns for the track circuit (or axle counter etc) controls. There are various reasons why there may be a need to prove sections occupied, these include permissive working and approach release.

ASPECT DISPLAY SECTION NOW STARTS
14,15,16
col 14 shows the colour displayed and needs to be vertically aligned with the relevant aspects specified for the signal ahead in col 16.
col 15 shows the route indication- again something else that can effectively be copied from the route box.

APPROACH LOCKING SECTION NOW STARTS
17,18
These specify when imposed; where a signal protects an important junction and it would be restrictive to have to wait for a time delay if the signaller needs to make a change to priority of traffic, then col 18 used to list those tracks back to the sighting point of the furthest signal in rear that would change aspect.
However the column looks far too small to me, seeing that need to condition out lookback by intervening signals free of A/L.
I think that I'd just use column to out entry such as #1 and then write the entry for #1 on a separate sheet of paper unless I could squeeze into the special controls column.

19,20
This is where you write the approach locking release condition for a train passing through the route (using either berth and first or first and second tracks). Note presentation differs from a more common standard, you write the whole condition that is initially checked to have occurred (i.e. primes the release) within col 19 and then in col 20 the subsequent condition (i.e. completes the release).

21
This is the place to list the time release; to NR standards this depends on signal spacing and class of route.

SPECIAL CONTROLS
The place where you write anything else that you want to show but for which there is nowhere else suitable. I suspect that you'll generally have to use #x and then define them all on the extra piece of paper.

There are advantages of using the column format type of CT, but there really isn't a lot of space so there are disadvantages as well. You need to decide what suits you best for the exam.
Do remember though that a CT is just a means to an end and that is describing the interlocking that there needs to be between signals and points. This is the essential thing to get straight in your mind; if you understand this then you'll not have a difficulty in finding a way of presenting and also understanding locking presented on slightly different formats.

I suggest that you study my document about Control Tables which is an attachment on this thread

PJW,

Kindly sir arrange the route control table for IRSE 2009, Module-3 because some coulmn not understood. If you are provided with answer, I am highly obliged forever

with regards
sarvesh kumar

[SARVESH KUMAR]

Respected PJW/Peter sir,

please check my route control table and commented

with regards
sarvesh kumar

[Peter]

Respected PJW/Peter sir,

please check my route control table and commented

with regards
sarvesh kumar

OK. You have got several points right that you struggled with before - Aspect sequence is better (although indication missed for the call on and for the main, you have got your lines out of place so it appears that you have 365 ay R when 403 at Y etc!), the presentation of the route locking release is better.

You have put different release conditions for the approach locking of the different classes. Not sure whether this was deliberate. Some practices use first and second track rather than berth and first, but you should be consistent.

Significant points to look at.

You have tried to show the point conditions for the swinging overlap in the "points detected or free to go" col. They should not be shown here.

237 would be needed N for flank protection.

242 is not part of the route for the call on.

You have omitted several of the conflicting routes 378, 374 and 376 all have routes up to 366 which have conflicts which are not resolved by point lie (albeit only by the last track (CE) but they must be shown). You have included 371A(S) which, as discussed before, is a route in the same direction and so should not appear.
416, 412 and 414 should all be there.
More subtle - you have included 408A(S), but from the tracks in the release, you have identified that the overlap goes via 238N which means that the conflict is resolved by the lie of the points.
Another subtle point is 418C(S). It conflicts with the overlap for 365A(M).
You got the line for 382A(S) and its release correct.

Showing 242 in the N or R column is correct for the main and you have correctly not shown swinging O/L for the warner.
You have shown 243 called, locked and detected N. 243 is only required thus w 242R, and 245 w 242N. Similarly the entry in the R column for 246 and 248 should have the other point positions which must be there for this to be required.

There are several confusing bits in your "tracks" section for the aspect (col 12). You have AK w 202N and then AK w 202R. First, take care, I think you mean 242 - avoid silly writing errors. Second, think! You are requiring AK whatever the position of the points. Therefore, AK with no conditions listed is what is required. The way you have then written BP and BN means that they are there without condition, whereas these are only relevant with 242R. Use brackets to group together the conditions that apply together eg in your case:
.....AJ, AK, [(AL, AN)w 242N], [BP, BN, BL, (DHw246R)w 242R].

The tracks occupied section (col 13) us for the tracks that are needed occupied to release the aspect. Not sure why you have put the platform tracks in there. There is nothing required for the main and both the W and C will be approach released, likely to be CB. The route level for the call on will require that one of the platform tracks is occupied. This format of table does not make provision for this, so I suggest using the special controls column to record this.

I hope this is helpful. Please let me know if you have any questions.

Peter

[SARVESH KUMAR]

Respected PJW/Peter sir,

please check my route control table and commented

with regards
sarvesh kumar

OK. You have got several points right that you struggled with before - Aspect sequence is better (although indication missed for the call on and for the main, you have got your lines out of place so it appears that you have 365 ay R when 403 at Y etc!), the presentation of the route locking release is better.

You have put different release conditions for the approach locking of the different classes. Not sure whether this was deliberate. Some practices use first and second track rather than berth and first, but you should be consistent.

Significant points to look at.

You have tried to show the point conditions for the swinging overlap in the "points detected or free to go" col. They should not be shown here.

237 would be needed N for flank protection.

242 is not part of the route for the call on.

You have omitted several of the conflicting routes 378, 374 and 376 all have routes up to 366 which have conflicts which are not resolved by point lie (albeit only by the last track (CE) but they must be shown). You have included 371A(S) which, as discussed before, is a route in the same direction and so should not appear.
416, 412 and 414 should all be there.
More subtle - you have included 408A(S), but from the tracks in the release, you have identified that the overlap goes via 238N which means that the conflict is resolved by the lie of the points.
Another subtle point is 418C(S). It conflicts with the overlap for 365A(M).
You got the line for 382A(S) and its release correct.

Showing 242 in the N or R column is correct for the main and you have correctly not shown swinging O/L for the warner.
You have shown 243 called, locked and detected N. 243 is only required thus w 242R, and 245 w 242N. Similarly the entry in the R column for 246 and 248 should have the other point positions which must be there for this to be required.

There are several confusing bits in your "tracks" section for the aspect (col 12). You have AK w 202N and then AK w 202R. First, take care, I think you mean 242 - avoid silly writing errors. Second, think! You are requiring AK whatever the position of the points. Therefore, AK with no conditions listed is what is required. The way you have then written BP and BN means that they are there without condition, whereas these are only relevant with 242R. Use brackets to group together the conditions that apply together eg in your case:
.....AJ, AK, [(AL, AN)w 242N], [BP, BN, BL, (DHw246R)w 242R].

The tracks occupied section (col 13) us for the tracks that are needed occupied to release the aspect. Not sure why you have put the platform tracks in there. There is nothing required for the main and both the W and C will be approach released, likely to be CB. The route level for the call on will require that one of the platform tracks is occupied. This format of table does not make provision for this, so I suggest using the special controls column to record this.

I hope this is helpful. Please let me know if you have any questions.

Peter

Thanks sir for help and above obsevation understood than attached the other route control table

with regards
sarvesh kumar