Module 3 Answers

[PJW]

My answers to Module 3 are attached

Your CT headings are too sketchy in general.
e.g. You do not distinguish between point availability at route level and points being proved set, locked and detected at aspect level.
also in the TC occupied column at aspect level it is not very clear that the numbers refer to occupancy times.

As per points, I suggest you omit reference to the aspect disable facility- it won't get you any credit and just costs space and time.

If you are not mentioning AWS and TPWS on each Control Table, then you should cover by a general note on your front sheet.

365A
You are only permitting an overlap over 242N- not really what the plan implies, so as a minimum you should explain / justify.

Sectional route locking:
you seem to have missed
a) 371A(S) as a pre-set shunt
b) 414C(S), 418D(S) as train from these routes could be in the platform for example. These would give you a problem showing with your CT presentation since the opposing locking would be "neat" in the M and W but would permit the C to set once timed to a stand. The available space on the CT is already too small for the number of routes- if you need multiple alternative lines of entry then this constraint is made worse
c) the moves to the LOS from 382A(S), 378B(S), 376B(S), 374B(S)
Also you have generally listed AF in the SRL. Whereas this would be locked by routes requiring overlap beyond 382, this would result in 238 locked N. Since 365A requires (R or free), the listing of AF is superfluous.

Main / Warning / Shunt
No reference to the manner of selection of the different route classes
No reference to conditions which would initiate and those that would permit the W route to step up to M

Pre-set shunt
No reference to pre-setting at route level, nor proving that the GPL is controlled off at aspect level

Call-on tracks.
Again your presentation method gives you difficulty; you have not conveyed the fact that the C does not require AH and AJ clear (as per M and W)
Also at both route and aspect level, what you have written as AJ occ should be (AH or AJ) occ

Auto
My interpretation of plan is that one route (at least) from 365 is to work Auto; has surely got to be either 365A(M) and/or 365A(W)

Aspect sequence
Again your presentation isn't clear- almost looks like PL is route indication

Approach locking
Heading fails to make reference to "tracks" and doesn't really make sense.
If plan doesn't go far enough for you to complete entry then you should explain.
A/L times: seem to be saying that M is 60s, whereas W and C are 180s??????

416BB
Generally similar comments, but specifically:

Opposing locking: you got 373A(S) but didn't include 351B(C.), 353B(S), 371B(S), 365B(S). Also you listed in the SRL tracks: BN, BL but you only need SRL to BP as BN deadlocks 243 and it is quite legitimate for 416B to set with train on BL in down direction.

Flank points: what about 246, 249?

Approach Release- look at route box and plan for signal in rear- the route is MAY, not MAR!

Route Indication:
PLJI pos 4 for M and MARI "B" for C; again the route box tells you this.

A/L time:
A PL (C or S) would generally be 30s, although in RRI it would probably adopt the same time value as the associated M class route. I seem to reber that one of the NR standards or the RGS is very badly written and that is probably from where you are getting the fallacious 60s

416BB
Again some similar.

This time you correctly put 237R as flank, but what about 238N
Again missed the opposing to the LOS

Also route locking against 365D(M/C) as the point locking is compatible but don't want to be able to set both routes simultaneously.

Shunt routes from GPLs are not in general approach released, but do have comprehensive A/L just on their berth track.
A/L time would be 30s
Also are last wheel replaced, but your TC's clear don't indicate this. I also would have omitted the proving of ED and recorded an assumption that they could well be an operational need to signal a train into an occupied bay (it says it is used for stabling so perhaps a locomotive going to rescue a "cripple" that has previously been removed from a train , or perhaps multiple tampers / on-track machines for engineering work prior to possession).

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If you feel that any of my comments conflict with those which you used to produce the Control Tables, then I apologise, but since you didn't tell me I had to guess and seeing as things seemed broadly in line with NR current standards then that is the default I used. I could have been even more picky ad have looked for you to be 100% compliant with things like GK/RT0044 locking, signal overrun protection etc. particularly as you seemed to have adopted shunt overlaps, but I stopped short of that.
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So overall they weren't too bad, but you still have quite a bit more work to do.
You must ensure that you get right the key areas:
FOUL TRACKS
FLANK POINTS
OPPOSING ROUTE LOCKING
CONSISTENCY WITH THE ROUTE BOXES GIVEN

Also your ides of using one CT for the different classes of route perhaps could be made to work, but it needs a bit more thought how you are going to achieve this with clarity.
A suggestion that one student made was that they could do a CT for say the W route and then ask for it to be photocopied twice. Then each sheet could be amended, one for the M (mainly addition but perhaps a crossing out or two) and one for the C (some addition, some crossing out). Haven't actually tried this, but may be worth a trial.

Of course one of the disadvantages is that you'd be waiting for the copies to be returned during which time you'd have to be doing other routes etc before revertig back to the previous mindset. so if you are contemplating such a strategy then practice in exam like conditions to make sure you can actually cope.