(22-07-2010, 09:22 PM)PJW Wrote: I will come back to review your points,
This CT was good and I have only a few comments.
Depending on the version of the IRSE layout you are using (there are two subtly different ones, not sure which actually used in the real exam!), one of them has the IRJ between 211A and 211B missing which may have confused.
I would not have had EC locking 212 from R to N
I would have made the locking of 212 from N to R include (EC or 211N)
You wrote 113B(S)- there is only one route which is 113(S) or 113A(S) depending on the convention you care to adopt.
You missed 305B(S) and 133B(S) both of which need to set 212N and then lock from N to R.
You included 134A(M/W/C) and 107E(M); I don't think I would. Ask yourself: if train routed up to 133, why shouldn't 305A(S) be set or alternatively 307A(S) be set?- so perhaps 212 should be left free. 107E(M) does need trapping from the loco siding but 211B provides that and (even though it is itself passenger railway so not actually needed) 211C prevents anything coming across the diamond of the double slip. Similarly with 134A set, 211 provides all the trapping needed and for maximum layout flexbility best to leave 212 free of locking.
Route locking after 114D(M/C) should be just CK, not CJ as well
Route locking after 118A(M) doesn't need CJ since that is dead-locking track anyway. Also (depending on precise implementation) CM occupied foor time would only bypass locking on CM rather than CN and CM so I wouldhave repositioned the opening square bracket, making the entry:
118A(M)- CK, CN [CM ---------or CM occ --- for 60]
Similarly for 107B(M)
PJW