25-08-2011, 09:37 AM
Hello,
Your answer seems to address a couple of methods of degraded working. However, there are a few things I'd like to add.
1) It is mentioned to add an FPL to 22. Simplistically, the need to degraded working is often short notice (as in this case) and fitting of additional kits is prohibitive due to time/cost/effort. However, in this situation, note the comment under the 'box stating all points are motor driven. Therefore, it is a reasonable assumption there is an internal FPL!
2) Often the simplest methods are overlooked. There is no mention in the answer about ticket working, pilot working, clipping and scotching point ends, cancelling or re-routing trains etc.
Also, method 1, risk 4 is no different to normal operation and therefore, I would suggest, irrelevant to this answer.
Arguably, for me, the risks are (not a full list):
* crossing trains
* delaying the service (assumption on the level of service and having to wait to ensure trains have stopped due to the increase in potentially conflicting/head-on movements)
* speed of trains approaching 27 signal
* speed of trains approaching 6 signal (i.e. unexpected, not-normal routes and aspects)
* potential train crew confusion
* potentially having no overlap on 18 signal for passenger moves
* increased workload for signaller (possible fatigue dependant upon when in shift it occurs and at what time of day
* abnormal working adding to increased workload for signaller
* potential conflicts for access of platform (passenger trains from both directions passing).
* etc.
Fundementally, the site is fully signalled/interlocked and the risks appear to be more about human error than weakness is signalling. It being module 1 (safety), a technical answer isn't really necessary. Have a think and reply to this thread with brief skeleton suggestions of alternative answers that could be provided.
However, some of the above are alluded to in the answer and I feel your answer has the basis for being great. The trick of the IRSE Exam (don't tell everyone) is to read the question, understand the question, confirm your understanding is in the context of the paper (i.e. safety = safety) and re-read the question to double check what you think the examiner is after actually matches how you intend to answer the question.
Look forward to your comments.
Jerry
Your answer seems to address a couple of methods of degraded working. However, there are a few things I'd like to add.
1) It is mentioned to add an FPL to 22. Simplistically, the need to degraded working is often short notice (as in this case) and fitting of additional kits is prohibitive due to time/cost/effort. However, in this situation, note the comment under the 'box stating all points are motor driven. Therefore, it is a reasonable assumption there is an internal FPL!
2) Often the simplest methods are overlooked. There is no mention in the answer about ticket working, pilot working, clipping and scotching point ends, cancelling or re-routing trains etc.
Also, method 1, risk 4 is no different to normal operation and therefore, I would suggest, irrelevant to this answer.
Arguably, for me, the risks are (not a full list):
* crossing trains
* delaying the service (assumption on the level of service and having to wait to ensure trains have stopped due to the increase in potentially conflicting/head-on movements)
* speed of trains approaching 27 signal
* speed of trains approaching 6 signal (i.e. unexpected, not-normal routes and aspects)
* potential train crew confusion
* potentially having no overlap on 18 signal for passenger moves
* increased workload for signaller (possible fatigue dependant upon when in shift it occurs and at what time of day
* abnormal working adding to increased workload for signaller
* potential conflicts for access of platform (passenger trains from both directions passing).
* etc.
Fundementally, the site is fully signalled/interlocked and the risks appear to be more about human error than weakness is signalling. It being module 1 (safety), a technical answer isn't really necessary. Have a think and reply to this thread with brief skeleton suggestions of alternative answers that could be provided.
However, some of the above are alluded to in the answer and I feel your answer has the basis for being great. The trick of the IRSE Exam (don't tell everyone) is to read the question, understand the question, confirm your understanding is in the context of the paper (i.e. safety = safety) and re-read the question to double check what you think the examiner is after actually matches how you intend to answer the question.
Look forward to your comments.
Jerry
Le coureur