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
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
(27-08-2011, 07:25 AM)SARVESH KUMAR Wrote: 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