Study  Guide  for  Module  2  –  Signalling  the  Layout  

 
Aim  of  Module  2  Study  Guide  
 
The  aim  of  this  module  is  to  assess  the  students’  ability  to  signal  a  layout  for  a  variety  of  different  
operational  requirements,  train  control  systems  and  equipment,  in  a  cost  effective  manner,  taking  into  
account  the  constraints  of  the  layout  and  safety  requirements.  
 
The  aim  of  this  guide  is  to  provide  students  wishing  to  take  the  ‘Signalling  the  Layout’  Module  of  the  
IRSE  Exam  with  a  structured  guide  to  their  preparatory  study.  Little  or  no  previous  knowledge  is  
assumed.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Issue  Status  
Issue   Authorised  by  E&PD  
Date   Amendments  
No   Committee  dated  
05/2016   1.0   New  issue  in  revised  format   9  April  2016  
       
       
 
   

IRSE  Exam  Module  2  Study  Guide   Page  1  of  39   Issue  1.0  
  Issue  1.0      
Contents  
 
 
1.   Introduction  to  the  Study  Guide  -­‐  Scope  ........................................................................................  3  
2.   Introduction  to  the  Study  Guide  -­‐  Context  and  Technique  ............................................................  3  
3.   Signalling  Fundamentals.  ................................................................................................................  4  
4.   Movement  Authority  ......................................................................................................................  5  
5.   The  Block  System  ............................................................................................................................  6  
6.   Braking  ...........................................................................................................................................  7  
7.   Braking  Rates  and  Braking  Distances  .............................................................................................  9  
8.   Effect  of  Gradient  ...........................................................................................................................  9  
9.   Specification  of  Braking  Rates  /  Braking  Distances  ......................................................................  10  
10.   Aspect  Sequences  .....................................................................................................................  11  
11.   Overlaps  ...................................................................................................................................  13  
12.   Simple  Headway  .......................................................................................................................  14  
13.   Headway  –  Effect  of  Stopping  Trains  ........................................................................................  16  
14.   Headway  –  Effect  of  Different  Train  Speeds  .............................................................................  17  
15.   Headway  –  Effect  of  Junctions  .................................................................................................  17  
17.   Points  and  Junctions  .................................................................................................................  18  
18.   Train  Detection  .........................................................................................................................  21  
19.   Numbering  of  Signalling  Assets  ................................................................................................  23  
20.   Route  Setting  ............................................................................................................................  24  
21.   Train  Protection  ........................................................................................................................  27  
22.   Junction  Signalling  ....................................................................................................................  29  
23.   Level  (Grade)  Crossings  ............................................................................................................  30  
24.   Signal  Positions  .........................................................................................................................  31  
25.   Relative  Importance  of  Requirements  .....................................................................................  32  
26.   Key  Principles  for  Signalling  the  Layout  ....................................................................................  33  
27.   Glossary  of  Terms  .....................................................................................................................  34  
28.   References  and  Suggested  Reading  List  ...................................................................................  38  
29.   Revision  Record  ........................................................................................................................  38  
30.   Authorship…………………………………………………………………………………………………………………….…..  38  

Feedback  ..............................................................................................................................................  39  

 
 
 
   

IRSE  Exam  Module  2  Study  Guide   Page  2  of  39   Issue  1.0  
  Issue  1.0      
  
1.   Introduction  to  the  Study  Guide  -­  Scope  
 
1.1   This  document  is  intended  to  provide  a  student  with  a  “road  map”  for  study  to  enable  
them  to  obtain  all  the  relevant  knowledge  and  to  develop  the  skills  necessary  to  be  able  
to  successfully  sit  Module  2  of  the  IRSE  Examination.    
1.2   It  may  be  that  a  particular  student  finds  their  learning  style  appropriate  to  individual  
study,  or  alternatively  they  may  find  that  the  study  groups  arranged  by  various  IRSE  
members  are  helpful  in  consolidating  their  knowledge.  
1.3   A  suggested  reading  list  is  also  provided  separately,  and  where  reference  is  made  in  
the  document  to  a  numbered  item  on  this  list  it  is  referenced  thus  [n].  
1.4   Study  activities  are  included  in  the  text.  These  are  located  in  the  text  near  the  subject  
matter  to  which  they  refer.  It  is  not  intended  that  the  student  should  necessarily  be  able  
to  undertake  the  activities  at  this  point  in  the  sequence  of  the  guide,  they  may  need  to  
have  completed  the  whole  guide  before  attempting  the  activities.  
1.5   A  very  basic  introduction  to  railway  signalling  from  a  historical  perspective  (based  on  
UK  practice)  is  referenced  in  the  reading  list  [3].  
1.6   A  more  detailed  introduction  to  railway  signalling  is  referenced  in  the  reading  list  [5].  
 

2.   Introduction  to  the  Study  Guide  -­  Context  and  Technique  

 
2.1   Module  2  of  the  IRSE  examination  is  almost  a  unique  event  in  that  it  requires  the  
student  to  comprehensively  signal  a  given  track  layout  within  a  period  of  a  few  hours  
under  exam  conditions.  The  equivalent  activity  undertaken  by  a  practising  signal  
engineer  would  take  many  weeks  or  months.  
2.2   As  such  it  is  inevitable  that  the  student  will  make  mistakes  in  their  signalling  of  the  
layout,  but  what  it  critically  important  is  that  the  student  demonstrates  to  the  examiner:  
 
•   That  they  understand  how  to  evaluate  the  competing  factors  between  capacity  /  
headway  /  speed  /  traffic  mix  etc.  and  can  identify  an  appropriate  compromise  for  
the  layout  in  question;;  
•   That  they  are  able  to  apply  their  understanding  on  the  layout;;  
•   That  their  application  of  signalling  to  the  layout  is  done  in  a  manner  that  
o   Is  economical  
o   Mitigates  safety  risk  
o   Provides  operations  flexibility  
o   Meets  the  given  specification.  
 
2.3   Where  appropriate,  the  student  should  freely  annotate  their  exam  paper  to  demonstrate  
to  the  examiner  their  thinking  process  in  signalling  the  layout.  
2.4   The  student  also  needs  to  plan  their  limited  time  within  the  examination  to  optimise  the  
number  of  marks  they  can  capture  within  the  time  available.  The  following  can  be  very  
helpful  in  this  regard:  
•   The  study  of  model  answers  ;;  
•   Practising  previous  papers  under  exam  conditions;;  
•   The  use  of  study  groups.  

   

IRSE  Exam  Module  2  Study  Guide   Page  3  of  39   Issue  1.0  
  Issue  1.0      
  

3.   Signalling  Fundamentals.  
 
3.1   The  IRSE  Signalling  Philosophy  Review  of  2001  [6],  identified  that:  
 
“The  purpose  of  a  signalling  system  is  to  ensure  the  safe  and  efficient  movement  of  
trains  on  the  railway”.  
 
3.2   The  IRSE  Signalling  Philosophy  Review  of  2001  [6],  went  on  to  list  the  main  functions  
of  the  signalling  system  as  to:  
•   “Set  up  a  safe  route  for  the  passage  of  each  train  over  the  track  that  it  is  to  
traverse;;  
•   Authorise  the  train  to  make  the  movement;;  
•   Maintain  the  route  while  the  train  is  making  its  movement;;  
•   Supervise  and/or  enforce  the  train  to  stay  within  its  movement  authority;;  
•   Release  the  route  (for  use  by  other  trains)  after  the  passage  of  the  train”  

Activity  1  
The  focus  of  these  5  bullets  is  on  the  management  of  the  safety  of  moving  trains.  However  the  
fundamental  purpose  identified  in  3.1  talks  of  “safe  and  efficient”  movement  of  trains.    
List  the  key  means  by  which  the  signalling  system  could  contribute  to  Efficiency.    
How  would  each  of  these  contribute  to  efficiency?  
 
3.3   These  functions  have  been  further  refined  in  the  IRSE  Fundamental  Requirements  for  
Train  Control  systems  [2],  section  2,  and  are  summarised  here  as:    
 
•   Before  a  train  is  given  authority  to  move  along  a  section  of  line,  the  section  of  line  
should  be  proved  secure  and  (usually)  free  of  other  trains;;  
•   After  authority  to  move  along  a  section  of  line  has  been  given,  the  security  of  the  
line  should  be  maintained  until:  
o   The  train  has  passed  clear  of  the  section  of  line,  or  
o   The  authority  has  been  rescinded,  and  the  train  has  come  to  a  stand  as  a  
consequence,  or  
o   The  authority  has  been  rescinded  and  communicated  to  the  train  and  the  
train  has  sufficient  space  to  come  to  a  stand  before  entering  the  section  of  
line;;  
•   The  train  driver  (or  ATO  system)  should  be  provided  with  appropriate  information  to  
control  the  train;;  
•   Sufficient  space  should  be  provided  between  following  trains  to  allow  each  train  to  
brake  to  a  stand  safely;;  
•   Controls  should  be  in  place  to  prevent  or  mitigate  the  consequences  of:  
o   Trains  passing  the  end  point  of  their  movement  authority  
o   Trains  exceeding  the  maximum  permitted  speed  
o   Trains  moving  without  authorisation;;  
•   Protection  should  be  provided  for  the  public  and  trains  at  level  (grade)  crossing;;  
•   The  means  should  be  provided  for  protecting  trains,  worksites  and  workers  during  
engineering  works;;  
•   The  signaller  should  be  provided  with  appropriate  information  to  enable  the  safe  
authorisation  of  train  movements;;  
•   The  system  should  have  facilities  to  communicate  between  the  signaller  and  others  

IRSE  Exam  Module  2  Study  Guide   Page  4  of  39   Issue  1.0  
  Issue  1.0      
 •   Means  should  be  provided  to  prevent  trains  being  signalled  onto  lines  for  which  
they  are  incompatible;;  
•   Facilities  should  be  provided  to  instruct  a  train  to  stop  in  an  emergency.  
 

4.   Movement  Authority  
 
4.1   A  Movement  Authority  is  an  authority  provided  by  the  signalling  system  after  the  
1
signalling  system  has  checked  that  the  section  of  line  is  clear  and  secure,  enabling  a  
train  to  enter  a  particular  section  of  line.  
4.2   A  movement  authority  will  have  some  limits  associated  with  it,  which  may  be:  
•   Speed  at  which  the  movement  may  proceed.  (“Speed”  signalling  systems  –  
favoured  in  many  parts  of  continental  Europe);;  
•   Route  and  Distance  to  the  end  of  the  movement  authority.  (“Route”  signalling  
systems  –  favoured  in  the  UK  and  many  parts  of  the  Commonwealth).    
4.3   A  movement  authority  has  to  be  communicated  to  the  entity  that  is  responsible  for  
driving  the  train.  That  entity  may  be  the  driver,  or  an  ATO  system.  
4.4   Communication  to  the  driver  may  be  by  means  of  lineside  signals,  or  via  an  in-­cab  
display.  
4.5   Traditionally  a  movement  authority  was  communicated  to  a  driver  by  means  of  a  
2
lineside  signal  displaying  a  “proceed ”  aspect.    
4.6   The  nature  of  the  “proceed”  aspect  provides  information  about  the  limitations  
associated  with  the  movement  authority.  (“Speed”  signalling  or  “Route”  signalling).  
4.7   The  end  of  a  movement  authority  is  traditionally  indicated  by  a  red  lineside  signal  
aspect  (Some  railway  administrations  use  duplicate  (2)  red  aspects).  
4.8   Certain  Movement  Authorities  permit  a  train  to  enter  a  section  of  line  that  is  already  
occupied  by  another  train.  This  feature  is  provided  at  particular  places  to  allow  trains  to  
join,  or  to  share  platforms.  The  communication  of  these  Movement  Authorities  to  the  
driver  includes  the  fact  that  the  line  ahead  is  occupied.  

Activity  2  
Research  the  way  in  which  Movement  Authorities  are  communicated  by  the  signalling  system  
with  which  you  are  familiar.  
 -­  How  are  the  limits  associated  with  the  Movement  Authority  generically  expressed?  
 -­  How  are  Movement  Authorities  classified?  
 -­  How  are  the  limits  of  Movement  Authorities  defined  and  communicated?  
 -­  Create  a  table  showing  all  the  possible  signal  aspects  (or  in  cab  displays)  which  can  be  
displayed  and  list  the  definitive  meaning  of  these  from  the  perspective  of  the  train  driver.  
 

   

                                                                                                                       
1
 Except  in  specific  conditions,  see  section  4.8  below  
2
 A  “proceed”  aspect  in  this  context  is  any  aspect  displayed  which  allows  a  train  to  pass  the  signal    

IRSE  Exam  Module  2  Study  Guide   Page  5  of  39   Issue  1.0  
  Issue  1.0      
5.   The  Block  System  
 
5.1   The  Fundamental  Requirements  summarised  in  section  3.3  refer  in  many  cases  to  a  
“section  of  line”.    This  is  more  commonly  (and  historically)  called  a  “Block  Section”.    
5.2   Normally  the  signalling  system  only  allows  one  train  into  a  block  section  at  any  one  time  
(the  exceptions  relate  to  trains  joining  or  sharing  platforms  see  section  4.8).  
5.3   Block  sections  can  be:  
•   A  fixed  and  defined  physical  section  of  track  –  known  as  Fixed  Block;;  
•   A  section  of  track  defined  by  its  length  and  by  one  extremity  being  at  the  rear  of  the  
next  train  ahead  –  known  as  Moving  Block.  
5.4   Moving  Block  can  be  thought  of  as  an  analogy  to  motorway  traffic  –  the  block  of  space  
between  you  and  the  car  in  front  has  a  length  determined  by  the  distance  required  to  
stop  safely  from  the  current  speed.  The  block  moves  physically  in  space  as  the  car  
ahead  moves.  Many  tramway  systems  where  the  driver  of  the  tram  drives  “on  sight”  
employ  the  same  methodology.    
5.5   A  vast  majority  of  signalling  systems  use  Fixed  Block.  
5.6   Each  fixed  block  section  has:  
•   A  trackside  definition  of  the  start  and  the  end  of  the  block  section;;  
•   A  means  of  issuing  a  movement  authority  to  enter  the  block.  
5.7   Traditionally,  both  these  functions  are  fulfilled  by  a  signal.  Where  signals  are  not  
provided,  and  the  movement  authority  is  some  kind  of  in  train  cab  display,  or  authority  
provided  to  an  ATO  (automatic  train  operation)  system,  then  the  physical  limits  are  
usually  displayed  by  mean  of  a  lineside  marker  board.  
5.8   The  length  of  a  block  section  is  dependent  principally  on  the  frequency  of  train  service  
required  and  hence  number  of  train  paths  per  hour  required:  
•   On  very  low  density  lines,  it  may  be  tens  of  kilometres  long;;  
•   On  high  density  lines  it  may  less  than  the  length  of  a  train  
 
Fig.  1  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
   

IRSE  Exam  Module  2  Study  Guide   Page  6  of  39   Issue  1.0  
  Issue  1.0      
6.   Braking  
 
6.1   A  key  requirement  from  section  3.3  was  that  “Sufficient  space  should  be    provided  
between  following  trains  to  allow  each  train  to  brake  to  a  stand  safely”.  
6.2   Essentially  this  means  that  the  signalling  system  has  to  communicate  to  the  driver  (or  
entity  driving  the  train)  that  they  are  approaching  the  end  of  their  movement  authority  in  
sufficient  time  and  distance  to  enable  the  train  to  brake  safely  before  the  end  of  the  
Movement  Authority.  
6.3   This  can  be  achieved  by:  
•   Lineside  signal  aspects  –  (with  speed  or  distance  meaning);;  
•   In  cab  displays  -­  (with  speed  or  distance  meaning);;  
•   Communication  with  an  ATO  system.  
3  
6.4   Traditionally  this  is  achieved  by  displaying  cautionary signal  aspects  at  least  at  the  
braking  distance  from  the  end  of  the  movement  authority  (Fig.1).  
6.5   These  cautionary  aspects  can  be  in  the  form  of  maximum  speeds  (“speed”  signalling)  
or  instruction  to  stop  at  the  next  (or  2nd  next)  signal.  (“route”  signalling).  
 
Fig.  2  
 
 
 
 
 
 
 
   
 
   

                                                                                                                       
3
 A  “Cautionary”  aspect  is  an  aspect  that  allows  the  train  to  proceed,  but  with  some  conditions  requiring  the  driver  
to  reduce  the  speed  of  the  train.  

IRSE  Exam  Module  2  Study  Guide   Page  7  of  39   Issue  1.0  
  Issue  1.0      
  
6.6   The  Braking  Distance  can  be  longer  or  shorter  than  the  length  of  the  Block  Section,  see  
Fig.3  and  4  below.  
 
Fig.  3  
 
 
 
 
 
 
 
 
 
   
 
 
   
 
 
 
Fig.  4  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6.7   On  a  particular  line,  several  different  types  of  rolling  stock  may  be  in  use,  each  with  
different  maximum  speeds,  and  with  different  rates  of  braking.  The  signalling  system  
will  need  to  cater  for  the  worst  case  (longest)  braking  distance.  
6.8   In  some  applications,  cautionary  aspects  are  not  needed  as  the  driver  can  always  see  
the  end  of  the  movement  authority  from  at  least  the  braking  distance.  Examples  of  this  
are:  
•   Metro  systems  where  signals  are  placed  at  the  end  of  platforms  where  trains  
always  stop;;  
•   Systems  with  very  low  speeds  and  /  or  very  high  braking  rates.  
 

   

IRSE  Exam  Module  2  Study  Guide   Page  8  of  39   Issue  1.0  
  Issue  1.0      
  

7.   Braking  Rates  and  Braking  Distances  

 
7.1   The  braking  performance  of  trains  on  a  particular  route  is  a  key  defined  interface  
between  the  rolling  stock  system  and  the  signalling  system.  
7.2   The  defined  interface  usually  includes  consideration  of  a  number  of  variable  factors  
such  that  there  is  a  very  high  degree  of  certainty  that  the  braking  rate  (or  braking  
distance)  can  always  be  achieved  under  any  combination  of  reasonably  foreseeable  
circumstances.  These  factors  include:  
•   The  effect  of  poor  weather  conditions  on  the  adhesion  between  the  train  wheel  and  
the  rail;;  
•   The  likely  reaction  time  of  the  driver;;  
•   The  likely  reaction  time  of  the  braking  system  (I.e.  how  long  it  takes  for  the  brakes  
to  become  fully  effective  after  being  commanded  by  the  driver);;  
•   The  comfort  of  passengers;;  
•   The  tolerance  /  variability  of  one  train  of  its  type  to  another  dependent  upon  things  
like  wear  /  age  /  service  history;;  
•   A  further  safety  factor.  
7.3   The  braking  distance  of  a  train,  taking  into  account  all  these  factors  is  usually  referred  
to  as  a  Service  Braking  Distance  (SBD).  This  is  the  braking  distance  utilised  in  laying  
out  signals.  A  train  making  an  Emergency  Brake  application  is  likely  to  be  able  to  stop  
in  a  significantly  shorter  distance.  
 
 

8.   Effect  of  Gradient  

 
8.1   Clearly  a  train  travelling  on  a  rising  gradient  will  be  able  to  stop  in  a  shorter  distance  
and  conversely  will  take  a  longer  distance  on  a  falling  gradient.  
8.2   The  IRSE  examination  usually  tells  candidates  to  assume  a  level  gradient,  but  not  
always.  
8.3   Recommended  reading  [4]  pages  212-­213.  
 

Activity  3  
Identify  how  to  calculate  the  effect  of  gravity  on  the  braking  rate  and  hence  braking  distance  of  a  
train.  
Gradients  are  usually  expressed  as:  
 -­    A  %  rise  (fall)  relative  to  distance  travelled,  or    
 -­    A  proportionate  rise  (fall)  relative  to  horizontal  distance.(1  in  100  etc).  
 

   

IRSE  Exam  Module  2  Study  Guide   Page  9  of  39   Issue  1.0  
  Issue  1.0      
  

9.   Specification  of  Braking  Rates  /  Braking  Distances  

 
9.1   The  braking  rate  /  braking  distance  interface  specification  can  be  expressed  in  a  
number  of  ways:  
•   Graphically,  showing  braking  distances  on  different  gradients  and  at  different  
speeds;;  
•   In  tabular  form,  showing  braking  distances  on  different  gradients  and  at  different  
speeds;;  
•   As  a  deceleration  rate,  usually  expressed  as  a  %  of  g.  For  instance  a  train  which  
can  decelerate  under  service  conditions  at  9%g,  can  decelerate  at  a  rate  of  0.09  x  
2   2
9.81  m/s =  0.88  m/s .  
9.2   In  the  latter  case,  the  braking  distance  needs  to  be  calculated  using  Newton’s  
equations  of  motion  (taking  due  account  of  gradient).  
9.3   For  mixed  traffic  railways,  the  often  widely  different  braking  characteristics  of  modern  
passenger  rolling  stock  and  heavy  freight  trains  have  to  be  catered  for.  This  is  most  
commonly  done  by:    
•   Calculating  braking  distances  for  higher  speed  passenger  trains,  and  laying  out  
signals  to  suit  these  distances,  and  then  limiting  freight  trains  to  a  speed  at  which  
they  can  stop  within  these  distances;;  
•   Calculating  braking  distances  for  freight  trains,  and  laying  out  signals  to  suit  these  
distances,  and  then  accept  that  passenger  trains  will  probably  have  excessive  
braking  distance.  (Which  brings  its  own  risks).  
9.4   ETCS  is  not  constrained  to  fixed  lineside  signal  positions,  and  thus  these  trade-­offs  do  
not  need  to  be  made.  
9.5   Recommended  Reading  [4]  Pages  200-­208  
 

Activity  4  
Research  how  braking  rates  and  braking  distances  are  specified  by  the  railways  administration  
that  you  are  familiar  with.  
 
Identify  how  to  calculate  the  Service  Braking  Distance  from  a  specified  Service  Deceleration  
Rate  expressed  as  a  %  of  g.  
 
Re-­work  this  calculation  to  take  account  of  the  effect  of  rising  and  falling  gradients.  
 
Note  -­  Sections  of  this  Study  Guide  from  this  point  onwards  assume  that  the  signalling  
system  has  lineside  signals.  Generally  the  application  of  ETCS  or  other  systems  
without  lineside  signalling  have  fewer  constraints  associated  with  signalling  the  
layout.  

   

IRSE  Exam  Module  2  Study  Guide   Page  10  of  39   Issue  1.0  
     
  

10.    Aspect  Sequences  

 
10.1   Each  railway  administration  has  developed  its  own  bespoke  series  of  signal  aspects  
with  defined  meanings.  (See  earlier  activity  2).  Their  meanings  can  be  categorised  as:  
•   Stop  –  the  end  of  the  movement  authority  –  almost  universally  Red  or  Double  Red;;  
•   Proceed,  but  be  able  to  stop  at  the  next  (or  next  but  one)  signal;;  
•   Proceed,  but  limited  to  a  defined  speed;;  
•   Proceed  at  maximum  permitted  line  /  train  speed;;      
•   Proceed  only  so  far  as  you  can  visibly  see  that  the  route  is  clear.  
10.2   The  last  of  these  is  utilised  for  low  speed  movements,  and  is  often  referred  to  as  a  
“shunt”  or  “calling  on”  aspect.  
10.3   Each  railway  administration  also  has  defined  permissible  sequences  of  aspects  that  
can  be  displayed  by  successive  signals.  
10.4   The  purpose  of  aspect  sequences  is  to  enforce  the  IRSE  Fundamental  requirement  
contained  in  section  3.3  –  “Sufficient  space  should  be  provided  between  following  trains  
to  allow  train  to  brake  to  a  stand  safely.”  
 

Activity  5  
Research  the  permissible  aspect  sequences  on  railways  administration  that  you  are  familiar  
with.  
 
Identify  how  the  provision  of  different  aspect  sequences  affects  the  capacity  /  headway  of  the  
line.  
   

IRSE  Exam  Module  2  Study  Guide   Page  11  of  39   Issue  1.0  
     
 10.5   In  UK  mainline  signalling  practice,  the  standard  aspect  sequences  are  illustrated  below:  
 
•   3  Aspect  Sequence  –  All  signals  capable  of  displaying  all  3  aspects.  
  Stop  at   Stop  
Proceed  at  
  next  s ignal  
line  speed  
 
 
 
 
  Braking  Distance  
 
Block  S ection  
 
 
•   4  Aspect  Sequence  –  All  signals  capable  of  displaying  all  4  aspects.  
 
  Next  
  Proceed  at   Proceed  at   signal  at   Stop  at  
line  speed   line   speed   Stop  
  yellow   next  signal  
 
 
 
 
 
  Block  S ection  
 
Braking  Distance  
 
 
 
 
10.6   In  the  case  of  4  aspect  signalling,  it  is  apparent  from  the  diagram  that  a  second  train  
can  more  closely  follow  a  first  train  on  “clear”  aspects  than  in  the  case  of  3  aspect  
signalling.  Thus  the  capacity  of  the  railway  has  been  increased,  but  at  the  cost  and  
provision/maintenance  of  significantly  more  signalling  infrastructure.  
 

   

IRSE  Exam  Module  2  Study  Guide   Page  12  of  39   Issue  1.0  
     
  

11.    Overlaps  
 
11.1   It  is  the  practice  on  many  railway  administrations  to  reserve  a  section  of  line  beyond  the  
end  of  a  Movement  Authority  (beyond  the  red  signal)  in  case  of  misjudgement  by  the  
driver  when  braking.  Such  a  section  of  line  is  known  as  an  Overlap.  
11.2   An  Overlap  is  reserved  for  the  potential  overrun  of  the  Movement  Authority  by  this  train,  
and  is  not  available  for  use  by  other  trains.  
11.3   The  Overlap  may  be  unreserved  once  the  system  has  determined  that  this  train  is  
stationary  (and  therefore  no  longer  liable  to  overrun).  
11.4   The  length  of  an  overlap  can  be  determined  in  a  number  of  ways:  
•   A  notional  distance  (sometimes  dependent  on  the  maximum  line  speed);;  
•   An  individually  calculated  distance  for  every  signal.    
11.5   The  latter  case  is  usually  employed  where  the  signalling  system  includes  a  “Trainstop”  
functionality,  where  a  train  passing  the  end  of  its  movement  authority  is  subjected  to  an  
automatic  emergency  brake  application.  The  length  of  the  overlap  is  calculated  based  
on  the  emergency  braking  distance  for  the  train  at  the  maximum  speed  attainable  at  the  
signal.  The  combination  of  the  trainstop  functionality  and  the  calculated  overlap  
provides  a  reasonably  absolute  assurance  that  the  train  will  never  overrun  beyond  the  
end  of  the  overlap.  
11.6   Trainstops  and  other  train  protection  measures  are  discussed  in  section  20.  
 

Activity  6  
Research  whether  the  signalling  system  with  which  you  are  familiar  utilise  the  concept  of  
Overlaps.  
 
 -­  How  are  the  lengths  of  the  overlaps  specified  /  calculated?  
 
 -­  How  does  the  system  determine  that  it  is  safe  to  release  an  Overlap  for  use  by  other  trains  
once  this  train  has  become  stationary?  
 
 

   

IRSE  Exam  Module  2  Study  Guide   Page  13  of  39   Issue  1.0  
     
  

12.    Simple  Headway    

 
12.1   The  Headway  is  the  minimum  distance  (or  time)  between  a  train  and  a  second  following  
train,  where  the  second  train  is  approaching  an  unrestricted  proceed  aspect  (I.e.  NOT  a  
cautionary  aspect).  
12.2   In  the  simplest  case,  where  the  two  trains  are  both  travelling  at  the  same  speed,  then  
the  Headway  distance  between  the  front  of  two  succeeding  trains  is  as  indicated:  
 
Fig.5  
 
 
 
 
 
 
 
 
 
   
 
 
Where:  
 
L  =  Length  of  Train  
O  =  Length  of  Overlap  
P  =  Distance  from  Stop  aspect  to  first  following  Unrestricted  Aspect  
S  =  Sighting  Distance  (allows  for  the  fact  that  the  driver  will  brake  a  distance  before  reaching  
a  signal.  
 
Headway  (H)  =  S  +  P  +  O  +  L  
 
12.3   For  main  line  higher  speed  lines,  P  predominates.  
12.4   For  lower  speed,  high  capacity  metros,  the  other  factors  tend  to  be  more  predominant.  

Activity  7  
For  the  signalling  system  with  which  you  are  familiar:  
 
 -­  Identify  the  relevant  factors  and  calculate  the  distance  headway  and  time  headway  for  
constant  speed  trains  at  50km/h,  100km/h  and  200km/h.    
 
   

IRSE  Exam  Module  2  Study  Guide   Page  14  of  39   Issue  1.0  
     
  
 
12.5   In  UK  mainline  signalling  practice,  the  headway  benefit  of  4  aspect  signalling  relative  to  
3  aspect  signalling  is  illustrated  below:  

•   3  Aspect  
 
.  
  Stop  at   Stop  
Proceed  at  
  next  signal  
line  speed  
 
 
 
  S   P  
L  
  O  
 
 
P  =  2  x  SBD  (Service  Braking  Distance)  
 
Headway=  S  +  2  x  SBD  +  O  +  L    
 
 
•   4  Aspect  (assuming  equal  signal  spacing)  
 
 
  Proceed  at  
line  speed   Stop  
 
 
 
 
 
  S   P   L  
O  
 
 
P  =  1.5  x  SBD  
 
Headway  =  S  +  1.5  x  SBD  +  O  +  L  
 
12.6   For  constant  speed  trains,  the  headway  distance  can  readily  be  converted  to  a  
headway  time.  
12.7   When  calculating  headway,  it  is  important  to  work  from  the  maximum  permissible  line  
speed  NOT  the  timetabled  speed.  This  ensures  that  the  worst  case  is  taken  into  
consideration.      
12.8   Recommended  reading  [4]  Pages  4-­20,  and  [7].  

   

IRSE  Exam  Module  2  Study  Guide   Page  15  of  39   Issue  1.0  
     
  

13.    Headway  –  Effect  of  Stopping  Trains  

 
13.1   Where  all  trains  have  the  same  acceleration  and  braking  characteristics  and  all  stop  at  
a  particular  station,  then  a  line  speed  profile  can  be  defined,  based  on  the  deceleration  
and  acceleration  rates  of  the  trains,  and  the  signals  can  be  spaced  appropriately  to  that  
line  speed  profile.  This  allows  trains  to  “bunch  up”  in  the  lower  speed  deceleration  and  
acceleration  areas.  This  allows  the  distance  headway  to  be  reduced  and  thus  allows  
the  timescale  headway  to  be  maintained  (subject  to  station  dwell  times).  This  practice  is  
usually  appropriate  only  on  metro  railways.  
13.2   A  similar  technique  can  also  be  used  in  spacing  signals  departing  from  a  terminal  
station.  The  braking  distances  for  each  successive  signal  can  be  calculated  on  the  
maximum  speed  attainable  by  a  train  accelerating  from  the  station.  
13.3   Where  only  some  trains  stop  at  a  particular  station,  and  there  is  a  need  for  non-­
stopping  trains  to  maintain  linespeed  through  the  station,  then  the  signals  will  need  to  
be  laid  out  for  those  non-­stopping  trains.  The  signals  will  maintain  the  distance  
headway,  but  when  a  train  slows  to  stop  at  the  station,  then  the  timescale  headway  
between  this  stopping  train  and  the  following  non-­stopping  train  will  be  significantly  
increased.  
13.4   Calculation  of  the  effect  on  headway  of  a  stopping  train  timetabled  between  non-­
stopping  trains  can  be  undertaken  using  either  time  –  distance  graphs,  or  using  
Newton’s  equations  of  motion,  taking  into  account  the  principles  outlined  in  section  12    
13.5   Recommended  Reading  [4]  Pages20-­27.    
 

Activity  8  
For  the  signalling  system  with  which  you  are  familiar:  
 
Calculate  the  effect  on  timescale  headway  of  a  single  train  stopping  at  a  station  where  the  
predominant  linespeed  is  150  km/h.    
 
Assume:  
The  train  is  stationary  for  2  minutes.  
2  
The  train  decelerates  at  0.55  m/s
2
The  train  accelerates  at  0.6  m/s  
The  train  is  200  m  long  
Other  assumptions  as  necessary  and  reasonable  
 
   

IRSE  Exam  Module  2  Study  Guide   Page  16  of  39   Issue  1.0  
     
  

14.    Headway  –  Effect  of  Different  Train  Speeds  

 
14.1   Where  the  signalling  on  a  line  is  designed  for  a  particular  line  speed,  and  some  trains  
operate  at  a  lower  speed,  then  the  signalling  system  will  maintain  the  distance  headway  
behind  the  slower  train,  resulting  in  an  increased  timescale  headway.  
14.2   Calculating  the  effect  on  headway  of  a  slower  speed  train  can  be  undertaken  using  
either  time  –  distance  graphs,  or  using  Newton’s  equations  of  motion,  taking  into  
account  the  principles  outlined  in  section  12.  
14.3   The  overall  headway  effect  will  also  need  to  take  account  of  the  opportunities  for  the  
slower  train  to  be  passed  within  the  track  layout.  For  example,  a  100  km/h  train  will  
“catch  up”  a  50    km/h  train  at  the  rate  of  50km/h.  If  it  starts  off  25  km  behind,  then  there  
will  need  to  be  a  passing  facility  less  than  30  minutes  running  time  ahead  to  prevent  the  
slower  train  impeding  the  speed  of  the  faster  train.  
14.4   Recommended  Reading  [4]  Pages  26-­28.  
 

15.    Headway  –  Effect  of  Junctions  

 
15.1   Where  trains  join  or  leave  a  line  at  a  junction,  the  design  of  the  track  and  the  junction  
often  requires  trains  joining  or  leaving  to  reduce  speed.  
15.2   This  has  the  effect  of  allowing  a  following  train  travelling  at  line  speed  to  “catch  up”.  
Thus  slower  speed  junctions  to  or  from  a  main  line  have  a  similar  though  less  severe  
negative  effect  on  headway  to  stopping  trains.    
 
16.   Basic  Trade  Offs  –  Headway  and  Capacity.  
 
16.1   The  optimum  capacity  in  terms  of  trains  per  hour  (minimal  headways)  can  be  obtained  
where  all  trains  have  the  same  characteristics  in  terms  of  acceleration,  deceleration,  
maximum  speed  and  timetabled  stopping  patterns.  
16.2   Any  deviation  from  this  ideal  increases  headways  and  reduces  capacity.  
16.3   Service  Braking  Distance  tends  to  predominate  in  higher  speeds  line  in  the  
determination  of  capacity.  This  increases  in  proportion  to  the  square  to  the  speed.  As  a  
result  higher  speed  tends  to  increase  distance  and  timescale  headway  and  reduces  
capacity  in  terms  of  trains  per  hour.    
16.4   Longer  trains  can  be  used  to  compensate  and  maintain  the  number  of  “seats  per  hour”    
16.5   For  metro  type  railways,  factors  other  than  the  Service  Braking  Distance  tend  to  
predominate  in  terms  of  determination  of  capacity  (i.e.  the  lengths  of  the  train,  the  
overlap,  the  sighting  distance,  the  station  dwell  time).  
16.6   For  heavy  haul  mineral  railways  the  Service  Braking  distance  tends  to  predominate.  

   

IRSE  Exam  Module  2  Study  Guide   Page  17  of  39   Issue  1.0  
     
  

Activity  9  
Create  a  spreadsheet  to  allow  you  to  explore  the  effect  for  a  range  of  speeds  on:  
 -­  Timescale  Headway  
 -­  Distance  Headway  
 -­  Trains  per  hour  
 -­  Seats  per  hour  
 
Include  the  following  variables:  
 -­  Speed  
 -­  Deceleration  rate  
 -­  Braking  distance  (calculated  from  speed  and  Deceleration  Rate)  
 -­  Overlap  length  
 -­  Sighting  Distance  
 -­  Number  of  Carriages  in  the  train  (say  16m  per  carriage)  
 
 

17.    Points  and  Junctions  

 
17.1   The  IRSE  Fundamental  Requirements  (section  3.3)  talk  about  a  Movement  Authority  
only  being  given  into  a  section  of  line  (Block  Section)  when  it  is  …”proved  secure  and  
(normally)  free  of  other  trains”.  
17.2   So  far  in  this  study  guide  we  have  considered  “free  of  other  trains”,  this  section  deals  
with  “proved  secure”.  
17.3   Points  (or  switches)  inherently  involve  the  movement  of  sections  of  the  rails  on  which  
the  train  runs.  There  is  clearly  danger  involved  in  permitting  the  movement  of  trains  
over  point  work  unless:  
•   The  moveable  rails  are  in  the  correct  position  for  the  intended  movement,  and  
•   The  moveable  rails  are  secured  in  that  correct  position  and  are  unable  to  be  
moved  either  by  the  signalling  system  or  by  environmental  factors  such  as  
vibration  (until  the  train  has  passed  clear  of  them).  In  many  railway  administrations  
this  is  referred  to  as  “Locked”.  
17.4   Similar  principles  apply  to  other  infrastructure  features  where  the  wheel  path  for  the  
train  has  the  potential  to  be  discontinuous.  Examples  include  moveable  bridges.  
17.5   Points  have  three  general  states:  
•   Set  and  locked  in  one  position;;  
•   Set  and  locked  in  the  other  position;;  
•   Any  other  state  i.e.  in  mid  position  or  set  one  way  but  not  locked.  This  is  often  
referred  to  as  “Out  of  Correspondence”.  
17.6   The  two  positions  of  a  set  of  points  are  usually  referred  to  as  either:  
•   “Normal”  and  “Reverse”  –  with  the  Normal  lie  generally  defined  as  the  ‘straight  
route’.  On  a  signalling  diagram  the  normal  is  denoted  by  a  continuous  line  and  
reverse  by  a  break  in  the  line,  or  
•   “Set  Left”  and  “Set  Right”  –  for  a  left  or  right  hand  divergence.    
17.7   When  a  set  of  points  is  set  and  locked  in  a  particular  position,  this  information  is  fed  
back  to  the  signalling  system.  Such  points  are  referred  to  as  having  been  “detected”  in  
the  particular  position.    
17.8   A  key  parameter  associated  with  junctions  is  the  position  on  the  diverging  route  from  a  
junction  when  a  train  is  sufficiently  far  away  from  the  junction  to  be  clear  of  the  other  
IRSE  Exam  Module  2  Study  Guide   Page  18  of  39   Issue  1.0  
     
 diverging  route.  Fig.6  and  Fig.  7  below  illustrate  the  “Fouling  Point”  and  the  “Clearance  
Point”.    
 
Fouling  Point  –  is  the  point  on  one  diverging  line  where  the  extremity  of  a  train  would  
just  (not)  touch  a  train  on  the  other  diverging  line.  The  actual  physical  position  will  be  
dependent  on  the  permitted  geometry  of  trains  on  a  particular  railway  and  the  geometry  
of  the  junction.  
 
Fig.  6  

 
 
Clearance  Point  –  Is  a  position  on  a  diverging  line  which  is  sufficiently  far  from  the  
Fouling  Point  such  that  a  train  detected  beyond  it  would  always  be  adequately  clear  of  
another  train  on  the  other  line.  The  actual  physical  dimension  is  related  to  the  permitted  
geometry  of  trains  (including  the  overhang  of  the  train  beyond  its  final  axle)  and  the  
geometry  of  the  junction  
 
Fig.  7  

 
IRSE  Exam  Module  2  Study  Guide   Page  19  of  39   Issue  1.0  
     
 Activity  10  
Research  the  way  in  which  Fouling  Points  and  Clearance  Points  are  defined  on  the  railway  
administration  with  which  you  are  familiar.  
Consider:  
-­  A  single  set  of  points  (as  illustrated  above)  
-­  Two  sets  of  points  forming  a  crossover  between  parallel  running  lines  
-­  Diamond  crossings  
-­  Single  and  double  slip  point  layouts.    
 
17.9   When  signalling  a  layout,  it  is  important  to  place  boundaries  of  train  detection  sections  
in  a  position  where  clearance  points  can  realistically  be  achieved  and  to  include  notes  
specifying  that  their  site  position  should  be  such  as  to  actually  prove  clearance.  
17.10  Sometimes  points  (or  other  devices  such  as  derailers)  are  provided  within  a  layout  to  
specifically  derail  a  train  that  has  made  a  move  without  a  Movement  Authority  in  order  
to  prevent  it  from  colliding  with  another  authorised  train  movement.  This  is  required  by  
the  IRSE  Fundamental  Requirement  contained  in  section  3.3  –    ‘Controls  should  be  in  
place  to  prevent  or  mitigate  the  consequences  of…........trains  moving  without  
authorisation’.  
 
Fig  8  
 
  “Trap”  Point  
 
Siding  
 
 
 
 
  Running  Line  
 
17.11  In  UK  Main  Line  practice  these  points  are  terms  “Trap  Points”  and  are  provided  at:  
•   The  exit  from  sidings,  to  prevent  vehicles  in  the  sidings  inadvertently  making  
movements  (either  under  power  or  gravity)  onto  the  running  line;;  
•   In  lieu  of  Overlaps  where  physical  constraints  prevent  the  provision  of  a  suitable  
overlap.  
17.12  An  “Interrupter”  is  provided  associated  with  the  train  detection  section  covering  the  trap  
points  to  ensure  that  if  a  vehicle  proceeds  through  the  “derail  position”  of  the  points  
then  the  train  detection  section  is  forced  to  the  occupied  state  to  provide  protection  to  
the  derailment  site.    
17.13  Recommended  reading  [4]  Pages  113-­122.  
 

Activity  11  
Research  the  signalling  principles  of  a  railway  administration  with  which  you  are  familiar  and:  
 -­  Identify  the  requirements  for  trap  points  or  derailers  together  with  any  requirements  for  the            
forced  occupation  of  train  detection  sections  over  those  points  
 -­  Identify  the  specified  position  of  clearance  points  
 
 

   

IRSE  Exam  Module  2  Study  Guide   Page  20  of  39   Issue  1.0  
     
18.  Train  Detection  
 
18.1   Train  detection  is  used  to  enable  the  signalling  system  to  have  information  about  the  
position  of  trains.    
18.2   In  the  earliest  historical  situation  this  was  provided  by  visual  observation  of  the  position  
of  trains  by  the  signaller  (who  was  in  large  measure  the  “signalling  system”).  
18.3   In  modern  systems,  complete  train  detection  is  generally  applied.  
18.4   There  are  two  principal  types  of  train  detection:  
•   Where  the  train  detection  system  detects  the  presence  (and  sometimes  direction  of  
travel)  of  a  train  or  part  of  a  train  within  a  defined  section  of  track  (a  Train  Detection  
Section).  This  type  of  train  detection  is  provided  by  Track  Circuits  or  Axle  Counters.  
Train  Detection  Sections  generally  have  2  states  –  they  are  either  “Occupied”  (by  a  
train)  or  “Clear”;;  
•   Where  the  train  detection  system  identifies  that  a  train  has  reached  a  particular  
point  on  the  track.  This  type  of  train  detection  is  provided  by  devices  such  as  
Treadles  or  Position  Detectors;;  
•   Position  detectors  and  treadles  are  sometimes  directional  in  that  they  only  report  
the  position  of  a  train  if  it  is  travelling  in  a  particular  direction.  
 
Fig.  9  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
18.5   In  Fig.  9  above:    
•   Train  Detection  Section  ‘AB’  detects  the  presence  of  a  train  anywhere  within  its  
three  boundaries;;  
•   Treadle  PQ  detects  a  train  passing  its  geographical  position  on  the  track  layout.  
18.6   The  detailed  technology  of  train  detection  systems  is  covered  in  other  Study  Guides.  
This  guide  is  solely  interested  in  the  need  for  a  positioning  of  train  detection  systems.  
However  in  summary  there  are  two  broad  technologies  for  continuous  train  detection:  
•   Track  Circuits,  where  the  rails  form  an  electrical  circuit  transmitting  a  signal  from  
one  end  of  the  track  circuit  to  the  other.  The  presence  of  a  train’s  wheels  
electrically  shunts  this  signal  and  the  lack  of  signal  at  the  receiver  end  is  interpreted  
as  an  occupied  section;;  
•   Axle  counters,  where  the  number  of  axles  entering  or  leaving  a  section  is  detected  
by  a  magnetic  sensor  attached  to  the  rails.  The  section  is  interpreted  as  “Clear”  
when  the  net  number  of  axles  within  it  is  zero.  
   

IRSE  Exam  Module  2  Study  Guide   Page  21  of  39   Issue  1.0  
     
 18.7   The  boundaries  between  track  circuit  sections  and  axle  counter  sections  are  generally  
shown  differently;;  see  Fig.10  below:  
 
Fig.10  
 
 
 
 
 
 
 
 
 
   
 
 
18.8   The  number  of  train  detection  sections  provides  the  “resolution”  of  the  signalling  
system’s  view  of  train  positioning.  For  the  greatest  “resolution”  there  needs  to  be  more  
train  detection  sections,  but  clearly  each  section  provided  comes  with  an  economic  
cost.  
18.9   Within  the  signalling  system,  train  detection  sections  enable  certain  functionality  
including:  
•   An  occupied  section  prevents  the  movement  of  points  within  it  boundary  (sections  
AB  and  BB  in  the  sketch  on  the  previous  page);;  
•   An  occupied  section  within  a  Block  Section  (usually)  prevents  the  signal  controlling  
the  entrance  to  that  Block  Section  from  displaying  a  proceed  aspect;;  
•   Enforcing  the  reservation  of  infrastructure  within  a  Movement  Authority.  
18.10  Recommended  reading  [4]  Pages  123-­129.  
 

Activity  12  
Research  the  signalling  principles  of  a  railway  administration  with  which  you  are  familiar  and  list  
the  circumstances  in  which  a  train  detection  section  (or  train  detection  section  boundary)  is  
required.  
 
Include  within  your  consideration  Train  Detection  Sections  associated  with:  
 -­  Point  work  
 -­  Signals  
 -­  Overlaps  
 -­  Junction  signalling  
 -­  Level  Crossings  
   

IRSE  Exam  Module  2  Study  Guide   Page  22  of  39   Issue  1.0  
     
  

19.  Numbering  of  Signalling  Assets  

 
19.1   All  signals,  points,  train  detection  sections  and  other  signalling  assets  within  a  particular  
layout  need  to  have  a  unique  identifier.  These  usually  take  the  form  of  alphanumeric  
strings.  
19.2   It  is  convention  that  the  following  are  assigned  identities  in  different  sequences:  
•   Signals  (sometimes  shunt  signals  are  separated  into  a  further  sequence);;  
•   Points;;  
•   Train  detection  sections.  
19.3   Individual  railway  administrations  will  have  different  conventions.  (e.g.  Train  detection  
sections  may  be  2  alpha  characters,  whilst  signal  numbers  are  4  digit  numbers  and  
point  numbers  are  3  digit  numbers.)  
19.4   Sometimes  two  (or  more)  point  ends  which  operationally  always  move  together  (such  
as  a  crossover)  share  the  same  number  with  an  “A”  and  “B”  suffix.  This  provides  
economy  of  interlocking  equipment,  but  has  the  disadvantage  that  a  detection  failure  on  
one  line  prevents  signals  clearing  on  both  lines.  Where  this  is  not  tolerable  on  a  
particular  layout  from  a  Reliability  and  Availability  versus  cost  perspective,  then  
separate  numbers  are  provided.    

Fig.11  
 
 
 
 
 
 
 
 
 
 
 
 
19.5   On  many  railway  administrations,  signals  are  labelled  differently  to  the  driver  with  
specific  symbols  to  indicate  (for  example)  whether  they  are  authorised  to  pass  the  
signal  at  danger  (at  caution)  under  degraded  mode  or  failure  conditions.Typically  this  
may  apply  to  a  signal  which  has  no  moveable  infrastructure  within  its  route.  
19.6   Recommended  reading  [4]  Pages  72  -­74.  
 

Activity  13  
Research  the  asset  numbering  conventions  of  a  railway  administration  with  which  you  are  
familiar.    
 
Research  the  “plating”  of  signals  for  a  railways  administration  with  which  you  are  familiar  so  that  
you  understand:  
 -­  The  meaning  of  the  different  “plating”  options  to  the  driver,  and  hence  the  interface  with  
operating  rules  
 -­  The  criteria  associated  with  “plating”  a  signal  in  a  particular  manner.  
 
   

IRSE  Exam  Module  2  Study  Guide   Page  23  of  39   Issue  1.0  
     
20.  Route  Setting  
 
20.1   In  order  to  successfully  signal  a  layout,  it  is  necessary  to  understand  the  broad  
principles  of  operation  of  a  typical  signalling  system.  These  will  be  illustrated  by  
considering  the  following  relatively  simple  track  layout  (Fig.12).  The  explanation  is  
broadly  based  on  UK  practice.  

Fig.12    
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
 
 
 
20.2   In  the  quiescent  state,  with  no  trains  present,  the  signaller  is  able  to  move  points  101,  
102,  103,  or  set  a  route  from  any  signal.  
20.3   “Setting  a  Route”  from  a  signal  is  the  process  of  reserving  the  section  of  line  from  that  
signal  to  the  next,  altering  the  position  of  points  within  that  section  of  line  to  the  correct  
lie  and  proving  that  those  points  are  set  and  locked  in  the  correct  direction.  
20.4   In  the  example,  setting  a  route  from  signal  3  to  signal  5  will  reserve  the  section  of  track  
between  them,  including  the  overlap  beyond  signal  5  and  initiate  the  movement  of  101  
points  and  102  points  to  the  normal  position  and  also  prove  that  the  points  have  moved  
and  are  locked  in  that  position.  
20.5   Once  the  route  is  set,  then  the  signalling  system  will  prove  track  detection  sections  AA,  
AB,  AD  and  the  overlap  beyond  5  signal  are  clear;;  points  102  and  101  are  detected  in  
the  correct  position  and  issue  a  movement  authority,  which  will  allow  signal  3  to  display  
a  proceed  aspect.  
20.6   The  nature  of  the  proceed  aspect  will  depend  on  the  braking  requirements  of  the  train  
to  the  next  stop  signal.  
   

IRSE  Exam  Module  2  Study  Guide   Page  24  of  39   Issue  1.0  
     
 Fig.13  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
20.7   In  this  state,  the  system  will  prevent  the  signaller  from  setting  a  route  from  1  signal  to  5  
signal,  or  from  4  signal  to  6  signal  since  these  routes  require  a  section  of  route  already  
reserved  by  the  route  from  3  signal  to  5  signal.  
20.8   The  system  will  however  allow  a  route  to  be  set  from  4  signal  to  2  signal  as  this  does  
not  need  any  of  the  already  reserved  section  of  line.  
20.9   If  in  this  state  the  signaller  decides  to  rescind  the  movement  authority  from  3  signal  
then  the  signal  will  be  replaced  to  danger.  However,  the  route  (i.e.  the  reservation  of  
the  section  of  line)  will  be  maintained  (locked)  until  either:  
•   The  system  determines  that  there  is  no  train  approaching  3  signal,  or  
•   A  time  delay  elapses  (sufficient  to  allow  any  train  approaching  3  signal  to  brake  to  a  
standstill),  or  
•   The  train  passes  3  signal  (as  is  it  too  close  to  be  able  to  stop).  
20.10  This  functionality  is  often  referred  to  as  “Approach  Locking”  and  fulfils  the  2nd  bullet  
requirement  of  the  IRSE  Fundamentals  in  section  3.3.  Its  purpose  is  to  maintain  the  
reservation  of  the  route  in  case  the  train  is  so  close  to  the  entrance  signal  that  it  cannot  
stop.  
20.11  If  the  signaller  does  not  decide  to  rescind  the  movement  authority,  and  a  train  passes  
signal  3,  into  the  route,  then  the  system  operates  such  that:  
•   The  route  is  able  to  be  released  behind  the  rear  of  the  train,  and  
•   The  route  is  maintained  (locked)  in  front  of  the  train.  This  is  often  referred  to  as  
“Route  Locking”.  
20.12  In  the  example,  once  the  train  has  moved  wholly  onto  train  detection  section  AD,  then  
the  route  can  be  released  over  train  detection  sections  AA  and  AB  and  102  points.  101  
points  however  remain  locked  until  the  train  has  cleared  AD  section.  
20.13  In  the  illustrated  example,  this  means  that  points  101  remain  locked  until  sometime  
after  the  train  has  physically  moved  clear  of  them  (since  it  has  to  clear  section  AD).  
Whilst  101  points  are  locked,  then  a  route  from  4  signal  to  6  signal  cannot  be  set.  
20.14  If  the  specified  headway  requirements  and  train  service  pattern  cannot  tolerate  this  
delay,  then  an  additional  train  detection  section  can  be  inserted  such  that  the  points  are  
freed  from  locking  as  soon  as  the  train  physically  clears  them.  
   

IRSE  Exam  Module  2  Study  Guide   Page  25  of  39   Issue  1.0  
     
 20.16  Similar  additional  sections  could  also  be  inserted  associated  with  the  other  points  in  the  
layout  to  allow  this  extra  flexibility  and  capacity  as  illustrated  below.  Note  however  that  
it  the  train  service  specification  only  required  very  few  trains,  then  these  extra  sections  
would  not  be  economically  justified.  

Fig.14  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
 
 
   

IRSE  Exam  Module  2  Study  Guide   Page  26  of  39   Issue  1.0  
     
21.  Train  Protection  
 
21.1   This  section  considers  the  IRSE  fundamental  Requirement  contained  in  section  3.3  –  
“Controls  should  be  in  place  to  prevent  or  mitigate  the  consequences  of:    
•   Trains  passing  the  end  point  of  their  movement  authority;;  
•   Trains  exceeding  their  permitted  speed;;  
•   Trains  moving  without  authorisation”.  
21.2   The  previous  few  sections  have  considered  the  usual  situation  where  drivers  obey  
lineside  signals  and  thus  always  stop  at  red  signals  at  the  end  of  their  movement  
authority.  Whilst  in  most  countries,  drivers’  performance  at  obeying  red  signals  is  very  
good  and  sometimes  exceeds  the  theoretical  human  capacity  for  avoiding  errors,  there  
are  still  occasions  when,  in  reality,  drivers  may  fail  to  stop  at  the  end  of  the  movement  
authority  for  a  number  of  reasons  including:  
•   Misjudgement  of  braking  performance  in  the  environmental  conditions  prevailing  at  
the  time;;  
•   Lack  of  attention  or  incapacity;;  
•   Lack  of  capability  due  to  inadequate  training.  
21.3   Overlaps  are  a  means  of  mitigating  some  of  this  risk,  and  they  were  discussed  in  
section  11.  
21.4   Additional  means  of  mitigation  include:  
a)   The  provision  of  a  “Train  Stop”  functionality,  where  a  train  detected  passing  a  
signal  at  danger  has  its  brakes  automatically  applied;;  
b)   The  provision  of  “Overspeed  Detection”  functionality,  where  a  train  detected  
approaching  a  signal  at  danger  at  too  high  a  speed  to  stop  at  the  signal  has  its  
braked  automatically  applied;;  
c)   The  provision  of  “Comprehensive  Speed  Supervision”  functionality  where  the  actual  
speed  of  the  train  is  continuously  compared  with  its  permitted  speed  (taking  into  
account  speed  restrictions  and  the  length  of  the  Movement  Authority)  and  the  
brakes  are  automatically  applied  when  the  actual  speed  exceeds  the  permitted  
speed;;  
d)   The  provision  of  “Signal  Repeating”  functionality  where  some  elements  of  the  
signal  aspect  is  displayed  in  the  cab  and  the  driver  is  required  to  acknowledge  
certain  aspects  to  prevent  an  automatic  brake  initiation.  
21.5   In  UK  Mainline  Practice,  TPWS  fulfils  function  a)  and  b),  and  AWS  fulfils  function  d)  in  
21.4  above.  
21.6   In  UK  London  Underground  practice,  mechanical  trainstops  are  provided  on  some  lines  
to  fulfil  function  a).  
21.7   Overspeed  Detection  and  Signal  Repeating  functionality  is  also  used  in  some  railway  
administrations  to  enforce  significant  reductions  in  line  speed.  
21.8   Another  means  of  protecting  against  the  possibility  of  an  overrunning  train  colliding  with  
another  authorised  train  movement  is  by  requiring  points  beyond  the  route  in  question  
to  be  in  a  particular  position  so  as  to  divert  an  overrunning  train  away  from  an  
authorised  train  movement.  
21.9   An  example  is  provided  in  Fig.15  below:  
•   A  route  set  up  to  signal  4  could  require  points  103  to  be  set  normal,  so  that  in  the  
event  of  the  train  overrunning  signal  4,  it  would  not  collide  with  a  train  travelling  on  
an  authorised  movement  authority  from  signal  3  to  signal  5.  This  is  referred  to  as  
“Overrun  protection”;;  
•   Conversely  a  route  from  signal  3  to  signal  5  could  require  103  to  be  set  normal  so  
that  a  train  overrunning  4  signal  would  not  collide  with  its  side.  This  is  referred  to  as  
“Flank  Protection”.  

IRSE  Exam  Module  2  Study  Guide   Page  27  of  39   Issue  1.0  
     
 21.10  The  provision  of  such  controls  is  dependent  on  particular  railway  administrations  and  
their  policy  for  overrun  management.  For  example  if  signal  4  were  fitted  with  train  stops,  
and  had  a  calculated  overlap  which  terminated  before  103  points,  then  the  risk  of  a  
train  overrunning  4  signal  reaching  103  points  is  very  low  and  hence  the  control  would  
probably  not  be  provided.  

Fig.15  
 
 
 
 
 
 
 
 
 
 
 
   
 
 

Activity  14  
Research  the  methods  of  train  protection  employed  on  the  railway  administration  with  which  you  
are  familiar.  
Consider:  
-­   “Signal  repeating”  functionality  
-­   Train  stop  functionality  
-­   Overspeed  detection  
-­   Flank  Protection  
-­   Overrun  Protection  
 
   

IRSE  Exam  Module  2  Study  Guide   Page  28  of  39   Issue  1.0  
     
22.    Junction  Signalling  
 
22.1   Where  lines  diverge,  the  track  layout  is  often  designed  (for  economic  or  geographic  
reasons)  such  that  one  route  (the  main  line)  will  have  a  much  higher  permitted  speed  
that  the  other  route  (the  diverging  line).  
22.2   When  a  train  is  routed  onto  the  diverging  line,  the  driver  needs  to  know  so  that  they  can  
adjust  the  train’s  speed  appropriately.  
22.3   On  a  “Speed”  signalled  system,  the  driver  can  be  notified  by  the  aspect  sequence  of  
the  previous  signal(s).  
22.4   On  “Route”  signalled  systems,  the  driver  is  generally  given  a  signal  indication  of  the  
route  they  are  to  take,  and  is  expected  to  adjust  their  speed  on  the  basis  of  their  
knowledge  of  the  route.  On  some  railway  administrations,  this  is  partially  enforced  by  
for  example  holding  the  signal  immediately  before  the  junction  at  red  until  the  train  is  
close  to  it  (and  has  therefore  slowed)  and  will  be  able  to  see  any  signal  indication  of  
divergent  route  before  allowing  it  to  clear  for  the  diverging  route.  This  is  known  as  
“Approach  Release”.  
22.5   This  methodology  can  on  its  own  be  unnecessarily  restrictive  and  so  additional  signal  
indications  are  sometimes  provided  at  preceding  signal(s).  
22.6   If  “Comprehensive  Speed  Supervision”  is  provided  then  this  contributes  to  the  effective  
management  of  speeds  through  junctions.  (see  section  21.4).  
22.7   Recommended  reading  [4]  Pages  77-­83.  
 

Activity  15  
Research  the  methods  of  junction  signalling  and  associated  signal  aspects  and  sequences  and  
other  controls  employed  on  the  railway  administration  with  which  you  are  familiar.  
   

IRSE  Exam  Module  2  Study  Guide   Page  29  of  39   Issue  1.0  
     
23.    Level  (Grade)  Crossings  
 
23.1   A  level  (grade)  crossing  is  where  a  road  crosses  the  railway  line  on  the  level.    
23.2   Clearly  there  is  a  need  to  ensure  that  the  road  is  closed  to  road  traffic  before  a  train  is  
able  to  pass  across  the  level  crossing.  This  fulfils  the  IRSE  Fundamental  contained  in  
section  3.3  –  “Protection  should  be  provided  for  the  public  and  trains  at  level  (grade)  
crossings.”  
23.3   Railway  administrations  adopt  a  wide  variety  of  methodologies  for  providing  this  
protection  with  varying  arrangements  of  lights,  barriers,  operating  sequences  etc.,  
dependent  upon  local  practice  and  highway  regulations.  
23.4   However  they  can  be  broadly  split  into  2  groups:  
•   Crossings  which  are  protected  by  signals.  The  signal  is  only  allowed  to  clear  when  
the  crossing  has  been  proved  to  be  closed  to  road  traffic  and  the  crossing  area  
itself  is  clear;;  
•   Crossings  which  are  not  protected  by  signals,  but  which  continuously  detect  that  
no  trains  are  approaching  in  order  to  maintain  the  road  open.  Where  a  train  is  
detected  approaching  (within  a  specified  distance  dependent  upon  line  speed  and  
desired  crossing  closed  times),  the  crossing  is  automatically  closed  to  road  traffic.  
Since  the  closure  of  the  crossing  is  not  proved  in  approaching  signals,  the  
mechanism  by  with  the  crossing  is  closed  needs  to  be  highly  reliable  and  utilise  
4
“fail  safe ”  principles.  

Activity  16  
Research  the  methods  of  junction  level  crossing  protection  employed  on  the  railway  
administration  with  which  you  are  familiar.  
 
Take  particular  note  of:  
 -­    Requirements  for  protective  signals  and  their  permitted  relative  position  to  the  crossing.  
 -­  Constraints  on  non  signal  protected  crossings  associated  with  line  speed,  traffic  density  and  
numbers  of  lines.  
   

                                                                                                                       
4
 “Fail  Safe”  is  a  philosophy  of  equipment  and  system  design  whereby  all  credible  failure  modes  lead  to  a  more  
restrictive  and  safer  situation.  In  this  level  crossing  application,  this  means  that  the  crossing  is  closed  to  road  
traffic.  In  the  more  general  signalling  sense  this  implies  that  signals  revert  to  red,  track  circuits  become  occupied  
etc.  

IRSE  Exam  Module  2  Study  Guide   Page  30  of  39   Issue  1.0  
     
24.    Signal  Positions  
 
24.1   Apart  from  the  considerations  of  headway  and  braking  distances,  there  are  also  other  
constraints  on  the  position  of  signals  which  need  to  be  understood  to  correctly  signal  
the  layout.  These  vary  significantly  across  railway  administrations,  so  research  is  
needed.  The  following  paragraphs  summarise  the  most  common.    
24.2   Physical  sighting.  The  purpose  of  the  signal  is  to  communicate  information  to  the  train  
driver.  To  enable  this,  the  driver  clearly  needs  to  be  able  to  see  it  for  a  sufficient  period  
of  time  to  assimilate  the  information.  In  real  life,  a  site  survey  is  usually  used  to  
determine  the  final  signal  position.  For  the  purposes  of  the  IRSE  exam,  you  will  need  to  
ensure  that  you  do  not  position  signals  somewhere  where  the  sighting  will  obviously  be  
compromised.  The  classic  example  is  just  beyond  an  over  bridge.  For  the  purposes  of  
the  exam  is  probably  worth  stating  in  your  assumptions  that  the  final  position  of  signals  
is  subject  to  on  site  survey  to  confirm  readability.  
24.3   Parallel  signals.  Not  only  does  a  driver  have  to  be  able  to  see  a  signal,  they  also  have  
to  determine  which  signal  applies  to  them  if  they  can  see  several  signals  
simultaneously.  For  this  reason  many  railway  administrations  require  that  when  there  
are  parallel  lines  signalled  for  the  same  direction  of  traffic,  then  the  signals  shall  usually  
be  adjacent  to  one  another  unless  specific  measures  are  put  in  place  to  mitigate  the  
risk  of  incorrect  reading.  Examples  may  be  mounting  one  at  much  reduced  height.  
24.4   Maintainability.  Signals  need  maintenance.  You  should  therefore  avoid  putting  them  
where  this  will  be  problematic.  Examples  include  on  viaducts  or  in  tunnels.  (This  is  
clearly  inapplicable  to  underground  metros!)  
24.5   Overlap  clear  of  junction.  If  the  overlap  of  a  signal  extends  through  a  junction,  then  
the  route  up  to  that  signal  will  lock  the  junction,  until  the  train  has  come  to  a  proven  
stand  at  the  junction  and  the  overlap  is  released.  This  clearly  precludes  other  
simultaneous  conflicting  movements  through  the  junction.  It  is  more  flexible  and  greatly  
reduces  the  complexity  of  the  interlocking  if  the  overlap  stops  before  the  junction,  
especially  on  converging  junctions.  
24.6   Reasonably  Even  spacing.  Where  an  aspect  sequence  includes  more  than  one  
cautionary  aspect  before  the  stop  signal  at  the  end  of  the  movement  authority,  then  it  is  
easier  for  the  driver  to  judge  their  brake  application  if  they  are  relatively  evenly  spaced.  
In  the  UK  Mainline  there  is  a  1/3  2/3  rule  to  limit  the  degree  of  unevenness.    
24.7   Overbraking.  The  minimum  distance  between  the  first  cautionary  aspect  and  the  stop  
signal  at  the  end  of  the  movement  authority  is  the  service  braking  distance.  However  if  
the  actual  distance  is  very  significantly  greater  than  this,  then  there  is  a  risk  that  the  
driver  becomes  accustomed  to  not  applying  the  brakes  at  the  cautionary  first  aspect  
and  may  then  forget  /  misjudge  their  brake  application,  resulting  in  the  risk  of  
overrunning  their  movement  authority.  For  this  reason,  excessive  over  braking  should  
be  avoided  if  possible.  In  UK  mainline,  there  is  a  50%  overbraking  rule  to  limit  this.  
24.8   Platform  Starter  signals.  Where  signals  are  required  in  the  vicinity  of  a  station  
platform,  then  they  should  usually  be  positioned  at  the  exit  end  of  the  platform  (such  
that  a  train  stopping  at  them  will  be  in  the  platform)  or  at  least  a  train’s  length  beyond  
the  platform  (so  that  no  part  of  a  train  stopping  at  them  will  be  in  the  platform).  
24.9   Standage.  In  certain  parts  of  the  layout,  it  is  necessary  to  fit  a  train  of  the  specified  
length.  (perhaps  in  a  loop  line).  The  position  of  signals  relative  to  each  other,  or  relative  
to  the  point  work  needs  to  facilitate  this,  with  an  appropriate  allowance  for  such  
practical  factors  as  the  variation  in  stopping  position  fo  the  train  relative  to  a  signal,  and  
the  potential  for  possible  “roll  back”  of  the  train  (especially  where  trains  without  full  
brake  fitment  operate).    
24.10  Recommended  reading  [4]  Pages  86-­112,  and  [1]  Pages  30-­46.  
 
IRSE  Exam  Module  2  Study  Guide   Page  31  of  39   Issue  1.0  
     
  

Activity  17  
Review  the  list  of  signal  position  constraints  listed  in  the  previous  section  and  for  the  railway  
administration  that  you  are  familiar  with:  
 
 -­  Identify  which  of  these  apply  
 -­  Identify  any  further  constraints  
 -­  Research  and  list  out  the  specific  constraints  applicable.  
 
 
 
 

25.  Relative  Importance  of  Requirements    

 
25.1   In  applying  the  principles  of  signal  engineering  as  covered  in  this  study  guide,  and  as  
applied  by  your  railway  administration,  you  will  inevitably  find  conflicts  that  need  
resolution.    
25.2   This  is  the  point  where  you  will  need  to  make  rational  risk  based  judgements  on  the  
relative  importance  of  conflicting  requirements  in  a  particular  situation.  This  is  the  
essence  of  signal  engineering.    
25.3   The  following  hierarchy  may  be  a  useful  framework  in  applying  this  judgement:  
•   Level  1  –  Requirements  that  relate  to  the  safe  operation  of  trains  on  the  
assumption  that  drivers  obey  lineside  signals.  (Statistically  this  is  a  very  sound  
assumption).  Examples  of  requirements  in  this  category  include:  
o   Sufficiency  of  Braking  distances  (i.e.  not  underbraked)  
o   Aspect  sequences.  
•   Level  2  –  Requirements  that  mitigate  the  relatively  few  occasions  when  drivers  fail  
to  obey  lineside  signals.  Examples  of  requirements  in  this  category  include:  
o   Excessive  overbraking  
o   Overlaps  
o   Train  Protection.  
•   Level  3  –  Requirements  that  relate  to  reliability,  maintainability  etc.  
   

IRSE  Exam  Module  2  Study  Guide   Page  32  of  39   Issue  1.0  
     
26.  Key  Principles  for  Signalling  the  Layout  
 
26.1   This  section  covers  the  key  suggested  general  approach  to  Signalling  the  Layout  in  the  
context  of  the  IRSE  exam.  You  should  practice  this  approach  on  past  layouts  and  
modify  it  to  suit  your  particular  style.  You  should  also  modify  it  in  the  light  of  the  specific  
questions  asked  in  the  exam  and  the  marking  scheme.  
26.2   Read  the  question  set  and  the  marking  scheme,  and  study  the  layout.  Ensure  that  
you  fully  understand  what  is  being  asked  and  for  what  you  will  receive  credit.  
(There  is  little  time  to  do  work  for  which  there  is  no  credit)  
26.3   Do  NOT  answer  the  question  you  have  practised  from  previous  papers.  You  only  
get  credit  for  answering  THE  ACTUAL  EXAM  question.  
26.4   You  should  provide  the  minimum  necessary  equipment  to  meet  the  functionality  
required.  
26.5   From  the  train  braking  information  and  gradient  information  provided  calculate  the  
service  braking  distance.  You  may  need  to  do  this  for  a  number  of  different  lines  on  the  
layout.  Show  your  calculations  and  assumptions.  
26.6   From  the  train  service  specification  (however  provided)  identify  the  headway  that  you  
need  to  deliver.  You  may  need  to  do  this  for  a  number  of  lines.  You  should  generally  
round  upward  in  headway  and  provide  more  than  the  minimum  specified,  since  this  
allows  perturbation  management  in  the  real  layout,  but  beware  of  overprovision  and  
hence  not  designing  an  economical  layout.  Show  your  calculations  and  assumptions.  
26.7   From  the  braking  distance  and  the  headway  assessment  deduce  the  form  of  signalling  
that  you  will  provide.  This  can  range  from  continuous  high  density  signalling  to  islands  
of  signalling  with  big  gaps  in  between  for  very  low  capacity.  Show  why  you  have  come  
to  these  conclusions.  
26.8   Indicate  the  normal  lie  of  point  work,  and  add  any  trap  points  necessary.  
26.9   Start  fitting  main  signals  into  your  layout,  taking  into  account  the  braking  distance,  
headway  requirements  and  signal  position  constraints.  
26.10  Add  shunting  signals  as  required  to  meet  the  train  service  and  operational  specification.  
26.11  Add  train  detection  boundaries,  including  noting  those  that  prove  clearance  from  
junctions.  
26.12  Add  train  protection.      
26.13  Number  all  your  signals,  points  and  train  detection  sections  in  different  numbering  
schemes.  
26.14  Add  any  other  features  needed  to  satisfy  the  specification  and  the  exam  question.  
26.15  Many  requirements  and  constraints  will  conflict,  and  you  will  need  to  exercise  
judgement  to  resolve  these  conflicts.  You  should  provide  rationale  for  this,  and  use  the  
guidance  contained  in  section  25.  
26.16  Throughout  you  should  state  your  rationale  for  decisions  taken  and  clearly  list  any  
assumptions  you  make.  
 
   

IRSE  Exam  Module  2  Study  Guide   Page  33  of  39   Issue  1.0  
     
27.  Glossary  of  Terms  
 
27.1   The  terms  used  below  may  be  more  precisely  defined  by  any  given  railway  
administration.  The  glossary  provided  is  designed  to  give  an  understanding  of  the  
concept  associated  with  the  term  for  the  purposes  of  this  study  guide  rather  than  
necessarily  a  precise  definition.  
 
Approach  Locking   A  control  applied  by  the  signalling  system  after  a  movement  authority  
has  been  issued  which  has  the  effect  of  maintaining  the  reservation  
of  the  relevant  section  of  line  (the  route)  if  the  movement  authority  is  
rescinded.  This  maintenance  of  reservation  protects  any  train  that  is  
so  close  to  the  start  of  the  rescinded  movement  authority  that  it  
cannot  stop  before  entering  it.      

Approach  Release   A  control  applied  on  the  approach  to  diverging  junctions  to  reduce  the  
(also  known  as   speed  of  trains  signalled  on  the  diverging  (lower  speed)  route  such  
Approach  Control)   that  the  driver  can  see  the  signal  indication  of  the  divergence  and  
drive  at  an  appropriate  seed  using  their  route  knowledge.  

ATO   Automatic  Train  Operation.  A  train  mounted  system  which  interprets  

movement  authorities  from  the  signalling  system  in  order  to  drive  the  
train  automatically  at  an  appropriate  speed.  

Axle  Counter   A  form  of  train  detection  system  where  a  track  mounted  wheel  sensor  
counts  the  number  of  axles  entering  and  leaving  each  extremity  of  
the  train  detection  section.  Evaluation  of  these  counts  determines  if  
the  net  number  of  axles  within  the  section  is  zero,  and  this  is  
interpreted  as  a  clear  section.  

Block  Section   A  section  of  line  that  the  signalling  system  (usually)  ensures  is  only  
occupied  by  one  train.  

Braking  Distance   The  distance  that  a  train  takes  to  brake  to  a  stand  from  a  particular  
speed.  

Cautionary  Aspect   An  aspect  displayed  by  a  signal  which  communicates  a  movement  

authority  to  the  train  driver,  and  hence  allows  the  train  pass  that  
signal,  but  includes  some  limitation  requiring  the  train  driver  to  
(usually)  reduce  speed  as  they  are  approaching  the  end  of  the  
movement  authority.  

Clear   A  term  used  to  indicate  that:  

•   A  section  of  line  has  no  trains  present,  or  
•   A  signal  aspect  does  not  require  the  train  driver  to  reduce  
speed,  or  
•   A  train  on  a  diverging  line  is  sufficiently  far  from  the  
divergence  to  allow  the  other  diverging  line  to  be  considered  
to  have  no  train  present.  
Clearance  Point   A  position  associated  with  a  set  of  points  (switches)  on  one  of  the  
diverging  lines  which  is  sufficiently  far  from  the  Fouling  Point  such  
that  a  train  detected  beyond  it  would  always  be  adequately  clear  of  
another  train  on  the  other  line.  The  dimension  is  related  to  rolling  
stock  design  [  overhang  from  the  first  wheel  and  envelope]  and  the  
geometry  of  the  points.  

IRSE  Exam  Module  2  Study  Guide   Page  34  of  39   Issue  1.0  
     
 Derailer   A  moveable  device  which  is  placed  on  the  rails  with  the  specific  intent  
of  derailing  a  train  which  has  made  an  un-­authorised  movement  in  
order  to  prevent  is  running  into  an  authorised  train  movement.  It  
performs  the  same  function  as  trap  points.    

Detected  /   A  term  used  to  indicate  that  a  particular  signalling  asset  has  been  
Detection   sensed  to  be  in  a  particular  (desired)  state.    
The  points  are  detected  normal  –  the  points  are  proven  to  be  in  the  
normal  position.  
The  wheel  sensor  detected  a  passing  axle.  

Distance  Headway   See  Headway  

Emergency  Braking   The  absolute  minimum  distance  it  will  take  a  particular  train  to  stop,  
Distance   ignoring  passenger  comfort.  

ETCS   European  Train  Control  System.  

Fixed  Block   A  block  section  which  has  a  fixed  length.  

Flank  Protection   A  control  applied  by  the  signalling  system  to  a  set  of  points  to  require  
them  to  be  in  a  certain  position  to  protect  an  authorised  train  
movement  from  a  side  (flank)  collision  from  an  unauthorised  train  
movement.  

Fouling  Point   The  position  associated  with  a  set  of  points  (switches)  on  one  of  the  
diverging  lines  where  a  train  standing  would  just  touch  another  train  
standing  on  the  other  line.  (the  dimension  is  related  to  the  envelope  
of  the  rolling  stock  and  the  geometry  of  the  points).  

Headway   The  minimum  distance  (or  time)  between  two  trains  one  the  same  
line  with  the  following  train  NOT  in  receipt  of  a  cautionary  aspect  (to  
provide  advance  warning  of  the  end  of  its  movement  authority).  

Interupter   A  device  (usually)  associated  with  trap  points  which  detects  that  a  
train  has  been  derailed  and  inputs  into  the  signalling  system  to  
provide  protection  to  that  derailment.  This  is  often  effected  by  forcing  
the  associated  train  detection  section  to  an  occupied  state.  

Lineside  Signal   An  array  of  coloured  lights  (or  moveable  arms)  mounted  adjacent  to  
the  line  to  visually  communicate  a  movement  authority  (together  with  
conditions  of  that  movement  authority)  to  the  train  driver.    

Locked   A  term  used  to  denote  that  a  moveable  element  of  the  rails  (switches  
or  moveable  bridges)  is  safely  fixed  in  the  desired  position.  Closely  
synonymous  with  “secure”  
The  term  is  also  used  to  indicate  that  a  route  has  been  reserved  (for  
the  time  being)  for  the  exclusive  use  of  a  particular  train.  The  route  is  
said  to  be  locked  until  such  time  as  it  is  released  by  the  train  passing  
through  the  route  or  other  means.  

Movement   An  authority  provided  by  the  signalling  system  to  authorise  a  

Authority   particular  train  movement.    
The  movement  authority  will  usually  have  limits  associated  with  it  
such  as  speed  or  distance  ahead  that  the  authority  is  valid.    
To  be  effective  the  movement  authority  needs  to  be  communicated  
by  the  signalling  system  to  the  train  driver,  or  other  system  which  is  
responsible  for  driving  the  train  (ATO).  
Moving  Block   A  block  section  whose  length  is  variable  and  dependent  upon  the  
speed  of  the  train.  

IRSE  Exam  Module  2  Study  Guide   Page  35  of  39   Issue  1.0  
     
 Normal   A  term  used  to  describe  one  notional  but  defined  position  of  a  
particular  set  of  points.  Normal  is  usually  the  lie  of  the  points  seen  to  
be  the  “main”  or  “straight”  route  or  the  least  conflicting  route.  

Occupied   A  term  used  to  indicate  that  a  train  is  present  in  a  particular  track  
section.  

Out  of   A  term  used  to  indicate  that  a  set  of  points  is  NOT  detected  and  
correspondence   locked  in  the  position  desired  by  the  interlocking.  

Overlap   A  section  of  line  beyond  the  end  of  a  movement  authority  which  is  
reserved  for  the  use  of  the  train  using  the  movement  authority  in  case  
of  driver  misjudgement  of  braking.  

Overrun  Protection   A  control  applied  by  the  signalling  system  to  a  set  of  points  to  require  
them  to  be  in  a  certain  position  to  divert  a  train  potentially  
overrunning  its  movement  authority  from  the  path  of  another  
(authorised)  train  movement.  

Overspeed   A  means  of  detecting  if  a  train  is  proceeding  at  a  speed  greater  than  
Detection   a  particular  value.  This  can  be  by  means  of  train  borne  equipment,  or  
infrastructure  based  equipment.  The  detection  of  overspeed  usually  
results  in  an  enforced  brake  application.  
Position  Detector   A  lineside  device  with  synonymous  functionality  to  a  Treadle.  Usually  
applied  to  electromagnetic  detection  devices  rather  than  mechanical  
devices.  

Proceed  Aspect   Any  aspect  displayed  by  a  signal  which  communicates  a  movement  
authority  to  the  train  driver,  and  hence  allows  the  train  pass  that  
signal.  

Reserved   A  term  used  to  denote  that  a  section  of  line  is  allocated  (for  the  time  
being)  by  the  signalling  system  for  the  exclusive  use  of  a  particular  
train.  When  the  route  is  thus  reserved  it  is  sometimes  referred  to  as  
being  locked.  

Reverse   A  term  used  to  describe  one  notional  but  defined  position  of  a  
particular  set  of  points.  The  opposite  of  Normal.  

Route   A  term  often  used  to  describe  the  reservation  of  a  section  of  line  prior  
to  issuing  a  movement  authority  for  a  train  to  pass  over  that  section.    
Setting  a  route  means  applying  reservation  to  that  section  of  line,  
which  usually  starts  at  one  signal  end  at  the  next  signal.  

Route  Knowledge   A  drivers  knowledge  of  a  particular  geographic  route,  including  the  
layout,  the  position  of  signals,  the  aspects  those  signals  can  display  
and  the  line  speed,  including  though  each  junction.    

Route  locking   The  functionality  of  the  signalling  system  which  ensures  that  a  
reserved  section  of  track  (route  set)  is  locked  in  that  state  until  the  
train  has  passed  through  the  route  (or  a  section  of  it)  at  which  time  
the  route  is  released.  

Route  Signalling   A  philosophy  of  signalling  systems  where  the  signalling  system  
displays  the  route  set  ahead  for  the  train  to  the  train  driver  (either  by  
lineside  signals  or  in  cab  display).  The  train  driver  is  expected  to  
have  “route  knowledge”  such  that  they  can  (for  example)  identify  that  
a  diverging  route  set  ahead  means  that  they  have  to  reduce  speed  to  
a  particular  value.    

IRSE  Exam  Module  2  Study  Guide   Page  36  of  39   Issue  1.0  
     
 Secure   A  term  used  to  indicate  that  moveable  elements  of  rails  (switches  or  
moveable  bridges)  in  a  section  of  line  are  safely  fixed  in  the  desired  
position.  

Service  Braking   The  distance  within  which  all  train  using  the  route  can  brake  from  a  
Distance  (SBD)   particular  speed  to  a  stand  under  all  reasonably  foreseeable  
conditions  including  all  relevant  tolerances  of  systems  and  the  
comfort  of  passengers.  

Service   The  rate  at  which  all  train  using  the  route  can  brake  from  a  particular  
Deceleration  Rate   speed  to  a  stand  under  all  reasonably  foreseeable  conditions  
including  all  relevant  tolerances  of  systems  and  the  comfort  of  
passengers.  

Set  Left   A  term  sometimes  used  to  describe  the  lie  of  a  particular  set  of  points  
when  viewed  facing  the  divergence.  

Set  Right   A  term  sometimes  used  to  describe  the  lie  of  a  particular  set  of  points  
when  viewed  facing  the  divergence.  

Speed  Signalling   A  philosophy  of  signalling  systems  where  the  signalling  system  
displays  the  permitted  speed  to  the  train  driver  (either  by  lineside  
signals  or  in  cab  display).  
Speed  supervision   The  continuous  detection  of  a  trains  actual  speed  relative  to  its  
permitted  speed,  with  enforced  brake  application  in  the  event  that  the  
permitted  speed  is  exceeded.  

Standage   A  term  used  to  indicate  the  length  of  train  that  can  be  accommodated  
within  a  particular  part  of  a  track  layout.  For  example  a  loop  line  may  
be  sufficiently  long  that  a  train  of  200m  length  can  stand  at  the  exit  
signal  and  its  rear  be  sufficiently  clear  of  the  entrance  to  the  loop.  
(i.e.  past  the  clearance  point).  The  loop  is  said  to  have  a  standage  of  
200m.  

Timescale   See  Headway  

Headway  
Track  Circuit   A  form  of  train  detection  system,  which  operates  generically  by  using  
the  rails  as  a  transmission  line  between  a  transmitter  at  one  end  of  
the  train  detection  section,  and  a  receiver  at  the  other.  The  wheels  of  
a  train  within  the  section  shunts  the  signal  transmitted  and  thus  
enables  the  receiver  to  detect  the  train.  
Train  Stop   A  lineside  device  which  is  capable,  when  the  signalling  system  
requires  it,  to  initiate  an  emergency  brake  application  on  a  train  that  
passes  over  it.  It  is  most  commonly  used  adjacent  to  signals  and  is  
activated  when  they  are  at  red  to  apply  emergency  brakes  to  a  train  
passing  the  red  signal.  The  device  can  be  in  the  form  of  a  raised  arm  
which  mechanically  contacts  a  “tripcock”  on  the  train  which  activates  
the  brakes,  or  can  use  an  electromagnetic  interface  with  the  train.  

Trap  Points   A  set  of  points  (switches)  which  are  provided  in  the  layout  specifically  
to  derail  a  train  which  has  made  an  un-­authorised  movement  in  order  
to  prevent  it  running  into  an  authorised  train  movement.  These  are  
sometimes  provided  in  lieu  of  overlaps  where  geographic  conditions  
prevent  the  provision  of  an  overlap.  

Treadle   A  lineside  device  which  detects  the  passage  of  a  train  (a  wheel)  past  
a  particular  point.  It  is  sometimes  directional,  in  that  it  only  detects  
train  movements  in  a  particular  direction.  

IRSE  Exam  Module  2  Study  Guide   Page  37  of  39   Issue  1.0  
     
  

28.  References  and  Suggested  Reading  List  

 
28.1   References  in  the  text  to  items  on  the  suggested  reading  list  are  indicated  [n],  where  n  
is  the  reference  number  in  the  (separate)  Suggested  Reading  List.  
28.2   There  are  additional  items  of  background  reading  included  on  the  Suggested  Reading  
List,  which  are  not  specifically  referenced  from  the  text.  
 
 
 

29.  Revision  Record  

 

Version   Date   Description  

Draft  0.7   06/01/16   Initial  draft  provided  for  review  by  representative  examiners  

Draft  0.8   14/03/16   Final  draft  updated  following  examiner’s  comments  and  cross  
correlation  to  recommended  reading  list  

Draft  0.9   04/04/16   Final  edit  for  format  &  presentation  

Issue  1.0   05/2016   Final  formatting  and  convert  to  PDF  for  website  

 
 

30.  Authorship  
 

Neil  Porter   Author  

With  acknowledgement  to  the  2008  Study  Guide  by  Peter  Woodbridge  et  al,  to  which  references  are  
made  in  this  Study  Guide.  
 

   

IRSE  Exam  Module  2  Study  Guide   Page  38  of  39   Issue  1.0  
     
Module  2  Study  Guide  Feedback  

The  IRSE  has  revised  this  study  guide  following  feedback  from  candidates  but  is  always  seeking  
continuous  improvement  and  would  welcome  your  views  on  how  helpful  this  has  been  to  you  in  
preparing  for  the  examination.  It  would  be  appreciated  if  you  are  able  to  take  a  few  minutes  to  
complete  the  feedback  form  below  and  send  to  the  IRSE  Professional  Development  Manager  at  4th  
Floor  1  Birdcage  Walk  Westminster  London  SW1H  9JJ,UK  or  email  pd@irse.org  
 
Overall  do  you  think  the  module  2  Study  Guide  has  been  helpful  in  your  preparations  for  the  exam?  
€   very  helpful   €   moderately  helpful   €   only  a  little  help   €   not  helpful  
If  appropriate  please  briefly  state  areas  where  you  would  like  to  see  improved  
 
 
 
 
 
 
Did  you  make  use  of  the  activities  within  the  Study  Guide?  
€   extensive  use   €   moderate  use   €   used  only  a   €   did  not  use  
little  
If  you  used  them,  how  helpful  were  the  activities?  
€   very  helpful   €   moderately  helpful   €   only  a  little  help   €   not  helpful  
If  appropriate  please  briefly  state  how  the  activities  could  be  improved  
 
 
 
 
 
       
Did  you  make  use  of  the  reading  references  within  the  Study  Guide  and  the  Suggested  Reading  
List?  
€   extensive  use   €   moderate  use   €   used  only  a   €   did  not  use  
little  
If  you  used  them,  how  helpful  were  the  suggested  reading  references?  
€   very  helpful   €   moderately  helpful   €   only  a  little  help   €   not  helpful  
If  appropriate  please  briefly  state  how  the  Suggested  Reading  List  could  be  improved  
 
 
 
 
 
       
Did  you  make  use  of  the  exam  questions  within  the  study  guide?  
€   extensive  use   €   moderate  use   €   used  only  a  
€   did  not  use  
little  
If  you  used  them,  how  helpful  were  the  past  exam  questions  within  the  Study  Guide?  
€   very  helpful   €   moderately  helpful   €   only  a  little  help   €   not  helpful  
If  appropriate  please  briefly  state  how  the  past  exam  questions  could  be  improved  
 
 
 
 
 
       
Finally  if  you  have  used  other  study  guides  for  other  IRSE  modules  we  would  appreciate  your  
comments  on  how  the  study  guide  for  module  2  compares  with  them.  
 
 
 
IRSE  Exam  Module  2  Study  Guide   Page  39  of  39   Issue  1.0