2000 HEADWAY CALCULATION (IRSE Exam - Mod 2) / Model Answer Answer: Assumptions (1) (2) (3) (4) Route

Relay Interlocking requires a sighting time of 10 seconds. All overlaps are 225m standard unless otherwise stated. AWS is placed 180m on approach to all signals not drawn on the plan. TPWS TSS is placed at all stops signals protecting a junction, OSS is located on approach to all signals whose overlap demands it-not drawn on plan. (5) Signalled to Network Rail Standards 2008. Conversions of all speeds to m/s 160 km/h= 16000 = 16000 1h 3600 100 km/h = 10000 = 10000 1h 3600 m/s = 44.44m/s

m/s = 27.77 m/s

40 km/h = 40000 m/s = 11.11 m/s 3600 120 km/h = 120000 m/s = 33.33 m/s 3600 Timetabled non-stops mainline headway of 180 sec we must design for better to accommodate recovery from perturbation, 20% is a good allowance 180 = 150 sec, so we are designing foe HT = 150 sec at 120 km/h at VTH= 120km/h 1.2 HD= HT x VH, HD= 150 x 33.33 = 5000 m Calculate worst case braking distance Passenger train B = u2 = (44.444)2 = 1975.3 = 1980 m 2a2 2 x 0.5 1 Freight train B = u2 = (27.778)2 = 771.62 = 775 m 2a2 2 x 0.5 1

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Clearly on the main line the braking distance for passenger trains dominates the signal spacing. On the branch lines the speed limit is the same for both freight and passenger, hence the freight equations above define the braking distance. DGR = HD L O S DGR = 5000 200 225 (Vmax DGR = 4575- 444.44 DGR = 4131 m So the distance from green-to-red is to be 4131 m N = DGR 4131 = 2.086 B 1980 Therefore 4 aspect signalling on the main line and nominal average spacing of 1300 m. On the branch line, isolated 3 aspect signalling with the distance located 775m from stop. Single line will use treadles to implement one train working.
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STOPPING HEADWAY CALCULATION Assumptions 1. Station dwell time is 30 seconds 2. The professional driving policy over the route is not as restrictive on headway as that which would be applied by a current TOC operating on Network Rails infrastructure would be expected to be Question states the stopping headway is 6 minutes or 360 seconds. Remember that being a financial risk I have decided that the non-stopping headway must have 20% contingency, so we shall do the same for the stopping. HT= 360 = 300 1.2 Therefore our target stopping time is 300 seconds t5 The time prior to passing the first signal at caution in which the driver is likely to react to a change of aspect t5 = 10 seconds t4 The time taken to travel distance x (i.e. the distance which the train can travel at constant speed, having passed the first cautionary aspect before the driver applies the brakes, informed by his route knowledge of the stopping point at the platform edge. Distance x is the distance from VH (should it be V link). Note that to calculate the distance x we need to calculate t3 first. T3 = 66 seconds, we need to know how far the train travels in this time s= ut + at2 = 0 x 66 + x 0.5 x 662 = 0.25 x 4356 s= 1089 m So the distance x is equal to signal spacing x2- 1089 x= (1300 x 2) -1089 x= 1511m t= x VTH t= 1089 83 t= 46 second t3 Time taken to decelerate from VH to a halt v=u + at (v =line speed) v - u = at 0-33 = 0.5 t 3|Page

t= 33 = 66 seconds 0.5 t3 = 66 seconds t2= 30 seconds dwell time t1 The time taken for the rear of the train to travel to the end of the overlap (i.e. the train travels the overlap distance and its own length) whilst travelling at constant acceleration s= ut + at2 O + L = 0 x t + at2 225+200= x 0.5 x t2 425 = 0.25t2 t2= 425 0.25 t= 1700 t= 42 seconds So now that we have the five values of t we must sum them T= 42+30+66+46+10 T= 194 seconds This is comfortably within the 300 seconds, so I have proven that the system which I designed for non-stopping headway will be suitable for stopping headway as required in the question.

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