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| Re: R-160 Update (315499) | |||
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Re: R-160 Update |
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Posted by Stephen Bauman on Mon Sep 25 19:22:50 2006, in response to Re: R-160 Update, posted by J trainloco on Mon Sep 25 17:34:56 2006. the eventuality of CBTC is to have ATO as well.If the goal is to have ATO, then CBTC is proving to be a very expensive way to achieve it. Also, if the ATO as practiced by CBTC adds 30 seconds (as reported by one contributer) to the braking time at an intermediate station, then it's also useless. But of even greater issue here is human control...sit outside the station until the train ahead is fully outside of the station ...approaching stations that are occupied often slow down much too often, especially when they approach a station with a train that is already pulling out... CBTC will eliminate First off, there's a lot of variability for trains leaving stations as well as entering them. However, that's ATO not CBTC. Ignore the padded schedule. If 5 trains are backed up behind one leader, then its obvious that the error here is on the leader being too slow. That depends on the level of padding and the headways. Suppose the leader is following the schedule and the followers are not. Then with 2 minute headways and 10 minutes padded into the schedule, you can expect 5 backups. If every train has the same acceleration/top speed characteristics, They don't. They don't have closed loop control on acceleration. Burned out motors are not sufficient cause for sending a car to the shop. NYCT is addressing the supervision issue. Lets see how well they do it with their new scheme. They were supposed to couple ATS time to next train signs in the stations. They were supposed to be operational last year. I still have not seen any. the merge point where 18 of those trains merge with 10 of them experiences delays. Small wonder. Balanced merges are needed to avoid delays. The alternative is non-uniform intervals between trains. That opens up a whole new can of worms for maintaining schedules. |
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