Well no one have tried it since everyone only want ultra high
frequency and minimum travelling time, all this at the cost of
comfort. Hence it is ATO's characteristics to brake and accelerate
at its max. Braking a few meters after the target point does make a
difference, in fact it can make a difference between life and
death.
The best hope to fixed this problem is hope for someone to make
something that is able to calculate average speed of the train
infront and brake and accelerate accordingly smoothly.
Anyway I thought NEL and CCL's ATO has more powerful brakes.
How can you account for max brake and acceleration curve when we
have normal and fast mode when in Auto mode? This is only true if
our train operate in fast mode at all times which is not the
case here. Anyway we're using the ancient ATC block system on the
NSL and EWL, which means that train behind can't move until the
train 1~2 block infront has cleared the ATC block. Also, are you
aware that the Yamanote Line D-ATC works in such a way that if the
train have to come to a complete stop due to a train infront, the
train will automatically applies B1 before the train comes to a
complete stop, accomplishing the comfort part of commuting.
The technology is already present in the real world but sadly,
NSL and EWL is still using the old signalling system.
ATO does not have brakes, it's the train that have the brake, so
I suppose you are trying to say that the 70000 series and 8000
series have more powerful brakes?
Well we can give it a thought that local train officers/drivers
are not that well trained in driving a train smoothly. As long as
they don't overshoot, I guess its pass from the lessons of driving
a train. Little talk about accuracy in stopping, timing to use what
notch of brake and so on.
Also, the master controller of local trains make the job more
difficult. First, the deadman's button, a hard hat, well I hate the
feeling of pressing onto it while concentrating on the tracks
ahead. I have not drove a real train before, but using fully built
up simulators, the absence of the switch is really more convenient
than with the it. Then again, no windows to look into the cab; once
the driver sleeps/slumps over, no one can know it and wake him
up/take control from inside the train.
Second, the unique power and brake notches of the master
controller. Power 4 notches, brake 3 notches. So its more easy to
move off than brake, agree? Three notches for brake is really too
little. Not only the speed, but by dividing your maximum brake
power into three notches will make every part stronger than say,
seven notches.
Equipment reliability and man-machine trust is important. An
automatic machine when operated by a human will often give more
trouble than help.
It's the way they're trained to stop. They are taught to lookout
for "checkpoints" like at a particular part of the station, train
must be at X km/h etc, which is why there's is this frequent
intermittent brake engage and disengage symtoms during CM mode. The
way NEL train work is abit worst IMHO as the master controller is
not exactly a notch but a slider and plus the way I see the CSO
handles the brake is like;
Enter station at 60km/h using N>B3>N>B3>N>B3 and
continues until the train stop at the correct position. Do correct
me if I am wrong.
To add, the position where the CSP was place is not "driver
friendly" as it does not really allows the driver to see where the
exact CSP is until he/she is very near it as it is placed at the
wall of the station, not to mention that each different station has
different layout and CSP. Adding the HHPSD, it's going to restrict
the judgement even more, which in turn "encourage" the driver to
brake in a more unpredictable and "violent" way.
Agreed with this. The way the deadman button is implemented make
the job "not-so-easy" for manual operation. But B1 to B3 is still
okay for manual operation, just that better judgement is
required.
Agreed with this but it all depends who is the driver isn't
it?
No, apart of peak hour times where the train's distance is
barely 2 minutes, overshooting is a real problem such that if you
have overshot by a door's distance, is it going to open a door
(Nearest to HW TO cabin) that is in the restricted zone (At the end
of the station do have such place) or even .... in the tracks?
Our train tolerance for overrun and underrun is about 1 metre,
which is around half to 3/4 the door width.
You never know anything can happen, there was once, one of the
forumer saw a train coming towards Yishun almost hit into the train
at Yishun because the train somehow didn't stop at its target and
overshoot. Actually ATO is already quite ok considering it do not
have the ability to stop the train if the track is really really
slippery like oil leak (clementi incident).
When did the Yishun thing happen?
Trains usually have an accidental overshot esp when there is a
rain where i can hear the gas release sound
Most likely is that driver has applied EB while
stopping.
My apologies for my lengthy post and feel free to correct me if
I am wrong in any of the points made.