If we are talking about ATO operation with ATP, I guess the
frequency still cannot beat the C-ATC system without ATP.
C-ATC (which is the same as ATC-Automatic Train Control) works
like a centralised system, controling trains although they are
operated manually. Speed commands appear beside the speedometer to
remind the driver what speed he should drive at, and is calculated
by a centralised system. When approaching a curve or any signals
that contain warning (yellow(s) that calls for reduction of speed
and red that calls for a full stop), the ATC system automatically
reduces speed using the highest normal brake notch (brake power).
Of course, the system takes into account the overshooting of a red
signal, but will not utilise the emergency brakes.
The C-ATC system working without ATP (Automatic Train
Protection, in case still in the blur) allows trains to be in
direct visual contact, even allowing bypassing of a red signal
without stopping to 0 (ATS systems require the sounding of an alarm
and stopping completely before passing a red signal). This
effectively speeds up operations. Trains can be coupled together
without stopping for a long time (in systems that require
this).
The ATC system was refined by the Japanese in the early 90s and
features now in many railroads. Frequency can be down to 30 seconds
or less during rush hour, and maintained (ie.
not bunching). With this better technology sadly we have no systems
containing this, and I do not assume that our local older batches
(which was also built on Japanese systems but using the ATO/ATP
method) can be upgraded to serve that.
