Some observations in 2009-2013 era.

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Some observations in 2009-2013 era. 06/06/2019 at 11:07 #118774
mm2mm2
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In the 2009-2013 era, there are some things I observed:


1. After a train enters Hung Hom P4, then the new description appears automatically, turn around, and finally exits Hung Hom P4 (all by ARS), the new train description doesn't follow the train to 1129. Instead, both old and new description stayed in Hung Hom P4 and cleared by itself after the train left.

2. Cannot authorize driver to pass headway boards in danger, "train not stopping at red-signal" pop-up. (Probably in all eras)

3. When replaced a headway board to danger, an approaching ATO train will stop at the platform entry signal but not the headway board.

4. Not a big deal, but some signals correctly displays a blue aspect when an ATO train is calling at the station, but may change into an AWS colour aspect when an ATO train is passing it.

5. Locations can be added for easier timetabling. There are scheduled trains outstabling at Mong Kok East P3 South, Mong Kok East P3 North, Shatin P4 South, Shatin P4 North. 2 train sets share the same platform throughout the night, each with some of their coaches outside platform. Shatin has call-on route so no problem but Mong Kok East hasn't got one (Southbound into P3) so relevant signals have to be authorized to pass at danger. Fanling P1 and P2 are also divided into N and S for a total of 4 stabling train sets in the 2 platforms in Fanling.

6. The single track "Intercity Track (Reverse)" in Hung Hom area has "Up/Down"?! Hung Hom P5/6/7 can only access "Up" Intercity Track (Reverse). Only "Down" Intercity Track can access into Hung Hom P5/6.

7. When setting route from 1248 to 1238, the simulation requires points 5203 and 5211 to be in reverse. Is this as per the reality? Because I wanted to route the train from Mong Kok East P1 to Up loop neck, there is no reason for points 5203 and 5211 to be in reverse.

Don't know what to include so if you want anything please ask.

Last edited: 06/06/2019 at 15:35 by mm2mm2
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Some observations in 2009-2013 era. 07/06/2019 at 06:47 #118803
clive
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Number 1 is already fixed in my working copy (so will be fixed when I do an update, which won't be for a few weeks).

I'll have to look at the rest when I've got more time. But thanks for the reports anyway.

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Some observations in 2009-2013 era. 07/06/2019 at 19:41 #118817
Chromatix
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To add to this list, I'm having some problems with the International platforms at Hung Hom.

1: Departing trains from at least P5 and L7 seem to get ARS confused. The P5 train seemed to think the train P6 was "in front", and a loco extracted via the traverser to L7 seemed to think the train still in P5 was "in front". These trains both proceeded without complaint when the route was set manually.

2: ATO commuter trains were signalled right up to signal 1108 with the full overlap, which interferes with the junction for departing International trains, even though they were nominally deferring to these trains and not being signalled into Hung Hom itself. If they were signalled in with the short overlap, I think that would work better.

3: Having set the route for the loco to couple back up to the train in P5 (from signal 1108), the signal refused to clear and I had to instruct the driver to pass it at Danger. The north gate was already open (it wouldn't let me set the route otherwise). This, at the very least, doesn't match the behaviour of Permissive Working I'm used to in UK sims.

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Some observations in 2009-2013 era. 07/06/2019 at 20:18 #118818
MarkC
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Chromatix in post 118817 said:
To add to this list, I'm having some problems with the International platforms at Hung Hom.

3: Having set the route for the loco to couple back up to the train in P5 (from signal 1108), the signal refused to clear and I had to instruct the driver to pass it at Danger. The north gate was already open (it wouldn't let me set the route otherwise). This, at the very least, doesn't match the behaviour of Permissive Working I'm used to in UK sims.
In this instance to set a call-on route you select the white triangle/arrow just ahead of the signal, and then click the signal you want to set the route for (white arrow at signal 1108 then click on 1102), the route should set and the shunt aspect will clear after a few seconds, (note that in this instance you do not get the flashing white bit of track you normally get when selecting the first signal).

In HKE alot of the call-on routes you need to use the white Triangle/arrow ahead of the signal where provided as the first signal

It's not my fault! I was left unsupervised.
Last edited: 07/06/2019 at 20:23 by MarkC
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The following user said thank you: HE421
Some observations in 2009-2013 era. 07/06/2019 at 20:37 #118819
Chromatix
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Ah, that explains it. I don't think this is mentioned in the sim manual, though. If it is, I completely missed it.

Another problem noticed: even though ARS is supposed to handle the Beacon Hill tunnel restrictions automatically, I'm occasionally seeing messages indicating trains are following too closely. I suspect this is due to trains being recognised as entering the tunnel too soon in the Down (southbound) direction.

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Some observations in 2009-2013 era. 07/06/2019 at 20:49 #118820
MarkC
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Chromatix in post 118819 said:
Ah, that explains it. I don't think this is mentioned in the sim manual, though. If it is, I completely missed it.
It is in the manual under "Route and signal notes" sub-heading "Calling-on routes"

It's not my fault! I was left unsupervised.
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Some observations in 2009-2013 era. 09/06/2019 at 10:12 #118862
mm2mm2
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Chromatix in post 118817 said:
To add to this list, I'm having some problems with the International platforms at Hung Hom.

1: Departing trains from at least P5 and L7 seem to get ARS confused. The P5 train seemed to think the train P6 was "in front", and a loco extracted via the traverser to L7 seemed to think the train still in P5 was "in front". These trains both proceeded without complaint when the route was set manually.

Sheung Shui Slaughter Sidings (South Sidings) also have this problem. But I don't know whether it affects the ARS as I chose to manually route the trains in sidings to the main line.

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Some observations in 2009-2013 era. 03/09/2019 at 12:16 #120301
Edmund1635
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2. It is not a bug, Headway Boards are not signals in themselves, in fact it is practically a "Stop Sign" for ATO trains. The manual has an explanation on this feature that will explain this and why it isn't relevant to authorise trains to pass headway boards.

3. You probably saw the TC occupied and have the illusion that it stops at the platform entry signal. A headway board placed to danger means the same as danger signal to ATO train and in real life would be stopping in front of the board.

4. If the signal in question shows red it is correct, a signal always turns red when a train passes it, whether or not ATO fitted.

5. Not sure if the default TT has such outstabling arrangements, but the current ones only uses Shatin P4S as far as I know.

6. This is correct as far as I see it. It is a layout issue.

7. It is possible. The up loop is short and an EMU parking in it would block the crossover so it is possible this is a safety feature to prevent inadvertent blocking of the crossover.

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