25-09-2017, 07:28 PM
(This post was last modified: 25-09-2017, 08:30 PM by Alan Beavers.)
Re not using 140kmh straight to 350/9 (which is actually a nice way of doing it, avoiding picking a calculator up until you have to), does that mean you can't use 0.447 to convert mph to m/s, you have to show 1609.344/3600?
Re your point 1 above PJW - at what point can the branch train enter the main line on a green. If you're using that signal as the starting point for the branch-train-following-main calculations, you're saying that no time has been lost before this i.e. the branch train has been able to keep up (that is keep hitting sighting points as the signals change to green) since 1 or 2 signals before (3 or 4 aspect).
So, if that is the case, could you extend that principle up to the 1st main line signal and use that as your starting point? Then all you need to calculate is 'time lost' accelerating then add that to the main line headway? (Assuming zero equipment response times etc.)
Time lost is: time taken to accelerate 80-140 & distance taken, versus time over that distance at 140.
Re your point 1 above PJW - at what point can the branch train enter the main line on a green. If you're using that signal as the starting point for the branch-train-following-main calculations, you're saying that no time has been lost before this i.e. the branch train has been able to keep up (that is keep hitting sighting points as the signals change to green) since 1 or 2 signals before (3 or 4 aspect).
So, if that is the case, could you extend that principle up to the 1st main line signal and use that as your starting point? Then all you need to calculate is 'time lost' accelerating then add that to the main line headway? (Assuming zero equipment response times etc.)
Time lost is: time taken to accelerate 80-140 & distance taken, versus time over that distance at 140.