Deleted
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Post by Deleted on Jun 10, 2012 10:37:01 GMT
Hi I keep this term and how it's used to put trains in sidings etc.
Can anyone simply put what it is and how it works?
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Post by vic09 on Jun 10, 2012 11:03:19 GMT
Its automatic Train operation, and basically drives the train by itself as fast as possible from station to station. Its used on the Victoria,Central,Jubilee and (in a couple of years) The northern line. All the train operator is open and close does is push the 2 buttons and the train will drive itself automatically to the next station. Its one of the most best ways of operating a railway. There are other forum members who will tell you in great detail how it works, like headway posts TBTC etc etc.
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Post by Deleted on Jun 10, 2012 11:07:30 GMT
Automatic Train Operation This gives some info on how the Vic line ATO worked before the resignalling. In short, the Vic (formally) and Central use the track circuits to send a code to the train. The code sent is dependant on positions of other trains, signals and points among other things. That code tells the train how fast it can go. ATO is actually not used on LU to put trains in sidings. Those moves are driven manually by the driver. Hope that helps. |
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Post by Deleted on Jun 10, 2012 11:09:19 GMT
Automatic Train Operation. The train drives itself with member of staff in the cab monitoring it and operating the doors.
Or in the case of 92ts on the Central Line the train drives itself until it rains, something that rarely happens in London, in which case the train stops halfway into the platform and the driver has to switch into manual to finish the job. When this has happened for the umpteenth time the driver gives up and drives the thing in manual until they can get into the tunnel section. Once out of the rain hopefully ATO will work as it’s supposed to though even down there it will suddenly go into sulk-mode and stop for no reason..
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Post by chrisvandenkieboom on Jun 10, 2012 11:29:29 GMT
On the Jubilee (and in a few years the Northern) ATO loop cables are used (TBTC), like on the DLR.
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Post by Deleted on Jun 10, 2012 13:10:18 GMT
Ok thanks for the info.
Further to that, if a train has to cut its journey short ie
Like yesterday the central line westbound had to finish at bethnal green .
It would have to continue on into the tunnel and shunt back using the crossover.
Would ATO do that?
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Post by chrisvandenkieboom on Jun 10, 2012 13:32:57 GMT
Ok thanks for the info. Further to that, if a train has to cut its journey short ie Like yesterday the central line westbound had to finish at bethnal green . It would have to continue on into the tunnel and shunt back using the crossover. Would ATO do that? AFAIK that's done manually.. |
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Deleted
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Post by Deleted on Jun 10, 2012 13:36:14 GMT
Ok thanks for the info. Further to that, if a train has to cut its journey short ie Like yesterday the central line westbound had to finish at bethnal green . It would have to continue on into the tunnel and shunt back using the crossover. Would ATO do that? That move would be made in Coded Manual. That means the signalling system tells the train (and the driver) the maximum speed it can go, but the driver does the actual driving. |
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Post by superteacher on Jun 10, 2012 17:52:15 GMT
Ok thanks for the info. Further to that, if a train has to cut its journey short ie Like yesterday the central line westbound had to finish at bethnal green . It would have to continue on into the tunnel and shunt back using the crossover. Would ATO do that? That move would be made in Coded Manual. That means the signalling system tells the train (and the driver) the maximum speed it can go, but the driver does the actual driving. Although if the siding in question has a colour light, ATO can be used. |
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Post by Deleted on Jun 10, 2012 19:38:20 GMT
On the Jubilee (and in a few years the Northern) ATO loop cables are used (TBTC), like on the DLR. Do these loops get the train to stop in the correct place of the platform? And if they do, why were they not installed on the Central Line? |
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Post by jardine01 on Jun 10, 2012 20:10:34 GMT
Basically ATO drives the train automatically most passengers will probably not know the train is being driven automatically although they may wonder why the train is being driven so harshly! When I was on the Jubilee line yesterday I have noticed a big increase in braking and power perhaps they are on 100% after all!
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Post by torquewrench on Jun 10, 2012 20:30:42 GMT
Forum search anyone?
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Post by v52gc on Jun 11, 2012 5:21:10 GMT
For what?  If "ATO" than just to let you know, it doesn't accept three letter words as valid search terms. Can be very annoying! |
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Post by jardine01 on Jun 11, 2012 8:44:02 GMT
probably for me to search on Jubilee line performance threads?
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Fahad
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Post by Fahad on Jun 13, 2012 21:15:24 GMT
On the Jubilee (and in a few years the Northern) ATO loop cables are used (TBTC), like on the DLR. Do these loops get the train to stop in the correct place of the platform? And if they do, why were they not installed on the Central Line? The loops are just a side effect of how the other systems work - they communicate by using the loop as antenna to transmit "codes", whereas on the Central Line the codes are sent through the track. This isn't related to the Central Line's ATO not stopping in the correct place, which only generally happens in adverse weather. Someone more knowledgeable than me will know exactly why this happens |
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Post by Deleted on Jun 14, 2012 17:23:51 GMT
Do these loops get the train to stop in the correct place of the platform? And if they do, why were they not installed on the Central Line? The loops are just a side effect of how the other systems work - they communicate by using the loop as antenna to transmit "codes", whereas on the Central Line the codes are sent through the track. This isn't related to the Central Line's ATO not stopping in the correct place, which only generally happens in adverse weather. Someone more knowledgeable than me will know exactly why this happens One cause of trains stopping short (on the Central) is wheel slide. If the train detects that the wheels are sliding, in wet or greasy conditions for example, it will apply the brakes. When this happens it can "forget" exactly where it is. The Central Line does use loops on the track, but they are not continuous like the Jubilee and Northern systems, and they are used for different purposes. There is a loop at the approach end of the platform which reminds the train of the distance to the stopping marker. Where the front end of the train stops there are another two loops which communicate with the train (one transmits, one receives). These loops are referred to as ATO loops. On points and crossing tracks it is impractical to transmit codes to the train via the rails, so this is done via cable loops. These are referred to as ATP loops (ATP means automatic train protection). Finally, at various locations along the track there are Spot loops, which tell the train how to interpret the codes received from the rails. These are not to be confused with the Victoria line spot loops which did a different job. |
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