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九鐵恢復人手操作之謎

by sf on Dienstag, Januar 17, 2006 at 00:09 7 comments


九鐵遭人揭發, 車底支架的焊接位 出現裂痕, 而且發現後多個月, 才向政府報告. 為免裂痕繼續惡化, 九鐵從今天起, 恢復2003年以前的模式, 改用人手操作列車. 九鐵解釋, 改用人手操控列車, 能減低煞車時 組件所受的壓力, 因為人的反應時間 比機器長得多. (詳情)

自然明白, 如此的補救措施, 意味九鐵並未摸得通 到底發生了甚麼事. 正如港燦在危機管理三例中說, 這是安撫人心的手法. 然而奇怪的是, 如果只是要減低 煞車速度(更確切講是加速度), 何不調節自動操作系統的設定值, 而要用回人手操作 (要司機自行把列車放慢)?

聽起來並不合理. 這樣看來, 故事應別有內情.

7 Comments:

:: Blogger 28481k (17.01.06, 03:46   ) sagt...

Der Kommentar wurde von einem Blog-Administrator entfernt.



:: Blogger 28481k (17.01.06, 04:03   ) sagt...

另提東鐵轉用自動行車系統的要因是尖東站的開幕。尖東站有月台幕門〕。為加強停車準確度和加密班次，東鐵在原有的自動列車保障系統(ATP)上加設自動行車系統；作為1999年信號系統改善工程的第二步(第一步是安裝自動列車保障系統)。

Wikipedia have the following sources about AWS (KCR Origianl signal system), ATP and ATO (in Japanese since it's more complete than English).



:: Blogger 28481k (17.01.06, 04:24   ) sagt...

Sorry, I think it's better to rewrite some of my former comment. Hence I deleted it.

KCR East Rail's transition into the Automatic Train Operation system (ATO) has never been smooth for its 3 years of operation. Its strict adherence to the target speed within 0.5 km/h causes many quick acceleration and decelerations (as noted in the first link). This stresses the bogie (底盤/轉向架) due to constant change of momentum and torque. It is also noted that the bogie design is not quite suitable with the operating conditions of KCR in the second link below, those traverse stress may cause the cracking of the bogie too.

The system also suffers from mislocation problem as well, which means the train will suddenly unable to locate itself on the track and the ATP mode sets in until the next beacon. Without knowing the location, auotmatic operation is impossible. In fact, even ATP cannot cover the dislocation scenario well too, since ATP signals are from the same beacons which regulate the automatic operation. It is therefore not uncommon that the train reverts back to Automatic Train Protection mode (ATP)* while raining.

KCR is just taking on the safe side and hope that more humane manual handling (by switching off the motor for a while after acceleration) should defer the promugation of cracking problem from the bogie (底盤裂痕問題) while they are looking for the long-term solution.

1. Local transport forum post in Chinese
2. Another local transport forum post in Chinese

* ATP is a supervision system for train operation. There is a cab-signal showing the target speed of the section of track and an on-board computer monitoring the operator's operation. The train is run manually unlike the ATO. Any violation of the target speed activates the emergency break immediately to prevent signal passing at danger (SPAD, 衝紅燈).



:: Blogger 梁巔巔 (18.01.06, 23:06   ) sagt...

Heeeee heeeee.

用電腦又死; 手控又死.....

衰開有條路!

九鐵班高層都驚 ga la~ 兩鐵合拼揀晒地鐵嘅要員 ma. Haaaaaa~



:: Blogger sf (19.01.06, 12:50   ) sagt...

28481K, 謝謝你的詳細分析. 讓我看看有沒有錯誤了解你的意思. 你的意思是事件的問題不出在車底, 而在更大件事的自動行車系統. 然而因為這是大件事, 說不得, 因此只把焦點推在車底組件焊接上. 是不是?

另, ATO,ATP這些名字如此接近, 用來給同事裝陷阱和混淆公眾視聽最好. 真不知是誰改的?

顛, 地鐡論服務論公關固然比九鐡勝一籌. 然而, 自從地鐡高層換班, 地鐡無論服務到公關也今非昔比.

關於兩鐵合併, 現在輪到地鐵佔上風. 立壞心腸之如我, 當然擔定櫈仔睇好戲啦.



:: Blogger 28481k (19.01.06, 21:43   ) sagt...

其實問題還是在車底而非ATO。如果不是車底出現裂痕，九鐵並不會全線停用ATO的。記得太和站飛站事件嗎？那是因為司機已習慣自動行車系統操作而竟然懵然忘記刹車！自此以後九鐵更要放回已拆掉的原有停車鈴聲……

ATO調節是需要大量有經驗的司機不斷微調，那個效果才會好；所以九鐵不能貿然減低煞車速度而置時間表於不顧。從前人手行車的時間表還在，所以暫時人手行車對班次較有保障

ATO和ATP是英國人改的名字。行內人一看便明，行外人就……況且各處鄉村各處例，簡稱雷同可能已大有分別。

梁巔巔，車底出現裂痕不是一朝一夕的事了，所以改用手控仍出然裂痕問題是可以理解的。至於停站不當的問題，只好怪九鐵用自動行車系統後，使用人手操作的機會大為減少，新司機根本無法練熟人手操作的技巧，舊司機也技能生疏，效果果然不周……

兩鐵合併個人向來看好地鐵的，田少、楊sir所作所為本人恕不苟同，所以我也不贅了。



:: Anonymous Anonym (08.02.06, 23:56   ) sagt...

好慘喲＝口＝
因為變了手控害我遲到了…
由大埔到大圍足足比平時慢了１０分鐘
＞＿＜”



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