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| Re: Scheduling Capacity (1353453) | |||
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Re: Scheduling Capacity |
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Posted by Stephen Bauman on Sun May 24 00:32:19 2015, in response to Re: Scheduling Capacity, posted by randyo on Sat May 23 23:12:14 2015. Any procedure change regarding the key-by practice is not germane to the scheduling capacity question for three reasons.First, the follower never sees a red signal to key by. This should be obvious from my description of how far ahead the leader must be when the follower approaches a station entrance. It's the leader's time ahead of the follower that's the principal headway component aside from dwell time. Second, approaching a station to a stop at restricted speed and extreme caution increases the follower's stopping time. Keying-by increases headway and decreases service level capacity. Third, the practice of keying-by for "facilitating rush hour traffic" was outlawed by the Transit Commission on May 1, 1929. Any later change in the procedure on how the TA implemented keying-by referred to permissible uses of keying-by by the Transit Commission's 1929 order. The Transit Commission order permitted keying-by for "1. If the signal system be out of order. 2. If the movement of the train be necessary to safeguard life and or property." Neither of these conditions are consistent with normal operation at service level capacity. |
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