Some suggestions via Email

[DPump]

We have again received some suggestions which I'm going to discuss here (the suggester wasn't able to put it here at that time):

Relating to numpad route setting: I previously mentioned n the forum that we had an old four-digit control-code system on a long territory. I just rembered that the adjoining territory had a similar but slightly different system. It too was four digits, but the direction was specified with a letter instead of number. So you would tap in ##A1 for entry route from south ("A end") to main track, and ##1B for exit route from main track to north ("B end"). When there are more than four possible exits this letter system is more flexible. Just though to mention.

Route cancelling:
If you could change the route cancelling so that you wouldn't have to cancel the automatic signals. In reality you do not have to (and in most cases, you can not) cancel routes that are not part of interlocking, unless they are controlled signals. All automatic signals reset automatically when route is taken down (or remain green but without directional locking). In this sense, TD3 route takedown is correct.

Local work/station behaviour:
I don't know if this has already been discussed but here it is... make it possible to set where in the block the train stops for work. For example, if you have a simple run-around, there's no reason to travel down to the far end of a
10-mile block to flip direction. Options could be:
- stop with the front end at the far end of the block/circuit (default TD3 for local work)
- stop with the front end ## feet before the end of the block/circuit
- stop with the rear end ## beyond the beginning of the block (to allow another unit follow)
- stop with the rear end at the beginning of the block (for run-arounds)
The last two may require that the leading end enters next block before the rear is where it should be

Restricting interlocking signal
Please include the possibility to set and clear a restricting route into an occupied block (author-defined routes only). This will simplify cases where two passenger MU trains enter same platform track to join into one before continuing.

Numpad

When the numpad function was first requested we assumed the numpad as in the numpad block of a standard pc keyboard, i.e. digits and some characters you need for simple calculator functions. To allow letters would go beyond the numpad as we (from PC perspective) know it.

It is not yet released, but we started to implement the route code system (as it will be named in CTC) as an addition to route stacking - with just the digits. Fortunately, except for the <ESC> and the numpad keys for route stacking charactors don't have any special meaning in the main panel. So it appears possible to add other characters as proposed. It just won't be numpad anymore if we expand it.

Route Cancelling

In CTC the signals need to be reset first before a route is taken down. This is because it needs to be confirmed to the system that the signal does show red. As long as this hasn't happened yet, the route is kept active for safety reason, so that you can't set routes that are conflicting. The running time of signals is part of it.

Furthermore, in some areas the action of dropping a signal is a "reportable offense", which needs to be explained to the supervisor. Now, we won't be that harsh , but it is still something you're not supposed to do, so it is our way to make it more cumbersome..

But not every situation is the same, so:
We will add an option to allow a route take down including the signal in one operation, similar as we do it already for hidden signals. With that you won't need to reset the signal in a separate operation.

As far as automatic signals is concerned: we will not let them stay green without having a route. The way that real-life ABS works by allowing opposing trains to have green signals all the way up to the block where the other train is (thus having both signals at one control point between two blocks showing green) does not work well for CTC - and TD3 does not allow it either. Without traffic direction control ABS signals turn green in the opposite direction when the train travels along the way, even though this train is not scheduled to reverse and there may not be a need for a route in the opposite direction for quite some time. In fact, the next train may travel in the same direction.

In TD3, if you reverse a train on a stretch with automatic signals, routes are activated towards the new direction and deactivated towards the old direction, when the directional change takes place. In terms of ABS this would be correct, however, you cannot let another train into the same stretch when a train already there heads the other way. This indicates some kind of traffic direction control, but that depends wholly on the trains already there, which can change upon a command that you send to the train. Correct behavior? I don't know. [Note - it is not our intention to criticize TD3. We just want to make CTC more flexible - and hopefully better.]

We're thinking about adding some kind of traffic direction control for stretches of blocks where there are no switches between them to address some other problems addressed elsewhere in this forum. This could also be used for automatic route take downs if a route into a stretch of such blocks is cancelled.

Local work/station behavior

CTC has already the feature that for any station track it can be specified where to stop: either at the left end, the right end, or in the middle. "Left end" e.g. means that the track elements left to the block have to be clear of the train for a valid stop (important if the train is longer than the block!). This is useful not just for run-around jobs, but also for passenger stations where the access to the platforms is just on one side of the station and you want the trains to stop right where the stairs are. There are currently no plans to add something like "a couple of feet more". If a stop is used to merge two or more trains right there, the precise stop location of each contributing train is adjusted to make the location of the resulting merged train match the preferred stop location of that track.

Restricting interlocking signal

Consider this accepted.

[westdetroit]

I love your section on route cancelling! I think it's great to have an option (as long as it remains an option). I personally believe you are correct to have the signals "running time", and even think it could use a tad longer to "run time" because usually they run for 3 to 5 minutes (I think because that's typically how long it takes a train to run a block). Just adding what I know from observing my dad working as a tower (block) operator. As far as trains following each other: As long as you keep it so the following train can still take a diverging route at a "hand operated" switch between the control points that's prototypical. That is why with TD territories I had "controlled" signals where "automatic" ones were so I wouldn't have to wait for the preceding train to clear the switch before I could get a signal for the following train at a control point that could be a great distance away. CTC's stacking works great for those situations. However, as noted in a previous thread, the stacking does need some tweaking to avoid the "head on" scenario.

LOCAL WORK/STATION BEHAVIOR: I love it!

RESTRICTING INTERLOCKING SIGNAL:
Great idea and especially great idea to have those authored as they are not used at every interlocking.

Overall I think CTC has nailed most areas. I don't think you're bashing but making improvements that TD didn't. Keep up the great work!

[westdetroit]

Ok, I just looked up the rule for reversing in ABS blocks (NORAC 1995 edition but since rules are pretty much "standardized" I'm sure they apply to any railroad):

"501. REVERSE MOVE WITHIN THE LIMITS OF THE SAME BLOCK:

A train may make a reverse move, at Restricted Speed, within the limits of the same block when preceded by a crew member, who must be prepared to stop an opposing movement operating at Restricted Speed.

The Dispatcher (or Operator when authorized by the Dispatcher) may permit a train to make a reverse move, at Restricted Speed, within the limits of the same block, without a crew member preceding the movement. A crew member must be stationed on the leading end of the movement to observe conditions ahead and take action to properly control the movement of the train.

Before permission is granted, the Dispatcher must determine that the track to be used is clear of opposing movements and that blocking devices are applied to protect against opposing movements.

502. REVERSE MOVE BEYOND THE LIMITS OF THE BLOCK

a. ON TRACKS WHERE RULE 251 (Track Signalled in One Direction) IS IN EFFECT

Where rule 251 is in effect, a train must not make a reverse movement beyond the limits of the block without Form D line 2 (a track warrant) authority, as prescribed by non-signaled DCS (Form D/track warrant) rules.

b. ON TRACKS WHERE RULE 261 (Track Signalled in Both Directions)

Where rule 261 is in effect, a train must not make a reverse movement beyond the limits of the block without verbal permission of the Dispatcher (or Operator when authorized by the Dispatcher). Before permission is granted, the Dispatcher must determine that:

1. The track to be used is clear of opposing movements,
    AND

2. Signals governing opposing movements are in Stop position, AND

3. Blocking devices are applied to protect against opposing movements (another plus for CTC if one follows the rules I love the flexibility of the blocking devices for more than just maintenance )

Verbal permission to re-enter must be given in the following manner:

"No. 5306 engine 4129 reverse direction on No. 2 track at MP 5 and proceed west to MP 6."

Movement must operate at Restricted Speed until governed by a more favorable signal.

I hope these rules help you out.