原帖由 500 於 2006-3-26 19:17 發表
運行班次亦對使用道碴路段係一個好重要的管理值。
由於道碴必須要經過tampering by train的過程，班次(總通過重量)不足的話，呢個過程會takes好耐。
用固定式軌道可以免去呢個過程(石仔係有小量空位俾佢吸 ...
東涌線初開拋得最嚴重係奧運至荔景一段，但都無馬鐵o個次咁勁.. |
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原帖由 rickywk 於 2006-3-26 19:24 發表
東涌線初開拋得最嚴重係奧運至荔景一段，但都無馬鐵o個次咁勁..
如此說來，應該係兩者的彈簧定數及其幾何設計的設定有不同。
重心設定兩者根本都已經唔一樣，甚至連其震動傳送系數都唔會一樣。
所以先要有loaded dynamic test加埋加速度計黎輔助(車上)，及定時使用軌道檢測車，黎睇真吓有關原因law。
不過本地有冇呢種心機去做呢D野呢？自己諗諗。
[ 本帖最後由 500 於 2006-3-26 19:37 編輯 ] |
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原帖由 500 於 2006-3-26 19:31 發表
如此說來，應該係兩者的彈簧定數及其幾何設計的設定有不同。
重心設定兩者根本都已經唔一樣，甚至連其震動傳送系數都唔會一樣。
所以先要有loaded dynamic test召aw。
不過本地有冇呢種心機去做呢D野呢？ ...
本地多數招數係"減速" |
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原帖由 rickywk 於 2006-3-26 20:45 發表
本地多數招數係"減速"
Short term就幾有用ge，但呢招唔可能長期使用。而需要從根底上黎解決。
(香港式problem solving：頭痛醫頭 ) |
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原帖由 rickywk 於 2006-3-26 19:24 發表
東涌線初開拋得最嚴重係奧運至荔景一段，但都無馬鐵o個次咁勁..
前幾日搭過兩次馬鐵 P、M 卡來回大水坑同石門都好穩定
有可能你坐尾卡拖卡又少人o既關係.
之前東鐵太和粉嶺段同西鐵通車初期大欖隧道段都係好泡，
但係而家已經冇o左咁o既問題 |
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100th Anniversary KCR - The Way Ahead
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原帖由 KR4210 於 2006-3-26 23:44 發表
前幾日搭過兩次馬鐵 P、M 卡來回大水坑同石門都好穩定
有可能你坐尾卡拖卡又少人o既關係.
之前東鐵太和粉嶺段同西鐵通車初期大欖隧道段都係好泡，
但係而家已經冇o左咁o既問題
小弟都可算是馬鐵常客，
幾本上每日都會撘至少一個來回......
從本人多次觀察所得，
馬鐵行走大水坑至石門的路段時，
間唔中會出現特別拋同搖的情況。
試過有次坐過覺得特別拋同搖，
之後(同一日)再坐另一班車經過同一路段時又覺得非常穩定... |
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Why don't we talk about the Kwun Tong line extension to Whampoa, Think about the possibility to change the platform use in Yau Ma Tei allow same level transfer on to Tseung Wan Line to Central on Kwun Tong Line train toward Tiu Kei Lan Direction. Prince Edward, Mongkok and Yau Ma Tei will become a complex and convenience transfer system within MTR. Sorry for wrong spelling.  |
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原帖由 tommykwan 於 2006-3-27 01:26 發表
Why don't we talk about the Kwun Tong line extension to Whampoa, Think about the possibility to change the platform use in Yau Ma Tei allow same level transfer on to Tseung Wan Line to Central on K ...
Talking about doing the impossible, pal.*shrink shoulder*
Changing underground fixed structures is expensive enough, not the mention doing it under the busy operating line. I don't event want to trouble myself to deal with the already messy underground layings.
Unless having the right solutions and planning in place before braking ground, anything goes wrong can interrupt Kwun Tong Line service under your plan.
Extending the tunnel is another matter since there is already a 8-10 cars worth silding behind Yau Ma Tai KTL platforms. The overrun distance is enough to tunnel if the process is done correctly under NATM method.
By the time completing the extention, the Yau Ma Tai crossover won't be used that often, which is good in maintance, and serve as a backup function should the extention went into trouble that can't be fixed asap. |
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原帖由 3ad150 於 2006-3-25 10:31 發表
如果地鐵利用大圍3/4號月台．
作新沙中線月台，未嘗是一個可行方法．
優：
馬鞍山線乘客將來可以直接到達港島，無須轉車
弊：
沙中線列車不能進入現有市區線範圍．
不能兼容現有市區線的訊號和供電系統 ...
閣下不知道世上有樣東西叫做「複電壓車」嗎？ |
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