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  2. You might also want to add the northbound switch at Chambers Street which also slows things down.
  3. You seem miffed by why T/Os wouldn't take a statement like that seriously during PR spin season, while simultaneously lamenting Operators for not essentially running at the same signals that have been burning people for...at this point literally a generation on blind faith. Doesn't strike me as moderate to think that Operators will change on a dime. Source? One could point to a large portion of the rule book that was written in lawsuits, close calls and blood from the good ole days. I'd be careful calling it quality operation considering the positive benefits were obtained under circumstances that no longer extant so assigning a comparison 'good operations' between then and now won't lead to a fair or accurate discussion. As to individual quality amongst peers that again goes back to what you could get away with rather than individual skill, in the good ole days pulling a door panel off wasn't a 5 minute ordeal now, so the same minor infractions get amplified making quality appear lower (as well as the IND operating underlength trains for a portion of that time making said overruns less likely to begin with). I'll assume you're explaining you're explaining STs and Control lines for the sake of the audience. The best practice at 42nd is predicated on waiting for the first of several STs to turn yellow before running into the station when you've just caught up to someone out of nowhere in this instance odds are low that there is a train behind you as you'll have had a clear run up until that point. So this would be the 1/10 circumstance we're encountering. Waiting for the first yellow before wrapping it up towards the rest of the STs may cost a few seconds, but likely there's no one close behind you for the reasons previously stated and if the ST is taking longer than usual to clear still boils down to the train ahead having a higher than normal dwell which is a possible indication of a problem which is very reasonable since the station in question is the sight of the majority of customer injuries/incidents/accidents in the entire system, the wisdom of taking the first ST for a +3 second advantage balanced against tanking the entire local line isn't a good trade.
  4. They'll probably do what rerouted trains do, which as others have mentioned is switch between 34th and 42nd.
  5. termial accommodation needs to be evaluated on the flushing side specifically from what I've heard
  6. Also, they'd probably want to avoid the early/late switch to handle the crowds (assuming all four tracks are in service).
  7. Today
  8. I read the bulletin. I know what it states. While I get that it's contract time and that NYCT is under the gun to maximize positive press, it nevertheless marks a departure from anything resembling past practice. Do we have to moderate any faith we have in its power with knowledge of how things are on the front line? Yes, absolutely, but I don't think I suggested anything to the contrary... FWIW, those Glory Days also saw somewhat reasonable dwell times, better train acceleration, more consistent high quality train operation, well designed signals and the like. Many of those positive inputs to the capacity equation have been diminished or eliminated outright, making it all the more critical that what's left is operated well. Does that mean operators shouldn't exercise discretion in the situations you describe in your last sentence? No, but I think we shouldn't lay blanket rules either way. On the issue of fast versus slow, that's a lot more fraught than "it balances out." At stations that have restricted exit speeds like GC, capacity preservation is predicated on a following train following at something pretty close to braking distance into the station, so that the extended exit time is somewhat mitigated by having a follower enter close behind. So running in on yellows may feel faster, but nine times out of ten you'll have just netted a capacity loss. Equally important is being cognizant of what's going on behind you. Close signal spacing with ST cutbacks usually extends only far enough down the tunnel that one train can close in. On a line like the Lex, it's quite likely you'll have someone on your tail; waiting to close will -- and this is very much contingent on signal system intracacies -- likely mean they have to slow earlier, which in creates a cascading speed effect that reduces line capacity. Again, I'm not saying that this should always be done, but there are certainly losses to be had.
  9. @Union Tpke I updated my map of NYC Subway Bottlenecks, but it's still a work in Progress.
  10. BTW for anyone that wants to know, 7061 has no MHV sticker.
  11. Okay, so that makes the transfer to Grand make more sense, since I doubt that Fresh Pond can handle 60-foot buses. Overdue for the Q58.
  12. The enthusiasm of some posters never ceases to amaze me. If they would only stop, take a deep breath and then look at reality I think they would see the big picture. Any plans for new construction are DOA. New tunneling and interlockings appears to be fantasy IMO. I doubt that phase 2 of the SAS will ever be completed. I'm looking at these grandiose plans for the Nassau Street line and it appears that many people have overlooked the obvious. Those tracks and platforms were abandoned because the MTA deemed them unnecessary and a waste of money to maintain. Bergen lower is another location where the MTA doesn't see the need to rehab and re-open. When a few of us asked about the removal of the switches at Freeman St on the WPR line we were told that they were removed to save money, period. Never mind the loss of operational flexibility. Never mind that our old G.O.s took out service from Freeman to East 180 and buses were provided now a G.O. in that area means bus service from Third Avenue to East 180 instead . It's my opinion that many of the posts, however well thought out, will never be considered if they cost money or political capital. My subway posters should pay more attention to the Surface threads. Those folks know the routine. If it's not cost neutral it's not happening. Maybe someone should put a bug in Andrew's ear. He is the only person who can change that mantra. My opinion. Carry on.
  13. A number of these (I'll use some examples off-hand)...I'm not sure there's a school to justify its existence. Some examples include Father Capodanno Boulevard before Sand Lane and Hylan Boulevard just south of Tysens Lane (both enforce a speed limit of 35 mph)...I also wonder about the cameras on Ocean Parkway near Kings Highway (enforcing a 25 mph speed limit) as well as Woodhaven Boulevard near Pitkin Avenue (enforcing a 30 mph speed limit and mounted on a pre-existing street lamp-post). As for the overall problem, it appears to be an issue with the mayor not really caring about enforcing traffic laws...I'll say that at least some of this is out of the control of the MTA, but not all of it. Sending in state troopers to enforce bus lanes and traffic laws should be a priority.
  14. this is absolutely abhorrent. next local 100 union meeting, I'm bringing this up, because in all honesty, i haven't read one piece of literature pertaining to any of this, regardless of the fact that this "restructuring" will affect employees directly in certain cases... I'm pretty sure of the reasoning why this hasn't been addressed as yet, being that certain entities within the union believe Cuomo to be our "friend"
  15. You have to read the fine print, it also includes caveats about being deemed unfit for duty, if the act is viewed as incompetence or negligence or a history of similar infractions. Lots of room for doubt when you're in the department where no one is on your side. Lots of people have gone through the nice press release cycle, the fact that the same entity asking for that trust leaks selective info to paint a negative narrative of the front line Operators as lazy, fraudulent, OT hungry and worthless probably doesn't help engender confidence. Just a totally baseless, outside speculation. I wouldn't be so quick to call it rare, Lexington specifically has 4 of the top 10 customer injury locations. Quick glance shows 77th, Canal, 59th in a 90 minute period all had (passenger related) disruptions that required reroutes around the time of writing, and this is the standard practice from the Glory Days of TA which are the nominal capacity numbers we hope to achieve. I can't say whether or not the Subway environment is any more or less disrupted these days than in the past since there are no reliable records for much of anything pre-2000s, I have a suspicion that things are more or less the same on-balance. As for the specific area you can see the STs turning into solid yellows to confirm that your leader is moving and given the slow speed in the area inching up to an ST and going at full speed knowing where the next signal is balance out. It's hard to explain until you've done it but there are a number of circumstances where going fast actually slows things down. As for holding out for a few seconds I can think of 3 times just this week where not running at the signal and slowing down when I heard problems on the radio kept my train from being trapped.
  16. https://nypost.com/2019/07/15/mta-transformation-plan-is-just-another-cuomo-con/ This seems like a good read... Has Cuomo written all over it, just as he wants.
  17. Well.. When it comes to Kim Jung-Cuomo there is no way to make the system as pleasant, than making it dysfunctional for our fuhrer to get recognized as the man who can make things happen as if he were in a Disney Film. This man is just absurd, he has no regard for the riding public, and rather prefers the system to be in a condition of hell due to the fact that it gives him something to perform lip service on, builds his resume on "achievements" and puts a screen in front of you trying to cover up the truth with some Bullshit. I have read an article this morning which I will post in a new thread, about the new Transformation just looking like a Political Hack. The dirty politics of Cuomo will screw over New York State, man gives 2 flying f*cks about what happens with the because he wants to be known as a savior. If Cuomo lets say achieves control of the agency, if he looses re-election in 2024 (New York State has no term limits for Governor) then it leaves his successor with a living hell. Now this Fare Evasion is seriously under control, it is saddening to hear a Board Member Blantantly state that she sees men in suits at Wall St Station Fare Evading, then there is a crisis. Fare Evasion crackdown is being approached in a wrong manner. Officers Plain Clothed and Uniformed should be riding up and down buses, and blending in with normal customers to stop this. But the Fuhrer is in charge, so this is all about him.
  18. Amen, bro, amen. Busiest DDOT route used to be that way with bunching galore, now it's a very rare occurrence -- and it's just like your MTA routes, with pick-up/drop-off at 98% of the stops the entire length. All about "attitude" all around -- farebeating is tolerated, bus operators don't care because they're getting paid, supervisors look the other way, all the complacency and the "not my job"-syndrome, even when practically everything nowadays centers around customers and retaining them. "Works" at the MTA because, for lack of a better phrase, "they're too big to fail." Let me tell ya, pre-bankruptcy when the DDOT routes got HACKED to death (and then through bankruptcy), customers simply WALKED AWAY -- and it wasn't until Mayor Duggan (who actually ran a bus system--SMART) came in, KNEW how important buses were to a vibrant city, and ADMITTED PUBLICLY how people were let down for things to change. Brought in his successor at SMART to right the system, and made it a PRIORITY that changes WERE going to happen. There's absolutely no excuse for what you're describing to occur, especially at 2pm on a weekday (surmising). Until the MTA simply implodes and someone with REAL experience comes in, it's sad to say but this cycle is not going to end. Today, over 85,000 people a weekday (on average) use DDOT. A mere 4 years ago, it was under half that. That's what happens when the public knows they can depend, once again, on their bus system. (And once you factor in the minor population gains during that time, it's practically ALL from the same residents from 4 years ago to today.)
  19. It depends. And the management only knows that I guess. Signal training will be about 2 weeks.
  20. Yeah your right about one thing I’m not offended one bit, I don’t justify anything I also don’t turn a blind eye to the issues of why people fare beat. Most real New Yorkers don’t care for this 2 bit ran system of fat cats soaking up all the money then crying murder. I don’t follow the smoke I rather see where it starts at which is the Top, Not new to anything when dealing with the MTA or New York period.
  21. With 3258-3267 in service on , R-46 link 5862-5865 was also still there on July 12. It and 5866-5869 would be the next for movement to Jamaica .
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