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Showing content with the highest reputation on 12/11/2018 in all areas

  1. 5 points
    99% of the time when first responders arrive on scene nothing is allowed to run on an adjacent track. If there's a fatality power will be removed on all tracks near the incident until the responders are finished, the ME makes his/her determination, the body is removed, and the RTO supervisor on scene, in consultation with the responders, notifies the RCC that everything is okay and it's safe to restore power. Police, Fire/EMS won't even enter the tracks until power is removed from the incident track(s). Nobody, including RTO and CED personnel, wants to be on a roadbed with trains moving near them. I may have missed something but what I described is the basic protocol. Carry on.
  2. 3 points
    New York City Transit Train Operator Schedule for Medical/Final Processing
  3. 3 points
    Gosh, I hate it when public transit doesn't cater to all my wants and desires!! /s
  4. 3 points
    Here is a list of a few of the planned fixes per an mta source. Not all inclusive.
  5. 2 points
    Yep, that's exactly the point being made. Hell, I've lost count of how many times over the course of oh, almost 40 years, I've outwalked the B35 from Church av to Utica..... Now that the thing has artics (which means buses show up at a decreased rate now... which means dwell times have certainly increased), I'm quite sure even with my nagging back problems, I could still beat the B35 home if I still took the subway after work....
  6. 2 points
    What Mr. Byford is doing is quite rare in government as when there is an accident or a tragedy, the response by the agency to what happened is that more is needed, not less. Thankfully, this particular action taken over 23 years ago is being re-examined. Once a program is implemented, it remains and in many cases forever, instead of being re-evaluated as to whether it has it has achieved its goals, In this case, the goal may have been fewer accidents but at the same time there was the failure to recognize the effect that the goal would have on the riding public. Think about it and in the case of other programs, how we constantly read that there is a need for more laws and rules every time something happens that is taken up by the media-political establishment in response to an accident or tragedy. In most cases there are existing programs in place that provide the services that need to be re-evaluated as to their effectiveness but instead are downsized for one reason or another to satisfy the needs and desires of the budget or a particular group. One particular program that is crying out for help is the need for more secure mental health beds in New York City. We constantly read about crimes being committed by persons off their medications but yet the number of beds has been cut by the governor to almost zero. This is one program for instance that should be evaluated to allow for many more beds for the seriously mentally ill patients to be sent to a secure facility for a longer period of time instead of being pushed back on the streets.
  7. 2 points
    Hackensack sounds like a job for Gateway or the RPA's proposed commuter rail loop, not the subway...
  8. 1 point
    Two trains collided on the Williamsburg Bridge between Manhattan and Brooklyn in 1995, killing a train operator and injuring dozens of riders. The incident, the fourth rear-end crash in a two-year span, led to rules that kept trains from going too fast. More than two decades later, those rules have slowed down trains more than is necessary for safety, which contributes to a system plagued by delays. Now the subway’s leader, Andy Byford, is changing the rules in some areas to speed up trains — a major effort to improve service for frustrated riders. Over the weekend, the speed limit was raised on parts of two lines in Brooklyn — the N and R trains — from 15 miles per hour to as much as 30 miles per hour. Other lines will be sped up in coming months. “We want to keep pushing trains through the pipe and moving them,” Mr. Byford said in an interview. He will outline his plans on Monday to the Metropolitan Transportation Authority’s board, which oversees the system. The changes to the speed limit are one piece of Mr. Byford’s sweeping plans to turn around service and modernize a system that descended into crisis last year. Workers have also started to replace faulty signals that trigger a train’s emergency brakes at low speeds, a problem investigated by The New York Times and The Village Voice that has also led to slower service. Subway riders often wonder why an express train suddenly crawls along slowly instead of zooming to the next stop. Slow train speeds are less disruptive than major delays caused by train breakdowns and sick passengers, but they have added to the feeling that the system is constantly delayed. A collision between two trains on the Williamsburg Bridge in 1995 led to rules that kept trains from moving too fast. A collision between two trains on the Williamsburg Bridge in 1995 led to rules that kept trains from moving too fast.CreditVictor J. Blue for The New York Times Mr. Byford says he is confident that trains can travel safely at higher speeds and that fixing the balky signals will allow train operators to travel at the correct speeds. “This is all about getting the safe maximum out of the existing signaling system,” Mr. Byford said. Over the summer, Mr. Byford created a new “speed unit” — a three-person team that traveled every mile of track on the system in an empty train to find areas where trains could safely move faster. The team identified 130 locations where the speed limit should be increased. So far, a safety committee at the transit agency has approved 34 locations for speed increases. Workers recently started to change speed limit signs on the first segment on the Fourth Avenue line in Brooklyn between 36th Street and 59th Street. Overall, officials plan to change the speed limits at 100 locations by the spring. The team also found 267 faulty signals that were forcing train operators to pass at slower speeds. The equipment, known as grade time signals, was designed to halt trains that are moving too quickly. But officials kept adding more of them — eventually 2,000, some of which were misconfigured. About 30 signals have been repaired in Brooklyn, from the DeKalb Avenue station to the 36th Street station, on the B, Q, D, N and R lines, and near the 9th Avenue station on the D line. Mr. Byford wants to eventually fix all of the faulty signals, though he cautioned that the work is complex and could take awhile. “This is a great move and I think it’s one that a lot of people have been waiting on for quite a while,” said Benjamin Kabak, who writes the Second Ave. Sagas subway blog. “I think it can provide immediate dividends in terms of speeding up service.” Mr. Byford, who started running the subway in January, is also pressing elected leaders to provide funding for his ambitious $40 billion proposal to modernize the subway. Installing modern signals is a key part of the plan. Last week, Mr. Byford announced the hiring of a signals expert named Pete Tomlin, who has worked on transit systems in Toronto and London, to oversee signal upgrades in New York. Riders on the B, Q, D, N and R lines will be the first ones to experience faster rides as a result of rule changes to speed up trains. Subway officials have blamed “overcrowding” and growing ridership as the main reason for delays. But Mr. Byford quickly disagreed and instead focused on finding the root causes for delays. Trains on New York’s subway system travel at about 17 miles per hour on average, the slowest of any heavy rail system in the United States, according to a 2010 analysis by a transportation planner named Matt Johnson. Trains on the Bay Area Rapid Transit in the San Francisco area, for instance, averaged 33 miles per hour, he found. Mr. Byford is trying to correct problems that resulted from changes made after the 1995 crash. The top speed for trains on the subway is about 50 miles per hour, though most trains travel slower than that. When Mr. Byford rode trains with workers, they told him slow speeds were a major problem. “Operators told me, ‘We used to be able to drive through here more quickly,’” Mr. Byford said. Mr. Kabak said he had noticed trains moving slowly for no apparent reason. “There is a right balance between safety and speed, but at this point they’ve gone too far on the side of slowing down trains,” Mr. Kabak said. Zachary Arcidiacono, a leader at the Transport Workers Union Local 100, which represents thousands of subway workers, said he had taken a ride on the “speed unit” train and felt comfortable with the changes Mr. Byford ordered. “We moved at a higher rate of speed, and it was a smooth operation,” he said. “It’s nothing that would throw riders.” Train operators had become so afraid that they would get in trouble for setting off “grade time signals” that they traveled below posted speed limits, said Mr. Arcidiacono, who joined the transit agency as a train operator in 2007. “We were trained to go 5 to 7 miles per hour below the posted speed,” he said. “It became part of the work culture.”
  9. 1 point
    Speaking of bustime, it's a shame that buses disappear from the tracker when they go off route. If the GPS reports where the bus is, why does the bus disappear when it goes off route? I know bus drivers aren't supposed to go off route, but for buses like the QM2 that take 57th street from 6th to Madison as opposed to 59th during the Bayside runs, it would be nice to get an idea as to where they are. It would also be helpful to experiment with alternate routing like when the QM2 goes via the BQE service road and Astoria Blvd as opposed to Northern Blvd (rare for a non Super Express bus to do this, but it sometimes happens).
  10. 1 point
    I wrote to one of my contacts today asking that some of these buses be pulled to have their GPS systems fixed. Too many ghost buses. Tonight for whatever reason was trying on a number of lines. May just have to ask another buddy I know to give me some info on how this works. May or may not know.
  11. 1 point
    Very likely 2204. Tracker has been out for around a year.
  12. 1 point
    Gotcha. I'm waiting for the day someone sticks an electric charger plug into their combustion tank LOL
  13. 1 point
    I got mine from Michelle.Rivera-Vargas@nyct.com Class is intense, gotta study every night. F
  14. 1 point
    Well since Jamiaca platforms are able to fit 9 cars, isnt it possible to couple a 5 car set to a 4 car set?
  15. 1 point
    3162-3165/3170-3173 are now in service on the , giving it 3 trains and 15 R179 trains (120 cars) total. That leaves 76 cars (9.5 trains) of 4 cars sets left.
  16. 1 point
    Why was bucket seating removed from the newer train cars? 1. Bucket seating discourages the homeless from sleeping in train cars 2. If someone spills a drink, the spill is contained to one seat 3. Bucket seating forces fat people to stick to their own seat I hate it when fat people sit next to me
  17. 1 point
    What’s up with south of Union TPK? ’s stop 400 feet before 75th Avenue lately or 240 feet into 75th Avenue, while the does the same or their speed is reduced to 10-15 through 75th Avenue.
  18. 1 point
    Yes they are but they do the Downtown Loop, so they have to go through that mess. The Battery usually causes traffic to back up on Broadway which also impacts traffic coming around and going up Greenwich.
  19. 1 point
    Aren't the QM7 and QM8 peak direction, peak hours only service?
  20. 1 point
    You may discover, as things progress, that the use of new 4-car R-179's on is a temporary measure. In general, the 80 remaining R-160A's on will migrate to ENY in time as new R-179's arrive, but not necessarily on a one-for-one basis, and not all of the 84 yet-to-be-accepted R-179's will necessarily be used on . It depends on their rather halting technical progress through the first quarter of 2019. There are up to three trains' worth of R-32's left at ENY, plus spares, and no particular urgency to relocate them short-term, though they will be moving on at some point (as will the 50 MK R-42's). You should still be able to find those three 8-car trains any weekday on and . There are five R-46 trains slotted each day for but sometimes more are used, sometimes less, depending on how things stack up for the on any particular day. The idea was to gradually increase the number of R-46's used on up to full schedule (18 trains) as the 5-car R-179's arrive on . As of now, it appears that won't happen until Spring and Summer 2019. When all is said and done (with all 316 R-179's delivered) it could come to pass that both R-46's and R-179's could wind up on A and C (so could 10-car R-32's for that matter). Time will tell!
  21. 1 point
    Congratulations! Same here man, I’m hoping feb/march with list range 115x if they okay additional classes. It would def help with everything going.
  22. 1 point
    Failed. But that’s OK, I don’t speak 18th century English. I’ve gone for my first pre-employment with the MTA so I’m happy about that. Best of luck to everybody on here, and thank you so much for all your helpful insight.
  23. 1 point
    Uber burned through $1.7B of money last quarter. Quite frankly, the fact that the party has gone so long for some of these "startups" (lol) is either a testament to an economic miracle, or how silly people with money can be.
  24. 1 point
    Aside from adding a track from B4 to B3, the track layout was not changed. All they did was remove the type I track (standard ballast) and replaced it with a type II track (concrete roadbed with concrete ties encased in rubber). The bend in the rail was always there at 4th Ave and was not lessened or made worse by the work that was done.
  25. 1 point
    Actually an R46 COULD run from 95 St to Chambers St (or as far as Essex) just fine, as long as it was 6 cars or less. NOT THAT THEY EVER DID RUN 6 CAR R46 <R> TRAINS. It's Essex St and points south (or is it north? ugh) where there are sideswipe issues with the 75 footers,particularly on the curve coming off the Brooklyn side of the bridge, and also in the Chrystie St connector which the currently uses.
  26. 1 point
    Think of Dekalb this way - it's a 4th Av local station which also happens to have a cross-platform transfer to the Brighton Line. The bypass is really just the 4th Ave express tracks. There is only one scheduled N/B train per morning (the 0519 Stillwell) which runs local on 4th Ave and still goes over the bridge (which means it has to stop on the Brighton side at Dekalb), and no, there isn't a FIND program for it......
  27. 1 point
    I'll add 2 more IRT locations to the list. There were switches located between Borough Hall and Hoyt St connecting the 7rh Ave and Lexington Lines in both directions. There was a diamond cross-over and tower entering Utica Ave s/b which was in use as late as the early '60's IIRC. As pointed out in an earlier post, between 103rd St and 110th St on the Lex had an interlocking that connected all four tracks 1-4, similar to the setup in BK at Nevins and Atlantic(minus the spur). The setup went 1tk-2tk-3tk-4tk as indicated by the missing pillars between the stations. I happened to be on an electric locomotive with a schoolcar motor instructor one day while we were breaking in a newly promoted TSS and my M/I had me point it out to the new TSS while we were on our way to the Grand Central Spur track. We took him to the tower at GC and showed him the tower board which had nothing showing the interlocking but a trainmaster there recalled seeing an older model board which confirmed that it was in use at one time.He was the last person to hold the title of Trainmaster in the entire NYCTA and I've always respected his knowledge and the things he passed on to me and others so if he said it existed I took his word for it. You could give him a signal # and he could tell you it's exact location off the top of his head, he was that good. BTW, at the time of my retirement there were still gaps in the third rail on all 4 tracks corresponding to the missing switches which is enough confirmation for me. That's my history lesson, courtesy of one of my mentors. Carry on.
  28. 1 point
    There's several places in the system where seldom-used switches were taken out so they no longer had to be maintained. That's just one of them, there are plenty to view along the Concourse, Eastern Pkwy and WPR segments (among others) as well. The ones on the Concourse are especially striking being that the former roadbed imprint is clearly visible.
  29. 1 point
    Oh, and for those who don't know exactly what 35 is from looking out the window, thing CPW around 96th-103rd going north. Everyone is around 35 at that point. I guess its a complaint about the timers after the curve off of Queens Blvd going downhill through curves into Woodside. I'm surprised no one has really brought up the lil bit of a skip either. Another note about timers, the best ones IMO are between Bway Jnct and Euclid s/b on the . First two clear above posted (can wrap through those), the rest exactly at 30. Go 30, and they clear in your window. Not even the 60th tube can say that.
  30. 1 point
    I guess people are listing every express run that has any timer in it (whether its necessary or not). If you want to be thrown about a train in some cases, go to nearby Great Adventure, you'll get all the thrills you want there, even on rail-like structures. There are many unnecessary timers throughout the system, some put in after key incidents, but if they all cleared through as posted, the system would be fast enough that even railfans wouldn't think entire stretches are slow. The IND below 59th was designed to minimize transfers, that's why there are so few skipped stops on both 6av and 8av. For instance much has been talked about the CPW. Going north, if all those timers cleared the way they were supposed to, a train (with power currently constituted) should clear them on the post all the way to the beginning of the dip at 103 (that's when the train finally gets to 40mph). Coast down the dip, holding a slight brake to keep it at 40, wrap it again at the bottom. It stays wrapped until the curve north of 116, bring it down to 25, and hold it there all the way into 125, nice and smooth into the station. But if you go out there and do what I just said, you'll hit the timer at the top of the dip. Yes I almost hit a year it had to basically stop the train for it to clear. Going south, its on the post to 81st. First one is GT45, clears on the post, but the train can only get up to 37-38 anyway, and it clears in the window, not well in front of u since your 5-10 below the timed limit anyway. If trains still could get to 45 without the help of a downgrade, you'd hit that first one too, perhaps. After 81st, if they were timed correctly, you can hold 35 all the way to those trio of home signals outside 59 (25 for those), but nope can only do 25-27, and then down to 20-22 for those last sets. However, CPW should not be on time at all southbound unless the switch to the spur (between 81-72) is set, and only some high speed ones at the end to protect from an overrun of 59 (lets say GT35), which is downgrade. Going north, it shouldn't be on time at all (again except for a reversed switch into the spur) until 116 where a GT35 would meet you followed by a GT25.
  31. 1 point
    A few points: 1. The runs express on the West End because its a longer run than the Sea Beach (and the little express piece to 59), so it goes down the middle track to make back up the time it lost going on the West End in the first place. 2. The 46s are the slowest B div cars at the moment (not counting the 42s), but 68s can be faster but are also hit and miss, and the 68a general faster still, but all three accelerate slowly. 32s are mixed, the best pairs (if they were all in the same consist) can almost stand toe to toe with the 160, the worst are just terrible. I'd like to see how they would operate after they get their SMS. 3. And to defend 68A's on the , its people don't know how to stop them or operate aggressive with them. I actually keep up with 160s, not because of pure top speed, but because of how late I brake with them (the 160 in front of me is actually braking earlier in the station). Ive hit 35-37 near the c/r board in a 68A and successfully stopped the train without jerking people . Now in a 68, that 160 in front of me pretty much dusts me. All said and done, while the 160's are still faster, a properly operated 68A can keep the gap decently close (in other words, if I'm 1/2 stops behind a 160 at Prospect Park, when I pull into Brighton beach, I can see it climbing the hill to W8th, its not sittin in Coney Is already. Also, back in the day before I was even born, the Brighton express DID go to CI, stopping at Ocean on the middle tracks. 4. The fastest portions of the Lex express: Going north between 110-116, 49mph possible before timers (you can press for 50, but you'll hit the homeball). Going north between 42-59, 48mph possible before hard brake to make the station (a TSS was operating, haven't seen a T/O challenge the station yet). 86-59 going south nets as much as 47 (not as pronounced a downhill so its hard to get it past 45 sometimes). Rest are much slower, not even approaching 45, but can get to 40. Of course 52 is possible in the Joralemon tube. In the IND, 50 is possible between 34-W4 going south, and 48 between 59-42 going south, but the rest of the expresses are slower in Manhattan.
  32. 1 point
    I consider an express run any time there's a really long distance between stations (including river tubes), or where you skip a station. With that said... My faves... As a C/R (IRT), 2006-2010: S/B 96-72, 72-42. Max noted speed, 49 leaving 50th before the timer. My classmate recorded 51. S/B 42-14, Joralemon tube. N/B BB-14, 14-42, 86-125. Max noted speed, 52 in the tube. S/B Morris Pk-180. Hit the flyover at 41 before a timer. N/B Hunts Pt-Park. Max noted speed, 49 entering St Lawrence. As a T/O (IND/BMT) 2010-now: S/B 59-42, 34-14. Max noted speed, 48 on a R32. N/B Kings Hwy-Newkirk. Max noted speed, 50 at Newkirk entering station, R68A (no I did not overrun it). I will do the rest of the Brighton express this fall and see what I get before the leaves come out. S/B 34-W4. Max noted speed, 51 at the bottom of the hill before coming up into the station. S/B Roosevelt-36. Max noted speed, 52 at the curve. N/B Rutgers tube. Max noted speed, 51 at the bottom of the tube. N/B 53rd tube. Max noted speed, 48 at the bottom. S/B 60th tube. 58 on a R46. My and are below that as the train takes an automatic brake at 50 (momentum will still push it into the mid 50s) and doesn't throw it away until its back to 48. Places where the tube still clears on the post: N/B Rutgers N/B 53rd S/B 60th I think the clears on the post S/B too.
  33. 1 point
    At the moment all "You get what you punch" locations have cancel features. Also, not every station with punches have punches for every length of train that stops there. Examples: at Chambers n/b and at Spring s/b. In both cases we can punch at Canal. The reasoning for punching the station prior is going north, we wish to sneak in front of the if the machine is on Automatic, which is on whoever gets there first gets the lineup. The punches right at WTC before it leaves the station. Going south, if we miss the 8 car punch box for any reason its a pain in the (you know what) as that whole machine setup puts holding lights on the train until the lineup comes in (would have to key open a door panel to reach it, or if luckily still moving, stop at the 10 for that box). Otherwise the tower operator or terminal td then has to take the machine off automatic and issue you a lineup automatically. The TD also reserves the right to inform RCC about you missing the punch, as its a time-consuming process, especially in rush hour. Another example, that common GO where go on the line, there's no punch for the either at 21-Queensbridge. At Queensbridge we just go to the 10 and tell the c/r to open (there would be no board in front of him, and we usually tell them at Lex or Roosevelt Is so we on the same page, in fact a C/R told me my first time on the by myself for the GO its ok to just aim for the 10 since we MUST punch to get a lineup out the station and few c/r do the idiot thing and close down and pass indication on a red/red home signal they can see. Right now, 47-50th and the Canal interlockings in the IND are the "you get what you punch" spots. At Canal, the tower (which is actually at WTC) is manned so they can change a lineup for you if need be. 47-50 is not (until recently with the constant GO going on in the 53rd line) and there's a big sign indicating that.
  34. 1 point
    Not particularly sure if they were there back then, but if u do it right you can speed through that curve, the last timer clears about 3/4 thru and it is possible to wrap it up while the entire train is still in there but City Hall has been a popular radar gun spot and a lot of 2 Broadway types typically are on those trains being that the main building is right upstairs from Whitehall St. It also throws the T/O around just like the passengers, the T/O isnt exempt to momentum and inertia.
  35. 1 point
    Yup 324 job, making a 926 out of Bway-Lafayette. I have no idea why that's there but the WAA isn't enough to make up a train for service and bring it lite there, I wonder where they get the train from.
  36. 1 point
    Funny, I saw a on the local at Bway-Laf. (uptown) in the evening and I knew they used to have a put-in around that time that ran light over the Culver and went into service there around that time, and wasn't sure they still had that. But just checking the timetables now, I see they do.
  37. 1 point
    A little signal theory for ya... The vast majority of signals will turn red as the front of the train enters the next block. Some signals are tied together and change together and will only drop when the train enters the block following the one it just entered. The only ones that have nothing at all to do with train movement (low home signals) and can be passed on yellow (the tower drops them when it feels like) and not turn red are in yards or mainline storage track (e.g. City Hall yard). The T/O is in trouble if a passenger ever sees their T/O go by one lol, and the only place I know that used to be an exception is between Bronx Pk East And 180th . Not entirely sure if the redone signals are up and running yet in that part of the yard, though.
  38. 1 point
    No,I am not that brave yet. Funny thing is they had timers going into that station in the 1970s and 1980s then took them out when the trais were slowed down back in 1997,then put them n once again early last year because of a couple of station overruns,which is the problem the way the TA sees it. There can be 465,000 PERFECT station stops at any particular statio but if ONE train overruns the platform by 1/4th of a door panel,the stations get timers coming into them.Thats the way the T/A thinks. Having said that,It is hard for me to fathom ANY train overrunning BWY Junction,especially NB before the timers were put in.
  39. 1 point
    There are a few t/os out there that wait for the announcement to complete then opens the door and the announcement goes in. Yep it has to do with that, as the Park Avenue South Tunnel is in the center position with the Express track. Idk why where 91st Street Station on the IRT Broadway is lowered for the Exp same for Houston Street.
  40. 1 point
    They do, there are spots on the that were VERY slow before CBTC went in and now the train goes a hell of alot faster. There was one location which I can't recall at the moment, where trains were timed to only do 10MPH. Now that same spot, a train in ATP/ATO goes through there at 20 or so MPH.
  41. 1 point
    During the prior configuration of the area pre-construction, during PM rush hours only the NB indeed was usually on M track, along with the NB to Nereid. The to Dyre stopped on the outside. The services used the switches south of the station between 180th and Tremont, and usually connections were made at the station itself. The used the switch just south of Bx. Pk East to make a stop, the went express up the middle to Gun Hill unless instructed otherwise, and the had a straight lineup to Dyre.
  42. 1 point
    Hi guys! I'm making pretty good progress on the 2011 edition and it should be ready to ship by December 7th. In order to keep that schedule, however, I'm looking for any information on the following: The biggest piece of the puzzle for me is the East 180th Street interlocking and the Dyre Line. I'm actively looking for single-line drawings of the new alignment. I have a schematic drawing but it lacks the precise detail of the single-line images. Anybody who can source these for me gets a free book. Also, how far along is this conversion project? Next up are any changes to track or signaling that have occurred in 2010. All I have so far is the removal of a crossover on the . South of Broadway-Lafayette, have the indications changed for 86-ball? What I have is Green for B-1 track into the Rutgers tunnel , Yellow for B5-6 and 3-yellows for BJ-1 into Essex St. Now that the is running, have they made it more T/O friendly by changing the indications for a simple bottom-yellow to BJ-1 and 3Y to the terminal tracks? I'm still not sure about the fleet. Am I correct in assuming it's based solely out of ENY Yard? If so, is Jamaica just a relay point for the or does it play any maintenance or layup role for that line? I will be riding throughout Brooklyn this coming week to verify the status of the two big reconstruction projects (the Smith/9th viaduct and the Brighton rebuild). Can anyone give me a heads-up on how far behind schedule either of these is? Also, does anybody have access to single-lines for the Smith-9th rebuild? Will B5 be making a comeback or is it histoire? I'd like to update descriptions of yard operations and facilities this year. Anyone from DCE or RTO who'd be willing to work with me to modernize this section a tad? Lastly, as I always ask before every edition, I'm looking for the most current yard/car matrix spreadsheet. That's about it for now. I'm always willing to get input from you great folks on the ground who may be able to give me a better perspective on how things are going behind the scenes. I'll happily give full credit to any and everybody who can help out. Feel free to contact me at nyctrackbook@gmail.com. Tremendous thanks in advance to one and all. Cheers, Peter Dougherty, Author/Publisher 2011 Edition coming December 7th!
  43. 1 point
    The switch and related signals south of 138th move traffic faster (in both directions) than the ones north of the station. It also gives an additional holding spot for trains coming from WPR as well. Going northbound things would tie up quickly in the PM rush if every train had to punch at 138th NB like they have to. So the bypass works then too in the opposite direction.
  44. 1 point
    The 14th Street tube used to be called the 50MPH key by. The signals there never had an illuminated white to show that they were timers.
  45. 1 point
    FWIW the maximum LEGAL speed in a river tube is 35mph. It's really amazing to see so many T/Os exposed by railfans. And I thought you T/Os knew better. ...tsk, tsk. Shame on you.
  46. 1 point
    Those were the extra (W)s that weren't layed up at City Hall. It was the first 4 in the morning that started at 86 St and the last 4 that went to Kings Hwy Now back to the topic at hand, all 4 Av needs is about 1 or 2 extra trains as put-ins (given the current capacity) and it'll be fine
  47. 1 point
    Fulton northbound is another one. By rule, train must slow to 15MPH before leaving station even if it's getting a skip. It's rare to give a train a skip through that station anyway, almost every single one will make that stop. The GT10 into the station N/B is like pulling teeth during the rush hour. The curve is beyond station limits, so the train is either doing 15 MPH by rule book (if it got a skip) or it's starting from a stop. The timers should be IN the curve, not before since the approach is safe based on making the stop or slowing to 15mph for a skip.
  48. 1 point
    The Timers north of 125th are necessary because of the large amount of switches in the area. The timers I find unnecessary are the GT 20 signals on 3 track south of 96th street that hold the train to that speed practically until 59th.
  49. 1 point
    Yes I work the line 5 days a week for now. If you do it at the right speed ever signal clears for you.
  50. 1 point
    From someone that was a line conductor for a couple picks and worked the 148-42 shuttle... 14th St has a small office, and yes no switch from 2 to 3 track going south. Trains must terminate on 2 track (sb exp) then operate 2-3 or 2-4 then normal. The idea for the service going to 34th (even a 2-pocket service) was thrown around, but dismissed because there is no quarters for crew or supervision. As it is now there's a TD at TSQ, crew relays their own train in the spur and head back north just about immediately. Flexibility in the area of TS interlocking is maintained. It was deemed that late night connection to commuter railroads was not necessary as the service has very light ridership to begin with. Of that light ridership, those looking for 145/148 is miniscule. Also on weekends (barring any GO), the starts running express before that first goes to New Lots (or comes from New Lots). IMO then they were going around cutting service, I thought this late night , the most recent change to IRT service (save for GO and the to Flatbush middays), would certainately disappear, and the shuttle bus making its return. I would have actually cut the at night altogether, only run a few extra trains out of each end (remember back in the day the last one out of 148 was before 11 and the last one out of New Lots was 1124 like it is now). The shuttle bus would modify its route to 149-GC, 145th n Lenox, 145th n Powell, 148 n Powell (remember buses late night have a rule where you can request a stop that's not typically a bus stop, and there would be people asking to get off at 145 n Powell), much more efficient than the route it ran before, and it would accomodate east side riders as well for some extra ridership. One or two artics from the Bx19 fleet would suffice, along with the Bx19 service already provided. One more thing. The only reason it runs express (but rarely does) is because the only way to reach the spur is from 2 track. Can't go into the spur from 1 track, from 1 tk have to bring it into 34 on 2, and head back north through the spur to tks 3/4.
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