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Showing content with the highest reputation since 03/20/2019 in all areas

  1. 17 points
    This is quite unfortunate to hear about. Gov Cuomo has a reputation of usurping the very people he has hired to improve the MTA and then 'gives additional powers' to yes men and women on his crony-filled board. Perhaps this form letter can be used when communicating with the various elected (and perhaps appointed) officials who might be able to influence or keep in check the very unilateral moves of Gov Cuomo: Dear Honorable ((name of rep here)): It has come to my attention through an interview of Governor Cuomo by Brian Lerher on WNYC radio that the Governor is seeking to reduce the decision-making and management capacity of NYC Transit Chairman Andy Byford. Mr. Byford has taken many steps to improve the quality of service of the NYC Transit system. He has generally received positive reviews from commuters and MTA employees, alike. Mr. Byford's past work with the Toronto Transit Commission (TTC) has been quite laudable. As a lifelong New Yorker, I'd like to see Mr. Byford continue to make improvements in the NYC Transit infrastructure (in the same way Mr. Byford helped to improve the TTC) without any interference or negative character influence from Gov. Cuomo or his board members. As a constituent in your district, I hope you can help in allowing Mr. Byford to continue his work, while also taking steps to monitor and control any negative activities the Governor or some of the MTA board members might take. I am genuinely concerned about the underlying plans which may come about from outside consultants like Alix Partners in undoing the achievements of Mr. Byford, while also bringing about the possibility of staff reductions and service reductions within the NYC Transit system. It is at this time that I ask you, ((name of rep here)), to monitor, influence and speak up about this matter so the achievements obtained thus far are not lost to the one-sided actions of Gov. Cuomo and his board. Please feel free to reach out to me at ((insert email here)) or at ((insert phone number here)) regarding any additional information you may need from me. I look forward to hearing from you soon regarding this urgent matter. Thank you and kind regards, ((insert your name here))
  2. 14 points
    At this point I couldn’t care less. Yeah it’s a somber moment but they are 20 and 21 years old. I have one of my own anyway so I’m content. It was a good era. Just means it’s almost time for me to retire. Nothing will ever beat The Master of The Snow. It will definitely go down in history as the most durable bus ever made. Other than the fact that 90% of that article is inaccurate, it is what it is. FYI, Hybrids actually break down at a higher rate than the RTS.... That’s clearly why they are still here..... If it was up to MTA and the engineering department a small reserve fleet would have been here for a while.
  3. 11 points
    I get it, the RTS is gone for good, but I swear some of ya act like your parents got shot or something. Its not a big enough deal to make prison threats either.
  4. 11 points
    No disrespect, let’s leave this area to the professionals and business managers. Who cares how long it lasts? Anyone who knows how to effectively run a business. They were the best buses overall in EVERY category except the wheel chair lift, driver comfort and rear seat comfort. They perform best on the road, had the best suspension, and nothing will ever perform as good in bad weather or torrential rains. They are the most durable and longest lasting buses ever made, and have a higher reliability rating than any new bus to date. They had the most powerful and most optimized engine/trans combo of any coach to date. They are the easiest to maintain, and cost the lowest to maintain. Many of the parts are not made anymore and have not been for a while and maintenance was still the lowest cost of any bus in the fleet. If you were to build a brand new RTS low floor with with new face, and new style it would still outperform anything on the road right now hands down. My person RTS runs circles around ANY bus in the MTA fleet including MCI’s and Prevosts. You may not understand the significance of this America Icon, but we all do, especially MTA maintenance and management. Hence why we still have so many, why there are so many in the fleet, and why it’s the main topic on the Bus IQ Test on every Information screen on all these new buses. The Orion V only had more space for the driver and the in the last row. That’s all. Even though I like them a lot, the structure was trash and they were nowhere near as reliable. MTA likely would have never gotten them if it wasn’t for the Flxible disaster. An upgrade is not always an upgrade. Maintenance records have been unable to match the ones of this to this this day in 2019 and this bus is a 1976 concept. The only other bus that will last ALMOST as long is a Nova LFS and that’s because it uses the exact same body design philosophy. The Cummins will just never last as long as a Detroit Diesel, or be as easy to maintain. I mean the engine leaks oil by design for Christ sake. Pure Detroit genius just like the RTS, Old Look, and New Look buses. Thats a classic era of transit that unfortunately too many of you are too young to remember or appreciate. Sure all these new buses are pretty, but if you knew anything about maintenance and value there would be a different opinion. Another fun fact of the day, Altoona stated publicly that they will miss the bus dearly as it was to date the easies bus ever to test and certify, and maintains the best in-service uptime record, and ease-of maintenance status. And the closing fact, 5249 will go down as the most historic RTS now inducted into the Museum Fleet. Looking pretty in 1999 delivery colors, she was the last model designated the RTS T80-206 ever made. As to modernization, as Lil Wayne would say, “it ain’t broke, don’t break it.” Because it was a fact. The RTS was born from that very bus and later assumed it’s title as best. Sales, satisfaction and maintenance records hail them the King and Queen of transit. What in the word are you talking about? Gleason doesn’t have any buses to spare. Have you been somewhere under a rock? The XN60’s didn’t just come in yesterday, or anytime recently for that matter, and quite a few buses were ALREADY transferred to West Farms from Gleason. Leave this to the MTA and the professionals please, because nothing that you said there makes logistical or monetary sense. Incentivize the NG? You can’t be serious..... But you are serious..... 😴 Not only is it not possible, but it’s also a waste of money. We don’t own any chargers or electric buses yet so they’re is nothing to fill in a gap. These are engineering test buses that do not belong to us, and we will soon have our own anyway. In the meanwhile it’s not just that simple to just up and move chargers like legos or something. Maintenance is not trained on them, MTA mechanics cannot work on them. Any agency/person that leases buses/cars have to have mechanics that are mandated by the manufacturer to perform all maintenance. An entire maintenance program is being designed around these buses because they are unlike anything we have when it comes to the power train and the batteries. We don’t have enough duty cycle data to loan these buses out either. If they didn’t need them why would they have them? You gotta learn the inner workings of these things. Spares, preventive maintenance, scheduled maintenance, unscheduled maintenance, accidents...... Buses don’t just run every day of their lives. They have to be pulled from service. Not to mention we are in the biggest fleet overhaul cycle in a very long time. Buses need to be upgraded to WiFi and have Info screens installed on top of all that. SC for example just got 9 OG’s on loan. The have 56 C40’s to be exact. All of which are needed for service and spares. At rush it’s actually about 42 in rotation which leaves room for only 14 buses to be for spare on in the shop for maintenance. 9 of them are now out of service for maintenance. For example on Friday just past, every bus was in service except 4 C40’s at some time during the day. Yes JG needs all of theirs as well. The B35 requires all its artics and 4 standards. It’s 8pm on a Saturday and there are currently 118 C40’s and XN40’s in active service as I type this. Now ass that up and tell me how many they need at rush. Same for CP, with 73 in service right now out of 157. Not only that, they had at least 3 buses that were road called. That’s unplanned. Now they need to go in the shop and have 3 to replace them go out on the run line.
  5. 10 points
    Might as well go back to the blue stripe paint scheme at that point.
  6. 9 points
    It was taken care of because it was irrelevant to this thread. As per the guidelines of the website, can we please stay on-topic? Thank you...
  7. 9 points
  8. 8 points
    The algo wanted you to see that ad. 😎
  9. 7 points
    An update on Queens Blvd: they're running CBTC test trains now
  10. 7 points
    Now you know how my C/R and I felt nightly when we had the first R142’s to Utica. We refused to sign them up as to Flatbush so we had Bowling Green destination signs. We had a TSS ride us one time who was critical of our procedure but we told him that we knew what we were doing. When we got to Bowling Green we made manual announcements from there to Franklin Avenue and really poured it on there. Luckily we had a great group of regular riders from the Redbird era who helped us out with those who were confused. IIRC it was a few months before the announcement problem was cleared up. We, too, wondered why it took so long to get corrected. Just my experiences. Carry on.
  11. 7 points
    I don't like the title of this thread. You should know better
  12. 7 points
    You know, you just as well could have not replied to this question; this sort of facetiousness adds little to the conversation, and there are indeed people on here who likely could give more information than is available publicly on the Sea Beach renovations if they were inclined to share.
  13. 7 points
    Maybe the folks at Columbia and Cornell can figure something out.
  14. 6 points
    @Lance cleanup on aisle 3 please Thank you thats what I was trying to say but I had a brain fart lmao
  15. 6 points
    How ironic that 7090 gets into an accident on it's fifth anniversary in service....it was on this date back in 2014 where it entered service.
  16. 6 points
    That says a lot more about Cuomo than it does anyone else (even Lhota, who should've known better).
  17. 6 points
    LMAO... There's no petition yet, and when there is one it'll likely be me doing it, since the person that is interested in running the service isn't exactly gifted when it comes to grammar. LOL I'm waiting to be provided with a list of the AM and PM stops first, which should happen later this week.
  18. 6 points
    Not gonna listen too long, but 2:00 in is telling. You've got a T/O asking to do the right thing to help his customers, which is wrong rail with caution into 3rd Ave to put a door panel in the station and allow passengers to deboard. RCC says that won't be allowed out of an abundance of caution. I understand their angle, but this is where they should respect and trust T/O judgment. At <5mph creeping, with other trains stationary, the risk isn't that high, and the reward (allowing however many hundreds or thousand-plus people to avoid sitting an hour and a half on a stopped train) is entirely worth it.
  19. 6 points
    Now I'm really hoping for Joe Biden to win the nomination and take Cuomo as his running mate. If anything it'll put a pause on most of his lunacy in 2020.
  20. 6 points
    First off, can we keep this type of discussion out of deliveries, moves, and transfers please. It’s been made clear that the Deliveries, Moves, and transfers thread is solely for just that: Deliveries, Moves, and Transfers. ***Note the next part below is NOT a prediction*** Next, the OG Hybrids at East New York will be replaced by new buses fresh from the factory, and displaced buses from elsewhere. Also, East New York and Grand Avenue are slated to get all of the 2012-13 New Flyer XD60s from Gun Hill and Kingsbridge for the B15, B38, and Q58 respectively (4710 and 4711 made the journey to GA a few days ago, joining 4754, which was already there for a while). It is possible that the 2012-13 XD60s would end up replacing a chunk of the OG Hybrids. As the next hybrid order is coming in as well, 20 of the new XDE40s would be assigned to EN, replacing a smaller portion of the OGs and replacing the rest with XD40s coming back from Ulmer Park, since they are getting their own units as well.
  21. 6 points
    BusTrek offered more info than BusTime did which is the point, and it also shows ghost buses, which BusTime can’t do.
  22. 6 points
    This ole Spacely Sprocket ass mother*****..... Irick has been a real uptight a**hole as of late... His job on the line or something? No, it's not just a bus, joker - it's hundreds of them..... Fully functional ones too. You are the last person I want to hear bitching about bus service; then again, this guy probably doesn't even take public transportation.... Perfectly exhibited snotrag attitude....
  23. 6 points
    There was interesting movement on the train I was on today. The arrived at the local track of Columbus Circle because there was a at the express track. Then the kept running at the local track to 72nd St and used that switch to switch express track instead of using switch at Columbus Circle.
  24. 6 points
    Topic - B103 1. Why is this route so indirect going a very long And bendy route 2. Why is there only limited and no local service, was it always like this ? 3. Why is this line one of the highest frequency lines in Brooklyn? Why wasn’t it ever considered to be come an articulated route ? 4. Is this line ever going to to considered for select bus service? 5. Why is the placement of stops so weird for not stopping in front the Q station at cortelyou rd 6. Why is the 103 just so weird
  25. 6 points
    HTT has (***theoretically***) been abolished, which is good. Generally, while it’s important to keep in mind that there are reasons for ops to go slow (GTs, weird schedules, toxic disciplinary culture, etc) it’s also important to recognize the impact speed has on service. An single op (or CR) on the or who is moving too cautiously can throw an entire rush hour through cascading congestion; a slow crew at any time of day can cause gappy service and kill merges, and these are things that we have to be cognizant of. We shouldn’t encourage risky practices or complain about legitimate slowing and we should recognize that most variability is a function of the ridiculously punitive managerial culture in NYCT, but we also should remember that there are very real operational consequences to be had in low speeds/long dwells. This has sadly become one of the driving pieces of logic behind CBTC — management does not trust the people of RTO to operate a consistent rush hour railroad at any respectable throughput.
  26. 6 points
    A really interesting presentation on work train CBTC compliance in Toronto. https://www.apta.com/mc/rail/previous/2017rail/presentations/Presentations/Palmer, Mike.pdf Toronto’s legacy signal system was essentially a copy of NYC’s and their original CBTC plans paralleled ours in waste. Their successful redesign of installation processes to minimize the need for AWS and the fact that Tomlin/Byford are at NYCT now gives me hope...
  27. 6 points
    Citi Field is in the middle of nowhere. Extending a bunch of buses to the middle of nowhere is not going to make it somewhere. You can drive from Flushing to LGA in less than five minutes even with traffic. Why the hell would anyone take the bus to the AirTrain for that trip?
  28. 5 points
    The 7th<>Church segment is scheduled 1 minute longer s/b thanks to the endless GT35s, and the Jay<>7th segment is 1.5 longer thanks to the fact that you really can't build speed/have to crawl out of Jay s/b. So runtime is 11 southbound and 8.5 northbound. Don't look at Kings Highway. The gets a 4 minute hold there essentially to pad the schedule -- they wanted to add runtime to reduce late clears and simplify crewing, but couldn't retime the entire line so they instead just put time at Kings Highway. It's doubtful that hold will be observed. Looking at 18th Ave, the 16:22 179 to KHF is 3 mins behind the 16:27 179 to STL , which had been 3.5 behind it at Jay. The real flaw in the schedule is, as I remember @RTOMan saying a few months back, that it creates massive gaps in Coney Island-bound service on Culver local/south of Church. Looking at the PM rush southbound schedule along the local (which, fwiw, is a not significant trip origin -- am using Bergen as my timepoint here) there's a 20 min gap where the first express used to be, and a 23 min gap for the second one. You can use the KH trains and the to reach the s, but even when you add those back in, you're looking at a 15 min gap following the first express at 18 Av, and a 17.5 min gap following the second. Definitely suboptimal. http://transitfeeds.com/p/mta/79/latest/stop/F30S/20190916 (18 Av) http://transitfeeds.com/p/mta/79/latest/stop/F20S/20190916 (Bergen) http://transitfeeds.com/p/mta/79/latest/stop/A41S/20190916 (Jay) Also, if anyone happens be fanning the northbound , may I humbly submit a request for a RFW? I'm out of town for a while, and haven't ridden B4 tk. north of 4th Avenue in a long time -- I want to reconfirm that the GTs going downhill from the viaduct towards Jay St are 2 shot 35s, becoming 30s and then 25s just before Bergen lower. Help here would be much appreciated.
  29. 5 points
    How do you miss the last Q44...when the route runs 24/7. Clearly, you are making stories up..... If you're going to blatantly lie about things, pick a line that doesn't run 24/7.....
  30. 5 points
    The dangers of typing quickly. Yes, that should read the on an 8 and on a 12. That's a total of 17.5 tph, or not enough space for the . I'm not sure if you're just trying to be clever or you actually don't think there's ridership that the agency drives away or does not receive because of poor service quality/design... If it's the latter, please consider all the non-MTA trips taken in this city, and all the trips that are simply not taken because of the MTA.
  31. 5 points
    The subway just brings out the best in people.
  32. 5 points
  33. 5 points
    It's mostly the younger enthusiasts making these reviews. I don't really get it myself(especially since they don't drive the buses they review), but it is what it is. Personally, these reviews shouldn't be a thing. If you don't drive them or have knowledge of them outside of the basic information that's already on the internet, just don't put these reviews out(especially if you don't credit the owners for their content, or if you're using said content in inaccurate reviews).
  34. 5 points
    These ideas are great and all, but here's a proposal that's probably really pressing - stop running trains every 12 minutes because no one is willing to wait around that long. The solution is a bit harder to pinpoint but probably involves overhauling the existing work and flagging rules.
  35. 5 points
    The man is ahead of is time, all hail!
  36. 5 points
    It's about damn time... These people endanger their own pets when they have them in subway and not in a container and then blame the MTA when god forbid something bad happens to their pet. It's ridiculous.
  37. 5 points
    Here's stuff that I've forgot to share, along with some other shots and videos. They range from about a year ago, to about a few days. Better late than never, I suppose. Enjoy! 2007 MCI D4500CT 7156 on the 198 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19076 on the 193 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2001 MCI D4000 7628 on the 197 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19076 on the 193 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2007 MCI D4500CT 7166 on the 197 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19166 on the 194 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19156 on the 193 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19156 on the 193 (New Jersey Transit) at the Willowbrook Mall Park &amp; Ride by BM5 Photos 2019, on Flickr 2002 MCI D4500 8235 on the 166 (New Jersey Transit) at Fairview Avenue &amp; Broad Avenue by BM5 via Woodhaven (Main), on Flickr 2002 MCI D4500 7425 on the 166 (New Jersey Transit) at Fairview Avenue &amp; Broad Avenue by BM5 via Woodhaven (Main), on Flickr 2018 MCI D4500CT 18115 on the 166T (New Jersey Transit) at Broad Avenue &amp; Columbia Avenue by BM5 via Woodhaven (Main), on Flickr 2017 MCI D4500CT 17027 on the DON BOSCO service (Coach USA/ShortLine) at W 42 Street &amp; 8 Avenue by BM5 via Woodhaven (Main), on Flickr 2017 MCI D4500CT 17057 on Line 300 (Coach USA/Suburban Trails) at 42 Street &amp; 8 Avenue by BM5 via Woodhaven (Main), on Flickr 2010 NABI Model 416 5627 on the 66X (New Jersey Transit) at Broad Street &amp; Academy Street by BM5 via Woodhaven (Main), on Flickr 2010 NABI Model 416 5605 on the 59 (New Jersey Transit) at Watchung Avenue &amp; East Front Street by BM5 via Woodhaven (Main), on Flickr 2015 MCI D4500CTH 4038 on the 114 (New Jersey Transit) at Watchung Avenue &amp; East Front Street by BM5 via Woodhaven (Main), on Flickr 2015 MCI D4500CTH 4013 on the 114X (New Jersey Transit) at Front Street &amp; Terrill Road by BM5 via Woodhaven (Main), on Flickr 2015 MCI D4500CTH 4013 on the 114X (New Jersey Transit) at Terrill Road &amp; Front Street by BM5 via Woodhaven (Main), on Flickr 2015 MCI D4500CTH 4008 on the 113X (New Jersey Transit) at Midway Avenue &amp; Terrill Road by BM5 via Woodhaven (Main), on Flickr 2007 MCI D4500CT 7135 on the 166 (New Jersey Transit) at Broad Avenue &amp; Elm Street by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19125 on the 166 (New Jersey Transit) at Broad Avenue &amp; Elm Street by BM5 Photos 2019, on Flickr 20190613055729_IMG_6491 by BM5 Photos 2019, on Flickr 2018 MCI D4500CT 18115 on the 166 (New Jersey Transit) at Broad Avenue &amp; Remsen Place by BM5 Photos 2019, on Flickr 2002 MCI D4500 8236 on the 320 (New Jersey Transit) at North Bergen Park &amp; Ride by BM5 via Woodhaven (Main), on Flickr 2018 MCI D4500CT 18111 on the 321 (New Jersey Transit) at the Vince Lombardi Park &amp; Ride by BM5 via Woodhaven (Main), on Flickr 2018 MCI D4500CT 18111 on the 129 (New Jersey Transit) at Secaucus Junction by BM5 via Woodhaven (Main), on Flickr 2007 MCI D4500CT 7162 on the 192X (New Jersey Transit) at Allwood Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19086 on the 192X (New Jersey Transit) at Allwood Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19086 on the 191X (New Jersey Transit) at Allwood Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19105 on the 192X (New Jersey Transit) at Allwood Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19152 on the 192X (New Jersey Transit) at Allwood Road Park &amp; Ride by BM5 Photos 2019, on Flickr 2019 MCI D4500CT 19181 on the 191X (New Jersey Transit) at Allwood Park &amp; Ride by BM5 Photos 2019, on Flickr
  38. 5 points
    The 24/7 service excuse is an exceptionalist red herring. It isn’t like other subways are working on every inch of their track overnight, and they really only have a few productive hours to boot. In NYC, we shut not insignificant portions of the system for 55 hours at a time on weekends and put together long/extensive overnight shutdowns and still struggle to get the work done — NYCT has a higher ratio of maintenance employee hours to vehicle revenue hours than most American transit agencies, which is hardly a high bar...
  39. 5 points
    Wow, someone should tell NJT that it is important to care about whether bus stops are safe, and you shouldn't have stops on the shoulder of highways LOL
  40. 5 points
    BOTH are jackass ideas, Jackass. - One involves the use of a circulator, who's usage would be 100% reliant on anyone coming off the subway & ALL of the buses that would be bastardized to have them truncated to terminate at Barclays... Dumping thousands upon thousands of people that are coming off of a myriad of bus routes throughout all of Brooklyn at Barclays is NOT "good", nor sustainable for the short OR any long term...... - The other idea involves the use of a 100% redundant circulator that much of no one would use, with the current bus routes still intact..... ....and f*** your punk ass link. He actually believes that induced turnover amounts to direct access .... Much like his existence, I needed a good laugh.
  41. 5 points
    Maybe during the summer time to handle those crowds.... Offseason though, absolutely not. I wouldn't even do it for rush hours... The Q35's been running way too inconsistently for god knows how long...
  42. 5 points
    Ok town hall update: First of all, Andy and the entire MTA team took the from 2 Broadway to the meeting. They got stuck in the same mess that I do everyday and had to wait a while for a train which is good cause they could have just as easily driven and not experienced our commute first hand. To quote Byford, "I know it. I've experienced it. The is not one of our best performers." [loud applause followed] Now on to proposals that came up in the questions: to Bay Ridge "Anything is possible" "We will look into it since you've mentioned it so much" cautioned that there may not be enough rolling stock at the moment to run a supplementary service to Bay Ridge but it is something on Andy's radar and they will take a look at 4th Av operations as a whole once the express tracks reopen in July. Splitting the in Lower Manhattan "I never say no to a suggestion" "We'll add that one to the list" Also noted that subway lines are like the buses in that routes developed over time but may not best serve the current population. Said that he was willing to take a look at changing established services like the due to the volume of complaints he has received. Also specifically mentioned that interlines spread delays throughout the system and that he and his team are looking at a deinterlining plan (paging @RR503) He specifically mentioned the and as the first routes being looked at. In the meantime they will continue the Save Safe Seconds campaign on the line and they will heavily monitor it's performance. With regard to accessibility: Bay Ridge-95 St: design 86 Street: construction, opening next summer 59 Street: construction, opening 2021 36 Street: Fast Forward priority station They are in talks with developers along 4th Avenue through Park Slope about paying for ADA for other stations in exchange for height bonuses.
  43. 5 points
  44. 5 points
    The bigger story here is the staffing situation in the system. We have towers run by one person controlling key interlockings here and elsewhere -- Hoyt Schermerhorn, for example. They need a break? Service dies. FWIW, this is yet another reason that upgrades to our dispatching infrastructure are necessary. 42nd St North still runs with an ancient GRS Model 5 interlocking machine and controls a tiny piece of territory. Centralizing to a master tower (as they plan to do for CBTC) gives you redundancy without having to pay someone to provide coverage for the small portion of each day that the primary Tw/O is not at their station.
  45. 5 points
    Welcome to New York City
  46. 5 points
    Take a look at this video around 3:41. Seems like the new platforms would take up this space:
  47. 5 points
    A lot of the change that needs to happen is managerial. Things like revising service guidelines to account for inter-corridor dynamics, creating a unified development planning process where MTA and NYC sit at a table and identify not just the areas where demand warrants upzoning, but also areas where excess subway cap allows it and changing train routings to simplify merge patterns and eliminate 'shadow capacity' could all help on the more broad level. On the nitty-gritty operations side, my 'greatest hits' would be (and this is in no way exhaustive) changing operations procedures to facilitate reliable high capacity operation (so, for example, encouraging use of station time cutbacks, of local recycle, of a train's full acceleration and braking potential), changing terminal procedures to reduce terminal congestion (think eliminating fumigation and enforcing the 'board your outbound train on the inbound platform' rule at relay terminals), revising maintenance procedures to minimize track time and service disruption, systematically reviewing signal system design to find places where capacity/speed could safely and simply be increased, and reviewing operations at all major junctions. The latter point, for whatever it's worth, provides a great example of how bad ops can kill -- one that I probably overuse, but feels relevant given your mention of issues at Dekalb. The junction there is congested by the fact that they use cameras placed at the home signals entering the interlocking to identify trains, forcing them to stop mid-tunnel and thus reducing capacity -- all of this despite the fact that they have punchboxes at entrance stations, whose information they could use to assign routings as they do everywhere else in the B division. And just like that, we go from 60tph over the Bridge to 40. There also should be a priority infrastructure review. Resignallings cost money; terminal and interlocking rebuilds even more. Generally, we need to learn how to spend money properly in this city, but in the realm of subway infrastructure the need is especially pressing. The overwhelming build mentality that's come to define our region blinds us to all the smaller, more boring (yet more impactful) things we could do to infrastructure to make our system work better. So not to say we shouldn't build SAS 2, but if even a fraction of 5.5 billion dollars went to things like a reconfig of the Astoria terminal along the lines of the PCAC's (excellent) plan, or grade separations of Myrtle and 142, or a resignalling of the approaches to the Williamsburg bridge, or a rebuild of Marcy into a 3 track/2 island platform station over the bus terminal, I can almost guarantee we'd see more benefit per dollar spent than through pure expansion. Again, we have a lot of capacity lying around; let's learn to use it. This once again feels lacking in detail. Please ask more questions if you have!
  48. 5 points
    I’d argue that just as we can’t let causative analyses of operator variability stop at the operators themselves (we need to understand the managerial culture that drives behavior) we can’t leave “riders cause delays” where it is. The system exists to transport them, and while I’m sure it’d run better without them, we need to understand what causes their most impactful behaviors. So, for example, it’s true that people hold doors and crowd already crowded lines, but they do so at least in part because they can’t rely on the next train to come and because the structure of system frequency encourages highly concentrated ridership on a few corridors. That’s the sort of thing we need to be working on. To the point of CBTC: that signal system’s biggest benefits are usually seen in station operation. Human operators vary widely in the speed at which they enter a stop, how they brake, how they treat station time signals, etc — all variabilities that lead to capacity loss. CBTC eliminates the human element, a normalization that usually has a pretty significant capacity impact.
  49. 5 points
    This is really starting to become an issue. @Lance attempted to trim these kinds of off-topic discussions from this thread as they hold little to no relation to the R179s whatsoever. It's actually irritating to come here looking to find relevant updates on the R179s only to find things like this.
  50. 5 points
    Oh My GOODNESS! Finally they're are leaving!.. 🙆‍♂️ Woo hoo for those who doesn't understand or who's depot doesn't carry those buses, they are not some operators favorite due to no space at the operator compartment, and its annoying to load both Wheelchairs and walkers passenger. I salute the RTS for its power and snow weather master, but it was time to move on since now we are on the new buses style. Woo hoo!!
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