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Jsunflyguy

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About Jsunflyguy

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  1. Im not saying any of those challenges precludes using it (in theory), what Im saying is each of those hinderances adds a cost, whether it be more crews to allow breaks and lunches, paying crews to stage trains early or bring them back to Jamaica etc. The MTA isnt just a service for riders, it serves everyone in the city, including the taxpayers. When that comes up against a schedule that is possible and meets baseline cost, there's no way the (mta) won't do that. Coupled to the fact that people will complain about losing out on a 1 seat ride on a holiday. Not a favorable scenario. Personally I think the MTA was traumatised out of using QP as a terminal, they wouldn't allow the to terminate there on Nights and Weekends when traffic was low. They even pulled the Holiday train to 2nd Ave denying tourists and fans a high speed run. All to avoid that terminal, I'm not sure if express trains can arrive when a local is crossing to D5. There arent even supplements to turn at QP so that bridge is burned.
  2. It's not a matter of penciling the lines to the switch, the power distribution is such that D5 has to be deenergized to power off D3/4. Then there's still the matter of Short-lining the will still require deadhead and light equipment runs from Jamaica, other negatives that come with terminating lines at places without crew facilities. It would be nice to have the out of the way while they fumigate. A crossover west of 71st would be ideal to run around a problem train. But that'll never happend. Working with what's available, sending the to 179th (or even Union Turnpike with a relay), is the only alternative...and that idea seems DOA
  3. D5 is the Middle track at QP where trains relay to go back the other way (the Christmas Special trains relayed there before 2nd Ave opened). Right now they're working on CBTC on the express tracks, since D5 is in between the Express tracks it gets locked out of service as well, for a number of reasons related to the specific work they're doing.
  4. How would hey terminate at QP if D5 is out of service for the work requiring the to go local?
  5. It is possible to select 'short' routes on most Modern NX panels or Video Display Interlockings. It's my understanding that Queens Plaza has both, Newer electronic interlockings will automatically select the reduced overlap (and thus forcing the timer/WD). But no, there is no button that says 'run WD', however the system that controls the WDs is in the controlling Tower in a separate unit. It can be bypassed if the system is not performing to spec. Based on a general observation of several signal systems, I suspect that the WDs have been in bypass, as such the route with the short control line was prohibited from use. Now that they're going through and recalibrating all the timers on the Broadway Lines I guess QP finally got theirs fixed. Now that it is cut back in this route is now permitted again. Side note: they published the increased speeds but word on the street is not all the timers have been upgraded, so the defacto speed limit remains in some places. 🤔
  6. Keep in mind speed limits can be removed because the maximum attainable speed does not exceed the maximum safe speed. A little slight of hand to keep an eye out for.
  7. Just think, no changes to the physical characteristics of the Railroad, just been wasting all that time these years.
  8. We're speaking in the context of the MTA's current and past methods, that's not to say that its bad on its own merit. I'm not a fan of the TA's Master Towers for the reason I listed, there's nothing more to it than that. Point is that the implementation is always poor because every decision is made in the penny-wise, pound-foolish manner that follows every organization that constantly focuses on making numbers look good on reports rather than providing sufficient tools for success. Those are the kinds of places that see someone in the Signal Department "always standing around" and decide that the department is overstaffed. Then after the reduction be shocked to find out that the signal department is 90 minutes away because latent capacity gets misconstrued as inefficient.
  9. The problem with centralizing is that it has a staff reduction. Most Master Towers are covered by two people operators (during peak periods) and a Dispatcher/ATD. During normal operations, that's fine they can manage. The problem is during a disruption all the fleeted signals need to be open to use and suddenly those 2 or 3 choke points to manage change to a completely unfamiliar area and may increase to 4 or 5. Of course then the phone will ring with people trying to give you information, and others calling you with "whats going on" and what to put out in a tweet, etc. All while the radio is exploding because of course when TA bought the NX panels, putting in train description boxes. So of course instead of waiting for the punch you have to remember which train is which (or constantly call them) the workload rises exponentially in a disruption, so it becomes quite difficult to problem solve and it gets reduced to whack-a-mole because the tools for situational awareness are not present. I'm not really a fan of Master Towers. The Computer Aided Dispatch Console at RCC are better, for situational awareness. The downside is that you're in an operational center and that means Management can "manage" you...😆
  10. Station Agent is one of the avenues to promote to Tw/o but...lets be honest, Tw/o takes some skill cashiering does not. Sometimes a warm body isn't good enough. Anyway, Transit would sooner obsolete and remove them. Once Tap pay comes out, it's only a matter of time. There will be a few ambassador roles and then they position will shrink away. That said I don't think they're the solution to this issue, you can't really pull the Station Agent during rush hour at 42nd, of all places, the tourist spots are where their services are used the most. P.S, the real solution to this problem is to fix the toilet and not wait a week and force people to pee in a can or poop on the tracks so they don't get in trouble.
  11. Probably the same person who did this to the on Friday.
  12. I don't disagree, I merely state that such discrepancies in the 90 second window aren't dispositive. I was a regular rider from 2012-2015 so there are plenty of cases of trains being pushed out in that time frame.
  13. Exactly, if you have service where people are accustomed they will do what they're accustomed to, board the train and transfer to and crushload the at 168 and 207. The name of the game is actually to disperse ridership. This is the same reason when the Brighton line is closed service will end at Park Pl to avoid a trainload of people jumping off the and trying to cram onto the ...which would be physically impossible. This is usually caused by multiple programs. For example last time the 242nd section was shut down it was work on the Harlem Bridge and track repair midline and preparing for other work later. So these big cut outs do have a lot of items on the ticket since any one of them would realistically trigger a large closure.
  14. There isn't necessarily any fraud for the discrepancy. Typically, tracking software is set to read occupying the first track circuit outside of the terminal for timekeeping, since the train is already in the station there is no way to record when it leaves until it hits another recorded location. For example LIRR trains record when they pass the signals into the tunnel when they depart Penn because there's no way to record when the wheels started turning.
  15. The short version is that, crews have rights and pick their schedule based on what the employer advertises. So if you want AM shifts at 241st, you'd be really mad if your job was constantly changing it to Dyre or Flatbush, its actually a big point of contention since GOs reduce jobs so even though you picked your job and made an agreement with your employer and they cancel your job and say "nah j/k we're starting you on the other side of the city and on the opposite shift you picked, hope you don't need a babysitter". It can be quite peeving to suddenly realise that even though you picked mornings for family, medical, etc that your job can pull the rug out from under you and suddenly you're assigned to Livonia yard at 7pm instead of 241st at 4am for the majority of the Pick. There are some other considerations that occasionally come into play but that's why sometimes the 2 up, 5 down GOs work that way. That and it reduces the amount of overtime in some cases.

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