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Jsunflyguy

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About Jsunflyguy

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  1. Jsunflyguy

    LIRR locomotive Engineer Trainee job

    Just finished the Phase 1 Exam and passed, anyone from a previous test here about their class date?
  2. Jsunflyguy

    CBTC - General Discussion

    I wouldn't say "just fine" is an appropriate view of it. This number required a lot of what would be considered "cheating" now, with keying every automatic, actually entering a station on ST, etc. But yes it is true longer trains can be run at a higher throughput than now. Though I don't think that number is achievable any longer, and running the schedule to 100% capacity has the consequence of never being able to recover from a disruption. Although Lexington maintains 28tph which isn't bad considering every A division express that doesn't end at Utica passess over a single switch at Rogers. Fun point of research has ATS with its computer controlled automatic line-ups improved the A Division on time performance, it doesn't seem so, but the changeover happened in 2009 so no data that have to hand goes back that far. The funny thing about Management Bulletins is that they don't make crew appear to do it. Although it was issued months ago the new pick went into effect three weeks ago, which moved some Station Switching (relay crew) jobs around. In fact it added some where they didn't exist at all, such as Pitkin, and a few extra at 168th. The place where this problem primarily exists, Continental received no recent schedule modifications to accommodate this, the last update to the schedule essentially moved some late PM jobs to midnight jobs that wrap around to the morning rush. While the schedule has improved slightly from the perspective of average hours work (8.24 from 8.28) which, from a cursory glance, seems to be due to some changes in reporting points and modifications to how the shuttle is crewed. The which was already everybody's favorite line rose from an average of 8.76hrs to 9.1, and in addition to that the now wants those same crews to extend their inbound trip 6-10 minutes depending on how long the train will rot in the relay AND start your outbound trip that much sooner. I can see why no one is enthusiastic about enforcing the policy. If Transit wants to continue down the path of ambiguous training and policies in addition to menacing crews for minor infractions like putting a door panel out (which in the 'good ole days' was a 60 second delay as the t/o keyed the first door or two, but is now a 15 minute ordeal, with the requisite trip to 2 Broadway). Now that they are getting bad press for the policies that they chose, they simply expect the crews to just 'work harder', well I can't see how the crews tolerate it, but I reckon another 1966 is coming in the not-too-distant future. With the Tower Camera thing, I believe we've stumbled into another issue that could have been solved into the past, and can still be now, but hasn't. That is the use of train describers. http://photos.signalling.org/picture?/7498/category/639-earls_court_control_room The identity of the train can be maintained between multiple signal boxes even in a rapid transit application, and the technology has existed since the 50s, it absolutely boils my blood that we have CCTV camera (which has to read an LED that will appear as a red blur in a dark tunnel). Why punching at Pacific isn't good enough, no idea. I suspect that since the doesn't use workstations for its NX machines (that I've seen) it's just one operator running the whole show and getting overwhelmed (or two people constantly in each other's way)....that would sound about right. The other issue is towers were individually manned with slightly more autonomy than now. At this point one or two people in a master tower supervise an entire line with no realistic way of tracking where trains specifically are, and if that one person is distracted by another issue the whole line suffers, even if they aren't involved in the problem. I only calculated the core cars, so R68s on the and 46s on the were ignored. So it would add 578 core bound cars, which is a 9% decrease from the nominal figure of 4221, I didn't catch the typo on my phone until the edit window closed.
  3. Jsunflyguy

    CBTC - General Discussion

    I see it now, I searched the word "Third" and forgot to check '3rd' after the reading, so my oversight on that. The length still has meaning at the terminal ends since the crews are told they're up next when their equipment is leaving the penultimate station during disruption otherwise they are there 2 minutes prior, so the distance may or may not apply, more likely that is a wash, but the time penalty for longer trains still applies for clearing the interlocking, clearing out trains (a recent procedural addition), etc. Also I'd be a little incredulous about IRT Claiming the signal system could handle 30 10-car trains, the same company famously claimed to the City that the Els couldn't be signalized because it would no longer be able to run its 30tph headway on the local tracks. In the absence of the math being shown that isn't definitive. As for Dekalb, the interlocking was slowed by the oft-maligned timers, but throughput is also constrained by the Manhattan bridge being. Trains exiting the interlocking at slow speed constrain the area in the same way a backed up exit cascades down a highway and backs up the nearby interchange. Dekalb will never reach those rates again as trains over the Manhattan Bridge are constantly checked by timers (which disturbs smooth operation) enforcing a lower speed limit because the Bridge was not designed to handle trains going over it at Maximum Speed, a problem that was known but never properly addressed which lead to the critical failure in the 80s that severely disturbed Transit for the better part of a decade. Which is why its important to note that some---though not all---of these statistics were bought by years of abuse to the system that we spent a substantial amount of time and treasure cleaning up. I did a quick check, but as you didn't specify the time over which the cars to the core number is representing, I did check the car assignments and if we replace every Manhattan Line's 75ft cars with 10car 60ft trains that would require 578 additional cars in addition to the Modern number provided we get 3856 cars, which is a 9% increase from the 1954 number. Given the constraints we've added to our system in terms of safety constraints is about what you'd expect. I'm sure someone in Planning has the tables that would show the current theoretical capacity of the system, that's a number I'm really interested in. Look forward to your capacity notes.
  4. Jsunflyguy

    CBTC - General Discussion

    Some things to keep in mind, in 1947 the 3rd Ave El still existed and would run about 60 trains per hour across the river from the Bronx, another thing that has to be normalized for is train lengths. Putting a 600ft train through an interlocking takes 27 seconds, whereas a BMT 6 car train takes 16 seconds and an 8 car train takes 22 seconds. So there is a time penalty as train lengths increase. Also those trains clear their blocks faster and can be turned in station faster since there's less walking. What would be interesting is passenger capacity per hour.
  5. Jsunflyguy

    Employees working the C train

    Employees pick their work assignments in seniority order. 1) Vacation days are picked 2) Regular Days Off (RDO) Monday-Tuesday, Thursday-Friday, etc 3) Work assignments for each day. Note, work assignments are divided by line so if someone picks a C job on Tuesday they will only be doing that unless a GO is in effect. Then people whose jobs are cancelled are reassigned. So a person could pick to work the on one day the the next and then the . Typically if you pick a fixed schedule or RDO relief you will be jumping around in this manner since not everyone will get Saturday-Sunday off. That means some jobs are uncovered Tuesday-Wednesday and need to be filled and on Monday-Tuesday you will be needed elsewhere. 4) Transit can assign a crew to any line in their division as needed as Transit views all its employees as qualified on all routes because they went over it at least once in school car (that means you were physically on the train, you may not have been able to see or learn anything). You may go 3 years without ever going that track again but...good luck!
  6. Jsunflyguy

    Significant Drop in Ridership - MTA

    I had a long reply about the details behind why I only put the two that I put, I'll be brief. QP and 2nd Ave I'm not sure you'd want to put a trains there since its an ideal location to turn back service on short notice QP. J3/4 are usually put ins for trains in the AM and the track seems to be empty most other times but you could feasibly hide a train there. The middle tracks Sea Beach, Culver, West End are a little finicky since they require traffic levers which may not always be able to be thrown. You'd typically be limited to one train as anymore than that would require passing the "hold out signal" and forcing the current of traffic in a specific direction, then your train is committed to a direction and it may not be the useful direction. BTW I discounted Sea Beach since it is in use during the rehab and the Express will occupy Culver. I was also under the impression the tracks at Chambers were permanently lifted, and that the spur north of 30th Middle (34/8) cannot hold a full length train in the clear, but that obviously may or may not be the case. I hadn't counted yards, but the B division does have an advantage (or not depending on how you look at it) that it has 3 yards that are not at the end of the route. City Hall and 174th I didn't regard them as places to be spares since they are lay up yards and are typically the first place exhausted of trains. But I was analyzing this from the perspective of having a train stationed that is surplus to the ones required for service during rush hour. So most of the tracks you mentioned are in use and the train sets there are crewed and committed to service. But regardless of that, there are places that can be used and I believe the idea holds merit, In my mind the trains can be crewed for 2-3hrs and a half trip if it gets dropped could push things to 5hrs in the cab....which isn't ideal but it does happen on a day-to-day in NYCT so it can be experimented and modified.
  7. Jsunflyguy

    Significant Drop in Ridership - MTA

    Ok, I see where you're going. I can't speak to Doctors and Nurses, but I suspect MTA doesn't want the liability of providing medical care. As far as signal workers, those guys have been cut and understaffed for years. Dunno when that's going to change. People hate MTA employees (not as much as LIRR) but as soon as the Public gets a whiff of people 'being paid to do nothing' Politicians get nervous and cuts are made. As far as T/Os, there are plenty on standby. All of the rookies are on call for the Extra or Extra-Extra list. And anyone not assigned falls to "The Board" and reports to a designated terminal and awaits tasking (only a handful of those but still a non-zero number). Not to mention each terminal has 1 or 2 crews waiting to take their trains over the road in the opposite direction, and then there are senior guys assigned to stations just to help with Switching and Yard moves such as at 71st/Broad St/Ditmars/etc The real problem when it hits the fan isis having trains in the right place to fill gaps. If the road is blocked 2 or 3 more trains may trickle in but after that no one has a Train to run this is why trains may skip stops once the blockage is cleared, they need to make it to the end of the line for return service so travel in the opposite direction doesn't bog down as well. A division has, or at least had, gap trains, you can hide one in the loop at Bowling Green or in the pocket at 59th/Lex or 72nd/Broadway. I don't know that this has been done lately though. Been years since I frequented those parts. B division is not so fortunate, there are very, very few places to hide an extra train. Service uses every track during commission hours (excluding The West End line, but this is so close to a yard and close to a choke point so it isn't relevant to have a train there). The few places you have are Park Pl where the spare is stored. As far as tracks that we have immediate access and control over you have two pocket tracks at ~75th/8th one on the lower level and one on the upper. You could technically store a train there. The only time I've seen them used is to get a work train out of the way or to take a train OOS when it has a technical problem. A few more pocket tracks exist at 30th/8th, Lafayette and Utica on the Fulton line, and the Center Track at Bedford Nostrand on the . All of these places suffer from the same problem, which is they are controlled by Satellite towers which are unmanned the majority of the time so this would require an extra crew and a Tw/O or TSS to work the plant if you want to station extra trains at any of these places which are only useful in a few narrow scenarios. Unfortunately there's an infrastructure limitation on how many spares can be effectively utilized.
  8. Jsunflyguy

    Significant Drop in Ridership - MTA

    Standby such as what, I just want to clarify what you mean and how that can be achieved?
  9. Jsunflyguy

    LIRR locomotive Engineer Trainee job

    Change of plans, Final is 8th Saturday. On a standard schedule our final would've been Saturday after Thanksgiving. The Rules Department politely declined, so we've been pushed to 12/1.
  10. Only thing I can think if us switches out of correspondence. Given the later update, I'm figuring the switch was cranked to normal and locked there.
  11. Jsunflyguy

    LIRR locomotive Engineer Trainee job

    For anyone who is wondering, Phase 1 is at Hillside Support Facility on Wednesday ~1700-2100L; Saturday is 0600-1400 at either HSF, Babylon or Ronkonkoma, at the discretion of the instructor. Right now Babylon is off the table because the Instruction Trailers they installed do not have power. So likely going to Ronk for anyone in the near future. Also class is 7 weeks long, HR says 6 but one is "optional" final review.
  12. What switch problem at Hoyt would completely kill the at Jay St?
  13. Jsunflyguy

    QBL CBTC: I need an explanation...

    18th Isn't a long term solution with the express eventuality, so 2nd Ave would be it. As far as the running 26tph all the timetables show 21 TPH and in a quick skim of old timetables I haven't seen any example of anything above that number being utilized but I welcome any information you have. The is also an example of how important physical infrastructure is, the 3rd rail system certainly counts in that regard since it requires new equipment, power lines, generators etc. If you mean physical rails the Pocket Track in Myrtle (which turns ~30% of the trains during rush hour) was put in service in 2004 during CBTC installation, so the gains of CBTC weren't purely signal related. I'm not saying to build the IND 2nd System but things like moving the crossovers closer to the platform at JC, a crossover west of 71st so the / can go local and come back express when it's hitting the fan without having to use the local platform at 71st...things that can be done within the existing ROW just as Myrtle Ave was.
  14. Jsunflyguy

    QBL CBTC: I need an explanation...

    I left out the words per hour purposefully. I mean these will add a handful of trains, and won't be cost effective until other improvements are made as well. Consider QBL, the / won't be adding trains, the 71st fumigation and relay rodeo barely works as it is. The to JC won't be getting them because, in the last 30 years we never got around to making it a proper terminal. So as you point out it will be the (or more 179th St trains) that will add trains, but back to the earlier problem, when Coney Island was rebuilt in the early 2000s we, again only built a terminal for 12 trains per hour which is why King's Highway turns 30% of the trains already, so how many more trains can be put on QBL? As many as Kings Highway can handle. If we're lucky we'll get a few more 179th trains. In the end a lot of smoke, not a lot of fire.

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