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Jsunflyguy

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About Jsunflyguy

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  1. Yeah, all 20 minutes in most cases, what a score, most T/Os groan when they hear "we need you to do another half". It should go without saying, but monitoring a model board at a Master Tower with a model board of dozens of unidentified trains is much different than manning one interlocking with a dozen lever Model 14, eyes and ears closer to the situation. More to the point the prevailing strategy is containment from what I can tell, better to have 1 problem than 6; you have any examples of lack of creative dispatching on hand?
  2. The Montauk Cutoff is still connected between Dutch Kills Bridge and Jay. The Bridge north of Dutch Kills Bridge by old Bliss Tower is disused and the track is out of service just at the Bridge approach. The Freight overpass, the Arch St Shops and connections at Harold should all be removed now or very soon.
  3. As my profile picture shows, it's not as though parent can have Skynet level surveillance and handcuff them to the couch. Heck, I'm glad the kid is out getting fresh air. 😁
  4. Dress up, be ready for standard interview questions.
  5. Can anyone confirm the list number NYCT is up to, I just got a letter from NYCT that I'm #072x with a 95%
  6. Between a week and 2 months based on my classmate's experience.
  7. Of course the Daily News asserts contractors have a 25% MTA surcharge for MTA bureaucracy; of course with no citation, and it is completely unheard of for a vendor to price gouge the client when they know they have an inescapable obligation.
  8. A lot of patience will be required. I just finished orientation and am starting phase II from 11/17's application, and that was after years of applying. It's one of those positions you apply for and then live your life like you never applied for it until they call you. Wish you the best! I will say, as free advice for when you make it, get a W2 showing every year of employment you have on your resume. The background check company they hire will ask for some documentation that is quite burdensome, such as a W2 from 10 years ago over Christmas break, followed by a government shutdown. The last thing you want is to have that kind of stress while you're studying up to your eyeballs.
  9. Just finished the Phase 1 Exam and passed, anyone from a previous test here about their class date?
  10. 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.
  11. 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.
  12. 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.
  13. 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!
  14. 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.

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