Jsunflyguy

Well considering that if you guys had a leaked copy of the timetable then it is almost certainly going to print imminently. So, going to be a lot a chaos and changes over the winter.

The point is to remove conflicting moves in Jay and running enough service that timed connections are not necessary. You want S-Bahn frequency, this is how you do it.

Why would the conductors care, the conductor would only need to know the zone number to see if someone was overstaying a ticket, which only applies on the 'home railroad'. If you have a Hollis to Merrit 7 ticket, the LI conductor only cars that you paid to Hollis and the MN conductor vice versa. If they need to issue a ticket it's done through OBTIMS so person telling you the destination will suffice, and the laminated zone card will serve as a backup. I could see being able to get a via ticket for GCT. It is $5 city zone so that's perfectly fare (g).

The PWS branch is 1hr max, so it is still within the transfer window to swipe on the bus and make the turnstile. That said west of Bayside the cost of taking Bus/Subway is about a 10 minute penalty for most of the neighborhoods . So 15 minute service isn't going to attract any rider that actually checks the math, even if the LI was totally fare integrated Bus, Rail, subway still results in a premium fare whereas bus/subway is an internal transfer to any other service in Manhattan. Most riders that cross over are the 'subway unsafe' crowd, not the save 7 minutes in a narrow, hypothetical time window. The Port Wash didn't run 15 minute off peak service and that wouldn't be possible without use of two pocket tracks at Great Neck. Also the equipment did kind of disappear, M3s are being scrapped and their replacements have been not been fulfilled. There were 170 M3s, and 130 M9s, which is why the M3s have to come back for ESA to work until Kawasaki can print more trains.

For perspective Tremont has gone from 16 inbound boardings a day to about 60 over ten years prepandemic.

Yeah, I guess that's the only rational response to what I wrote.

I've never known a sincere inquiry to begin with insults, but perhaps its a cultural thing I'm not familiar with. Anyway, I'll shed some light based on my observations running the route. A cursory look at the schedule shows a 48 minute run time with all local stops, doing a 2 stop skip this brings the run time down to 45 minutes. During the off peak hours trains meet in Port Washington, which provides system redundancy (if your train breaks down you have another crew/equipment to pick up the slack). Generally, the clearance time between these meets is 5 minutes, so if you're going to run service like this all day having 3 minutes in your back pocket is pretty huge. Especially when you factor in wanting trains to make an extra stop at Mets-Willets for baseball games during the day without having to issue a special timetable every time that happens. All of this goes on top of factoring in slotting for Penn Station, Port Washington trains slot in between mainline arrivals at a 3 minute interval between a KO and Long Beach train, or right behind a Babylon train for the other half of the hour. So that time saving makes all the difference between making the slot and having a conflict. Keep in mind that Harold to NYK routinely has track and tunnel outages midday so you can't count on having two tunnels to bail you out, you need your schedule to work with minimal infrastructure so you can have your maintenance and upgrades done during the lighter hours, something a lot of fantasy schedules fail to consider. As far as the impact on the public, I'd make the case it isn't as terrible as people may think. Plandome for example has about 3,000 people in its catchment area (assuming a bubble of a 10 minute walk). That's nothing, barely two train loads. When you factor in the stations extremely limited parking its quite apparent that this is a bedroom, commuter community that is not suffering from a lack of service. If anything, having hourly service is more than sufficient in light of the potential ridership. The MH, Broadway, Auburndale tract is obviously more dense but optimizing the stops at these stations is not an incredible burden. The stations are a 10-15 minute walk apart from each other, so a rider choosing a stop is really adding 5 minutes or so by using the alternate stop if they're leaving the neighborhood and a shortrider stands to lose about 15 minutes over their ideal stop in an absolute worst case; not a huge expense in the grand scheme of things.

If you would like to pay for the pleasure train 2742, 6.28pm NYK-SPK stops at Woodside.

I work LIRR. Today alone I've taken Nice Bus, A division and B division for work. That said, if taking the subway means getting up 30-40 minutes earlier than driving I'm not going to work more tired to pass a moral litmus test.

People get a little taste of how some been living the whole time and now its a crisis.

9909 has been OOS for a while. Probably a type of 9109 etc.

Because that key assumption is wrong. I went in for one part of training and still ironing out kinks and troubleshooting. Hopefully going into the 'live demo phase' later in the year and of course the entire roster needs to train on the route and everyone can't take the day off to do it.

The Port Jeff dual mode wasn't a service change, it was regularly scheduled service. It was a nightmare run as a trainee, it was a combo run of a Port Jeff and Huntington train. All stops Port Jefferson to Hicksville and Huntington local stops to Penn. An 845/1014 departure, 1045am/12:15pm arrival. 2:53 and 4:22 departure out of New York. Of course, all these trains operated under MU timings west of Huntington so the train was often behind schedule on the Mainline. Ridership wasn't anything incredible, I was new at the time but it wasn't radically different to any of the other trains I operated before it was discontinued.

The problem is the trains can move from the Bronx in the dead of night, be sorted in Fresh Pond in the dead of night and be sent to LI in the dead of night. It would take 3 dead of nights. Which means more cargo will end up going down the LIE and through As far as third rail places like Murray Hill, Bayside etc survive and an LIRR option have the luxury of running a DE/DM replacement if it was really that wicked. Not going to oppose building public transport on the off chance it gets murked 3-4 days a year. If we can dump money into making an LRT/BRT ROW we can pay for third rail heaters and an alcohol train.

Infrastructure and reality dictate the train schedule. CBTC just mean trains can get closer for less cost. It isn't magic.

Didn't MN spend generations bypassing city stops, Harlem 125 in particular to avoid servicing 'city people'?

I operated the train in this video, took almost 6 minutes to load them in Jamaica, going to be very interesting to try to pull this off during a peak game capacity...but I guess that requires the Islanders to play good Hockey so we should be safe for a while.

Several things: 1) PTC =/= ATO 2) The railroad uses cab signals in lieu of wayside automatics on most of its territory and has since the 70s 3) In the 'city zone' The automatic signals make it easy to pace your leader and prevent certain failures from crippling the operation since a train having a failure would have to move under an absolute block which would be bad for that 24tph target. It is necessary for the operational integrity basically. I have no idea what you're talking about? LI has had CAD in all its towers since the early-mid 00's and the Towers are supervised from a central location...well the ones that haven't migrated to JCC yet. The technology is the same the chairs aren't next to each other. Which isn't really a huge deal, the person Controlling Divide really doesn't need to know what's going on in Amagansett (though the bridge has the 'full picture' so if that was somehow relevant the Chief can make those decisions anyway).

In addition to installing safety systems and finishing related infrastructure like 3rd main track and Platform F connection to Brooklyn...everyone has to be trained on PC and emergency procedures for the new tunnels so when the train catches on fire your crew actually knows how to keep you alive. Doing that for every single person on the railroad without disrupting operations. This is especially challenging since things have to be completed before you can start this.

You can literally see in the front view video that most of the signals arent even installed. Keeping the trains from crunching is hardly cosmetic.

I have the classic ones about putting on brakes and nothing happening, etc. Oddly one of the traumatic events that happened irl never entered my dreams. Sure there's some psychological reason for that.

Wait until you work here...

The problem was going to any link set beyond 2 cars is that it would require capital construction or a permanent reduction in consist size for a lot of key trains. For example you would be stuck with either 4 car trains 8 car trains or 12 car trains (4 car trains arent gonna happen). Basically all of the Brooklyn service And anything originating from the short branches on the South side will be limited to 8 cars due to storage constraints. So in all likelihood it would be a net loss.

I'm not getting the sense that the hold is a result of Central Power Control, which can isolate power this can also be done by the OSSIC in the field. The scale indicates a hard to reach location or a very gruesome scene.

I imagine the ATS wouldn't route any trains to if RCC was down so once the first train gets to a gap station they would be stuck. But that should allow a walk-through evacuation at the very least.