quadcorder

They could run some to 96 weekdays too, might decrease the need for so many and to 96 st?

You might also consider that the locals would have a lower speed limit and that the local T/O would likely slow down passing platforms.

http://www.pcac.org/wp-content/uploads/2014/09/2001-Reopening-Closed-Entrances.pdf page 12

as a pretty new member myself, this constant bickering about fleet swaps is absolutely pushing me away. I strongly agree with @CTK246 above

They're only 600' cars, so the curves result in less squishing on the inside and a smaller gap on the outside.

Those are how much the train weighs. The newer trains weigh more. You keep not understanding that. That means that using newer trains won't increase the number of trains that can go on the bridge at once. I'm not sure how that can confuse you. Please show me statistics to support your claim that people go from a southbound to a southbound ? This seems like a very unusual pattern since almost everyone goes to Manhattan, and most of them go to Midtown (this is emphatically supported by data and is why the midtown reroute is such a success). Almost nobody took the from Insert other media Brooklyn when it ran to Bay Parkway, that's why it was cut back! Why would extending the be any different? Why not take the ? Well, for one, maybe they live on the east of where the diverges!

Most of those transfers are Williamsburg to Midtown transfers for riders who prefer the to the ... almost nobody is going from far South Brooklyn to Williamsburg via Canal St. Anyone who wants to go from South Brooklyn to FiDi should transfer to the . All stats for empty trains. Note that the newer trains have a higher max capacity, so the difference increases when fully loaded. R160 weight per car: 85,200 lb. Weight per train: 852,000 lb. The R143 is about 2000 lb lighter per car. The R179 isn't something I could find. R68/A weight per car: 92,720 lb. Weight per train: 741,760 lb. R46 is a touch lighter. R32/A weight per car: 79,930 lb. Weight per train: 799,300 lb (post rebuild) R32/A weight per car: 70,000 lb. Weight per train: 700,000 lb (as delivered)

Subway cars are not getting lighter in weight. This is a myth that comes up frequently. A full R160 set is moderately hevarier than a full R68 set, for instance.

The decrease in merging on the Broadway Line would allow for increased service is the idea. This was discussed at one point in the 2 Av thread. However it would be moot once the comes online since then increased would not be necessary anymore. Sorry for off-topic. Re: R211, can someone confirm that the idea is that the subsequent orders can be the open-gangway model if it is determined to be a success, and that is why the order is broken up into several contracts the way it is?

Would it be possible for this yard to allow the N and R to switch northern terminals?

Not the whole 30-day approval process for a new car class, but they run some tests on every train car before it enters service, and the first 5-car set hasn't been cleared yet.

Philly where?

That's what you use to make the 5-car trains in the first place... You already had 8 5-car sets to start. 260 cars in 65 4-car sets is 130 A cars and 130 B cars. Take 120 B cars and 80 A cars -> 40 more 5-car sets. You have 90 A cars and 10 B cars left. Take 10 A cars and 10 B cars and make 5 4-car sets. Then take the remaining 80 A cars and make 40 2-car sets which can be used for either 8-car or 10-car trains. Now you have: 48 5-car sets 5 4-car sets 40 2-car sets which can be arranged as 24-32 10-car trains 2.5-12.5 8-car trains If you want more than 12.5 8-car trains you can just convert fewer trains.

What do you do with the extra A cars?

Why not run the local all the time, instead of switching on weekends? It's more frequent, and demands CI yard access. If you're doing that, voila, then there's no demand for a local shuttle anyhow!