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About Jcb

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  1. I figured that more-or-less even frequencies were implied. I'm sorry if it wasn't clear. Services, as a rule, really shouldn't be scheduled to bunch.
  2. A Bay Ridge-Nassau Street service that runs in tandem with the like the old <R> Banker's special, but with expanded hours is probably the best way to solve the problem without any construction IMO. 95th street should have enough capacity to turn those trains. Essex would probably be the cause of the upper limit on capacity, as if you look at the track map, the distance that would have to be covered on a single track is rather long. With a little construction, the old four-track Nassau config could probably be restored, and termination could be done in the middle of Canal street, thus allowing for more frequency. As a bonus, a couple trains each morning and evening (maybe 2-3) before morning rush and then 2-3 after evening rush, could run to Broadway Junction if they need ENY access. Apologies if this proposal already came up earlier in the thread. Also, and unrelated, why did they reconfigure Nassau? What possible benefit was gained by removing two tracks from service and adding a bunch of slow curves to Brooklyn-bound service?
  3. Typical. Cuomo just can't let himself look good by being hands off. Him doing literally nothing would be better than this.
  4. I actually saw the 10 car doing simulated stop testing at Nostrand on Thursday
  5. The NYC subreddit doesn't do much besides complain about everything. It's kind of their thing.
  6. This concerns me. These deans aren't even certified professional engineers, and we're expected to take their recommendations and intuitions as fact for "state-of-the-art? Academia is quite different from actual engineering process, and it seems like Cuomo and De Blasio fail to realize this. It sounds like it will lead to more band-aids on top of bullet wounds, like the L shutdown't. Also, as Around The Horn said, this focus on design-build and "innovation at all costs" seems to be leading us to a situation similar to what happened back when the R44 and R46 were introduced-the subway is simply too complex and too vital to sustain large-scale tests of unproven tech. This does not mean that it should not learn from other agencies, though.
  7. If it's used to its full potential, it can be a huge boon to the operations of the transit system. However, the inefficiency that NYCT currently operates with makes its potential benefits not worth the cost, as we could easily achieve higher frequencies with the signals that we currently have. It definitely has more frequency potential than fixed block, but at this point in time it's too expensive for what we achieve with it.
  8. It's already peeling at the bottom of the walls near the no clearance signs
  9. It's kind of interesting how everyone settled on CBTC as the answer. Although it absolutely has its merits, are there any examples of it scaling up to a system with as much interlining and possibility of reroute? In the interim, though, the MTA has been given lemons. They aren't making the lemonade that they could be.
  10. I notice that CBTC is increasingly described as the technology that fixes any operation and/or speed issues on the subway. I feel , at risk of great oversimplification, that a more efficient operating environment would fix a lot of capacity issues: Reprogram NTT motors to accelerate faster and to higher speeds Loosen penalties for operators that trip timers while traveling at the posted speed Only if it can be proven that they were traveling at or below said speed Decrease braking distances and control lengths Survey every timer in the system and evaluate which are truly necessary for safety Assign each dispatch tower a permanent crew so that they can learn the patterns of their designated area for efficiency's sake Use local recycle on NTTs instead of reopening the entire set Honestly these are a lot easier said than done, but they would probably cost less than and be faster to implement than CBTC for some temporary relief from our current situation. On an unrelated note, connecting IND Fulton St and Montague with SAS provisions would probably be a quick solution for Cranberry's issues
  11. Why don't they run the peak direction express on the El? It would probably eliminate or at least reduce the conga line.
  12. Almost the entire B Division is affected with this one
  13. Has anyone else noticed that service on the and has gone downhill lately? If the trains aren't crawling through normally fast zones, If not that, it's normally absurd waits to the tune of 15+ minutes.

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