Amtrak706

8 car train

It's close enough. Owing to the trailer truck under the low end A-car in each unitized set, each 10-car train has 9 powered cars; each 8-car train has 7 powered cars.

OK...so then why would an 8 car train accelerate faster? All car types from the R10 on have been designed for 2.5mph/second. I doubt the 179s have broken this rule.

 

Old tech trains with D.C. propulsion, as I understand it, have a system of resistor banks that automatically keep this rate of acceleration until maximum current is applied to the traction motors, and the acceleration rate starts naturally dropping off. Field shunting used to enable further acceleration, but nowadays this is disabled and "balancing speed" is around 35-40mph. I'm not familiar with the A.C. version of all this, but I would assume that some computer regulates initial starting current to limit acceleration like the resistor banks do. If it's possible that this could be turned off, then maybe they turned it off during testing? Unlikely, but I guess possible.

8 car train

Isn't the power-to-weight ratio the same though?

plus remember that during middays and Saturdays is when the runs every 7-8 minutes in both directions (15 minutes east of Rockaway Boulevard) which means the line itself generally has 38-40 trainsets out in passenger service. But during rush hours, it has a total of 38 trainsets in the AM and 40 trainsets in the PM. In short, the extra trains that come out of the 207th Street yard and start service at either Dyckman or 168th in the PM make the train's headways shorter than 7-8 minutes.

That makes more sense. Still, couldn't they take them out of the yard 3 minutes earlier and make the stops at Dyckman, 190, 181, and 175?

Out of the 5, 3 start at 168, the other two at Dyckman.

 

Sent from my LGLS755 using Tapatalk

OK, so back to my original question: why do they start at 168 St?

the schedule has all 5 trains from Rockaway Park going to 207th Street in the AM Rush

Not all of them do. Some start at Dyckman. Thats because they come strain from they yard and put in to service without the need for a relay

Sent from my LGLS755 using Tapatalk

Interesting. I have seen a southbound signed up as Rockaway Park-bound, around 3:50 PM, skip 181 St, 175 St, and stop at 168 St, on like 3 separate occasions though. Maybe it's just that one train?

Why does the Rockaway Pk rush hour start and terminate at 168 St?

When any cars with DC motors (R32 through R68A) go from full parallel to coast at relatively low speed, there is a loud "TOCK" sound. I've always assumed it was part of the relay mechanism, but I don't really know. Does anyone know which sound I'm talking about, and what exactly it might be?

It's possible I wasn't in NYC from 1998-2002 and really in and out of NYC until about 2010 so I wasn't riding the subway often for about a decade so I could be wrong. I used to take the almost daily when I was in High School I was still living in Riverdale at that time 1993-1998 I don't remember too many mixed trains. But then again I didn't know what an R32 or R whatever was back them. I'm going off of what I know now. (Shrugs)  I remember the R110B's on the and as well.

Yeah I'm not sure exactly when it started. And I never got the chance to ride an R110B. Interesting that the C/R boards marked "R-110" used to be everywhere on the until fairly recently.

All I really remember were mixed sets, honestly. Could only tell them apart by the steel ribbing on the side, which would often taper off mid-train and mean an R38. And, of course, those great NYCTA logos up front. I've got one of those at home and it's a great reminder of those cars.

Nice, how did you get one? And yeah, I used to ride those cars a lot. They were fast and sharp-looking, but they were really hanging on by a thread in their last days. For whatever reason I don't think they ever ran on the in mixed sets.

 

I remember riding on a solid R38 uptown in 2007 or so, just before the temporarily got all those R40s and R42s. As we were coming into 125 St, the brakes seemed not to be fully applying. We ended up just past the 10-car punch box, and the T/O had to come out of the cab and open a passenger window to get our lineup.

Just out of curiosity, when the R32 and R38 were both on the , did they run them in mixed trains?

(i.e. 2 R32 married pairs and two R38 married pairs)

 

Not that I remember for the most part late 80s -2ks Bur towards the end I remember seeing mixed trains. Last time I saw a R38 saw in a mix train with R32s.

Sent from my iPhone using NYC Transit Forums mobile app

I remember mixed trains as early as 2004 or so. They weren't as common as solid trains until 2007-09 when cars started to go. I don't know if this was the train you saw, but the very last R38 in passenger service was just one pair, with the other 3 pairs on that being R32s.

I tought all maps were updated. This map here at Union turnpike hasn't updated to show the to 2nd Ave.

There is still a map that doesn't even have the extension at the south end of 125 St on the IND.

They are centered at all stations except 72nd northbound because there is a punch box there for the crossover.

Whoops - you're right, I just looked at my other photos. Never mind about the all 4 stations part then. Still, most other stations have multiple punch boxes? I guess that wasn't in the $4.5 billion budget.

Anyone notice that there are just 'S' car stop signs at all four SAS stations, except in the wrong-railing direction where there are '8' and '10' signs?

 

is cut

is cut

is cut

is cut

via Concourse Lcl all times

lengthened to 600', increased weekday headways

Ditmars Blvd to Brighton Beach via tunnel/Brighton Exp, to Whitehall St nights/weekends

replaces , Metropolitan Av to Bay Ridge-95 St all times

Jamaica Center to Myrtle Av nights/weekends

replaces weekdays only, Jamaica Center to 2 Av via Queens Blvd Exp/53 St/6 Av Lcl

via Queens Blvd Local, to Court Sq nights/weekends

via Broadway/4 Av Local all times, via tunnel nights/weekends

 

I might be forgetting to fix something

I’ll bet the answer lies in the amount of memory. There are many ways to get the effect, but they all involve storing additional attributes in memory. The naïve way to do it would be to store the display text with every station name. A smarter way would be to store the entire MTA track system as a graph and have different routes be a mere list of pointers to nodes on that graph.

 

Memory is cheap nowadays, so I have a hard time believing that it is a constraint, but vehicles like trains are supposed to be built with hardened parts, and industrial-grade memory might not have been cheap when the trains were first manufactured.

Yeah that makes sense. I wonder if any computer system upgrades are in store for the R160s? Now would be a good time do to it, with WiFi and USB coming and those fancy new LCDs waiting to be properly used. Those LCDs would make a nice replacement for the current FIND system.

How come NTT outside displays don't change to reflect where the train is on its route? For example, a S/B train at Herald Square still reads "QUEENS BLVD EXP" even though the computer knows the train is already off Queens Blvd?

The last time the 32s ran on the , they were signed as either:

 

6 Avenue|West End

or

Washington Hts|6 Avenue

 

| = line break

 

Most people don't really know or care that the doesn't actually run to Washington Heights or via the West End line. As long as the bullet reads and the front sign corresponds to that, all other information is deemed irrelevant to them.

Most passengers probably don't know what "West End" means anyway or simply don't pay attention to the signs past the route bullet. Still funny though that these cars will see long-term use on a line they don't have proper rollsign readings for.

My point exactly.

They put the West End signs when the R32 ran briefly before the 2010 cuts. Probably would be the same thing.

Most passengers probably don't know what "West End" means anyway or simply don't pay attention to the signs past the route bullet. Still funny though that these cars will see long-term use on a line they don't have proper rollsign readings for.

Got it. Sorry for any confusion, I seem to have had misinformation.

 

The R32s don't have via Brighton rollsigns, so it will be interesting to see if that reading is added or they make do with the via West End or readings.

It's important to draw the distinction between "banned from the tube" and "banned from the and lines". They are only banned from the trackage in the tube, they are not technically banned from running on the and lines entirely. 

 

 

 

R32 and likely the R42s will not be retired by the R179s. The R211s are also not going to be arriving within the immediate timeframe either.

I seem to remember reading that there was a G.O. banning them from those lines outright in order to enable possible reroutes through Montague. Otherwise there would be no reason to ban them from the . But I may be misremembering or have a bad source.

What's the clearance peihoejvbbbbb at montage st?

Sent from my iPhone using Tapatalk

 

Sent from my iPhone using Tapatalk

When the Montague tubes were rebuilt following Hurricane Sandy, electrical conduits and other equipment was moved up from track level to the sides of the ceilings. R32/R42 cars (as well as museum trains) will not clear this new equipment, and are therefore banned from service and I believe service as well.

So I saw this in R46 6038 on Sunday:

Notice how there is no "December 2016" or other map date. Maybe they aren't 100% sure after all.

These cars I believe had modifications with the coupling and air breaking to FRA's standards. I believe they also might have been used for other moves besides the R44's the LIRR iaround this time where still  feeding 600v they needed to upgrade for the new M1s they were upgrading around this time. Remember 600V on the subway is nomal NTT cars can run on peaks up to 780-800v non-sustained and as low as 480V.

 

  

Just noticed that the last photo seems it wasn't a power car it's different this was probably configured as crash car between the diesel and the rollingstock just incase anything got banged up. The R44 wasn't the only rapid transit car to be tested on the LIRR the PATH PA1/PA2 cars did as well. But I remember hearing R1-9 being used in push-pull operations by some old timers. All motors both bogies and single car configuration. R36's and a few R62/As are the the only remaining cars with that setup.

Interesting. So these cars were basically work motors for both NYCTA and LIRR. They could never get away with something like that today.

 

A somewhat related question: how were the R44s delivered via the LIRR? Where was (is?) the connection to the subway system?

http://www.nycsubway.org/perl/show?46954

http://www.nycsubway.org/perl/show?46955

http://www.nycsubway.org/perl/show?39297

 

These R4s were apparently converted to haul new R44s around. However, at least one end of one of these cars appears to have a standard railroad coupler, and even more surprisingly, these cars appear on their own on the LIRR on more than one occasion. Several questions come to mind, such as how in the world the FRA let structurally unmodified subway cars onto the national rail network, and how the prewar traction motors didn't fry on the 750V DC like the R44s' did during their speed tests. Does anyone have more information about this?

Does that rear coupler look a little skewed to anyone else?