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About darkstar8983

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  1. The and should maintain the 8-minute headway’s, with the extended to New Lots Av on weekends (local in Brooklyn). Maybe even short turn the at South Ferry and run the every 20 minutes on weekends. This way, yes we are providing only 2 routes in Brooklyn but they’re consistent.
  2. as a pool maybe you're right. I was referring to individually because the runs about 8 out of 41 train sets on the weekends (12-20 minute headways, much shorter route). If considering a pool, this could be why the does not have a poor MDBF, since the / 's R160s that are not used on the weekends could just go to service on the following monday to allow for some shuffling of train equipment to the yard for maintenance. As for the remember that outside rush hours, only ~30% of the fleet is in use. Many of the R188's are only in service for about 2 round trips, then its back to the yard. and Corona is the exception for subway yards in that they take EXCELLENT care of their cars. Their R62As (when the was still R62As) ran about 300,000 miles between failures.
  3. It would be interesting to see how each individual line's MDBF is. you would expect to see the same trend: Cars assigned to the * would have higher MDBF because most of their fleet is out of service on weekends *The may be affected by now having to provide 7-day service to Midtown Cars assigned to the lines would therefore have lower MDBF because their cars have to run more or less the same frequency of service 7-days a week.
  4. still amazing that the R62 cars are doing the best out of the fleet (except for the factory-fresh R188 trains)
  5. Service craps out and is suspended even when two tracks are in service and service COULD have been rerouted to the remaining track when one has a blockage.
  6. Actually I had suggested earlier a switch east of 1 Av, and the could have ran every 10 minutes to 8 Av, and have Bedford Av skipped in both directions to make sure the 10-minute frequency is maintained (and the layover trains could have been used east of Lorimer if really necessary. Otherwise, 10-minute frequency on the entire line, like when the ran only east of Union Square during weekend GOs) the to 96 St would not have been needed in this case
  7. The problem with the is the following 1. reduced service after SAS opened, 2. Pelham Bay Park needs 12 TPH to maintain some appropriate level of service at the tail end of the line. 3. Limited turning capacity at Parkchester due to 1 track available (typically a single pocket track turns 1 train every ~8 minutes), hence why some PM rush hour local trains go to Pelham Bay and the rush hour alternating is out of sequence.
  8. I think the real reason the setup for late nights and weekends is every 20 minutes is to allow the Williamsburg Bridge to be closed overnight should a closure be required for maintenance. That way, overnight shuttle buses could replace the service between Manhattan and Brooklyn, and allow the to run its normal overnight service. when the was split, the manhattan bridge had to be open 24/7, and any little disruption cut service on the broadway line south of 34 St. i bet that a few weeks in, the hours will be cut back to 11PM and let the and reduced handle the crowds. This would allow for Nassau St Line Fastracks and light maintenance work along the tracks between Marcy Av and West 4 St. Also be ready for the 96 St-2 Av service to start at 9 instead of 10:30PM because of the Queens Blvd GOs. Expected Saturday hours: 6AM to 11:45PM to 96 St 7AM to 12:45AM (Sunday) towards Metro Av expected Sunday hours 8AM to 11PM to 96 St 9AM to 11:59PM to Metro Av weeknight to 96 St hours (8:30PM - 11PM) weeknight to Metro Av (from 96 St) hours (9:30PM to Midnight)
  9. It’s likely due to issues with single tracking over a long stretch of track. And couple flagging, which will leave you with trains backing up at 96 St and 149 St-Concourse. But yes a 2-station skip does not solve anything. yes maybe rerouting the via Lexington would have worked but you have the train GO at the same time, taking up slots on the Lexington Av express track at 125 St, and not to mention removing 7 Av service for ALL stops in one direction from Nevins St to 149 St-Concourse. alternatively a suspension of the between 96 St and 3 Av-149 St would have been easier and preserves more or less the normal frequency
  10. One of the local tracks at 125 St is out of service (the Pelham Bay Park-bound one i think). The track must be out of service from 125 St to 3 Av-138 St. So I think the is single-tracking from 3 Av-138 St to 125 St on the Brooklyn Bridge-bound track, hence Pelham Bay Park trains having to go express from 3 Av to Hunts Point Av due to lack of switches to get the train back to the local track. Previous general orders had the suspended from 125 St to Brooklyn Bridge, ran the all weekend and local (on 8 minute headways) from Dyre Av to Bowling Green, leaving the express during the daytime and evening hours.
  11. Also notorious for skips are the / after 7:30PM in Astoria. All stops past Queensboro Plaza skipped (and now with Astoria Blvd closed), especially since the has to trek up the local track in Brooklyn after 7PM. This is spacing out that train from its leading train, and made even worse when the preceding train was an R160 and the first 4 Av Local train is an R68. The skips should be done in the reverse-peak direction regardless of subway route to reduce rider impact. There is essentially no time savings when trains in the peak direction are forced express due to lateness because announcements have to be made and ~50-65% of riders must exit the train, crowd the platform, and wait for the next train, increasing dwell times. Not to mention increased switching maneuvers.
  12. There are several subway lines that have this issue, where there is no real change between rush hour and midday service/weekend servce the and have their train sets run essentially all day (not including the shuttles) because of the marginal difference between rush hour and non rush hour levels. to reduce the R32 usage, ~40 would have to go back to the and run as the trips (one full round trip max per rush hour)?and most of the remaining trains would have to be placed on the and schedule them so that they only make 1/2 to one round trip at most during AM rush hours and during PM hours, make them run the Rockaway Park trains (1/2 trip):
  13. I Think the current setup should be kept, but just supplement the with a Nassau St variant from Chambers St to Bay Ridge-95 St during rush hours and middays (only if its really used) - 7AM to 6PM going towards Chambers St -7:45AM to 7PM going towards Bay Ridge *Frequency cannot be more than 6tph and maybe 1-2 additional trains in the Reverse-peak will have to terminate at 59 St due to limited terminal capacity at Bay Ridge. With routes as long as the there really does need to be a supplement route, to make up in case of incidents: the on weekday evenings is a god-send especially since the has to trek up the local track from Brooklyn, causing major delays to northbound Astoria service. Route splitting does seem like a good idea at first, but our infrastructure is limited in that there are few ways to run short-turn trips without losing capacity past the short turn point. Especially in the tunnel between Manhattan and Brooklyn; a lot of Broadway trains can be rerouted thru there should there be an issue on the Manhattan Bridge (north or south tracks)
  14. They go to 86 St, every other train starting with the 8:33AM train out of Astoria. The remaining Whitehall St trains end up running the Manhattan-only service
  15. Actually when it was Astoria-bound PRE-2010, the ran normal frequency, and when it was Manhattan-bound, the ran every 15 minutes. Yes there was a bit of train bunching headed up to Ditmars Blvd, but at least the trains ran more or less on schedule. I'm just not a fan of seeing 2 Av getting service every 8 minutes on the + the 20-minute trains, while Astoria gets the "10-minute" frequency of the (where the reality is that 25+ minute gaps are the norm). It just balances everything out. In a time where service is very unreliable, it should be best that we either increase the frequency, or provide the routes scheduled to run on a line rather than divert them.

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