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About Jemorie

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  1. So I figured out why the and each have “assigned” tracks at the Flatbush Avenue terminal compared to the and leaving from either track at the Ditmars Blvd terminal. I believe since they run on two separate Manhattan trunklines, they don’t want to confuse passengers at Flatbush into boarding and questioning whether or not the train will be a or a . They may run on the same trunk in Brooklyn but separate in Manhattan. Compared to the and , who run on the same corridors in both Queens and in Manhattan. Only difference is that in Manhattan, one is express and the other is local. Nevertheless, they still run alongside and/or on the same tracks with each other. I could be wrong though.
  2. I didn't think the Central Park West portion of the , , , and would be affected by the multiple merging delays at 59th Street, 34th Street-Herald Square, and West 4th Street, but it sure did. It was a total mess on all 6th Avenue and 8th Avenue lines during the height of the PM peak. Once my R32 was close to being fully platformed at 59th Street on the N/B express track, a Bronx-bound pulled in on the local track at the same time. It probably ran express after 59th Street while the R32 waited for uptown-bound departure I guess, due to the downtown-bound crowds needing some time into coming off the train first.
  3. At Fulton Street, I was waiting at the south end for an R32 to Far Rockaway to railfan. As I waited, some trains (both directions) started coming into the station rerouted in addition to regular and service due to some track fire at York Street. It eventually showed up, but only going north. Fast forward to 207th Street. Train departed from the station at 6:26 p.m. (?). I forgot the exact time anyway. Train got held for a couple of minutes at 168th and again at 145th. Afterwards, the ride seem regular until near 96th Street. Meanwhile, the train that was at 168th Street beat us all the way down to 59th Street and onwards (it first made a connection with us at 145th and was already leaving 125th just as the first car of my train approached the station; passed it midway between 116th and 110th, and as we got held near 86th or 81st, that then whizzes by and beats us altogether. In the meantime, there was also a ahead of us. The train crawled all the way, stop dead a few times, towards near the switch, where it used to cross over to the northbound express track for service back uptown to 207th Street. But before that, we were held just before that particular switch. Two trains passed us and then another . I went upstairs to take the to 42nd for the home.
  4. Trains Rerouted Posted: 10/04/2019 6:30PM Brooklyn-bound and trains are running over the line from W 4 St-Washington Sq to Jay St-MetroTech because of a train with mechanical problems at High St. There is no downtown or service in Lower Manhattan south of W 4 St-Washington Sq. Expect delays in , , , and train service in both directions. Travel Alternatives: There is no downtown service at Spring St. See a station agent for a courtesy pass for continuing train or bus service. Consider taking nearby or lines at Prince St for service to lower Manhattan and Brooklyn. Here are directions: http://bit.ly/2GOi75g There is no downtown or service at Canal St on 6 Av. See a station agent for a courtesy pass for continuing train or bus service. Consider taking nearby , , , , , , or lines at Canal St on Broadway for service downtown. Here are directions: http://bit.ly/2s8iWkn There is no downtown or service at Chambers St or Fulton St. Consider transferring within the station to alternate lines, such as the and lines, for continuing service downtown and into Brooklyn. There is no Brooklyn-bound or service at High St. See a station agent for a courtesy pass for continuing train or bus service. Consider taking the nearby line at York St. Here are directions: http://bit.ly/2GMFVXe Stations Skipped Posted: 10/04/2019 6:24PM Some northbound trains are bypassing Rockaway Blvd and 88 St while our crews work to correct a signal malfunction near Rockaway Blvd. The , , and were also affected by this as well. I’ll explain in a bit.
  5. So don’t then. Complaining and being snide about it won’t change it either. It’s a public forum. On top of that, the title of this thread should tell you to change the topic whenever you feel like it.
  6. The point of this convo between me and RR503 is overall better weekend service, not just the damn . Read.
  7. Oh please, dude. This is a public forum and discussions are encouraged, even if they may be a bit heated at times. You brought it up, so you had this coming. Sorry. You’re making it seem like me and RR503 were calling one another names and using profanity or whatnot. So I’m not sure what “civil war” you’re implying here.
  8. Whoops. Made a little error. I meant every weekend in approximately up to about 5 years (this could have easily been done immediately following the aftermath of the June 2010 service cuts). So that's 104 + 104 + 104 + 104 + 40.25 = 456.25. Same with the 14th Street Tubes. The shutdown could have lasted from April of this year until 2024 instead of the half-ass closure we get now. EDIT: Just realized another error as I re-read my post a second time. Rather than suspend the entirely, only the Brooklyn portion should be suspended, and run the Manhattan portion normal until W 4th, then via the to 2nd Ave. The Manhattan stays express (except nights when it is local in the 's absence).
  9. Here are some quotes from your previous posts: "Not that I'm a frequent user, but the times I've ridden it (mostly across the bridge/on lower 6th) it's been well over 125% seated capacity, which tells us that...wait for it...current service levels are actually less than what is actually required." and "I'd love it if we ran all those trains on weekends, but I also understand there are real-world trade-offs and constraints. Even in a world without ATF, you'd be hard pressed to fit more than 20-24 tph onto a single track during some "everyone via local" GO operation, so keeping the number of service variants down (ideally to a maximum of 3 services/corridor, which allows each to run at 6-8tph even under GO) is definitely a worthy goal." These pretty much indicate to me that you want the to run more frequent service on every line in the system on weekends, combined with your objections to NYC Transit loading guidelines and your approvals for service increases means more ridership, as proven in all of your responses towards me in this thread. Also, you're very hypocritical. You express your so-called "visions for ideals" yet, as the convo between you and me went on, you eventually went on to say that there is lack of capacity due to flagging. No duh. I used the subway on weekends too, y'know. You repeated this so many times I cannot even count. Why bother starting an argument with me in the first place anyway? I'm not the only one who objected to running the extended on weekends outside of the closure and somehow I'm the only one you came at. Don't single me out for that. How else do you honestly think capacity limitations come from? I said send every track and signal workers to fully closed lines, rather than continuously keep them both under traffic and on fully closed lines at the same time. For example, rather than reroute the and via the in both directions between W 4th and Jay, suspend the entirely and run the fully local in two sections: 1) between 207th and Chambers-WTC. 2) between Jay and Lefferts/Far Rock. This way, the 's frequencies are not affected. Another scenario would be to close the entire QB line altogether rather than constantly keep it open while putting riders through endless slowdowns caused by flagging. Have free shuttle buses and the train as alternatives. Do you know, for instance, that shutting down the Queens Boulevard Line every weekend for three straight years and a half is pretty much the same as shutting down it for 15 months? Had that happen, we would have been got the , , , and on weekends with weekday frequency levels and no disruption instead of the current , , and , while at the same time, plagued by flagging and 12-minute headways on each line. The same exact thing with the 14th Street Tubes. You can do the math on Google and you'll see exactly what I'm saying. Next thing I know, you gonna come back here saying, "CBTC is nOt OnLiNe YeT Soooooo...", "iT AlL tHaNkS tO cUmo" etc. Throughout the course of our convo, you made some pretty viable objections, I'll give you that, and in response, I offered some alternatives and suggestions, and you still disagreed in the end. So I ask you this...what more do you want? This is what's making me personally frustrated with you. Also, I wouldn't go so far as to say that every line in the system is above the 125 percent seated capacity on weekends. How do you know this specifically? Unless you have all the magical free time in the world with no sleep to ride every line in the system full-time on weekends, you're going to have address this further with some actual data. Or...go record some videos and take pictures proving all that....which I already know you won't do anyway so. As far as everything else in your post, using your logic (speaking of increasing service and attracting more ridership), you might as well run the every 5 minutes between 207th Street and Rockaway Blvd, and every 10 minutes between Rockaway Blvd and Lefferts Blvd/Far Rockaway for the sake of attracting "new" ridership then. You might as well run the entire Rockaway Park shuttle line every 10 minutes too while you're add at it. Will ridership in the narrow areas of the Rockaways increase then?
  10. Loading guidelines (often called loading standards) are actually used by most major transit agencies. It's really the only way to ensure that operating funds are used equitably - without them, a very crowded line could easily end up with less service than a less crowded line, if the riders on the second line complain louder. Every line in the system currently gets as much service because of loads, plain and simple. Even if they are black and white, frequencies are determined by the most crowded points of any line. On top of that, $$$ will cost the agency yearly. There are, of course, some exceptions, such as the . . . , , , and , which are much more crowded and more heavily loaded than the average guideline of 125% seated capacity during weekends at their most crowded points. As we both know, the most crowded points of any line in the system are before the CBDs no matter if it is rush hour, midday, evening, and weekend (overnight service doesn't count btw). For example, during the AM peak, the most crowded point on northbound trains in Brooklyn is Lafayette Avenue and in Manhattan southbound at 72nd Street. If 480-feet long trains are carrying more than 115 people per car, as per guidelines, then it should either be increased in terms of headway or train length. If every train at the line's respective most crowded points is 145 people per car, than start off with full-length trains (R46) first, given that during the rush, the guideline load for 75 foot equipment on 7.5 minute headways and 10 minute headways, respectively, is 145 people per car, or 1,160 people per train. But as we both know, and line dispatchers will avoid making the entirely R46s and the half R32s at all cost for operational reasons. Why do you think they didn't want the swap to be made permanent year round instead of being exclusively only to the Summers of both 2011 and 2012? In 2013, NYCT conducted a full review of the entire route, and proved that service levels were within guidelines, particularly during the PM Rush, where trains on the line used to run every 10 minutes. Yet, they still increased service (but only slightly) at 8 minute headways (7.5 tph) instead of 10 minute headways (6 tph) and the only reason was to mesh properly with the 's 4 minute headway (15 tph). Otherwise, they would have not increase service at all. Same with the and 's current headways, they are still the same as they were before the review for both lines came out, with a few exceptions, such as the headways on early Sunday mornings being increased from 15-20 minutes to 10-12 minutes. Hardly any improvement came off the review for those two lines conducted in 2015, despite half of the 's fleet being NTTs with a few sets on the and more crews being added to the on top of the crews already available on said line, as well as the recent construction project on the Rockaway Line shortly after Hurricane Sandy, and the rehab work on every single outdoor train station inside and out. Generally, you can run as much service as you like, but only if loads are above guidelines. Remember, extra service means more crews and you have to pay them yearly, even with existing trains, that is still money being cost annually. That's why I specifically said you can't just run more service on any line in the system just because. That's not how it works. Do you, R5503, understand that now? And no, I don't think you understand completely that there are real world trade offs and constraints preventing service increases, expansions etc on weekends in NYC Subway. Anyway, if the is well above guideline due to people trying to connect to other lines to reach Midtown Manhattan instead of cramming onto the four-car trains to Essex Street for the already packed , fine, extend the weekend to 96th Street or better yet, Forest Hills (to avoid confusion and to be more simplistic). But only if it will bring average train loads at Bedford Avenue northbound down to a minimum. The already has its own crowds to deal with anyway, particularly those going straight to Chelsea and the areas along, around, or close to 14th Street. Otherwise, the weekend stays where it currently is at Essex Street (outside of the Canarsie Tube closure). Period.
  11. Or....it could have just been a typo on the commenter’s part....
  12. Where in my post did I say that the issue with service levels and flagging is running times? I basically implied that the issue with current weekend service levels is flagging. This is where running times have to be adjusted. Look at the printed schedules on some lines for Saturday and Sunday, and you’ll see. In theory, as I stated (before you misinterpreted), you could still increase service. Ruminate. The only difference is speed will be slow instead of normal. That is all. And that is honestly bad service because almost no one who rides the subway plan their trips in accordance to every line’s schedules compared to LIRR, MNRR, and SIR where trains run much less frequently since they are all commuter-based railroads. That’s all I said. And once again, just send every track and signal worker to fully closed lines and call it a day. Because you know that they obviously they cannot do it under traffic. It’s a safety issue compared to no traffic at all whatsoever, which is faster, cheaper, and safer. Also while you’re at it, eliminate the constant sending trains local or express in one or all directions since fully closed lines would be better off anyway. This way, you can increase service on any line you wish. But NYC Transit is quite careful when it comes to making sure that service levels meet closer to or within their guidelines. They are not going to increase service just because. And if you’re really that eager to keep the current extended after the shutdown, whatever smh. I just hope you are right that the ridership will increase further. If not, then it stays how it is outside of the shutdown. Period. I mean you might as well run the and on weekends too while you’re at it along with the extended to and from Flatbush.
  13. #1 and #4: Fine, you got me yet again.... Doesn't mean you are 100% correct though. Especially your #4 paragraph. You're just making a statement that is more true for the Lefferts Blvd and Far Rockaway branches of the line, and the whole Rockaway Park shuttle line, not the rest of the system. The shuttle, in particular, does not need the extra service for obvious reasons. As for the other branches, obviously you know because of Lefferts customers want a one-seat express ride instead of a local first, transfer to express second ride. The only other way I agree with having the to and from Lefferts Blvd and all 's to and from the Rockaways (mind you, keyword, alternating between Far Rockaway and Rockaway Park, not every single train going to and from one branch whilst the shuttle serving the other) is if the runs express in Brooklyn, but what will serve the local in return? But that's another topic for another time....anyway, heading back to the topic: #2: ...and that is where you wonder...why bother disagreeing with me that the should not be extended outside of the current weekend partial shutdown when you do not frequent the line? On top of that, it is well over 125% of a seated load because of the . Using your #4 paragraph to prove my point, the is at 20 minute headways between 8th Avenue and Bedford Avenue, and every 10 minutes the rest of the line. Like you said, nobody wants to plan their schedules accordingly with any line's frequency. This is the subway we're talking about after all. So unless you are referring to the fact that, prior to the current weekend partial shutdown, the 240-foot long trains (on 10-minute headways or 12-minute headways) were carrying more than 53 people per car (212 people per train) on 60 foot equipment, I'm not just gonna sweep everything I stated under the rug and take your words to heart. I remember last time when we both had a similar argument about the (in this case, about shorting some trains at 2nd Avenue) that I should have provided data instead of simply just disagreeing. But you, in particular, have also not provided any data yourself to further prove your point. If the on 6th Avenue and/or the on Queens Blvd are above the 125% seated capacity, whatever, run the extended the . But if it is relatively lightly loaded, then you just run a two or three more trains an hour on the and each instead. Other than either of the two options, more service is not warranted. NYC Transit goes by average car load anyway, not by individual trains. #3: That is why I said with some exceptions...how did that slip past your head? But you also have to factor that plenty of people already do that on weekdays as well, particularly school field trips, summer campers etc. People who shop on weekends in particular aren't going to take the subway. They would rather just drive instead. #5: What more do you want? There's no other way I can think of them increasing service. In order for that to happen, they need to send every worker to fully closed lines instead of concurrently with under traffic. Unless you extend the running times on every line to accommodate the right of way while at the same time increasing service, but that is a an all honestly a pretty terrible option because now trains would run much slower throughout some areas of their routes. Queens Blvd deals with this all the time on weekends as well as every other line concurrently, but only from time to time.
  14. Generally, if trains are not carrying more than the average guideline, then more service isn't needed. In theory, the only way you could do that is if you put any or all track workers and signal workers on completely closed lines instead of both fully closed lines and under traffic. That is where the problem lies. You get my drift?

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