Jemorie

36 minutes ago, Lex said:

Unless the train runs to/from New Lots Avenue, the math doesn't check out.

That’s correct because the overnight  has a total of 61 stops. But now that the 239th St/East 180 St/Unionport Yard’s R142s have their strip maps completely combing the  / , it’s impossible to add all of the 7th Ave local stops because as @Calvin stated, the aforementioned strip maps are only limited to 64 stops total.

3 hours ago, Daniel The Cool said:

The AM  to 59th Street is not new. That's been happening for years and are usually the overnight crews that does those runs.

There are a lot more s to 59 St during the AM Rush (and a lot more s from 36 St in the afternoon) in the updated August 28, 2023 schedule versus the June 26, 2022 schedule as a result of the increase in service.

I also want to further add on my post that, unlike WillyB, the MannyB with the  each have the same 6 minute headways during rush hours unlike the ‘s 10 minute headway verses the  combined which is 5 minutes.

14 minutes ago, R32 3838 said:

The bridge is pretty old so it's understandable on why, This is why i wish they can build new river tubes to get the trains off of the bridges, esp the Manhattan bridge. By doing this you can increase service and don't have to worry about a limit or slow speeds and etc.

 

Manhattan bridge has a flaw since trains run on the side instead of the middle hence the 20 plus year construction of it, By building a tube they can also fix that dekalb junction as well. 

 

Willamsburg bridge is fine but the the age of the bridge is why they have the limit also the last project in 1999 when they redid the bridge is also a factor.

The lone good thing about the Manhattan Bridge is the  each run on a 6 minute headway during rush hours, meaning each side of the bridge has at most 20 tph.

And yeah, they can build a tube under the river but because of how expensive it can cost, I thought increasing service on the existing bridge (the Williamsburg Bridge) would be cheaper instead.

But I appreciate you for being informative with the post. Thanks.

1 hour ago, R32 3838 said:

The Williamsburg bridge does have a TPH limit and that's on the DOT and not the . it's at 98% capacity.

Okay, so the Department of Transportation will always forever be shitty then.

A total of 18 trains entering Essex St from 8 am to 9 am and leaving said station from 5 pm to 6 pm is very low. The  combined run on a 5 minute headway while the  runs on a mere 10 minute headway instead of the same headway.

But whatever. I said what I said.

53 minutes ago, VIP said:

Service is just fine. “This better happen” Nothing!. The Williamsburg bridge and 6 Av/Queens Boulevard corridor is already at capacity.

Typical response. That’s why the  in general will always forever be shitty.

I swear. They need to increase  service from Metro in the AM Rush and back to Metro in the PM Rush. During the AM Rush in particular, the gets crushed before Myrtle and remain that way all the way into Midtown.

The  can remain every 10 minutes other times but during peak hours, the headway should be 5 minutes like the  skip-stop service in one direction. Not both directions but one direction as I stated in my above sentence.

This better happen when CBTC on Queens Blvd is fully finished in the coming years.

1 hour ago, Lawrence St said:

This is exactly why dogs aren’t allowed in the subway unless in a traveling container.

And also a guide dog if the person is blind/disabled.

3 hours ago, darkstar8983 said:

yes. the conductors were only able to open/close doors from the B ends of the R40S, R40M and R42 cars, which is why ENY equipment had to have the conductors at a 5-3 configuration, and why 8-car R40/R40M and R42s could not properly run on the  in 2008.

Did the R40 and R42 fleets had seats at the B ends or just C/R controls?

I heard part of the reason why the  summer car swap permanently discontinued was because the R32s had no seats at the B ends for the C/Rs so they were forced to stand for over 2 hours especially if the train was scraping the walls overnight.

The whole concept in general with the former 60 foot SMEE fleets is just weird.

6 hours ago, darkstar8983 said:

It’s because they run on the  a very high demand line, whereas the R142A-converted trains run on the , a line that only uses about 30% of its fleet outside rush hours. Maintenance aside, lines that run very similar rush hour and off-peak service will suffer from this problem. These lines include the:

* * and *
 

The  lines won’t suffer as much since many of its trainsets go out of service outside rush hours in addition to the  having its route shortened middays and evenings.

The   and  (due to no weekend  service) have sharp reductions in subway service outside weekdays so that helps the fleet get some much needed rest, and the  having its route cut in half on top of it (not counting GO related suspensions and service reductions)

I’m gonna have to respectfully disagree with this, at least partially.

The  run every 8 minutes middays and weekends.

The  run every 8 minutes middays and 12 minutes weekends.

Most of the B Division runs every 10 minutes middays and 12 minutes off peak.

The  I understand because it runs a total of 18 train sets all day and evening. Also understand the R46 since they are the currently the oldest active fleet in the system and also very low on spares between the day the R32s retired and the day the R211s first entered service.

The  are thus the only lines in the system that run with high frequency all day and evening, although the  does have the highest number of trains total (both in service and as spares) in the system.

2 hours ago, nightmare402 said:

you cant run the F via broadway, you need the 63rd tube to be open for that. Why would the D go via broadway?

Smh. I'm pretty sure he is aware of that. He was just speaking in general.

Anyway, the  during the AM Rush out of Met sure does get packed before reaching Myrtle-B'way and remain so all the way into Midtown. Hopefully in the future, they have more cars to increase service and evenly match the 5-minute headway on the  during that timeframe as well.

On 7/28/2023 at 3:47 PM, Lawrence St said:

No no no! This is not the way to do it.

This is how you do it.

Sorry for the late reply, but just want to point out that the  under your proposal cannot operate to/from 57-6 after 9 p.m. on weekdays and all weekend because you have to keep in mind the  are often rerouted via 6 Av between Jay St and W 4 St, and still often continues to happen to this day.

Every trunk line in the system on weekends in particular only require 3 different routes due to ongoing flagging and GOs.

2 hours ago, Kamen Rider said:

You thought single pocket operation on the D at Bedford Park would be a good idea…?

He was just saying…

2 hours ago, trainfan22 said:

Cause the terminates at Bedford Park using single pocket operation, so I thought the would as well. 

No, you’re good.

Though keep in mind, the  runs on a 6 minute headway in both directions during rush hours and 10 minutes off peak (12 minutes on weekends). Whereas in the ‘s case, during rush hours, it’s 10 minutes in one direction (from Bedford Park Blvd in the AM and back to Bedford Park Blvd in the PM) while the other direction is 6 minutes like the .

Nevertheless, there are scattered delays with the single pocket operation. This is especially true at 145 St because if a  and  heading north arrive at/leave 125 St at the same time, only one of them has to wait at 135 St, the next station, while the other proceeds to 145 St, the following station. This in turn can delay a northbound  or  behind it. Also, if a southbound  leaves 145 St, then the  behind it is delayed.

The current design and layout of both Homeball Alley and the Grand Concourse Line isn’t the best. I think the Grand Concourse Line was originally meant to be four tracks but that was scrapped presumably because of some lawsuit from the IRT from what I heard.

Anyway, the least they can do is run the weekday only  service to/from Bedford Park Blvd permanently (meaning the  would run express in one direction during this time). But I doubt the  would ever let that happen unless there is demand for it, which I also doubt. Not a bad idea overall though.

17 hours ago, habbyy said:

I observe it everyday, it might not be "slow" compared to usual traffic, but compared to the speed at which the train moves in manhattan, it ended up with me noticing this behavior well into not even a year of riding this line , idk what it is  exactly ,but like I said, the trains suddenly move slow when traversing between borough hall and nevins, i will start recording daily just to show haha but yeah idk what causes it, they are always very very slow going between these two stops compared to the previous speed between the other stations in manhattan

12 hours ago, Lex said:

That's what you meant? That section has speed restrictions in place so trains entering Nevins Street don't derail on the sharp curve. It's standard operating procedure.

5 hours ago, Trainmaster5 said:

Let me enlighten you. There are speed restrictions between Borough Hall or Hoyt Street and Nevins Street in both directions on all tracks as poster Lex has pointed out . Carry on.

Southbound  trains apply the brakes midway through Hoyt St in my experience most of the time, while northbound  go at a faster speed leaving Nevins Street, also in my experience most of the time as well.

11 hours ago, RTOMan said:

Supt told me Jamaica Yard R160 8 car Units...

So the  shuttle will use a small portion of the 8-car units currently assigned to the ? Wow. Also, never knew the  moved from ENY to Jamaica Yard.

1 hour ago, darkstar8983 said:

Literally a waste of an R160 set (even worse that it won’t be a 600 foot train), since that will put a premium on the number of R160s that can run on the  assuming enough sets will be freed up for the  to allow the R179 8-car units to temporarily fill up the  and start putting some R46s into storage or increasing spare factor for the

Agreed.

54 minutes ago, 1998NewFlyer said:

I agree the 179s are the best cars in the system . The r211s are on a scale from 1/10 I give them a 5. The 160s are better then those cars 

28 minutes ago, Ale188 said:

Yeah, they are. I like the 179s too. All those dumbass kids still thinkin they’re lemons till this day. When I was in NY last month at west 4th I heard a couple kids complaining that they had to ride the 179 cuz they’re lemons. They ain’t lemons anymore. Y’all know why used to be lemons? 68s. Even 46s. But those guys proved that that can be reliable in their time. The 179s also proved that they are very reliable in less than 3 years after they got taken OOS. Tbh, all new techs are good to me. Especially them 188s. (Im not trying to argue with you, I said that I agreed) (Idk why I’m doing this next part but…) If I had to rank all the different rolling stocks in the system in my opinion, it might look like this:

SMEEs: All beautiful on the outside, but haven’t ridden any yet, 9/10

142/As: like the red stripes on all the A-cars, also like how their the first trains that kinda bring paint back to the system, 8/10

143s: Alright, but only serve one or two lines, 7/10

160s: Good god, I’m not talkin about those, 10/10

179s: Great, proved to us that they’re reliable, just like every rolling stock at their time, 10/10

188s: GODLY, 10000/10

211s: Haven’t seen one but they do look good. They do waste a lot of dwell time though, 8/10

Okay, back on topic

Ya’ll say anything. Very typical for a social media platform as per usual. The R211s just got here. But whatever floats your boats…

4 hours ago, FLX9304 said:

https://www.nyctransitforums.com/messenger/26162/
 

I’m gonna leave this here for all to see on how foamers think about where how many times other subway cars older than the actual subway car doesn’t belong in that discussion. Moderators have said this whatever doesn’t belong in that topic should be said deleted. 

Awww, my DM sure got you in your pee wee little feelings enough to label me as a “foamer”, huh? Lmfao. It takes one to know one. Stay mad. I said what I said. You take my responses way too seriously. Go outside and have some fun. It’s summer time. And as said above, before you call anyone a foamer, make sure you use proper English first. 😂🤣

@RandomRider0101, don’t pay this dude no mind. Let him be snide and whiny.

5 hours ago, RandomRider0101 said:

In my experience, the R62As have slightly smoother ride quality than the R142As. That's probably the only improvement the got upon switching from R142As back to R62As, aside from the better brakes for the operators.

The general point I was trying to make is that the R62As are not that bad, the way ppl (esp. railfans) complain about them being on the . They are certainly better than the R46s, that's for sure.

 

I partially agree. I believe the NTTs in general struggle around the 40+ mph mark unless the distance between stations are long enough for them to easily reach 50 mph without worry. I’m guessing it’s because they are just simply programmed that way due to them being computerized trains. The SMEEs on the other hand seem to perform better in that regard, even though they had their field shunting removed ages ago. I read somewhere that northbound  trains in Brooklyn can hit 51 mph into Newkirk. Nonetheless, I do agree that the brakes may vary depending on the car type, especially the 75 footers.

1 hour ago, trainfan22 said:

There's an R46 train stuck on the S/B express track just south of the 14th street station. Train went BIE and they can't figure out why according to the website.

They had two S/B trains parked in 14th Street at the same time, took a picture that I will post when I get home, pretty cool to see.

BIEs are so common for some reason just going off the  app as of late. Probably always have been I guess.

2 hours ago, RandomRider0101 said:

even though the R62As are more comfortable to ride in overall.

 

How…

1 hour ago, trainfan22 said:

No I meant high MDBF, R36s had an MDBF of 194,000 in 1999, that was the highest MDBF for that year.

Yeah, that’s what I was saying. I understood what you said from the jump.

3 hours ago, subwaycommuter1983 said:

I rode the red birds that ran on the #2 train. They were terrible. No AC, the lights were always flickering and water was leaking whenever it was raining. I was so glad when they got replaced by the r142's. 

I think @trainfan22  meant the Redbirds had the lowest breakdown rates in 1999.

Low MDBFs = high breakdown rates

High MDBFs = low breakdown rates

1 hour ago, MJHmarc said:

An earlier post says the storage barn can’t hold a 10 car 60ft train but it can fit an 8 car 60ft until an decision is made by the MTA to extend the barn to hold more which is still up in the air. 

The inspection shops inside 207th Street Yard apparently can't.

1 hour ago, Kamen Rider said:

The thing about feeling a difference for someone like me, it depends more on my partner’s operating skills and quirks.

had a guy the other day doing 50 into Utica, a known fast station, yet still brought the train to a perfect stop.

Deadass? Was it southbound or northbound?

12 hours ago, biGC323232 said:

To me when they rerouted the  over the 63st tube the  should have became the replacement then....Jamaica would have kept their cars and the  wouldnt been cut from 6 to 4 cars...Thats just me 

10 hours ago, T to Dyre Avenue said:

They couldn’t really do that back in December 2001 because they still had the  in South Brooklyn during midday hours as well as rush to compensate for the  and  being shut out of Brooklyn until 2004 due to Manhattan Bridge work.

There weren’t enough cars in the Eastern Division at the time to warrant the current , so they thought it was easier to reduce the  to free up cars for the ‘s existence.

I believe the only way the current  could have existed in December 2001 is if the R27s and R30s (known as the B Division Redbirds) were not permanently retired and that those cars would have been rotated between the  and , with the  being all R42s like before prior to the R160 phase in.

MTA plan to boost weekend subway service under Hochul’s budget deal

By 

Nolan Hicks

May 2, 2023 2:22pm 

 Updated

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It’s a B/F/D.

The Metropolitan Transportation Authority is plotting a dramatic expansion of subway service that will have some lines run as frequently as every six to eight minutes on weekends, The Post has learned.

No, it’s not April 1.

The changes are tentatively set to roll out in three waves over the next twelve months beginning this summer, sources say.

The first wave is expected to begin in July and will boost weekend service frequency on the G, J and M trains to every 8 minutes, up from the current 10 minutes.

Beginning in August, the MTA plans to add more trains to the midday Monday-Friday service on the C, N and R — pushing frequencies on those lines to every 8 minutes from every 10 minutes as well.

The 1 and 6 lines will also get additional service for the midday Saturday and Sunday schedules, with trains expected to run every 6 minutes.

The second wave of improvements is expected to roll out in December.

MTA chairman Janno Lieber holds his arms out wide in February as he showed off one of the agency’s newest subway trains.

Paul Martinka

It calls for increasing weekday evening service on the C, N and R trains to every 8 minutes, up from every 10-12 minutes; the G, meanwhile, would see trains arrive every 8 minutes during its midday Monday-Friday service.

Officials also expect to expand the weekend six-minute schedules on the 1 and 6 trains to cover more hours on Saturdays and Sundays.

The third tranche is expected by summer 2024, when the MTA plans to up Monday-Friday midday and evening service on the B, D, J and M lines by running trains every 8 minutes.

The 3 and 5 lines would see their weekend service increased, too, with trains running every 10 minutes instead of every 12.

People wait to board a C train at Hoyt-Schermerhorn in Brooklyn in January 2023. C train will be one of the biggest winners of the MTA’s coming service expansion, with trains expected to run every 8 minutes on weekdays by the end of the year.

Getty Images

Riders disembark from a 1 train on the Upper West Side last week. The 1 train and its sister on the Lexington Avenue subway, the 6, will both run service every 6 minutes during the day on weekends starting this summer.

J.C. Rice

The service boosts do not come with route extensions for lines that are truncated during the evenings or on weekends: The M would still terminate at Delancey-Essex Streets and the 5 would continue to turn back at Bowling Green.

Sources caution the plans are not finalized and that weekend service will still face disruptions due maintenance and the multi-billion dollar program to replace the MTA’s century-old and failure prone stoplight signals with a new computerized system.

A person familiar with the plan added that the MTA is also seeking to increase the speed at which trains can travel through work zones — which commonly disrupt weekend service — by 5 mph in order to fit the new schedule. Trains currently crawl underground at speeds of fewer than 10 mph.

Despite the caveats, transit activists and progressive politicians hailed the plan, seeing it as vindication of their hard lobbying of Gov. Hochul to include funding for improved service as part of the MTA rescue package in the newly unveiled state budget.

The J and M trains would both see their midday and weekend service improved to every 8 minutes by summer 2024 under the MTA’s new expanded schedules.

Paul Martinka

“This is a huge victory for riders,” said Danny Pearlstein, the top spokesman for Riders Alliance, which campaigned hard for the service increases. “It’s a renewed public investment in a basic service.”

“It’s going to make our city much better,” Pearlstein added. “More frequent service cuts travel times for essential workers, makes it easier for all of us to visit our friends and family and it ties the whole city closer together.”

“Our campaign to ‘Fix The MTA’ has won important victories that will make a real material difference in the lives of working-class New Yorkers,” said Assemblyman Zohran Mamdani (D-Queens), one of the most active boosters of the effort to expand service.

Advocates have argue the bolstered schedules are essential to the MTA’s post-pandemic future — a future in which fewer workers commute to the office while long waits during off-peak hours lead potential riders to hire a car rather than take the train.

12

What do you think? Post a comment.

Officials, meanwhile, hope the increased regularity will better align train schedules with post-COVID ridership trends, which have seen straphangers return at around 80% of pre-pandemic levels on weekends. They also are banking on silencing long-standing complaints about infrequent service and crowded conditions during off-peak hours.

The stepped-up service will be funded by a $35 million deal struck by Hochul and state lawmakers in the recently concluded budget talks.

The MTA bailout is primarily funded by a $1.1 billion hike in payroll taxes for major companies based in the Big Apple, while City Hall is being forced to contribute another $165 million to the MTA to pay for a greater share of the para-transit costs.https://nypost.com/2023/05/02/mta-plan-to-boost-weekend-service-under-hochuls-budget-deal/