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About JeremiahC99

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  1. https://nypost.com/2020/01/24/subway-signals-expert-handpicked-by-andy-byford-also-resigns-from-mta/ https://www.nydailynews.com/new-york/ny-mta-second-officer-resigns-20200124-i2arcknaanbk7o5hvirtalo5du-story.html https://www.politico.com/states/new-york/city-hall/story/2020/01/24/byfords-signals-guru-follows-him-out-the-door-1254773 These are articles about Tomlin leaving the in general.
  2. There’s already a thread for this.
  3. You are right. The odds of winning the lotto in consecutive days and getting struck by lightning each day are much better than fixing the leadership. Funny thing is that I haven’t played the lotto in a long time, so any tips on how to improve my chances of winning?
  4. That’s a good one. Love the sarcastic joke. However, in all seriousness, it doesn’t matter who is going to be the next Transit President if they don’t fix the leadership in the MTA and in Albany itself.
  5. One of the motivations of my plan was due to the merge at Rogers Junction between the and under the other plan. As a rider in the morning, I often find the train being stuck at Nostrand Avenue on the express track while the is merging from President Street. I desire to remove this issue where needed, such as Rogers. The other plan would simply move the merge rather than eliminate it. My plan completely removes merging at Rogers Avenue while still allowing for the choice of East Side or West Side for Utica customers. With a Utica Avenue subway, I propose the go via Utica Avenue and the and take over the New Lots Line to New Lots Avenue. The service plan would only require adding switches at the portal connecting the ramp to both of the local tracks (replace the bumper with two switches). This eliminates the need to turn trains at Utica Avenue and would allow for New Lots commuters to have access to the Lexington Line (at an increased frequency). Though the local tracks between Utica and Franklin will be served by West Side local trains, there will still be cross platform transfers available today. With an expansion of subway cars, such as in the scale of the R262 order, it should be evaluated to maybe install a middle track between Utica and New Lots for possible rush hour express service in the form of the for speedier service. Also, with the R262s, they better find some room to store 225 additional cars.
  6. Isn’t Flatbush limited to turning 18 trains per hour, and wouldn’t that interfere with running normal headways with that pattern without improving Flatbush Avenue? Hontesly, I would’ve done a somewhat different pattern: to Flatbush, to New Lots, to Utica Avenue? I know Utica has some terminal issues as well, but I do believe some policy issues can fix it. Furthermore, im addition to the express pocket that ends at Ralph Avenue, there is also another track that follows the southbound local track to the portal and ends at a bumper block at East NY Avenue at the portal. Why don’t they use that? Does it need third rail?
  7. I made an educated guess that cars will be moved around the system with this order. The 200 R211s for the I posted there will replace the current fleet. This means that the R32s will be retired and the R179s will be moved to East NY Yard alongside the existing 100 R179s. 100 ENY R179s + 88 displaced 207th Street R179s = 188 R179s for ENY Yard. Pitkin has 130 R179s so add the two numbers up (130+188) = 318 total R179s.
  8. Well I did punch in the numbers by yard, and here is what I came up with: Base Order of 440 R211A's plus R211T prototypes: Pitkin Yard ( and Rockaway Park Shuttle): 240 cars 207th Street Yard : 200 cars (full length trains) R211T assignments possibly on or but is subject to change. Option Orders*: Option 1 (640 cars): Jamaica : 640 cars Option 2 (437 cars): Coney Island , , /, : 405 cars (8-car trains via displaced cars possible) East New York /, , : 32 cars. *How the cars are assigned to each service individually will be at the discretion of yard personnel and preferences. This would guarantee enough cars for each yard to accommodate current and future service needs. For more information: https://docs.google.com/spreadsheets/d/1YqtovcsH7WCve-aDzBdk-tDT0nIBC6nO7MIuvWuvmbo/edit?usp=sharing
  9. It’s not like it’s needed. The trains are running back and forth independently of each other on each of the three tracks, and when they get to each terminal, the conductors and operators simply switch roles (no cab switching). In addition, both of the tracks connect to other lines so that way cars can be pulled for maintenance, so unless one of the tracks did not connect to the rest of the system, there is no need for a crossover.
  10. The Dey Street Passageway connects the entire Fulton complex with the Cortlandt Street station and also, the World Trade Center Oculus. However, the transfer is not within fare control because the believes that putting it outside fare control would maximize pedestrian flow.
  11. If I were them, I’d rather deinterline Rogers Junction. The three way merge between the , , and is a pain. Deinterlining, combined with CBTC, plus any possible fix to Flatbush Avenue would boost system reliability. We tried having Westchester Yard as a home base for the shuttle, but it was a pain to deal with, due to having to go all the way around just to get to the Pelham Line (track 4 does not connect to the Lexington Line). With the reconfiguration of the shuttle to two tracks and 6-car trains, the best place for the would be at East 180th/239th Street Yards.
  12. Nope. That’s what Metro-North’s Penn Station Access project is (in a way).
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