Jump to content
Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.

Collin

Member
  • Content Count

    143
  • Joined

  • Last visited

Community Reputation

96 Excellent

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. The QB Express is currently scheduled for 30 tph, 15 each . Everywhere I've seen has said 10% increase, so that brings it up to 32-33 tph.
  2. Bergen Street has a single crossover, but it is not a full diamond crossover.
  3. This is just a guess, but maybe because the is still suspended, they don't need as many sets in ENY temporarily. When skip stop is in effect, the combined run every 5 minutes, but I believe they're only running every 8 minutes now. So for now the can use their extra trains and have a more uniform fleet with 480 foot R179's.
  4. My understanding is that with fixed block signaling, a track must have wayside signals in both directions to allow trains to run in the reverse direction, and that most subway tracks are not bidirectionally signaled, the exception being the center track on 3 track lines. With CBTC, I believe it is much less costly to have the signals allow for reverse running.
  5. There's more that can be done to reduce the impact of track maintenance in the subway. I saw something on twitter that was about the . Service often gets replaced by shuttle buses during construction because it's only a 2 track line and the current signaling system is uni-directional, so single tracking isn't possible on a large scale. CBTC signals can be bi-directional, so with the addition of a full crossover at Bergen Street, the line would have 3 zones where single tracking could be done during overnight 20 minute headways. CBTC alone is not enough though. Flagging rules need to be looked at to allow faster service in the single tracked area, or it just doesn't work. I've mentioned before that physical barriers could be installed in some locations to separate the tracks. I doubt it would go over well in the union to suggest increasing speeds without additional safety measures. This should be implemented on any 2 track line where it isn't already. For 4 track lines, I have a different idea. In this scenario, Track 1 = southbound local, Track 2 = southbound express, Track 3 = northbound express, and Track 4 = southbound local. In normal late night service, 1 and 4 are active, while 2 and 3 are unused. To access 1 or 4 for work, a directional station bypass service change is typically used. If track 1 is out, southbound trains would run express on track 2, and northbound trains would run local on track 4. Track 3 would not be used. This means the active tracks are not adjacent. I think it might be preferable if the active tracks were adjacent, allowing work to take place on two adjacent tracks at once. That means in the same scenario, southbound trains would run express on track 3, even though that's actually the northbound express track. Northbound trains would still run local on track 4. If it's planned to always work on the two adjacent tracks at the same time, then the barriers I mentioned above would only need to be installed between the two express tracks.
  6. I was in favor of the Cuomo train plan. The technology that was used had been successfully deployed elsewhere, and it averted 15 months of chaos that would've been caused by completely closing it. The MTA needs to be open to new ideas (that make service better, not cutting service like ending 24/7 permanently) rather than being so set in their ways, and I'm glad that Cuomo pushed for that. Now if only he could figure out why projects like East Side Access and 2nd Ave get delayed many times over and cost many times what was originally planned, he would really be onto something. My issue with Cuomo's infrastructure plans is that they're often focused on fast and cheap rather than getting it done right. The best example of that is the LGA AirTrain that won't save anyone time. The Mario Cuomo Bridge with no transit is also an example. While one could make that case for the tunnels, I don't think that's a good example.
  7. I would never be in favor of breaking up the state. I've lived here my whole life. I lived in Queens when I was really young, then moved to Orange County to start school, and went to college in the North Country. I don't consider myself any more or less of a New Yorker than someone from a different part of the state. Breaking up the state would also weaken the area that was once New York on a national level.
  8. With the suspended, is the running local in Manhattan at all times?
  9. Since the is still suspended, it makes sense they're running the R68A's on other routes.
  10. Can you please use grammar that makes sense? My understanding is the R160A-1s are all in ENYY. Some were at 207th for the starting in 2013, but they were returned to ENYY as the R179's entered service. My questions are why do R143's sometimes run on the , and why haven't R179's run on the ? Now the needs a dedicated fleet compatible with QBL CBTC, but that wasn't the case before.
  11. Like NYC, they have two divisions. The rolling stock is named differently depending on which division it's part of. The deep tube division (like our A Division) goes by year. The subsurface division (like our B Division) uses letters. I converted everything to the deep tube naming convention.
  12. What if NYC named their rolling stock like London where it's by year? Here's what the names would be, from 1964 to now using the year they went into production. R32: 1964 Stock R38: 1966 Stock R40: 1967 Stock R42: 1969 Stock R44: 1971 Stock R46: 1975 Stock R62: 1983 Stock R62A: 1984 Stock R68: 1986 Stock R68A: 1988 Stock R142/A: 1999 Stock R143: 2001 Stock R160A/B: 2005 Stock R188: 2011 Stock R179: 2016 Stock R211: 2020 Stock
  13. JAMAICA LINE STATION AND JUNCTION MODERNIZATION: All times beginning 7/01/2020 To improve service, we are rebuilding the junction at Myrtle Avenue, replacing the Lorimer Street and Hewes Street stations with one station at Union Avenue with a connection to the , and modernizing existing stations. To accomplish these projects, the following service changes will be in effect. Phase 1: 7/01/2020-1/01/2021 The Manhattan-bound tracks and stations will be upgraded. There will be no Manhattan-bound service at Flushing Avenue, Lorimer Street, and Hewes Street. All Manhattan-bound trains will run express from Myrtle Avenue to Marcy Avenue. Skip stop service will continue to operate during rush hours, but Jamaica-Center bound trains will run local between Marcy Avenue and Myrtle Avenue. For service from Flushing Avenue, Lorimer Street, and Hewes Street, take a Jamaica Center-bound train to Myrtle Avenue and transfer. For service to Flushing Avenue, Lorimer Street, and Hewes Street, transfer at Marcy Avenue to a Jamaica Center-bound train making all local stops. trains will operate in two sections, between Middle Village Metropolitan Avenue and Myrtle Avenue (signed as ), and between Forest Hills 71st Avenue and 2nd Avenue Lower East Side. Phase 2: 1/01/2021-7/01/2021 The Jamaica Center-bound tracks and stations will be upgraded. There will be no Jamaica Center-bound service at Flushing Avenue. The new Union Avenue Station will be open on the Manhattan-bound side only. All Jamaica Center-bound trains will run express from Marcy Avenue to Myrtle Avenue. Skip stop service will continue to operate during rush hours, but Manhattan-bound trains will run local between Myrtle Avenue and Marcy Avenue. For service from Union Avenue and Flushing Avenue, take a Manhattan-bound train to Marcy Avenue and transfer. For service to Union Avenue and Flushing Avenue, transfer at Myrtle Avenue to a Manhattan-bound train making all local stops. trains will continue to operate in two sections, between Middle Village Metropolitan Avenue and Myrtle Avenue (signed as ), and between Forest Hills 71st Avenue and 2nd Avenue Lower East Side.
  14. They must have extra seats somewhere to reinstall. Put them back in, group the single cars into 5 car sets, and either run them out of Livonia on the or transfer them to Westchester Yard for service. Any leftover cars can be used for a garbage train.
  15. There was a 90's plan that would've had all Dyre Ave trains run local from 3rd Avenue 149th Street to East 180th Street. All trains and trains to Nereid would run express. The way the flyovers north of East 180th Street are designed, it would be more efficient. Local stations between 3rd Avenue 149th Street and East 180th Street would've had their rush hour service cut from 12 tph to 7 tph, but when residents were polled they said they would have preferred to have Lexington Avenue service over 7th Avenue. For some reason, there was community opposition, I'm guessing from Dyre Avenue customers who would've lost express service.
×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.