habbyy

I'm curious on what you guys think, it happens a lot where there's 30 minute gaps in SB N train service at the same exact time, is this the result of a train operator being lazy or is it something else? I mean its probably a result of staff shortage? Although this isn't an extra train compared to the older N schedule from when they recently increased trains per hour so I'm not too sure. I remember recently someone mentioned (idk if it was in this thread or another) about how some operators try to game the system and that's why you see no train for like 20-30 minutes then like 2-3 close together. Just wondering why this happens when the schedule is not set up this way, here is the proof I have: https://imgur.com/a/7l6HWjo https://imgur.com/a/x8jTQS1 According to the schedule, an N train should be departing from Astoria at 7:43, then 7:53, then 8:09, and a lot of the times i guess the 7:53 doesn't depart a lot of the times, which leaves to a 25-35 minute gap in N train service SB at some pretty important times throughout the line, what are your thoughts?

Are there any speed limits on the R line NB between Bay Ridge Ave and 59th St? There must be but i have to ask. Also, is there any way to see a list/map of all speed limits across the system, or is that private information?

https://imgur.com/a/DcUCOmX can anyone explain what this is about

I just realized, you perfectly called this out. Its kind of interesting that you had the foresight to see this as being an issue, mean while the mta didn't? Very strange that they say now they are pushing these changes to early 2024 cause they didn't realize 63rd street would cause delays because of work equipment trains etc. A side note, being that they are supposedly pushing these extra train changes to early 2024, how come the schedule hasn't changed? Every morning i see a different service change when i get ready to go on the r, whether its " we are running as much as we can" or " delays on southbound r trains while we move work/equipment trains from qbl" something like that not verbatim, and i love how they say "delays to southbound" meanwhile on the northbound from 86 we experience these delays just as much, but they never note that it will affect NB.

I was curious to the schedule changes for the R train, in case anyone else is curious and didn't want to compare for themselves: This is for Northbound R trains (weekdays), the +1 etc means they depart from 36th st instead of 95th st There's no changes in trains per hour before 8am/ after 6pm then the changes are basically: old schedule .... new schedule 8-9am 8 trains ............... 6 trains decrease 9-10am 6 trains ............... 6 trains neutral 10-11am 6 trains ............... 7 trains increase 11am-12pm 6 trains ............... 6 trains neutral 12-1pm 6 trains ............... 7 trains + 2 (36th) increase 1-2pm 6 trains + 1 (36th) .... 7 trains neutral 2-3pm 7 trains ................8 trains + 2 (36th) increase 3-4pm 6 trains + 2 (36th)......8 trains + 2 (36th) increase 4-5pm 7 trains + 1 (36th)......7 trains + 3 (36th) increase 5-6pm 8 trains.................9 trains increase very interesting to see, i hope they get more crew soon because already day 1 i had a bad experience had to wait 15--20 minutes for a train at 11am..

Apologies for double posting, but I have another question. Is there a reason the MTA will not allow certain trains to reach a station if they are early and will make a connection to a train it wasn't planned for during PM hours? Let me explain my question with more detail: Timeframe I observe this behavior is 7:30PM - 9PM 90% of the time, If a SB N train is arriving at either 36th/59th ST earlier then it should according to the schedule, AND there is also a SB R train arriving at 36th/59 ST that is either early or on time, the dispatch will slow down the N, just enough so that it won't make the connection to the R. I always check ahead of time to make sure that the N isn't being delayed by a SB D/N train ahead of it. This happens almost every single time this situation occurs. One time, after it happened and I got off at 59th, I had time to ask the train conductor in the middle cart why dispatch always seems to stop the N/ slow it down just enough to not make the transfer to the R train that is right ahead of it, he told me "I have no idea". He probably did have no idea. I'm hoping you guys can enlighten me with any information you have. I asked this question 4 years ago on reddit, and the best answer I got was: [img=https://imgur.com/a/WAOfLDu] Another side question that's probably related to this, and maybe why the first answer I received was probably right but I'm asking again anyways, why is it that almost every time, the N dwells at the 36th station (SB between 7:30-9pm) for 30 seconds to 2 minutes, literally every single day. I'm telling you I stand at the door and check to make sure the signals are green. half the time this happens the conductor says we are being held at the station momentarily, who I know is dispatch holding the train at the station, and this happens regardless of if the N is early , on time, late, etc. Please enlighten me once again!!

OHHHH. Alright, that's exactly what it is then, I knew it had to be something because it happens so consistently, this perfectly explains it. Thanks for that information. " " YUHP. This is almost what always happens, once it reaches hoyt on the express tracks it slows down just like you say (SB).

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

Another question, one thing I notice almost every time I take SB 4/5, around 8-9PM is that its almost always very good in manhattan, but the moment that they are going between borough hall and nevins street in brooklyn they become very slow, is that really because of the rogers junction? Literally almost every single time, actually probably every time, around that 8-9pm time the 4/5 goes slow between borough hall and nevins, whats up with that.. especially considering its always going decently fast before then, it just goes to shit when they reach brooklyn, what's the deal?

https://imgur.com/a/sAGXYn0 If there is a D train on the black line I marked, and a Q train on the red line i have marked, would the D be moving and have a green signal since it switches to a different track compared to the Q, or would the D be held until the Q gets ahead before its able to make that switch? Also for the reverse situation, if lets say the D where that black line is is lets say the one thats ahead and halfway through its switch to its tracks to the bridge, and the q is the one before its switch to the bridge, would the Q in that situation be held while the d gets further ahead even though they are not going on the same tracks?

Is there an updated list of which lines/section of lines that are currently CBTC compatible? I'm not talking about the trains themselves, but the line. I know that currently 7 and L lines are currently fully cbtc (the train and the line and it runs in CBTC auto), and I also know that "We're in the final stages of rolling out CBTC along Queens Blvd and are in the process of implementing it between Kew Gardens-Union Tpke and Jamaica-179 St." other then that, are there no cbtc ready lines other then the work they are doing? aka f train in brooklyn, 8th ave and qbvld?

Has anyone ever put in the time to make a nice detailed excel or something of the sort that can visually portray the history of car assignments based on contract type? For example, I've been doing something where I track the history of the car assignments using this dropbox: So for example this is what i have for the r46: R46 NOV 1977 E F N JUL 1980 A C E F N JFK OCT 1980 A C E F N G JFK JAN 1981 E F JFK AUG 1983 E F N JFK JUN 1986 R68 ENTERS SERVICE MAY 1987 E F R JFK DEC 1987 E F R MAY 1988 R68A ENTERS SERVICE MAR 1998 F G R JUL 2001 F G R S DEC 2001 F V G R S FEB 2002 R143 ENTERS SERVICE FEB 2004 F V G R AUG 2006 R160 ENTERS SERVICE APR 2009 A F V G R JUN 2010 A G R S JUN 2011 A F R S MAY 2012 A C F R S SEP 2012 A F R S NOV 2012 A F G R DEC 2012 A F R S SEP 2013 A F S SEP 2014 A F R S DEC 2017 A C F R S DEC 2017 R179 ENTERS SERVICE JUL 2018 A C F G R S AUG 2018 A C F R S APR 2019 A F R S FEB 2020 A C F R S APR 2020 A C N/W Q R S NOV 2020 A C N/W Q S JUN 2023 R211 ENTERS SERVICE has anyone done something like this before? If this was tracked for every train, it could create a nice visual depiction. I'm sure someone has probably done this and or there's an easy way of compiling this data from the sheet I linked above, just am not sure how myself. EDIT: Also I clearly didn't mark the number of cars/trains assigned, but that would be the ultimate goal because then percentages can be shared etc to truly see the big picture of how the assignments for certain contracts went over time, and the spreadsheet linked above did ALL of that work, so I wonder if there's a way to carry that over to show the same thing but based on contracts rather then based on subway lines.

Not sure where else to post this, but I really appreciate it when the bus operator of the X28 skips the useless battery pl/greenwich st stop. They ask beforehand if anyone needs that stop, and if nobody says they need it, they take the shortcut to trinity pl/rector street as was purposed and done in the early 2000's but canceled. The battery pl/greenwich st stop is an extreme bottleneck to the x28 and trips are so much smoother with the shortcut. hopefully this gets changed in the future, here is wikipedia's excerpt of this: "In January 2000, the MTA announced plans to reroute northbound X27, X28, and X29 to run directly via Greenwich Street and Trinity Place after exiting the Brooklyn Battery Tunnel, instead of running via a 0.5 miles (0.80 km)-long loop consisting of West Street, Battery Place, Greenwich Street, and Trinity Place. The reroute would eliminate three left turns and the need to travel through two traffic lights. While making the loop normally took about five minutes, it could take 15 minutes or longer under heavy traffic congestion. Service to the Greenwich Street and Battery Place bus stop, used by 475 people per weekday, or 11 percent of all Manhattan-bound riders on the three routes would be discontinued. The change, which would take effect the same month, was expected to save $20,000 a year. This change had been implemented successfully on the X1 and X14 bus routes.[48] The change took effect in February 2000. In July 2000, the MTA announced plans to reverse the change for northbound X1, X12, X27, X28, and X29 service during morning peak periods due to the planned extension of the Gowanus Expressway High-Occupancy Vehicle (HOV) Lane through the Brooklyn Battery Tunnel during the morning peak period between 6 a.m. and 10 a.m.. The change would be made since the extension of the HOV lane would prevent vehicles from moving between the left and right tubes within the toll plaza at the entrance to the tunnel, meaning buses using the HOV lane would no longer be able to exit on Trinity Place. To address the fact that the reroute would restore the congested through loop, MTA Bridges and Tunnels planned to place police officers and traffic agents at key locations to regulate traffic flow. The change, which would take effect in late July 2000, was expected to increase annual operating costs by $32,000.[49]"

today at about 8:00pm 6/20/23, i was on a sb 4 train that was stopped at fulton st because "a train had its breaks activated on the express track at hoyt st". My first time having to navigate from the 4/5 platform at fulton to the 2/3, what a trek .. i hope i never have to experience that again they eventually announced that sb 4/5 was haulted from wall st to borough hall something like that i kept telling myself im probably better off taking manhattan bound 4/5 back to union sq then just taking n from there to the r at atlantic/36th/59th which is my usual route after taking 4/5 from grand central to 14th, but when i got to union after taking 4/5 from grand central, the n was 6 minutes away, so usually that's enough in my opinion to stay on the 4/5 to atlantic then switch to an n to r or just switch straight to r, but man what a mistake.