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6 Lexington Ave

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  1. At the point the system is right now, perhaps the only way forward is CBTC. I don't know the details of subway operations and my observations are from being a regular subway rider. The current crisis, in my opinion, is the result of the TA's knee-jerk reaction to accidents and incidents that have occurred over the course of the years and their overzealous approach on safety. Because of this approach, the effects those measures had on capacity were not taken into account until they had an adverse effect on the subway actually being able to run the scheduled trains, be it because of timer proliferation, ridiculous terminal procedures, lax attitude by RCC on how much service is actually run vs scheduled and overcautious train operators coupled with the slowing down of trains themselves. We now have a subway network that is riddled with timers that have effectively destroyed capacity potential. And this is were CBTC will actually help, I believe. Because it will give those overly cautious train operators more confidence when manually operating the train, instead of them relying on strict unmaintained timers which slow them down even more then they "have" to. The MTA has to, at this point, look at and follow best practices from all over the world so that it can improve on its basic day to day operations and make them worthy of a system that carries over 5.5 million people per woking day. The NYC subway can no longer be the exception. By switching to CBTC there would be less moving parts in the signaling system that are prone to failure, train speed would be precisely and accurately regulated the subway would be much closer to optimal performance than it is today. These are my thoughts of course.
  2. Off topic, but actually they won https://www.reuters.com/article/us-usa-itc-ruling/u-s-trade-body-backs-canadian-plane-maker-bombardier-against-boeing-idUSKBN1FF2MB
  3. The R142As which used to be on the 6 have a terrible MDBF. Technically the R62As are more reliable.
  4. It seems there there are multiple issues with 6 train service which have led to the current situation. I'm gonna try to summarize what I think are the problems. Shortage of trains/rolling stock. It's gradually becoming apparent that the number of train sets currently available are not enough to provide the scheduled service. This maybe due to the number of train sets or that coupled with the fact that there are only R62As on the line now, which, in my opinion, cannot cope with the line's needs, even though they have a higher MDBF than the R142As. This leads to scheduled trips never leaving the terminals. It's very often that I see stops being skipped heading uptown or no trains available at Pelham Bay Park which leads to huge gaps between trains and more stops skipped as the trains leave to head downtown. 2 times in a row when I needed to take the 6 going downtown around 6pm from Buhre Ave there were no trains available at Pelham Bay. The first uptown train skipped the stop and the second was right behind (though this a bunching issue which I will discuss later on in this post). When the downtown train arrived it was packed by the time it reached Parkchester. ATS/RCC. Part of the problem I think has to do with the fact that RCC does not pay attention. I cannot count the times when I was on an uptown 6 express to Pelham Bay during rush hour which was switched to the local track south of the 3rd/138th, only to be switched to the the express track north of the station. This, of course, causes confusion among the passengers who begin holding doors and it is often that not even the train crews are sure if the train is gonna be local or express. Plus, it seems that RCC takes forever to make up they mind. I have been on express trains which went local to Parkchester only to skip the rest of the stops, except Westchester Square, to Pelham because they were late.. Makes no sense at all. Train Crews. Though this is not very frequent, I have seen conductors opening doors on the wrong side at 3rd/138th and Hunts Point. I remember an instance in particular when I decided not to wait for the train at 125th and instead decided to take the Parkchester local to 138th/3rd and wait for the Pelham train there. When the train arrived the conductor opened the doors on the wrong side. I was all the way in the front and I told the T/O. He tried to tell the conductor to open the doors on the other side but the conductor could not hear him!! So he never opened the correct side and the train left after having stayed in the station for a good 5 minutes and with people on the platform having to wait 10 minutes for the next train! And finally, this is an incident that occurred today, around 7:30am. Apparently a 6 train had to be taken out of service at Pelham Bay Park. The train headed to the yard using the downtown local track. It stayed between Buhre Av and Middletown Rd for a good 10 minutes because there was a work train heading to the yard in front of it. An in service downtown train was waiting outside Buhre Av during this time. People were just watching. When the train finally moved and was switched to the yard south of Middletown Rd the downtown train was able to proceed into Buhre Av. I got on the train and guess what.. We waited for at least another 10 minutes at Middletown Rd as we could not get the lineup to proceed due to the train which had just entered the yard having not moved further into the yard.. All in all a half hour delay just like that... This is how bad service has become..
  5. Service on the 6 wasn't reduced ever since the Q was extended to 96th. The issues with the 6 have been ongoing since long before SAS opened. Plus, it would be absurd to reduce service on the 6 on the basis of the Q being extended to 96th. It's delusional to think that the Q can in anyway compensate for the 6. The 6 is still the sole "true" east side local service. It cannot be compared with the Q as it has a different "market". Riders from the Bronx gain nothing from the extension of the Q which is essentially a poor man's express. Just my thoughts
  6. I have been riding the 6 for over 2 years now on a daily basis and I have been trying to figure out what the problem is. People who have been using the 6 before I moved to NYC have told me that service used to be better. So, I'm wondering, and this is not me obsessing about rolling stock or anything, can the R62As really cope with the crowds on the lex? Because I do believe that the fact that the 6 went from using R142As to R62As has played a big in the degradation of service. The R62As have narrower doors and less space inside due to the 2 cabs in every single car of the consist. Also, the seats make more people stand as a lot of passengers take up more than one the way they sit. And, finally, and this is just an observation in which I could very well be wrong, the R62As have sluggish acceleration when compared to the NTTs. And this leads to the 6 being unable to keep to its schedule and to keep up with the 4 and the 5 in any way. Personally, I think the MTA screwed the 6 up with this swap. But, again, I could be wrong as I didn't used to live here when the line was all R142A.
  7. This issue with the 6 is more noticeable during the PM rush. Does the 6 have a shortage of transits that does not allow service to run as scheduled?
  8. Some very good points are made in this thread by everyone, I believe. Here's my take on things. In my option, the MTA has a problem in its hands right now. It has a subway system where ridership seems to be bursting at the seams and there's no end in sight to the cascade of delays espcially during the workweek. The thing is that I believe that ridership could even be higher and that overcrowding in itself doesn't cause the delays and the breakdowns. If you ask me, overcrowding in itself is often the result of delays and not the cause of them. Even if we accept the fact that the service levels provided, in other words the capacity of the system, cannot, in many cases match the needs of the ridership, there are far too many issues, other than overcrowding that cause delays. The state of the infrastructure is one of them. My point is that, while this is definitely not the 70s and the 80s, there are enough service meltdowns which occur frequently enough to trouble someone. How many times in the last months have we witnessed dozens of subway lines being rerouted and/or suspended to switch/signal and other infrastructure issues? I don't think that this is something acceptable for a world class subway system. People depend on it to get to places in a timely manner, the economy of the city, and the country depends on it, yet we have "fun and games" nearly every day. There's no one else to blame but the politicians to which the issue of funding the TA is always a hot potato. Almost every other issue stems from this. The fact that the MTA runs the service it does, the way it does is because of its resources. And let's face it. We may have 24/7 service but service reliability and service levels are in many cases abysmal when compared to other big cities. We cannot keep using the argument that we have 24/7 service to prove that our system is better because AT LEAST 50% of the time the service has serious problems. During off peak hours it's flagging. And if it's not an emergency (which I understand, it can happen) this flagging is planned so badly in multiple locations of a single line that it creates a miserable experience for passengers, not to mention, it makes them late. The subway shouldn't be there only for rush hour! It should truly be there 24/7 since that's what it says it does. The way service is run is like we're in a big village, not in NYC. Regarding CBTC and system expansion, I believe both are needed. System expansion is needed especially outside Manhattan, but thus can only be done if everything the TA does stops being so outrageously expensive, because whatever way they use for the absurd costs is BS. CBTC is also needed. I think it will tremendously improve the level and quality of service provided. With the current signaling system, there is technically no control over a train's speed. Of course there are timers in various right and wrong places but the T/O plays a huge role. I have seen T/Os being so conservative something which automatically leads to delays. With a more modern cab signaling system, the T/O can rely on information provided to him in real time to control the speed of the train and the distance to his leader can be optimal. I don't believe in ATO personally. I'm no expert but this is what I see as an everyday rider and railfan..
  9. Hello, Does anyone have an idea of when we will receive our score in the mail? Thanks
  10. While that may very well be the case, an alerter ensures that some sort of action is taken under regular intervals by the T/O. The dead man's feature as is currently designed on all subway cars in passenger service, does not ensure that. Holding down the controller on older equipment or twisting the top of it on NTTs might as well become a habit. It doesn't mean that the T/O is conscious or even there. I actually think that the device is more poorly designed on NTT equipment as every single movement the T/O makes can have an effect on the movement (acceleration or deceleration) of the train, even though I, of course, don't know how the controller feels and how it behaves.
  11. In my opinion, alerters are a much more effective way of ensuring the T/O is conscious. In fact, I would argue that going forward, the MTA should redesign the controllers on newer generations of subway cars. They should use alerters and the controller can stay in place without being held continuously by the T/O. They T/O would have to press the alerter button located on both the master controller and a pedal which he/she can step on to "alert" the train of his/her presence. I've seen this design elsewhere. I think this would be much less tiring for the T/O.
  12. So, most of us know what this device is and how it works as well as its purpose. My question is, do you think it is effective? I mean, I agree that it makes the T/Os keep control of the train since they have to hold it while operating a train, but what if the operator becomes incapacitated and falls on the controls holding the switch down? The train will keep going. Don't you think this is a shortfall of the device? Thanks
  13. It can handle a train approximately every 6 minutes.
  14. For me in random order R142A/R188: my personal favorites, amazing sound and looks, the most spacious trains on the IRT. BUT they have flaws.. the brakes and traction motors don't "communicate" well with each other and, if you're not lucky enough to get a good train, the ride quality is terrible. Sometimes I wonder how long they're gonna last with all this jumping, banging and bucking. Also, these trains definitely need sandboxes in slip/slide conditions. R142: ugly when compared to their Kawasaki counterparts, narrower interior space, LOUD hvac units. BUT easily the best ride quality in the subway, love their truck design and the hissing from the air bag suspension. Oh and crystal clear PA system. You learn to appreciate this excellent piece of rolling stock more and more every day. R62A: don't like them. Slow (unless you get a T/O who knows how to handle them) and horrendous ride quality when braking... They are work horses though.. R160: very good trains. Slightly boring. Weak doors... and R46: I like these trains a lot for some reason.. Their interior has a very special feel to it.. They are comfortable but at higher speeds they feel like they are all over the place.
  15. Regarding the specific question everyone is referring to, it did seem to have 2 correct answers, but the booklet said in the front that if more than one answer is chosen, the answer will be counted as being wrong.

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