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Fan Railer

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Fan Railer last won the day on February 7

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  1. West 4, Canal, and Hoyt interlockings on the soft shell T, southbound.
  2. 4140-4144 + 4160-4164 BiT'ing tonight:
  3. 4145-4149+4165-4169 burn-in testing last night ~9pm-10pm, plus R211T last run of the day on the C.
  4. Is the T still out? Did it get re-routed via 6av bc of that 12-9 at 14?
  5. Again, because you CAN'T isolate (lock out) a single car in a 5-car open gangway set. If one car experiences a smoke situation, all 5 cars are then directly affected.
  6. There were two sets running around mid-day yesterday; seems like the T/Os are getting more comfortable running them. They sound great running fast!
  7. No idea. Someone out there has a copy of the full route to Tottenville, but I've never seen it.
  8. Yes, the performance curve is higher when the train is in ATO.
  9. There's a setting in the train code where you can choose how the slip-slide system works. I haven't played around with BVE in over half a decade, so I can't be more specific than that.
  10. Nowadays, without field shunting, no. The best you can get on level track with the average SMEE set is 47-49 mph. That's what the R46s on the A balance out at on the rockaway flats. The NTTs are the same way now too; the 211s make the same speed on the flats as the 46s do. They've been computer limited to match the average SMEE top speed, although they do accelerate a little faster in the lower speed ranges. I remember the R179s hitting 52-54 mph on the flats before they got dumbed down too.
  11. That doesn't mean it runs. All the shuttles yesterday were 46s.
  12. Well, knowing the way the TA specs things, it's ENTIRELY possible that the CBTC tach is completely unrelated to whatever equipment is used to track wheel rotations for the AAS. The AAS system is probably on a powered / braked axle, so every time there's slip/slide, it gets thrown off.
  13. As mentioned, on the B division, the single unpowered truck per set is to facilitate the installation of CBTC related equipment. Specifically, an axle tachometer to measure distance travelled. This method is more effective than whatever the previous used was. That is why the axle the tach is installed on has to free wheel; no motor or brake shoe to induce possible wheelslip and throw off the distance measurement. It's not going to feel different from a 100% motorized train because the motors installed are powerful enough to make up the difference in performance through a few software tweaks. The trains are scaled back from what they can really do anyway. We went from 4,600 hp (10 car SMEE) or 3,680 hp (8 car 75-foot) DC motor trains to ~6,000 hp AC motor NTTs on the B division, and yet the NTTs don't perform all that much better than the SMEE cars these days. I've heard stories of the OG NTTs (142s and 143s) hitting 70 mph on F5 track out on the flats when they were first testing, just to see what they could do, while today, everything I ride out there, SMEE or NTT maxes out around 47-49 mph. On the A division, going to 70% motorized trains with higher HP motors dropped hp from 4,600 to 4,200, but the A division NTTs are a bit lighter than their SMEE counterparts (owing to the two-less motors on the B cars), so that probably accounts for the minute performance difference. The benefit is fewer motors to maintain, resulting in cheaper operation. The authority just took advantage of the presence of the trailer truck on one of the B cars to install the CBTC equipment onto when the time came.
  14. On the B division, starting with the R179s, A1 cars have one unpowered truck with one free wheeling axle (no brakes) for CBTC purposes. On the 179s, it is on the blind end of the car, while on the 211s, it is on the cab end. All other axles are motorized on the unitized set. On the A division NTTs, A cars are fully motorized, while the B cars have an unpowered truck. On the R188, the C car is just a B car, but with the CBTC related equipment on the free wheeling axle of the unpowered truck.
  15. Track speed plays into the capacity issue. As soon as you're on the stadium line, you're only good for 30 mph the entire way. Couple that with signal restrictions approaching the terminal if you don't have a line up, the slow-accelerating 10-car multilevel dual mode trains, and the long loading and unloading times due to the single leaf quarter point doors on the MLs, you have a hard hourly capacity limit.
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