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Kamen Rider

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Posts posted by Kamen Rider

  1. 50 minutes ago, FLX9304 said:

    You don’t get the point. No express service on the R211T. If the R211T does operate express, it will without passengers. So it’s no use for that. 

    no, darkstar is right. I'm looking at the bulletin right now and it says just those two sections it is not allowed to be express. Euclid to Hoyt and 59 to 125. 

  2. so what you're saying our daily usage of those two tracks should be done away with for "well, we might need them to do this..."

     

    No. We need them as they are now. they are important to our operations NOW. Some places need to be non-revenue trackage.

    For example, those spurs are used to reverse trains just about every day, moving between the concourse line and 207 street, especially work equipment, which can wait there out of the way of the road until control can caution them and 59 can get them a clear window. 

     

    You know what, right now, the next location you can turn an OOS, BO, or work train around in that will not block an active track while it waits is? Ether second Avenue on the F or the A5 spur north of Chambers Street on the A/C.  (A5 at Penn Station is currently not usable) 

  3. Okay, let's look at this from a standpoint of basic logic,

     

    1: they are still based out of Pitkin, as that is the barn with the parts and experience to care for them, and where more testing can be done as needed.

    2: Something is preventing them from running express, that smoke detector thing does make a lot of sense, but since I have not spoken to anyone in the know about it yet, I can't get confirmation about it.

    If they can't run express, and you want them to still be based at Pitkin... What else is there to do but put them on the C? this also means they can be returned to the yard at night no matter what, no screwing around with the departures to ensure they're both laid up. 

  4. 11 minutes ago, LGA Link N Train said:

    Well you have to remember, these 2 trains are undergoing their own pilot program so depending on how successful they end up being, they might not even stay on the (C) for that long, but thats not my call to make.

    Additionally… excuse me (runs out room, comes back with bullhorn dialed all the way up)

     

    THEY ARE PROTOTYPES!

    (puts bullhorn down)

    there is nothing that says a full production run HAS to be built exactly as these two have been built.

    changes can still be made.

  5. Before I start, I would like to touch on the “it would be too short”… 

    145 to the Trade Center is 20 stops.

    A one way trip on the Canarsie line is 24 stops.

    so it’s really not that short, when you think about it.

    After all, a north/south mile in Manhattan is 20 blocks. When you do that math, a Manhattan local would get you about 8 1/2 miles.

     

    That being said, like I said, there are a lot of logistical issues to go over before one can really consider such a plan. 
     

    what yard would each service use, and by extension, what restrictions would those yards put on the lines?

    whoever comes out of 207 for the 168 service, you’re stuck with the 8 car 179s. They’re not there because of a shortage, technically, they’re there because they’re all the 207 shop can support. The inspection board tracks can’t hold a full 10 car train, which means one of two things; you ether only service 5 cars at a time, leaving about 1/3 the shop track empty… or you get shorter trains. And given the load on the C, it made sense to order the 8 car units. In the old days of married pairs and single unit cars, you just needed to uncouple 2 and service the other 8, problem solved.

    sure the C has R46s and the A will park in 207 yard, but those 46s are Pitkin Shop’s responsibility. 


    just because a line can layup a train in a yard, does not mean they are based in that yard. 8 car 179s layup in Pitkin… but they’re the reverse, “property” of 207.

     

    going with your idea… the B would have to use the C’s R179s. The C would use the D’s R68s out of Concourse and the D would have to become a Coney Island based line.

     

    as it is right now:

    the C needs 21 trains in the AM and 19 in the PM.

    The B needs 25 in the AM and 23 in the PM.

    And the D required 29 in the AM, 28 in the PM and because of the three it’s the only one that currently runs overnight, it required 11 trains for that.

    Moving them around now, throws all of that out of whack without considering if the yards and shops can support such a move.

     

  6. 4 hours ago, CyclonicTrainLookout said:

    On the two weeks of Feb 5-9 and Feb 12-16, Jamaica-bound (F) will skip 75 Av, Briarwood, and Sutphin Blvd 24/7 due to CBTC installment. Jamaica-bound (E) will stop at 75 Av and Briarwood during this period. Manhattan bound services for both lines are not affected.

    Pretty sure this is the counterpart of the work done last summer that had the F express Manhattan bound.

    IIRC, that was switch replacement at Brairwood…

  7. 12 hours ago, Lawrence St said:

    I’m sorry, did you say EIGHT? I know that PM rush is over at Eight-ish, but people still use the subway at the same volume around 9-10 PM. 

    Technically I said about 8:30…

    which is also about the time the E and F start all local service southbound.


     

    The 2027 M… that’s the last counter-clockwise train to depart Continental. (Yes, I’m one of those weird ducks who doesn’t like using North and South for the closest thing we have to a circle line)

     

    the last clockwise train is the 2037 out of Met that arrives at 2156.

    So you have about an hour and 20 minutes of peak direction M service arriving at Continental that doesn’t go back.

  8. One positive of keeping the F on 63rd, during the M’s operating hours it allows a one transfer connection to the G for QB local stations. Sending the M on 63rd means that will be a two transfer trip 24/7 as it currently is. 


    additionally, on the base schedule, the M ends service on the QBL rather early.  Under normal circumstances, the last M train to depart Forest Hills is the 2027.

    meaning the F would have to switch over to the other tunnel with the 2032 out of 179.

     

     

  9. The problem with this plan really pops up when discussing car assignments.

    First of all, half the reason the service patterns operate the way they do now is because of what yards are where and what they can handle. Car Equipment makes that call, not us. 

    Second of all, the C and B were switched in part because the B was not a full-time operation uptown.  this meant the A had to cover 155 and 163 when the B wasn't running there. so unless you intend to institute Brighton Express service on Saturday and Sunday, then every daytime Saturday and Sunday A would have to cross to the local and then back to the express. that, plus making those two extra stops, will slow down A service.

     

     

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