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CenSin

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CenSin last won the day on January 9

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About CenSin

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  1. There’s just the elephant in the room… once trains perform better, will the MTA will nerf the runs by holding trains in stations? The problem is most apparent with the in Brooklyn. Anyone who takes it can attest to the fact that the MTA holds trains at express stations, slowing down the commute.
  2. I’ve been gathering a lot of numbers and notes on the , but lately, I realized that I should not make it my only way to save commute time. With the temporary eutering, I figured I should take the opportunity to fully explore other time-saving ways to get into Manhattan from Coney Island. My destination is usually Canal Street. If by some chance I end up at Grand Street or Broadway–Lafayette Street, I walk or take the . So far, I have not recorded any information about these other non- trips yet, but these points come from my commuter’s intuition and experience: Manhattan-bound The consistently saves the most time… if you can catch it that is. Most trips will take 43~47 minutes. The alone is generally fast—competitive with the to Canal Street even. But that is only if there are no delays. Unfortunately, the is often plagued with bunching and delays. The will usually never catch a , because it usually leaves a half a minute or two ahead. And if it does, that will rarely catch another up ahead. The exception is when there are delays radiating from DeKalb Avenue. Then by all means, take the to catch the . You want to skip as many trains in the queue as possible. Coney Island–Stillwell Avenue-bound The alone is generally the best. It moves very quickly and often outruns the trains just 2 stations behind. If you happen to be on a and get to Brighton Beach before the arriving gets to Kings Highway, running will get you to Coney Island–Stillwell Avenue faster than waiting for that train. The can be good or bad depending on the conditions. If train supervision lets the go first… Waiting for the next one may take a while as the is often delayed. The will also never catch a at 62 Street. It does takes less time to get to New Utretcht Avenue than 62 Street. But in practice, train supervision likes to flick the yellow holding lights on at 36 Street and 59 Street, sinking any chances of making such a transfer. I have made 5 attempts and never succeeded so far. (The worst case I’ve experienced so far was running up to the 62 Street platform to see that a train had just left and the next one would be 14 minutes away during PM rush.) The is a terrible combination, unless there are complications with the , in which case it is the only sane option left. It’s a 52-minute trip on average, which is longer than the ’s 45-ish minutes. The local takes 50 minutes on a good day to make the trip from Broadway–Lafayette Street to Coney Island–Stillwell Avenue. Over the next month or two, I’d like to collect data to prove or disprove those points. The gold standard for normal service is the , which I have recorded a record-setting 38 minutes between Coney Island–Stillwell Avenue and Canal Street. I don’t think any other option will top that. But it’s always good to know what the runner-up options are. -------------------------------------------------------------------------------- Today (1/17/2020) 4:25 PM: I missed the Coney Island–Stillwell Avenue-bound at Canal Street. 4:27 PM: I catch the 86 Street-bound at Canal Street instead. 4:39 PM: The reaches Atlantic Avenue–Barclays Center with a bit of delay. I notice that 2 trains had somehow gotten ahead back-to-back just a minute ago and the next one had just left Grand Street—which I did not want to dwaddle around on the platform for. So I ran over to the Brighton Line platform for whatever train might arrive next. 4:40 PM: I catch the Brighton Beach-bound . The train that I missed was already at Prospect Park. Another train was behind the at DeKalb Avenue. The conductor was apparently a bad draw for us—took way too long to open and close the doors at stations. At that station, people were staring at the door for a good 7 seconds before the doors opened. Still, I thought that I had a good chance to get that train that I missed at 4:25 PM. 5:04 PM: The train finally made it to Brighton Beach. And view from the curve showed that the train was already at Ocean Parkway! I did not expect the to be that fast, but there was the unmistakable reality. There, I made the decision to get to Coney Island by foot rather than idle around for the next that was at Kings Highway. I wondered how much of a lead I could maintain over it. 5:06 PM: I cleared the entire length of the platform (from east to west) and made it to street level in 2 minutes. 5:08 PM: I crossed Ocean Parkway and continued my jog down Surf Avenue. 5:12 PM: I crossed West 8 Street and continued my jog down Surf Avenue. 5:15 PM: I made it to the turnstiles at Coney Island–Stillwell Avenue, just 1 station ahead of the which was at West 8 Street. Compared to the other possibilities, I figure I got pretty good results. I missed a train by 10 seconds, and got a commute that was still 5 minutes shorter than waiting for the next train and a runner’s high. 46 minutes: 0 minutes wasted waiting on the platform; 46 minutes on the train Catch the at Canal Street at 4:25 PM. Make it to Coney Island–Stillwell Avenue at 5:11 PM. 50 minutes: 2 minutes wasted waiting on the platform; 38 minutes on the train; 10 minutes of exercise Wait for the train at Canal Street at 4:25 PM. Catch the at Canal Street at 4:27 PM. Run to the Brighton Line platform at Atlantic Avenue–Barclays Center at 4:39 PM. Catch the at at Atlantic Avenue–Barclays Center at 4:40 PM. Get off at Brighton Beach at 5:04 PM and run. Make it to to Coney Island–Stillwell Avenue at 5:15 PM. 55 minutes: 8 minutes wasted waiting on the platform; 48 minutes on the train Wait for the train at Canal Street at 4:25 PM. Catch the at Canal Street at 4:33 PM. Make it to Coney Island–Stillwell Avenue at 5:21 PM. 65 minutes: 11 minutes wasted waiting on the platform; 54 minutes on the train Wait for the train at Canal Street at 4:25 PM. Catch the at Canal Street at 4:27 PM. Catch the at Atlantic Avenue–Barclays Center at 4:48 PM. Make it to Coney Island–Stillwell Avenue at 5:31 PM.
  3. Obviously, most folks here haven’t lived in India where folks ride on the outside of locomotives like barnacle infestations on ship hulls.
  4. The MTA website claims delays to southbound trains going through DeKalb Avenue, but the trains seem fine. It’s the northbound trains that are crawling (). to Manhattan are also running local to DeKalb Avenue…
  5. Actually, it’s two. The other one would be the short two-track segment at Jay Street–MetroTech. North of that station, the Cranberry Street tunnel provides redundancy.
  6. Going to put up a question with some realistic possibility of being implemented: Coney Island and the surrounding areas are going to get built-up within the next two decades. It’s also going to be more of a tourist destination than it already is. That’s going to change the calculus of how the MTA budgets its resources to best serve the area. With existing facilities and very minor additions, what is the most efficient way for the MTA to increase service frequency/speed to an attractive level? (Assume travel between Manhattan and Coney Island.) Some incomplete thoughts: The MTA has some existing facilities that are equipped to short-turn trains so that overall frequency of service could be increased to allow for an express option to/from Coney Island: Bay Parkway (), which is underutilized at all times; 9 Avenue (), which is underutilized at all times and may or may not be equipped to turn trains; Kings Highway (), which is underutilized outside of weekday rush hours; and Brighton Beach (), which is underutilized outside of weekdays. Some routes are not running even near maximum capacity along their main thoroughfares, but there are some elements that may limit throughput. : Bedford Park Boulevard and 145 Street (both single-track terminals) : Norwood–205 Street (non-trivial turns) and Coney Island–Stillwell Avenue (hence the suggestion to short-turn trains) : Astoria–Ditmars Boulevard (shared with on weekdays) and Coney Island–Stillwell Avenue (switches too far away) : Coney Island–Stillwell Avenue (switches too far away) Some routes run along corridors that do not have any spare capacity: : the along Queens Boulevard precludes additional service. But it may be okay to divert additional trains to run express in light of population shifts. Some corridors are prone to be unreliable because of lack of redundancy. Longer segments of track with no redundancy to guard against traffic jams/BIEs increase the probability of an entire route going down for Coney Island: The or would have two significant two-track segment that all trains must go through: between Prospect Park and Atlantic Avenue–Barclays Center (major liability); between Coney Island–Stillwell Avenue and West 8 Street (minor liability); and additionally for the , the Manhattan Bridge (major liability) The would have one significant two-track segment that all trains must go through: between Coney Island–Stillwell Avenue and Avenue X The would have three significant two-track segments that all trains must go though: the Manhattan Bridge (major liability); the short tunnel connection between 9 Avenue and 36 Street (minor liability); and between Coney Island–Stillwell Avenue and just south of Bay 50 Street (minor liability) The would have two significant two-track segments that all trains must go through: between Coney Island–Stillwell Avenue and just south of 86 Street (minor liability); and the short tunnel connection between 8 Avenue and 59 Street (minor liability) Ranking the proposed options by speed: (express between Kings Highway and 59 Street, and to/from 96 Street) with the as it currently runs Advantages: very fast Disadvantages: takes a small amount of service from local stations due to terminal capacity constraints at Coney Island–Stillwell Avenue combined with the lack of a short-turn facility along the Sea Beach Line to turn the (the express between Kings Highway and Jay Street–MetroTech) with the truncated to Kings Highway Advantages: fast Disadvantages: takes a large amount of service away from local stations as maximum frequency is constrained by Queens Boulevard; and requires a switch installation to make feasible (taking the place of the , but as the express) with the short-turning at Brighton Beach Advantages: simple reroute from local to express Disadvantages: (see ) (the extended to Coney Island–Stillwell Avenue) with the as it currently runs Advantages: simple extension of the express Disadvantages: reduces much-needed service due to terminal capacity constraints at Coney Island–Stillwell Avenue and the higher frequency of service; and not many places with spare capacity to easily turn local trains in Brooklyn, further limiting how much express service can be offered without neutering local services along the Brighton Line (the express between Bay Parkway and 9 Avenue) with the truncated to Bay Parkway Advantages: uses spare capacity along West End left over from the ’s discontinuance Disadvantages: slowest and least attractive option of the five (somewhat faster than the contemporary , but not by much)
  7. Consistency is a pretty compelling reason, I'd say. The is one of those that definitely requires it. But as the and are still form a skip-stop pair like the and did, it is technically consistent… until it forms an express-local pair like the .
  8. Then it would just be a <J>. Either that, or they need to put some consistency back into the nomenclature by giving separate designations for the , , (the one to the other terminal), and .
  9. Nearly every B division route going into southern Brooklyn was screwed this late afternoon. Not too many alternatives for a Coney Island-bound person from Manhattan. The issue with the stemmed from 103 Street police activity. From the stringline, it seems that at least one went local and got stranded for a while before 103 Street. The limitation of these stringlines is now apparent now that we know the is rerouted to Astoria this weekend: it only shows pre-programmed stations, not the station stops that trains make when there is a service change. So the might have gone local too, but the stringlines would not indicate so.
  10. It’s not just elevated stops. It’s characteristic of pretty much all the kinds of locations.
  11. I'm holding in between Neptune Avenue and West 8 Street right now. Yet the data shows that I'm already in the station. There's another there.
  12. I primarily deal with the B division, and I know for a fact that the data is bad. Maybe the A division is better in that regard. They do have ATS.
  13. If they could see the contemporary importance/prominence of their own work and how architects today have to shave newly built infrastructure down to the bone, they would be smiling from ear to ear. Nobody else will ever get to build like they did with grand junctions and more than 2 tracks.
  14. Amen. They probably do estimates and don't know exactly when trains arrive/depart.
  15. The A division services are all running an insane amount of trains per hour compared to the B division overall. The aren’t that great in terms of frequency. If trains were back-to-back like the , train supervision would be less inclined to exercise those yellow holding lights. I’ve been on the more often now that the has been cut from Coney Island. The doesn’t get treated like crap as often as the . Aside from the train operators’ performance, I don’t really have complaints about the . 18 minutes from Coney Island to Chinatown is pretty damn good performance and competitive with the back when it performed at its peak.
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