TwoTimer

I mean its what some are down to.

Because the train is well within station limits, there is about 15 feet behind the train when it is properly stopped with the 10 aligned with the tip of the coupler.

Low to mid 50s each direction (now with CBTC taking timers away). Those trains have governors, however.

As far as the GO, they are replacing the structure supports south of Bay 50th near the entrance to Stillwell yard. Nothing to do with station rehabs. The Bway-Laf station for the connection is done (at least the part downstairs at IND platform level), its just a few things upstairs in the mezz left.

Trains go down Y3 from south of the station to south of morris park. They make a stop at pelham pkwy

Today must be a railfan bonanza...

45 MPH coming in the station. 65 MPH was the max for my stretch. I had the R44 BETA at 75 MPH coming into the Express on Carrol St. And I took the R42 and hit 80 MPH from 168 St to 145 St.

 

TwoTimer have you ever had anything Express on the past Smith St on the Viaduct? This is not really to see the speed but I was just curious.

 

The current alignment (unless they changed it again) puts everything on the express after Carroll. The timer that's on the express track is outside of 4Av station so the timer could be ignored. I had a R160 at 43 entering 4Av, but of course I ignored a GT30 in the process.

The only place in the system 60 can be clocked timer free is the 60th tube southbound (not even northbound, its a wrap tube + ignore timers as is and only 55 can be done).

For instance, a layup could go downstairs and turn at ave X and go in the yard, a could do the same

Nope, just the northbound culver track.

The only thing I would ever do is reconnect the Brighton s/b local track to the lower level like it used to be, just for flexibility purposes (not for service or anything.

But really, there are plenty of R32 equipment out there on the , ride one in the RFW and see the timers clear for themselves. Just be sure the train is not going over 45 at any point no matter how loud the motors sound.

Are you eventually going to ask me about all the entire IND/BMT express tracks? Just want to know.

So that explains why some operators aren't hesitant to speed through some curves... Not necessarily because the train might derail but comfort to the passengers isn't much of a thought... Thou of course they know they're doing more damage to the inner rail...

 

Thou I remember being in the last car of a racing through the curve at Queensboro s/b. It felt as if the right-sided wheels tilted off the rails a bit. Ntm I was pressed against one of the left sided doors so that only added to the effect. The strangest sounds could've been heard from the trucks... One of the best curves to rip through with Brighton Beach n/b coming in second...

 

It really is supposed to be 20mph all the way into Queensboro Plaza s/b, the timer there only enforces the most sensitive area of that stretch of track, which is the trailing point switch leaving Beebe.

 

At the same time, there are archaic speed signs that are around the system at a time when there were particular track anamolies that were corrected or later enforced with timers. One main example that comes to mind is the 20mph into 34th-HSq on the . The little mini 'S' curve has been eliminated and its almost perfectly straight. But the speed sign is still there, and now is prime radar gun fodder (under the follow directions, even though they are technically pointless, law). While there is a switch at the other end of the station, it is far enough outside the station (almost 300 feet, 13mph switch) that the speed enforcement no longer should be there, or at least raised higher (30mph really is correct, I know they dont want 's on the post down the hill into 34th anyway). Another example is right on the track next to it. It used to be 25mph into Herald Sq against the wall on 2 track. As many of you know, there is a GT20 two shot in the station in that location now (since T/O's often ignored the speed restriction), but the 25mph still exists.

 

Another one that sticks out in my mind is the curve onto QBL from Hillside on the . There are a couple of two shots at GT25 (they clear at 21). The original older speed sign of 28mph is still there. Going north, the same curve is 30mph.

Speed limit is based on any or all of the following: stopping distance, visibility, curve speed (of which train can take it comfortably for passengers), switch

No, that's just the speed limit. 35 is the speed of that curve, but of course 50 can be obtained. My personal best was 51 on a 160 on a .

But, there have been cases of T/O's not following speed limits. Human error can always happen.

 

Prime example. Railfans LOVE the express run from Roosevelt to QP or 21-Q. In fact it might be their favorite run in Queens (some might prefer Roosevelt-CTL northbound as you can actually see the stations going by and visually see the speed). Back to s/b, 50+ by time you enter the curve. The actual speed limit... 30mph leaving Roosevelt (not the blinding 40+ as the train whirrs by 65th) and 35 by the curve. No resume is ever reached, even after the timers go by, so really without timers, its 35 all the way into Queens Plaza (remember, when the track was signaled, there was no tunnel going down to go into Queensbridge).

They have governors that slow the trains after 50mph that shut off at 48. Generally anything over 55 the MTA considers unsafe.

OK. Then how fast are these trains actually going on that route? Can you clarify on that?

 

Up to 45 with R160 equipment.

Elevated lines have nothing to do with train speeds. If its downhill, its downhill.

I honestly have no idea what he is talking about

Oh yes it is, those signals are so far apart you can easily stop a train going at 50mph at the next signal. But really now, its getting old, can we finally stop with this field shunting bit, its becoming annoying to keep answering something that's no longer there.

Or any NTT for that matter

No, cause if so rutgers northbound would no longer be a wrap tube

The area is not in any fastrack area