TwoTimer

I knew someone would have to give it a try... other than the small amount of shuttle buses for Grand St (because there is no other subway nearby with a clean line of walking distance), the rest of the service around the FASTRACK remained mostly unchanged. They ran the overnite for Lex and I think 7Av too, and replaced the with . Drastic changes weren't really made. Making a service that doesnt run at night run overnight is drastic (the shuttle is two stops and is done whenever the doesn't enter Manhattan, that doesn't count). Also, the ® has layup trains between 36-59 on the express track, that's why just before bypass service ends a few 's go local from 36th southbound. Therefore... to Whitehall St (with 12 min headways each, Whitehall can turn both services). to Lex-59 (important to provide connection here so not to overload the ). ® 71-Ctl to 95, via from 36st (Queens) to Dekalb. Whitehall trips to 2Av instead (which allows the to remain unchanged). Its important to maintain both Steinway and 60st tubes, this is not the weekend now... also while it is annoying, the can handle any extra crowding by itself, doesn't need the local too. The train at Brooklyn Bridge generally leaves empty unless a connection is made.

I figured it was the alerter type deadman (which is on the now). When the is run in ATO mode, the handle remains in full service the entire time. *sigh* its late B)

Even on the R188 (formerly R142A) the handle was moved from a neutral position (can be operated easily by a lefty) to the right side by the window, in the same place where the R160 handle is at.

All subway car classes (and probably with railroad equipment too): A full, complete answer... The T/O must hold down the master controller when the train does not have a full service brake (72 pounds minimum on R32/42/46/68/68A, full service notch on R142/143/160) applied to it, otherwise the train will go into emergency (emergency brake, train "dumps", etc). Period. If the train does not go into emergency, the train does not enter service, or is removed from service immediately. A T/O while preparing a train for service - whether in a yard or underground - must check both ends of the train for a working pilot valve (what this feature is officially called). Similarly, this pilot valve test must be done every time (terminal, relay, yard, etc) the train is put in emergency, unless it is actually an emergency, then it must be actually placed in emergency by placing the handle in emergency (MC Handle). This is very important on NTT (R142 and up), as the event recorder not only records the train going into emergency, it also records how the train was put in emergency (PEHU in the passenger area, c/r handle, trip valve, deadman, MC handle). In an emergency, the train must be put in emergency via the MC handle or C/R handle (if c/r put the train in emergency) - and this would show up in the computer. A T/O can release the handle as long as the train has a full service brake applied, even while the train is moving (even though that would be a serious breach of the rules and the T/O taken out of service immediately if caught). In transit lingo, putting the train in full service and releasing the "deadman" is called a "pop and stop" (and again, it is illegal even though railfans love to see T/O's do it and have the train stop right where it was supposed to stop). The "pop" refers to the sound the controller makes on R68 equipment and older makes when it is let go. The train does not dump in this case and basically slides to a stop. When done at the precise time, it is possible to stop the train in the right place, but the T/O gives up control of the train while it is still moving, which is the gist of it being a NONO.

What's funny about that station is that "local" platform is actually the express platform, as the middle track can't be accessed from 3/4 track at Kingsbridge going north. Just south of Bedford, its briefly four tracks - the two inners are the locals, the two outers are the express.

I dont think they want the 8 car trains providing regular service overnight, even though it's just a one seat ride. The other logistical problem is once service gets back up and running again, crews will be out of place for normal service. Its easier to just change destinations instead of changing destination and equipment too. If the BMT Eastern Div ran full length 600' trains, then its a no brainer.

When "outerboros" are mentioned, can't just think and expect every single outerboro trunk will get it. Even now Bway and Nassau doesn't get a FASTRACK. As was discussed earlier, we expected upper IRT Bway and the CPW lines would be able to get it, as well as the Concourse line in the Bronx. They might even find a way to bring it to underground lines in Brooklyn (Fulton, Culver, IRT).

Park Slope hasn't showed up at your door yet to kill you? They will.

The ® GO's over the line to Lex-63 fall into the "occasional" catagory, and is usually seen when the cut is closed for w/e reason.

In an unrelated note I don't think any of the non-overnight services will ever be allowed to run its course (since most everybody in their reroute plans have most of not all the ©( finishing their regular service), because the last few trains are layups on either end anyway (very true with both the ©( and most of the 's as well). Its easy to just cancel these trains as long as their evenly done on the other end. Its called ABD for "balance" (T/D term).

During the Lex fasttrack.

In theory it works, its just I guess they didnt want to have the go end to end up the Broadway, while a different almost end to end on 8AV, it would confuse people somewhat. As a buff who sleeps eats and drinks these ideas its difficult to put urself in the mind of normal directionally challenged folk.

Yeah, its the official upgrade to tie in the WPR line.

Going from 3 to 1 at West 4 involves wheel detectors that start about 1/2 a mile away. Having an overspeed there (even though its the T/O's fault) is not a good look at all.

Well we knew that. That Whitehall thing will be a good look too.

OoS. In service to 145 lower only.

The ©'s were up there last night, going up to BPK to turn and line up on 3/4 track north of 145.

Oh lord here we go again. The is also in two sections, btw, with Bronx crews doing the 205/BPK to 2Av and Brooklyn crews doing the Stillwell to Whitehall section.

Oh yeah true, I understand just bringing it up there, leaving a transfer just a walk through that loong corridor. Yep, would get in the way of the and would have to be relayed (remember, could always swap for the at Dekalb or at Jay). Can't have a service terminating at a spot where other revenue services are going straight through up the same track (although it's done at Parkchester). The only other way would be to have a go all the way up to Queensbridge (ain't that a sight) and leave the in Astoria all night.

Every now and again when I get assigned to work in 207 yard I actually see what a SMS actually looks like. Pretty interesting. All I expect to happen is the eventually gettin the rest of the R46 from Queens once the 32s/42s are finally over the hill. I expect the to get the first from the new set of trains (no matter what published official reports say).

Also, that area 42-6Av is part of the GO area worked on (covers from W4-47th), so obviously there would be no service there.

The is 8Av local to W4th, then downstairs where it will terminate at 2Av. Remember by this time the © would have stopped running. You will have the all on 8Av from 42-W4 in both directions. goes back on 6Av afterwards (its not shown to confuse people into thinking it can get to Grand St from W4) to terminate at 2Av, along with the going back to its normal route. There will be a few still on the express track on 8Av after 10pm. For the photo ops people here are the hot spots: at Whitehall/Court/Jay (very rare) at 2Av (rare) anywhere along 8Av (rare) and on 3 and 1 tracks respectively below 59th-CC (very rare).

Even if it wasn't for the horn thing and trains don't run, work isn't supposed to be done at night for light pollution reasons, the sounds of work being done, etc. When they were doing overnight work at Kings Hwy Brighton, Midwood had a cow, but they're excuse was they were working down in the bowels of the station, although they had that big strobe light up that made the area around the station as bright as midday. Even in other outdoor weekend GO's where trains didn't run at all (I remember GOs where only ran to Parkchester, the piece up to Pelham replaced by shuttle bus), work started bright an early at 6AM, but ended promptly by 6PM.

Cant have and/or don't need two services up that Myrtle portion, better off just sending the to Bway Jnct and allowing the to have a thru express to the Junction.

FASTTRACK was meant for subways, not for elevateds, in which work (except emergencies) is not supposed to take place outdoors after 1800 hours. That's why there will never be a program for the Jerome line, or any other elevated line. The Concourse is underground in the Bronx, so of course it could be done there. The south Brooklyn lines (Brighton/Culver/Sea Beach/West End) are also outdoors, so it can't be done out there, but the Sea Beach and West End are unique that they both begin and end at the same place, so half of each line can be shut down (as is frequently done anyways). The CPW is not that good for a FASTTRACK even though they are only a couple of blocks apart for this reason - its difficult to turn trains on the northern end (the southern end is no picnic either). The same goes for the upper 7Av/Broadway. However, the stretch of the and from 168-207 is possible.