cl94

Or just add extra trains, with the cars from the suspended . Or even better just run the between Bedford Park Blvd/145 Street and 2 Avenue.

Remember the issue is capacity along 6th Avenue, so the can't really run at all in that case.

I was about to mention that. If running the down 6th, it'd be easier to send it to Brighton to avoid messing up the .

The or would run local on CPW to make up for it. Brighton express service can be suspended by moving a couple trains over to reduce headways

Any idea on when they're heading down? If we have an idea, I'll camp out near Albany and grab pictures of them going down. Know a few good spots.

Any plans to build a 7 train stop at 42 st 2nd ave during SAS phase 3 ?

No. A transfer will likely be built to Grand Central. Tracks have quite a steep grade as they're about to duck under the river.

Welcome to the forums.

Believe it or not Javier, DJ Hammers is not the only person in New York City who has a video camera and sometimes records the subway. Shocking fact, I know.

I made a really shitty video of the last week. Not posting it because of how shitty it was, but I have it.

So we all know that the Second Ave Line will open up later this year and the will be diverted there. Could there possibly be a code for the to go there too since they can cross tracks before Lexington 63rd Ave?

Theoretically if something Fs up the 63rd Street tunnel and an is at 57th Street. They'd just route most of them through 53rd Street with delays and possibly have an short-turn on Second Avenue to reduce the issues. Not sending the to Queens would require extending the , which would be more trouble than it's worth.

I was at Lex/63rd last week and from what I could see through the false wall, everything looks just about complete at platform level. If stuff really is that complete, December might not be out of reach.

Anyways, looks like it's a 5 car set in the photo.

It is a 5 car set. They only have one out. A few people on board and around running tests. Going back and forth along their third rail-equipped track a couple miles from the plant. As long as they keep it on the third rail, it's visible to anyone driving by.

From the Bombardier test track

Sent from my SM-G920V using Tapatalk

To be fair, have you seen Plattsburgh?

Yeah, I have. Yeah, it's a dump, but if I'm going to be up that way, it's worth the half an hour it takes to make a side trip. And for those of you asking why I'd be up there, look at my location. New York takes a heck of a lot more planning than Plattsburgh, even if I take Metro-North.

Its at least 8 hours from NYC and there's no guarantee you will be able to see it on the public streets surrounding Bombardier's plant... I'm sure when the train isn't testing its probably put inside somewhere. If I was you I would just wait until the train comes to NYC and chase the test train whenever they run it... 

Well clearly this Champlain Valley Rail guy can see it...

I live 2 hours from Plattsburgh. Being as I might be doing something up that way anyways, it's worth a little detour to try and get pictures. Honestly, it's easier for me to get to Plattsburgh than it is for me to get to New York at this point as it's a heck of a lot easier to head north than south.

thats because the B Division actually needs FIND systems-- it has much more fleet interchange the A Division. Also the R188's just operating on the 7-- its not like a whole new revolutionary thing like the R160s were. Its meant to be a refresh of sorts (CBTC asides).

The only 2 IRT lines that exchange fleets (the 2 and 5) have strip maps that show both. Everything else just stays on one line.

Alright, where exactly is the plant? I'm in Albany, so I might have to get up there and see for myself.

Then why would the MTA put in the  in the first place? Why didn't they change the <W> bullet into   then? Why wasn't there   acting as Brighton Lcl for   while  could acted for   as Brighton Exp? If the MTA knew that the     route split would be confusing why would they try it in first place? I was asking what if there was no extra letter (no <W> or ) for West End line service during North Side closure from 1986-1988?

They implemented the split to keep designations as they were before the north side closed. 

The R188s were basically built to the same plans as the R142As to save money. Also, as has been stated repeatedly, most of them are just R142As upgraded for CBTC. Would be quite odd to have a train where one car has a FIND and the others have strip maps.

You won't like this either, but the R179s will basically be R160s, again likely to save money on a redesign and speed the introduction of new cars.

>MTA is the worst transit example in the Northeast

>New York has two thirds of the nation's transit ridership and is single-handedly responsible for the rise in national public transit usage

>DC's Metro actually kills people

>A third of SEPTA's railcars are out of service

>NJT has no money and PATH hemmorhages it

>MBTA can't handle snow or money management properly

 

This shit gets hilarious by the day.

I agree. The MTA's problems are minor compared to what happens elsewhere. How many people die in New York due to equipment issues? WMATA has killed more people in its history due to technical issues than the MTA or any of its predecessor agencies have in their history, including Malbone Street and Union Square.

The Bay Parkway thing isn't rare either- all NB trains are running express on Sea Beach with stops at Bay Parkway and 8th Avenue due to station rehabs.

PATH is actually most like IRT locals back when they had 7 and 8 car trains, also is FRA, who I do not think would ever allow OPTO.

FRA regulations severely limit OPTO, but there is not an outright ban. A second crew member is required for any reverse moves, for example. Most US railroads (especially the Class Is and virtually all Class IIs) operate with 2 crew members on board. In Europe, OPTO is common at all levels of freight and passenger rail.

Granted, 600 foot trains doesn't stop Washington from running OPTO at all times. It's horribly inefficient, as the doors don't open at an island platform until the T/O gets over to the other side of the car, but they still do it. In fact, the only systems I can think of other than New York that don't run OPTO for everything are Toronto and PATH, the former of which is almost identical to the IND in dimensions with a C/R doing the doors from the back.

So you saying the  was cut back from Queens Blvd due to R44 being retired and Most of R46 equipment going to 207 St yard for  ? Even with the R68/R68A do you think the  still has a chance to be extended? Will the extension compromise some cars from    at Coney Island Yard?

It isn't the only reason, but it is part of it. If you decompose into 60 foot equivalents, we have fewer cars now than we had pre-2010. There are roughly 130 spare R68s, amounting to ~16 spare 8 car trains. With inspections and breakdowns, that doesn't leave much room for extra service. Theoretically, they could throw some R46s on the , but again, those are basically reserve cars for the .

Why did the MTA really cut the  from Forest Hills back in April 2010? Was it because the MTA lacked equipment for  to down Queens Blvd? Or was it due to low ridership? I think  was useful on the weekends (On queens blvd) even though it would been a hassle to catch with 4 cars. 

Equipment and money. Not only does it reduce the number of crews required, but this was a few months after the retirement of the R44s was announced. Since a bunch of R32s/42s and all 38s/40s were already gone, there are now fewer 600' train equivalents in the system. This is part of why the is still 8 cars - not enough cars for everything to have full-length trains.

The could run local via tunnel as well. Doesn't mean it's going to happen. If the ran through the tunnel, everyone would be jumping off at Dekalb to catch a .

So by reading this, some rush hour trains will still go to Astoria?

No. The is likely making a comeback. Second Avenue will probably need all of the service it can get.

I was pleasantly on an R142A on the yesterday. The air conditioning felt good.

As was I. Made the SRO experience a little more pleasant.

This is ludicrous. Even if this plan for two 4th Avenue Expresses (and one via tunnel[emoji848]-someone clearly hasn't seen a track map) is implemented, there is no way in hell that one will be called the . One of those services would be called the .

 

Also what about middays? I highly doubt that the can handle Astoria by itself at any time except weekends and late nights (and you'd have a convincing argument if you feel that more service is needed on the weekends).

There's a reason why everything that runs express on 4th Avenue bypasses Dekalb as well. Head on over to nycsubway.org and look at the track maps if you don't know. The ran express in the olden days because the south side of the bridge was closed.

The passenger load in Astoria was why the was extended to Ditmars when the was discontinued. It should probably run there on weekends, but that's a moot point now that the is likely coming back.