cl94

Yep. He signed in and everything. Couldn't reset the E-brake when tripped a couple stations south.

I've got one: A fire at DeKalb Ave on Flatbush blocks all 6 tracks. At the same time, an is stuck under Chrystie Street on the NB track, preventing access to Midtown from the Willy B. Have at it! And yes, the thing was added just to prevent an to CPW scenario.

For once, I have to agree. Late night service is designed to provide service to every station in the system (minus the 2 on Nassau Street that close), not necessarily every platform, with an acceptable local frequency (~6 tph on trunk lines, ~3 TPH elsewhere). Waste of 2+ people to have the running if the provides a redundant service (albeit with one additional stop), plus they can close everything at the shuttle end of Grand Central.

Okay... SB to Church, get on a NB Transfer to at DeKalb or any stop between 14th Street and 57th/7th, inclusive If stops at 74th, transfer to at Roosevelt and take WB to 69th. If skips 74th, walk outside at Roosevelt and either hop on the WB Q32 or Q47 or walk 5 blocks.

Agree completely. Trains go express all the time. Just announce that it's going express and will be skipping stations. No need for a special bullet.

Because the MTA realizes the route needs something more than traditional bus service

I was away from this forum for quite a while and, evidently, the / stuff is still going on. Jeesh.

It's practically on top of North Conduit Ave. What they should do is fill the short gap on the NB side, build a SB platform directly across from it, and close the northernmost and southernmost ends of this extremely long NB platform so the stations can be combined, thus removing the need to make 2 station stops when they're the 2 closest stations in the system.

They have http://www.trainsarefun.com/lirr/doubledecker.htm

I've always wondered why the Lefferts isn't a different letter now. Save the confusion of finding the right . We all know that the is available and hasn't been used for quite a while.

I think part of the rationale is that there's a MNRR connection at 125th and it opens the possibility of a desperately-needed crosstown line. Stops at Malcom X, St Nicholas, and Broadway would provide crosstown transfer ability as well as redundancy if something on one side goes down. Granted, I still think that the should eventually get into The Bronx, with transfers to the , , at Norwood, and again at Gun Hill Rd. Heck, they could even extend it down Gun Hill Rd to Co-Op City.

Guess stuff could turn at 96th on the NB side while the uses the normal SB platform. would have to bypass 135th in one direction, but if you wanted to make things interesting, the could run to 125th as well and run local the other way. I didn't mention this, but I'd also have a shuttle bus along 125th St to take people to the Lex and continuing over the bridge to Astoria for the , as well as shuttle buses running along the .

These scenarios just get worse and worse. Unlike a previous poster, I'll try something a little less draconian, but it may not work completely. Suspended south of 96th, Express NB from 96-137 Runs via from 149th to Nevins Suspended north of Times Square, local NB and express SB on 7th Avenue at limited frequency. Late nights terminates at Atlantic on the express platform Some trains run local in Brooklyn and are extended to New Lots Reduced frequency, no trains to Nereid When Columbus Circle closed to through traffic on 8th Avenue: runs in 2 sections: Normal routing south of 14th Street and local north of 125th Street Suspended 2 sections- Stillwell to 42nd and 145th to Norwood. Stops at DeKalb for Brighton passengers. Extended to Euclid as a local When CC clear to pass through (if all 4 tracks available): run normal routes

Have the split south of Citi Field, possibly via the yard leads, and run over the GCP, basically replicating Cuomo's AirTrain "plan". Issue with that is that there's not enough relay capacity in Manhattan.

Probably because whatever it was happened on the NB express track

No. Connections at W4 are only between the local tracks, which have no access to the Manny B heading SB. Why there isn't a switch there is beyond me, because it would certainly add a lot of flexibility. *Edit: A can use Brighton (the south of DeKalb, as it is accessible to all 4 bridge tracks as well as the tunnel tracks. The does this exact routing.

I HATE to say this, but Wally is correct. 63rd Street connects to the express track as well. How do you think the went up there in the 80s and 90s? There would be a switching nightmare at 34th Street, but it's easy enough to have locals run on the express track for 20 blocks.

Yep. We covered this in the RX discussion. The NEC through the Bronx has room for 2 additional tracks, excluding the Hell Gate approach.

Very primitive, indeed. As they install CBTC on lines, I expect them to install detectors before stations to trigger the announcements. With the CBTC equipment, the train knows exactly where it is at all times.

I learned to take these reports with a grain of salt. Kawasaki has a near-perfect track record. Most of the Japanese companies do. The factories are so damn efficient that nearly everything gets caught before it leaves their property. It's a system called "Kaizen". Kawasaki has provided a large amount of New York's rolling stock that arrived in the past 30 years, both subway and commuter rail (R62, R68A, R110A, R142A, R143, R160B, R188, M8, C3). The only fleet to have issues was the M8. To put things in perspective, Alstom messed up with both of their contracts (R68 and R160A).

I'm trying to figure out how that could even happen. Why the hell does the door control even go through the computer if there will always be a T/O and C/R on the train for the forseeable future? The golden rule of engineering is to make everything as simple as possible. There should always be a manual override if a computer is in control and safety is an issue. Yes, they're designing it to be ATO-ready, but if ATO isn't always active, put in the overrides. You don't even need a computer system to run the doors on those things. Have a set of wires for each side and you're good. Couplers and other "yard only" functions should be in a different system altogether so crap like this can't happen randomly.

New cars are needed, end of story. Especially if they're putting CBTC on every line in the next 20-30 years. The R32s have been around for 50 years. This isn't the Pyongyang Metro, where every train is older than dirt and covered in it. America's signature city should be keeping with the times. They're preserving cars and we'll see them again. Heck, they have stuff in the Transit Museum from the early days and we can still ride some of it through the system on fan trips. Think about it: the R32s have been running for over half of the time the IND has been in existence. They're older than most of us on the forums. I love them, but they're really showing their age. I rode the a couple months ago and they were looking really distressed. If they run for too long, our fond memories will be soured.

Probably switch and signal upgrades. Theoretically, they could be prepping for a future rebuild, but I doubt it at this point. Rebuilding Rogers Junction won't do crap if they don't fix some of the issues at Utica and Flatbush. As I said yesterday, think of the Eastern Parkway line as a stream and Rogers, Utica, and Flatbush as culverts/pipes carring the stream under roads, with Rogers upstream of both Utica and Flatbush. You can increase the size of the Rogers pipe from 4 to 20 feet in diameter and nothing will improve if the Utica and Flatbush pipes remain 2 feet in diameter, as there is no room for the flow to increase.The underlying reasons for the congestion are south of Rogers. Transportation systems are effectively modeled as streams. Add as much capacity as you want elsewhere on the line, but one choke point will limit the capacity of the entire line.

Unless things have changed, the was running 4 car OPTO trains on a Tuesday in August 2009, when I was last down there. Supposedly, it was running full-length trains then.

I'm trying to figure out why an IRT extension out that way hasn't been a higher priority. Thanks to Utica, Flatbush, and Rogers Junction, the line is almost always backed up from early in the morning until late in the evening. If they built the damn Utica Avenue line, either the or could turn off so the Utica relay would be unnecessary. Flatbush was never meant to be a terminal in the first place and having 2 lines down there makes it worse, but there's nowhere else the can go, because the Lex service is needed in Brooklyn. Rogers Avenue Junction is a choke point by itself, but delays further downstream on the remind me of a fluid mechanics problem I saw in today. If there's a small pipe downstream slowing the flow of water, you could install a much larger pipe upstream and water will still back up due to that small pipe.