cl94

No, that guy impersonated a real T/O, got into 207 and ran an R44 round trip from 207 to Lefferts but on his way back, he was tripped up by a timer and that's how he was caught.

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.

Monteary issues and there really was no reason for it given the serves the same purpose, just with one stop added.  I never understood that one (running it in the overnights) myself.

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.

Next:

 

Due to construction, no trains between Queensboro Plaza and Times Square, and s/b trains run express from 74th St to Queensboro Plaza.

 

Due to stalled train in 60th St tunnel and workers crowding area, via , to Times Square, no service between Lex-Queensboro Plaza.

 

Water leakage forced the connection between Times Square and PABT closed.

 

Due to construction, s/b terminate at Kings Highway, s/b terminate at Brighton Beach, and n/b express to Prospect Park.

 

You are a tourist going from Parkside Av to 69th St. How would you do that, my little unlucky tourist?

 

P.S. IT'S THE WEEKEND!

 

Bonus: NYPD activity at 74th St-Broadway caused to bypass the station. +1 if completed successfully. 

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.

So brining back a bullet that has been gone for 10 years for something thats gonna last for a few hours isn't gonna confuse people...

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.

Basically, except faster and more reliable.

 

If you think about it, every good subway proposal except Triboro already has a corresponding SBS/LTD route.

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

Oh lord. Here we go with this crap again

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

I hope that it's possible for the to built the southbound platform at Aqueduct Racetrack so trains heading to the Rockaways can stop there permanently just like trains heading to Brooklyn & Manhattan. Also, they should renamed Aqueduct-North Conduit Av to just North Conduit Av.

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.

Has MNR or LIRR ever considered using double-deck EMUs to increase capacity?

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

But the would then have to merge back in with the at 168th & Broadway, then skip Dyckman in order to continue into The Bronx via the IND yard approach. That would add onto the merging delays both lines already experience at Canal and in Brooklyn between Lafayette and Hoyt/Schermerhorn. Splitting the is the better option, as long as it's the Lefferts , which doesn't go too far into Queens. Probably will need to use a new letter ( or ), because an extended Lefferts will essentially be a different line.

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 personally think the required transfers should have been made in The Bronx instead of at 125th Street.

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.

It's a head-scratcher. I'm not even sure how to deal with it myself.

 

Good job on the and .

 

For the , it would appear that trains have to skip 135 Street in either the northbound or the southbound direction, much like the skipping all those local stops.

 

The might need to cover the Lenox Avenue line and terminate at 96 Street, but I'm not sure how I feel about the running over the Lexington Avenue line, especially when the and get into enough trouble by themselves all the time.

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 .

Due to a lapse in safety protocol, construction equipment fell from high up from atop a building damaging the 7 Avenue line's tunnel at Columbus Circle. The resulting debris underground has also made it into the Central Park West tunnel. Service is not expected to be restored for at least a few months for the 7 Avenue line. Central Park West trains are expected to bypass the station during repairs after taking some time to examine the station and tunnel structures.

 

Stations affected: 59 Street–Columbus Circle

Lines affected:

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

But the ? How would you "extend" the to the airport? Heck, the airport doesn't need that much service in general. If anything, the should be extended eastward to help out with those very overcrowded bus services that run along it.

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.

Due to NYPD activity at 42 St-Bryant Pk, the following service changes are in effect:

Northbound ,  trains are running on the line from W 4 St-Washington Square to 59 St-Columbus Circle.

Northbound  and 71 Av bound trains are bypassing 42 St-Bryant Pk.

Allow additional travel time.

 

Why cannot and bypass the station at the point. Or maybe it a 12-9.

Probably because whatever it was happened on the NB express track

Is it possible for a train to go via the then via the ?

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.

the line is impassable too. Only the and are unaffected

Actually, if you look at this track map (http://www.nycsubway.org/perl/caption.pl?/img/trackmap/detail-47-63.png) you can see the express track can be used to access the track to 57th Street-6th Avenue and the 63rd Street line.  That connection has NO interaction with the junction you are talking about, so the and can switch to the express track AND go to the track without dealing with the junction in that situation (The when it terminated at 57th/6th could do this as well)..

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.

There is room for 6 tracks though. You missed that in the numerous previous discussions.

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

I'm assuming you mean when you're coming into a station and the announcement says "This is ___ street" All Ntt's have a computer/ detector to count the amount of times a wheel rotates to tell the train where it is along its route. Pretty awesome technology imo, whoever designed the R142's from a pure technological standpoint is a genius.

 

No. The technology is a piece of crap, but working within their current constraints I'd say it's the best working solution at the moment. Here are the problems:

• It does not actually "know" what station it is approaching. The conductor or train operator must let the train know where it is starting and what route it is taking. The train will then use the wheel rotations to guess where it is. It will be wrong if:
  • It is running on a different track than what the program was expecting. The train will continue to annouce all the local station stops as it's rolling by them even if it is on the express track.
  • The train goes on a detour that takes it completely out of the set route.
• If the conductor or train operator picks the wrong route or sets the wrong station, the train will happily comply with the invalid information.

 

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 rode the R188's on Friday twice and they ran smoothly with no issue

 

You guys gotta realize the line is old with old signals, these trains are gonna have issues, especially if the majority of the fleet is basically converted 12-14 year old R142A's, so of course you're gonna have issues

 

BTW the doors opening on the opposite side are the test trains that do burn testing before going in service, no in service R188 would do that due to the fact that all NTT's have door enablers as well as the R42's and R46's(after 2009-10) so unless it was a flaw 60% of what this dude said is wrong

Which was what I've said as well with the burn in testing, I see this all the time. Although in not so much detail as you brought out here.

 

I'll admit too, the time I was in Flushing two weeks ago for photos, I didn't see one problem with the sets out there at all. Ran perfectly.

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).

If it was vacant with signs posted indicating it is a test train with MTA prsonell and Kawasaki engineers present with computer equipment then yes thats a burn in test. But this sounds like whats described is a massive glitch where trains open on the wrong side and even being uncoupled due to mechanical problems in passenger service operation from the feedback other members have related from RTO personel.

 

Oh boy, we just *might* see a lawsuit coming up with the MTA suing Kawasaki at this point even though it has not been revealed. Shits just got real.

 

This explains alot as to why Bombardiar refused to even try taking up the R188 contract. Possibly, they really foresaw the possibilities for problems like this as we are seeing, cant rule this out even though the official statement is that they didnt find the contract to be profitable and didnt want to invest in facilities to complete the work.

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.

The R179's and R188's. Maybe i'm just not happy that the bullets are no longer part of the train in their correct form, but I like the R32, R42, R46, etc. Maybe I don't know finances as well as I should regarding the , but I do know those cars can be cleaned, upgraded, etc. I know the newer cars have automatic announcements and better seating, but there's no reason to get rid of all of them. 

 

As for the Franklin Shuttle, I was on the platform and a guy thought I had an issue with him and carried it much further. When I actually got in the train, a different guy thought I was looking at him(totally f**ked if you know what I mean). His buddy had to step in to calm that down. It's my only ride on there, but it wasn't pleasant and didn't look like the greatest area, anyway.

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.

No. That would require a total rebuilding.. 

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.

The Rockaway shuttle is not OPTO in the summer months (except late nights) from memorial day to labor day

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.

Well actually during rush hours, the peak load point on northbound trains is Broadway Junction and the peak load point on northbound trains is Lafayette Avenue in the AM peak, respectively. But yes, they do seem to be fully crushed by the time they get to Jay Street, especially because of riders coming from both the and respectively.

 

As for the Brooklyn IRT, well from what I've experience in the PM peak, southbound and trains seem to empty out by the time they get to Atlantic. Perhaps I'm wrong. Presumably those heading back home (east of Utica) always transfer to the at either Nevins, Franklin and/or even Utica. No wonder Utica-bound trains look almost empty (aside from the first car) in the PM peak, plus because of the constant delays between Franklin and Utica, as the relay can't accommodate that many frequent trains. And those occasional Utica-bound trains make the delays even worse.

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.