cl94

The FIND is dated, but it's newer technology than what some of Bombardier's other clients are getting. The brand-new TRs in Toronto have strip maps not much unlike those in the R142/As and R143s. Only difference is that their strip maps show all 4 lines. I was shocked to see such old technology. Pardon my intentionally poor grammar, but if the FIND ain't broke, don't fix it. When the tries new technology, it usually blows up their face.

Thank you. The needs backup on weekends. I've waited 20 minutes for one on 4th Avenue. I did not know that the ran empty on West End. That right there kills any reason to even have the run express if Nassau service would be the local.

This was discussed somewhere on here not too long ago, IIRC. Would only really work if something else was on West End (bring back the ?) It's like the running express on Culver north of Kings Highway. Would certainly be ridden, but another service is needed (the ?) to get local customers to Manhattan.

40 cars can't do anything except a shuttle and I don't see them going to the Rockaway . It's too early to know exactly where they'll go, but 207th is a good guess as they're already getting most of the 4 car sets for the . Last thing CI or Jamaica needs is another fleet to take care of. The would be insanely crowded if it ran nonstop between Van Wyck and Lexington. Those Archer stops get nearly everybody coming in by bus from eastern Queens in addition to LIRR and Airtrain riders.

Agreed. You can't even have one south of B-L because the bridge tracks immediately slope down. I do wonder why they didn't put crossovers under Chrystie Street between the Manny B and Willy B tracks when they built the thing, as this would have solved that problem without screwing up anything going to Rutgers. It just isn't worth the cost and that stretch of track is vital to operations. Something goes wrong and the would be back to the split services of when the north side was closed. It would be transit armageddon.

I'm trying to figure out why everybody wants the and to switch back to their pre-2001 routings. The current operation works fine. The needs to be part-time because Broadway local service is extremely unreliable and Brighton riders prefer the 24/7 one seat to Broadway. If they want a 6th Avenue train, they can transfer at Atlantic or 34th to the , which tends to be pretty reliable as its weekend routing has minimal interaction with other services. The will have to be full-time when Phase 1 opens. Should the run on weekends? Maybe when funding improves. In the 90s, the 's only purpose outside of Brooklyn was to service 63rd Street. That is covered by the now. And don't forget that making new signs and printing new maps costs a fortune.

I think it'll get better on both lines in a few months as the riders get used to the different rolling stock. R62As held down the 15 years ago and they still can. I've been in Toronto a few times over the past year and a half and each time I saw how riders there reacted to the incoming TR sets. When they were first going onto the Spadina line, most sets assigned to the line were T1s. People were significantly slower with the new trains. As more and more of the line became TRs, people got faster. The last 2 times I was up there, the entire line was TRs (glad I got the RFW when I still could) and people were acting as if they've been there forever.

Hence why I specified non-shuttle. The Franklin has a spare train at the SB shuttle track at Prospect Park and one more train stored at CI. At night, one of the 2 trains operating at any time is stored on the express tracks south of the station. As such, yard moves are only necessary for maintenance and washing. The Times Square is another story altogether, but again, trains can just lay up on their track as the three tracks run independently and be run out to 207th, 239th, or Westchester at night for cleaning or Livonia for maintenance.

Yard access is why the was moved onto QBL in the first place. It costs a fortune to run sets light from CI to 4th Avenue, which is what was done when the ran to Astoria. At the time, the was the only non-shuttle route without direct yard acces along the line (nowadays the has that honor, but it's a glorified shuttle). The BMT mindset may have been to run stuff from Bay Ridge to Jamaica via Nassau, but the decision to put both terminals far from yards was made a century ago.

If the wasn't on QBL, riders from Queens are suddenly limited in options to Broadway. QBL riders would have to: 1. Transfer to the at Roosevelt and from the to the (or whatever line he has going to Astoria) at QBP. 2. Backtrack on the to Archer Avenue, transfer to the , transferring to the at Canal. 3. Transfer at 42nd or 34th (neither of which can take more transfer traffic). The point of the 60th Street Connection was to simplify rides to Broadway, inreasing the number of trains on QBL while keeping the in line with ridership.

Yellow was full-time because the only ran during the week. It's worth noting that there was no Brighton express service at this time and the infamous Brighton skip-stop was in effect. As such, the was only a that short-turned at Brighton Beach. The yellow went to Astoria during the week (not unlike the current ) and 57th on weekends. At night it was the West End shuttle. During this time, orange only ran during rush hours.

Everything else has been answered by other people, so I won't overcriticize. This has not. It would screw up W4 interlocking. The would have to switch from 6th to 8th and the would switch the other way. It would work if and only if there were no through locals. Personally, I think such an idea is asinine, as your plan also eliminates the through local north of 50th Street, which again requires a transfer. The IND in lower and midtown Manhattan was designed so people would have no reason to switch between the local and express. People would be forced to transfer to remain on the same trunk line.

What people don't seem to get is that cutting the to part-time will mean a train every 20 minutes on Broadway instead of 2 in that time period. It's how it currently is for a reason. As stated earlier, before the bridge closures the ONLY ran during rush hours. Back then, Lex also only had 1 late night service. Every trunk line has 2 now. The / didn't run to Brooklyn on weekends. Overall, service has increased because ridership has increased. As such, Manhattan needs as many full-time lines as possible while avoiding duplications of other routes.

Exactly. Brighton Local, West End, and Concourse are full-time routes. There is not a single station on the not serviced by the , , or . The assigns routes in a pattern that limits the amount of late-night shuttles, such that almost every service cut can be replaced by another service running local. If the went back to West End, the West End Shuttle would have to come back. While the would theoretically work on Brighton now (with the part-time), it won't once SAS opens. Plus, the would have to run on Broadway alone (and we all know how that goes) and Brighton riders prefer Broadway service. In the future, it would be nice to see 19/7 service to Brooklyn via Brighton. The was only on West End because the (then ) only ran during rush hours and a full-time line needed to be on Brighton.

Exactly what it sounds like. The train hits something slick on the track (often moist leaves, but could be ice or another slick substance/item) that causes it to slide, sometimes locking an axle. When an axle is locked, its wheels are dragged along the track at speed, causing a flat spot to develop as the wheel is ground down.

Anything but Als***. I think they got a bunch of people together and tried to create the most annoying-sounding propulsion system on the market.

From how the mockup looks, they're basically going to be R160s. Nothing new.

I second that. The should also have a cop on every car to stop the damn panhandlers. I was on it one time with a couple of friends who had never been to New York and some guy claiming to be "Homeless Joe"or something similar hopped on after Hoyt and gave a spiel, even mentioning his YouTube account. What real homeless person has a YouTube account?

Exactly. They can't test the signal system if there aren't trains that are compatible. As we saw with the , all active rolling stock has to be CBTC-compatible for full CBTC operations to commence.

I'd believe it. That's close to the normal weekend frequency. Lex is too busy to have much under that on weekends and even that's not nearly enough. It's not like Utica couldn't handle that. Dump passengers, pull onto M track, relay, pull into the lower level, and be on your way.

Orange was Jerome. The NTTs do not have stickers and Jerome is 100% NTT. It's just a simple reassignment of colors. From a railfan's perspective, it would be cool if every yard in both divisions had a color associated with it, but there's not really a practical reason to have them, especially if blocks of car numbers are assigned to each yard.

The differences are few. Propulsion is the most obvious thing and there are a couple of minor cosmetic details. They're basically the same thing. The exteriors are nearly identical. Yes, I know which one I'm getting on, but I can't tell by a quick glance if I can't hear the propulsion.

Pretty accurate from what I've heard. A train can turn in the amount of time it takes for a T/O to walk the length of the train. The average person walks at 3 mph and thus could cover 600 feet in a little under 3 minutes. The average New Yorker walks faster than that. 24 TPH is a train leaving every 2.5 minutes, which means that a train departs from each individual track every 5 minutes. Just about every terminal can handle that frequency or close.

I'm trying to figure out why they're even getting the R62As off of the when they had the lights installed to indicate local and express service. No lines other than the and currently have a diamond service. But the does strange things. Why go through the trouble of a 4-way car swap between the ? Doesn't it make more sense from a maintenance standpoint for a yard to only have one type of rolling stock under its control?

There's no way that they'd built a new terminal that can't handle a standard rush hour service frequency. 12 TPH should be easily attainable if they use higher-speed switches for the crossovers. As soon as a train pulls in, the one on the other track leaves. If the most recent FEIS stands, 125th will have 3 tracks, so they could even increase frequency if it ever gets up there.