Slow Zones

[Amtrak7]

The CTA 'L' has lots of "slow zones", which are speed restrictions due to poor track/signal conditions, construction, and deferred maintenance, as opposed to curves/switches/physical speed limitations. Does NYC have any of these (excluding temporary ones due to construction)?

[bobtehpanda]

The CTA 'L' has lots of "slow zones", which are speed restrictions due to poor track/signal conditions, construction, and deferred maintenance, as opposed to curves/switches/physical speed limitations. Does NYC have any of these (excluding temporary ones due to construction)?

 

There used to be many, but thankfully most of them, if not all of them, have gone away.

 

Unfortunately, construction happens fairly often, so you still get hit by lots of slow zones on the weekends.

[itmaybeokay]

Ah yes. These were a big problem in the 1980's. I recommend reading up on the period's mass transit history - in addition to being an interesting read, it's a great contextualizer and reminder of, frankly, how good we have things now. When out-of-towners are afraid of the subway or have a view of it as a post-apocalyptic underground hellscape, it's usually because of the echoes of the 70's and 80's perpetuating themselves through movies, television and verbal lore...
 
Speaking to the speed restrictions, here are some relevant quotes: 
 

Structural defects that required immediate attention were labeled as Code Red defects or "Red Tag" areas. "Immediate attention" was defined as "within 24 hours". However, there were so many structural problems throughout the entire subway system that many went unrepaired for months! 38 Code Red defects were recorded on the IRT New Lots Avenue line between the Nostrand Avenue and New Lots Avenue stations between January 1980 and July 1981; as of October 1981, fifteen of these defects had not yet been corrected.26 Some columns that supported elevated structures were so shaky that trains would not run if the wind exceeded 65 mph

There were 450 red tag areas of track where trains needed to slow to 5 -- 10mph, and the number of yellow tag areas -- portions of track that were not in immediate danger but would need replacement soon -- stood at 334 in February of 1984

Trends of poor maintenance began to reverse themselves by 1986. There were three in-service derailments in 1985, compared to 15 in 1984 and 21 in 1983. The number of "red tag" areas dropped from over 500 to two in 1986.

Here's the source on this, it's a pretty good account of the history during that period, and it cites all it's sources if you're interested in reading more. http://www.nycsubway.org/wiki/The_New_York_Transit_Authority_in_the_1980s

 

In terms of current speed restrictions - other than slow zones for the protection of workers actively on the tracks - I believe them to be rare. You do see them from time to time - if there's an "absolute block" operation because of a signal failure, trains are restricted to 5-10mph (the official limit is "Prepared to stop within half the range of vision"). After hurricane sandy there were a few of these, a telephone-based absolute block setup through the greenpoint tubes, who's signals were totally destroyed, with TSS's on the platforms at Greenpoint and 21st. I believe there was also a baton-based absolute block through the south ferry loop before the signal system was repaired, and way before the loop station re-opened. 

 

You sometimes have construction-based speed restrictions that persist when workers aren't present, such as when they re-do roadbed and the track is "skeletonized". I think that is also a 10mph restriction, however, the new epoxy-based method of tie replacement might have reduced or eliminated skeletonization entirely. 

[realizm]

itmaybeokay is 100% correct. The reason for the slow zones during that time to add was because of deferred structural maintainance that resulted from the severe economic problems the MTA experienced. It was reported that metal was literally raining from the els on occasion, one famous example would be the West End line. (which stands as a major contrast to day where the BMT West End Line is excellently maintained station and infrastructure-wise on the steelwork). As he mentioned, it's all in the history books.

[AndrewJC]

You sometimes have construction-based speed restrictions that persist when workers aren't present, such as when they re-do roadbed and the track is "skeletonized". I think that is also a 10mph restriction, however, the new epoxy-based method of tie replacement might have reduced or eliminated skeletonization entirely. 

 

If true, that's very good news! Not only to 24/7 slow speed orders slow the trains, they also reduce capacity - a big issue for rush hours.

[theaveragejoe]

The CTA 'L' has lots of "slow zones", which are speed restrictions due to poor track/signal conditions, construction, and deferred maintenance, as opposed to curves/switches/physical speed limitations. Does NYC have any of these (excluding temporary ones due to construction)?

 

 

They are called slow orders

[R10 2952]

Some of the els are still raining chunks of metal.  The in the Bronx comes to mind...

[Harry]

Does anyone know if there is a slow zone right after the 9 Avenue station (Manhattan bound) on the because of the two solid walls that come inches away from the side of the subway cars?

[Amtrak7]

They are called slow orders

 

http://www.transitchicago.com/news_initiatives/slowzonemaps.aspx

 

CTA calls them slow zones.

I'm honestly surprised that they're actually putting trackmaps online. Most agencies would be too scared to do that.

[PATCOman]

When I first saw the name of this thread title, I thought it was about the R between Prince and Atlantic.

[mediccjh]

Does anyone know if there is a slow zone right after the 9 Avenue station (Manhattan bound) on the because of the two solid walls that come inches away from the side of the subway cars?

No. GT-15 One-Shot Timers that clear at about 8 mph.