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Union Tpke

Systemwide CBTC - Planning and Implementation

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8 minutes ago, R68OnBroadway said:

So it measures wheel rotations to mark the distance between stations? I thought it was controlled by a transponder or something like that on the tracks.

The only transponders are there with CBTC.

Here is an article about this topic:

https://www.nytimes.com/2002/12/12/technology/for-subway-riders-a-sense-of-place.html

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11 minutes ago, LaGuardia Link N Tra said:

The article didn’t say who got the award...

L.K. Comstock. See the MTA Press Release

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4 hours ago, LaGuardia Link N Tra said:

The article didn’t say who got the award...

That guy has a penchant for leaving out crucial details...

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21 minutes ago, Lex said:

That guy has a penchant for leaving out crucial details...

You know, you could email him and let him know.

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3 hours ago, Union Tpke said:

You know, you could email him and let him know.

Or he could do his damn job and cover all the bases. After all, he's the one getting paid for transit coverage in a newspaper.

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2 hours ago, Lex said:

Or he could do his damn job and cover all the bases. After all, he's the one getting paid for transit coverage in a newspaper.

He has done a pretty good job so far.

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43 minutes ago, Union Tpke said:

He has done a pretty good job so far.

Define a "pretty good job".

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49399807083_15c4e52e37_b.jpgScreen Shot 2020-01-17 at 2.13.28 PM by Union Turnpike, on Flickr

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Note the budget shortfall

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On 1/14/2020 at 8:18 AM, R68OnBroadway said:

So it measures wheel rotations to mark the distance between stations? I thought it was controlled by a transponder or something like that on the tracks.

Hello.

 

to clarify about wheel rotation, yes, u can say that in a way, wheel rotation is used to mark the distance between stations.

 

The trains shld be equipped with tachogenerators which are the sensors to track distance travelled by wheel rotation.

 

Typical tachos are basically optical light sensors , partitioned with many fine divisions of slits that rotate w the wheel motion. 2 sensing heads are in each tacho to track the rate of change of the light intensity received by the sensor and output the corresponding square waveform function of light intensity against time is obtained.

 

The phase difference of the waveforms obtained by either sensing head establishes train direction (fwd or reverse); the frequency of the square waveforms can then tell you the period and thus the speed, by taking into account the full arc length 1 wheel rotation is.

 

MTA just needs to pre define the "distance" between any 2 stations such that when a train is otw to the next stop. They will also need define the distance point as your announcement trigger.

 

During operation with all this parameters in place, the PA program will reset the distance to the correct value and progressively step down this distance based on the tacho signals received (a measure of speed - which is the rate of change of distance)

 

THis is the tricky part coming in regarding this way of triggering PA. Becoz your pre-defined distance is fixed, deviating off the original route in which yr distance was defined as will cause abnormal/incorrect triggering of your PA since u are not travelling on the by-right path. Thats how u can get PA programs to mess up if for eg (train goes to local track / vice versa)

 

From a rolling stock perspective, do also note that wheels wear down in diameter overtime due to the natural phenomenen of friction and heat at the wheel-rail interaction point on the tracks everyday. When trains are running on smaller wheel diameter, the wheel is going to rotate at faster angular velocity for that same linear velocity - this is gg mess up your tacho signal as well - false positive that train is travelling faster than normal and thus causing the distance countdown to happen faster than normal - PA trigger early.

 

 

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https://new.mta.info/projects/culver-line-signal-modernization?fbclid=IwAR3DzQ4Ng8jOTIKgu2Y-dfSH2ypVmHPblbAle3U3ihZiCat5qaTyMJCwjk4

https://new.mta.info/projects/culver-line-signal-modernization-details

Quote

We’ve invested in the Culver Line Signal Modernization project—an initiative which will solve the ongoing delays caused by old signals on the Culver Line from Church Av to W 8th St in Brooklyn by fully replacing them with modern signaling.

Starting in March 2020, we will be entering the next phase of the project. During this phase, there won’t be weekend subway service at 12 stations in Brooklyn. Car and pedestrian traffic also will be temporarily limited in some areas.

We understand how disruptive service changes can be. Here’s what you need to know about what we’re doing, how to use alternate service options as you commute, and the service improvements we expect when the project is done.

Quote

We have dedicated buses to connect you when F subway service is disrupted on weekends. We also can help you use alternate subway lines to get to your destination.

Car and pedestrian traffic will also be limited in some areas while we’re doing this work.

@RR503

Quote

Reconfiguring and replacing two old interlockings at Avenue X and Ditmas Av

What are they doing at Avenue X?

Edited by Union Tpke
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1 hour ago, Union Tpke said:

This is a good question re: X. I'll ask around. 

It's quite disappointing to see that this project somehow didn't get piggybacked onto the oh, idk, 2 years of expressing and weekend shutdowns for the stations work. Costs the agency $$$ and riders time unnecessarily. 

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2 hours ago, Union Tpke said:

"We have dedicated buses to connect you when F subway service is disrupted on weekends. We also can help you use alternate subway lines to get to your destination. Car and pedestrian traffic will also be limited in some areas while we’re doing this work."

This sounds very similar to the intermittent closures that have already been happening during weekend suspensions of the El.

45 minutes ago, RR503 said:

This is a good question re: X. I'll ask around. 

It's quite disappointing to see that this project somehow didn't get piggybacked onto the oh, idk, 2 years of expressing and weekend shutdowns for the stations work. Costs the agency $$$ and riders time unnecessarily. 

Hopefully the interlocking mods are done in a way that facilitates service improvements, such as extending some (G)'s to 18th Avenue (Ditmas Interlocking) as well as more flexibility for the <F> (Ave X Interlocking).

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7 hours ago, P3F said:

This sounds very similar to the intermittent closures that have already been happening during weekend suspensions of the El.

Hopefully the interlocking mods are done in a way that facilitates service improvements, such as extending some (G)'s to 18th Avenue (Ditmas Interlocking) as well as more flexibility for the <F> (Ave X Interlocking).

That is the plan for 18th.

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If they reconfigure Kings Hwy and Ditmars, then I'd like to see the following:

  • All rush hour (F)s become <F>s
  • All rush hour (G)s run via the (F) to Kings Hwy
  • <F> service is expanded outside of rush hour
    • all <F>s run express to Kings Hwy
    • some <F>s continue express to Av X
  • One rush hour (G) becomes an <F> after Church, and runs to CI
  • All non-rush (G)s terminate at 18 Av

Thoughts? @Union Tpke @P3F @RR503

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1 hour ago, Jova42R said:

If they reconfigure Kings Hwy and Ditmars, then I'd like to see the following:

  • All rush hour (F)s become <F>s
  • All rush hour (G)s run via the (F) to Kings Hwy
  • <F> service is expanded outside of rush hour
    • all <F>s run express to Kings Hwy
    • some <F>s continue express to Av X
  • One rush hour (G) becomes an <F> after Church, and runs to CI
  • All non-rush (G)s terminate at 18 Av

Thoughts? @Union Tpke @P3F @RR503

No way there are enough (G)s to cover running all rush-hour (F)s express, especially without Bergen St lower level.

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4 minutes ago, paulbyron said:

No way there are enough (G)s to cover running all rush-hour (F)s express, especially without Bergen St lower level.

True, I didn't realize that. So, some (F)s would stay local.

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Ridership is such that you don't need every (F) to run express. An <F> every 15 minutes, a la fast service on the Metropolitan Line would be sufficient.

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On 2/25/2020 at 8:34 PM, RR503 said:

This is a good question re: X. I'll ask around. 

It's quite disappointing to see that this project somehow didn't get piggybacked onto the oh, idk, 2 years of expressing and weekend shutdowns for the stations work. Costs the agency $$$ and riders time unnecessarily. 

Have you heard anything since about Avenue X?

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On 2/26/2020 at 11:32 PM, Around the Horn said:

Ridership is such that you don't need every (F) to run express. An <F> every 15 minutes, a la fast service on the Metropolitan Line would be sufficient.

I am looking forward to a six-month study of how well the <F> has done.

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Question: has the MTA ever stated what the maximum frequency of the Flushing or Queens Blvd Line is post-CBTC? Or what their future service plan looks like at all?

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The QB Express is currently scheduled for 30 tph, 15 each (E)(F).  Everywhere I've seen has said 10% increase, so that brings it up to 32-33 tph.

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On 5/30/2020 at 3:39 PM, Collin said:

The QB Express is currently scheduled for 30 tph, 15 each (E)(F).  Everywhere I've seen has said 10% increase, so that brings it up to 32-33 tph.

In terms of Speculation, I think that those extra 2-3 TPH will go to the (F). Mainly because of the Culver Express Service pattern and what not.

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