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New York's Subway Is Slow Because They Slowed Down the Trains After A 1995 Accident
According to the Village Voice, New York City's subway trains are running slower because the Metropolitan Transportation Authority (MTA) is deliberately running the trains slower. The Village Voice obtained MTA internal documents, discovering that the decision to run the trains slower was made following a fatal 1995 crash on the Williamsburg Bridge. From the report: The subway's performance has been steadily deteriorating for many years. The authority's own internal data shows that delays due to "incidents," such as broken signals and tracks or water damage, have only marginally increased since 2012. But there is one type of delay that's gotten exponentially worse during that time: a catchall category blandly titled "insufficient capacity, excess dwell, unknown," which captures every delay without an obvious cause. From January 2012 to December 2017, these delays increased by a whopping 1,190 percent -- from 105 per weekday to 1,355. In December, one out of every six trains run across the entire system experienced such a delay. The increase has been steady and uninterrupted over the past six years.
[...]
In 1995, a Manhattan-bound J train crossing the Williamsburg Bridge rear-ended an M train that was stopped on the bridge, killing the J train operator and injuring more than fifty passengers. The National Transportation and Safety Board investigation placed most of the blame on the J train operator, who the NTSB suspected had been asleep. But the NTSB also identified potential issues with the signal system that contributed to the accident, which it found didn't guarantee train operators enough time to apply the emergency brakes even when awake. "They slowed the trains down after the Williamsburg Bridge crash," a veteran train operator who asked not to be identified told the Village Voice. "The MTA said the train was going too fast for the signal system." As a result, the MTA, quite literally, slowed all the trains down, issuing a bulletin informing employees in April 1996 that their propulsion systems would be modified so they could achieve a maximum speed of 40 miles per hour, down from the previous high of 50 to 55 miles per hour on a flat grade. But the MTA didn't stop there, internal documents show. One of the NTSB's safety recommendations was to set speed limits. As a result, the MTA began a still-ongoing process of changing the way many signals work to meet modern safety standards.
[...]
In 1995, a Manhattan-bound J train crossing the Williamsburg Bridge rear-ended an M train that was stopped on the bridge, killing the J train operator and injuring more than fifty passengers. The National Transportation and Safety Board investigation placed most of the blame on the J train operator, who the NTSB suspected had been asleep. But the NTSB also identified potential issues with the signal system that contributed to the accident, which it found didn't guarantee train operators enough time to apply the emergency brakes even when awake. "They slowed the trains down after the Williamsburg Bridge crash," a veteran train operator who asked not to be identified told the Village Voice. "The MTA said the train was going too fast for the signal system." As a result, the MTA, quite literally, slowed all the trains down, issuing a bulletin informing employees in April 1996 that their propulsion systems would be modified so they could achieve a maximum speed of 40 miles per hour, down from the previous high of 50 to 55 miles per hour on a flat grade. But the MTA didn't stop there, internal documents show. One of the NTSB's safety recommendations was to set speed limits. As a result, the MTA began a still-ongoing process of changing the way many signals work to meet modern safety standards.
If their trains are off by even a couple seconds there's an inquiry.
it sounds like the accident merely exposed a flaw in their signaling system. Rather than improve the signaling system (for which there was probably no money, we were 15 years into massive nonstop tax cuts) they did the only logical thing: slow the trains down.
This is yet another symptom of Americans not wanting to spend money (e.g. higher taxes) on infrastructure. The maddening thing is nearly all of those tax cuts went to the top 1%ers. Enough already. They get the best civilization has to offer. Make them pay their bloody God damned dues.
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How's the traffic this morning?
On the vast majority of the system, trains won't even hit 40mph. I can only think of a couple spots where a couple trains hit that speed, and even then only for a couple minutes. I can't imagine those spots having trains run 10-15mph slower has any discernible impact.
The obvious answer is that the demand has gone up, and the capacity hasn't met the demand. The headline is bullshit, and the slowness has nothing to do with an accident in 1995.
It's well documented why the trains are slow in NYC, it's because they haven't put enough money back into the system. It's a failure of not maintaining the system that's at fault here, not one incident 23 years ago.
My drive to work is two miles. The maximum speed limit, for about a third of that distance, is 45 mph.
The pay isn't the greatest, but it's really fricking worth it.
This reads like a shocking expose'. But if you have trouble with signalling systems, it makes absolutely perfect sense to slow the trains down until the problem is corrected.
OK, yes, they could be fixing it faster, but this seems like a perfectly responsible choice.
Cars purchased 20 years later -- in 2016 -- have a max speed of 55 mph...
https://en.wikipedia.org/wiki/...
Doubt that ALL cars are limited to 40 mph, maybe some older cars were for a while. Signaling system is another issue/can of worms.
This thread says that cars were capped at 55 mph after the 1995 crash, not 40 mph:
https://www.nyctransitforums.c...
You drive 2 miles? You could cycle that in less than 10 mins, 15 if you don't want to break a sweat. It would also be a very reasonable distance for a public transport system.
So, what's the impact of the slowdown and delays? I lived in Brooklyn in 2013 and things were pretty smooth and reliable. The only train with any real issues was the G train, aka the Ghost train, because no one ever saw it show up
The option to buy better trains is not going to be supported.
The ability to rework the signal system is not something that could happen.
The trains stay safe and staying slow is the only method that supports that is not a story.
Want a good train? Invest in a great transport system.
The UK, Japan, South Korea, parts of the EU can offer great turn key rail networks for export.
Tunnel design, working air-conditioning, new systems to move a lot of people around faster.
Domestic spying is now "Benign Information Gathering"
Millineals will fix it. That's for certain.
most people can
Moderating "-1, Disagree" is simple censorship. Have the guts to post your opinion. -- Spazmania (174582)
you're ableism is showing check your privilege
When?
Have gnu, will travel.
... in the 1800s.
Naturally I wouldn't employ that solution in exactly the same way because we have better technology to facilitate the concept, but I would still enact the same concept.
The British system simply made it physically impossible for trains to enter a stretch of track unless the train in front of it or going the other way or whatever had turned in a key. The key was slotted into a signalling box which permitted other trains to enter that track. If the key was NOT turned in then further trains could not physically access that track. The switching station would literally not actuate.
Now, if you did it today, you'd use computers and sensors and encryption... etc... but the concept would be the same. If a train currently holds the "key" for a bit of track then you can't have that key and you can't access that track. You could have the trains automatically brake if they entered track that hadn't been vacated yet... you could turn off the third rail to make it extra fool proof... and you could have the brakes default to an ON state in the event that the third rail was disabled.
Yes yes... engineering problems with what I said. Engineering solutions always have problems... even good engineering solutions.
There are problems with a hydro electric dam and an automobile and a jet aeroplane. The trick is solving those without losing the utility of what you're attempting to do. Point is that this isn't actually that complicated.
The system I conceptualized is damn near foolproof if executed competently. You could have drunk, high, sleeping train operators, going down the track at whatever speed the track/trains can handle, without any crashes into other trains.
Its possible. We can do it.
I've decided to stop wasting my time responding to AC trolls/sockpuppets... so if you want a response from me... login.
You assume there is anything to fix. From all appearances, the subway system is working as intended: delivering daily punishment to those who ride it; for it is the suffering of the souls within that counts, not whether they actually get to their destinations in a suitable condition and appropriate time.
I somehow doubt that. Care to state the equation?
Confucius say, "Find worm in apple - bad. Find half a worm - worse."
I'm not sure what that comment adds to this discussion.
I've decided to stop wasting my time responding to AC trolls/sockpuppets... so if you want a response from me... login.
So, a mystery partly solved. The local press is all over how bad the system’s gotten the last couple of years -- and as a daily rider, it seems no worse and maybe a little better. So why the crisis talk? It’s apparently (from what I can tell down there) without basis. So the explanation seems to be that it’s documented bullshit.
FEMA Report - The Crash of Two Subway Trains on the Williamsburg Bridge New York City, NY June 5, 1995
COLLISION INVOLVING TWO NEW YORK SUBWAY TRAINS ON THE WILLIAMSBURG BRIDGE JUNE 6 1995; RAR9603 - NTSB
A different incident
RAILROAD ACCIDENT REPORT COLLISION AND DERAILMENT OF TWO SUBWAY TRAINS METROPOLITAN TRANSPORTATION AUTHORITY NEW YORK CITY TRANSIT IN BROOKLYN, NEW YORK, ON FEBRUARY 9, 1995; PB96-916301 NTSB/RAR-96/01
Checked it. It's still where it belongs, but thanks for your concern.
We used to have a Bill of Rights. Now, with the rights gone, all we have left is the bill.
if you don't want to break a sweat
...says the person who never lived in Texas, where it is 95F (35C) and higher all summer. Conversely, I'm sure it's harder to cycle after a heavy snow.
#naabhaprzrag, #sverubfr-000, #agi-fcbafberq, negvpyr[pynff*=' negvpyr-ary-'] { qvfcynl: abar !vzcbegnag; }
Treat some New York City subway engineers and officials to a week in Tokyo, to see how a real subway system is done.
Certainly not. We are talking about NYC — the singular city in the most corrupt State in the nation.
The recent painting of the Brooklyn Bridge costed well more than the original building of the structure did in 1883 (inflation-adjusted, of course).
You expect us, the taxpayers, to willingly give even more money to these people?
MTA should have replaced the sleepy fleshware, whose reactions and ability to communicate with each other are horrible even when they are awake, with computers — driving a train is much simpler for a computer, than driving a car, for example. They were trying to do it in 2005, and still haven't.
Just as with the public schools, it is not about the money...
In Soviet Washington the swamp drains you.
You drive 2 miles? You could cycle that in less than 10 mins
I could also run a straight razor carefully over my love spuds each morning... there's good a reason why I don't do that either.
Calling someone a "hater" only means you can not rationally rebut their argument.
Have you ever heard of hills and weather? No amount of money could motivate me to ride a bike on a public road. Around here hills are super steep and you won't find a straight section of road except maybe some four lane highways. Also this morning it was 25 degrees. What happens during the summer when its hot and humid? I get to work dripping with sweat?
Only the State obtains its revenue by coercion. - Murray Rothbard
college/university teams don't give much to the players hell they don't even get works comp
But only for 23 DAYS not YEARS.
Parking spaces in Manhattan ran ~$500 a month last time I looked, which was two years ago. An unlimited train ticket for the month is $120. I'll let you do the math.
Agreed, though you don't take into account going up the bridge which is much harder work.
The larger problem in NYC is bike parking (well bike theft and vandalism really) and not arriving at work sweaty. The citibike programs solves some of this but they're pretty terrible to ride (by first hand experience) compared to even a slightly decent bike. Not being able to shower at work (space is FAR too tight for almost any but the largest companies to have showers) in a city that still sticks with formal office attire most of the time is pretty difficult too.
You can get rich if you own a politician, but you have to be rich to buy one in the first place.
you're ableism is showing check your privilege
Your grammar competency is showing. Check your sentences.
Hahhahaha, Australian here and daily cyclist commuter, your complaints make me laugh, harden up.
Until recently you couldn't even vote for a Senator. They were appointed. Like our electoral college the point of the Senate is to preserve the illusion of Democracy without all that messy stuff like people taxing the rich. Hell, the Second Amendment was mostly created because rich folk didn't like paying to quarter troops but they still needed an army to die for them.
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Maybe and that's a good argument. One that might have a lot of bearing on current discussions about civilian weapon ownership. But it wasn't the stated reason!