EuroStar wrote: ↑Thu Jul 11, 2019 7:28 am
ThirdRail7 wrote: ↑Wed Jul 10, 2019 4:23 pm
The dwell time largely depends on the schedule. Trains have turned off the low tracks in under 10 minutes. There are no particular "union" rules involved and the only regulation is the need for a brake test after they change ends.
The fact that someone turned one train once in less than 10 minutes does not mean that it can be done at that pace during rush hour with current rules and practices. Trains are supposed to be announced 10 minutes before departure and the empty (!) train should be on the track at that time. So the absolute minimum is probably 15 minutes with the 5 minutes allowing for unloading and all break checks, crew changes, etc occurring while the unloading/loading is taking place. And that leaves no time for recovery from the inevitable delays.
Actually, trains routinely turn (during rush hour to boot) and are often scheduled to do it in 10 minutes. If you actually commute on NJ, you'll notice that there are plenty of time when the trains aren't announced announced 10-15 minutes prior. You'll also notice there are plenty of time you'll arrive at the train and notice the crew is doing their inspections or sometimes, you'll hear the crew call for a brake test as the train is being loaded.
And your last sentence is a large problem with NJT and their manipulations.
With that kind of turnaround time, it often becomes an issue if a crew or equipment is late.
What typically happens with a scheduled short turn assignment (which typically operates between divisions) is a train arrives off the road and as it unloads, a NEW crew makes their way to the train and often meets it. As the train is being unloaded, the old crew gets off, the new crew gets on, NJT mechanical will change the pantograph if it is on the opposite end of the engineer and perform a brake test. The train is often loaded as this occurs. However, if a crew is late or equipment is late, it can throw things off. The manipulation is too aggressive.
Additionally, let's not forget about all of the X-jobs that aren't in the public timetable. They typically arrive and turn in under 10 minutes because you don't really have 28 minutes (still not sure where you plucked that number) for a train to hang out in NYP during rush hour.
EuroStar wrote: ↑Thu Jul 11, 2019 7:28 am
Indeed if they could do it in 15, then why did NJT cancel more trains going to NYP this summer and redirect the Montclair trains to Hoboken? Note that this summer's work is on the east side of the station so it was not an issue with the capacity of the tunnels under the Hudson River. They could have just sped up the turns on the low numbered tracks and kept all Montclair trains going to NYP. They did not do it because they cannot do it with the current rules.
One thing has nothing to do with the other but very well. The reason the trains were cut is while the station track work is on the high tracks, that means LIRR will (and has) encroached on the lower tracks despite LIRR cutting trains of their own. Additionally, you left out E yard and part of D yard being closed. NJT would typically store trains their since the north river tunnels can't handle sending out the additional trains for storage and bringing them back later. Finally, you also left out that while work in the station is occurring, there is also a oft ignored track rehab occurring in Sunnyside Yard. This also leaves less space for NJT to store their trains during the day and shipping them out and bringing them back is not an option since their is already limited capacity in the North RIver Tunnels.
However, if you have all of these "rules" and "regulations" at your disposal that you think is causing the cancellations, please post them on the board. I'm sure we'd all love to see them since we're all here to learn and discuss.
