Connecticut New Haven Line and Shore Line East Service Levels and Cuts

Jeff Smith wrote: ↑Sat Sep 28, 2024 7:57 am I didn't observe the door opening procedure at Clinton. It was a four-car "SLE" set, so I assume they just opened two door. Strange they didn't build a full four-car platform.

Keep in mind that when the stations were originally re-built 3 cars were the norm and since everyone had been accustomed to using the track level wooden bus shelter platforms for the last 15 years having new high level platforms 2 1/2 cars long was sufficient enough. I sure never had any complaints walking up or back 1-2 cars to get on and off the train at my stop when the old platforms were still in use.

Silverliner II wrote: ↑Tue Oct 01, 2024 8:23 pmSame as with a train of any other length, be it anywhere from 4 to 10 cars. They'll platform whatever fits and work from the cab nearest to the end of the platform, so if a platform fits 8 cars, and they have a 9 car train, and they platform the head 8 cars, the single car would be either the 3rd, 5th, or 7th car. The conductor would be in the cab of the 8th car and open up the 7 cars ahead of his position. Rear two would have to walk forward**

**if the door control panels have a 'local door' button that would open both doors on only that car, then the conductor would use that to open up the doors on the 8th car, and only the folks in the 9th would have to walk ahead.

So they can open up all doors ahead of a certain car?

What about for 6-car platforms where the first car and last two don't platform? Or 4-car platforms where you have 2 and 3 or 3 and 2 that don't?

ElectricTraction wrote: ↑Wed Oct 02, 2024 7:11 pm

Silverliner II wrote: ↑Tue Oct 01, 2024 8:23 pmSame as with a train of any other length, be it anywhere from 4 to 10 cars. They'll platform whatever fits and work from the cab nearest to the end of the platform, so if a platform fits 8 cars, and they have a 9 car train, and they platform the head 8 cars, the single car would be either the 3rd, 5th, or 7th car. The conductor would be in the cab of the 8th car and open up the 7 cars ahead of his position. Rear two would have to walk forward**

**if the door control panels have a 'local door' button that would open both doors on only that car, then the conductor would use that to open up the doors on the 8th car, and only the folks in the 9th would have to walk ahead.

So they can open up all doors ahead of a certain car?

What about for 6-car platforms where the first car and last two don't platform? Or 4-car platforms where you have 2 and 3 or 3 and 2 that don't?

For the most part, I've yet to be on a train where they had both ends hanging off, but just for moments like that, I would assume they do the same thing as NJT and somehow have the doors cutout from the two cabs nearest to the ends of the platforms.
So using a 6-car platform where Cars 1, 8, and 9 are hanging off: a crew member would be in the cab of Car 8, and another crew member in the cab of Car 2. The door control panels in both cars are active and the crew member in Car 8 opens all doors ahead. Everything will open on Cars 3 to 7, but not on 2 (or 1) since that panel is also active but not enabled for opening.

I'm just guessing that's how it works.... it's either that, or something as simple as cutting out the panel so that trainline commands don't operate unwanted doors....

Actually, I should stop guessing and ask a Metro-North conductor that I know elsewhere.... I'll drop him a line and get a definitive answer....

ElectricTraction wrote: ↑Wed Oct 02, 2024 7:11 pm

Silverliner II wrote: ↑Tue Oct 01, 2024 8:23 pmSame as with a train of any other length, be it anywhere from 4 to 10 cars. They'll platform whatever fits and work from the cab nearest to the end of the platform, so if a platform fits 8 cars, and they have a 9 car train, and they platform the head 8 cars, the single car would be either the 3rd, 5th, or 7th car. The conductor would be in the cab of the 8th car and open up the 7 cars ahead of his position. Rear two would have to walk forward**

**if the door control panels have a 'local door' button that would open both doors on only that car, then the conductor would use that to open up the doors on the 8th car, and only the folks in the 9th would have to walk ahead.

So they can open up all doors ahead of a certain car?

What about for 6-car platforms where the first car and last two don't platform? Or 4-car platforms where you have 2 and 3 or 3 and 2 that don't?

Got the answer we were looking for from a Metro-North engineer, and I was close.

Each car has a "through" switch at the ends of each car. If that switch is set in the normal position, the trainline door signal goes through. If it's set in cutout position, the trainline door signal stops at that point. So depending on how the conductor wants to spot the train at a certain platform, they'll set the switches accordingly, then work from any cab available in between.

Which means if Amtrak crews are keying doors open manually at stations, it's partly preference, and partly because some of the stops can not platform even a full three cars, so they find it easier to work that way.

Silverliner II wrote: ↑Thu Oct 03, 2024 10:39 amGot the answer we were looking for from a Metro-North engineer, and I was close.

Each car has a "through" switch at the ends of each car. If that switch is set in the normal position, the trainline door signal goes through. If it's set in cutout position, the trainline door signal stops at that point. So depending on how the conductor wants to spot the train at a certain platform, they'll set the switches accordingly, then work from any cab available in between.

Which means if Amtrak crews are keying doors open manually at stations, it's partly preference, and partly because some of the stops can not platform even a full three cars, so they find it easier to work that way.

Huh, interesting, so that essentially requires two conductors to make the whole thing work. Of course with the archaic ticket collection system, they have to have several conductors anyway.

Of course the real solution is every line that runs to NYC gets full 12-car platforms everywhere.

ElectricTraction wrote: ↑Thu Oct 03, 2024 3:37 pm

Silverliner II wrote: ↑Thu Oct 03, 2024 10:39 amGot the answer we were looking for from a Metro-North engineer, and I was close.

Each car has a "through" switch at the ends of each car. If that switch is set in the normal position, the trainline door signal goes through. If it's set in cutout position, the trainline door signal stops at that point. So depending on how the conductor wants to spot the train at a certain platform, they'll set the switches accordingly, then work from any cab available in between.

Which means if Amtrak crews are keying doors open manually at stations, it's partly preference, and partly because some of the stops can not platform even a full three cars, so they find it easier to work that way.

Huh, interesting, so that essentially requires two conductors to make the whole thing work. Of course with the archaic ticket collection system, they have to have several conductors anyway.

Of course the real solution is every line that runs to NYC gets full 12-car platforms everywhere.

And Amtrak crews are a minimum of 3, anyway: engineer, conductor, and trainman. Longer consists have one or two additional trainmen.

Silverliner II wrote: ↑Fri Oct 04, 2024 3:41 amAnd Amtrak crews are a minimum of 3, anyway: engineer, conductor, and trainman. Longer consists have one or two additional trainmen.

Is Amtrak still running SLE?

Yes

daybeers wrote: ↑Sun Oct 06, 2024 12:31 pmYes

That's a bummer. 3 people to run a commuter train. They should still be able to offer more service. They also need to finish the other half of Madison station so that Amtrak allows them to run more trains.

Not mine:

ElectricTraction wrote: ↑Sun Oct 06, 2024 1:30 pm That's a bummer. 3 people to run a commuter train. They should still be able to offer more service. They also need to finish the other half of Madison station so that Amtrak allows them to run more trains.

I don't think Madison is holding back SLE in terms of # of trains... just the number of trains that stop heading west at Madison (and of course, Madison's ridership). For a while, when Guilford was the only intermediate that had dual side platforms, it was nice getting on a westbound from OSB and having only one intermediate stop on the way to New Haven.

Yesterday was my first time on the M-8s in SLE service with the automated station announcements. Why, oh why, did they record them as "Shore Line East Branford", "Shore Line East Guilford", etc... and not just "Branford", "Guilford", etc?

And if that announcer is still around, they really need to change "Farifield Metro" to "Fairfield-Black Rock". As of yesterday, it was still announcing the old name, with the train crew chiming in "Black Rock!".

CTDOT has fixed the clearance issues on the bridge in East Haven, so now the M8s on SLE no longer require the third rail shoes to be removed.

Well then, if that's the case...
... have that super-express train from NHV to GCT extended east to OSB or New London.

shadyjay wrote: ↑Mon Oct 07, 2024 3:14 pmI don't think Madison is holding back SLE in terms of # of trains... just the number of trains that stop heading west at Madison (and of course, Madison's ridership). For a while, when Guilford was the only intermediate that had dual side platforms, it was nice getting on a westbound from OSB and having only one intermediate stop on the way to New Haven.

So they're probably below the cap right now due to the service cuts, but I know that they are hard capped with Amtrak on the number of trains that they can run to OSB until they finish the other half of Madison station, which is the last single-sided station, then they can propose additional trains. Also, in the AM it's the Eastbounds, in the evenings the Westbounds that don't stop at Madison... The whole track/platform switching thing is just dumb at this point, they should hurry up and finish the other half of Madison and put that dumb practice in the dustbin of history. It kind of made sense when all the stations were one-sided, now it's just confusing.

It's a major wetlands area there. Most of the shoreline shouldn't have been built on in the first place because of them, but here we are. Money talks.

I'm not sure Madison would support the ridership for a second platform, especially with the reduced schedule. CT spent quite a bit on the second platform at Clinton which opened two years ago, and I don't think ridership spiked.

At this time, I'd much rather see the money go towards building actual development around the stations. The off-peak and weekend ridership is abysmal especially at the intermediate stations not just because the schedule is bad, but also because there is little to no reason to visit them. Turn some of those absurdly large parking craters into actually useful land.