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| Re: South Ferry Inner Loop Station. (1385831) | |||
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Re: South Ferry Inner Loop Station. |
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Posted by Jace on Wed Feb 17 09:59:54 2016, in response to Re: South Ferry Inner Loop Station., posted by Stephen Bauman on Tue Feb 16 23:56:04 2016. Apples to oranges. The IRT expresses in the Bronx were more akin to a suburban service than the L: how many people would get on at one Bronx local station and then off at another 2-3 stations down and how many would ride into Manhattan? And what were the loading guidelines that led to the 30 train per hour rate? Was it to ensure every Bronx rider had a seat or was it to get a stuffed car? NJT and LIRR operate trains longer than some of the stations allow but their scheduling criteria is to offer every rider a seat while minimizing standees. That means there's room in the aisles for people to walk car to car to get space and then time (and room) to get to an exit.I'm not sure what the ABs have to do with R110Bs but if you want to bring them up that's ok, I like the cars. But in this context they're not a suitable design as they were a suburban car at heart. Take a look at the narrow aisles between the transverse seat and the seating arrangement itself: very little room for moving end to end or for standees, lots of room to sit and get comfortable for the long ride in from Brighton Beach. That said, the number of door openings and to a lesser extent door width are critical for dwells (poles do matter as do the niches by the doors). R160s run exclusively on the E rather than R46s simply because there are more doors per train. The transverse seating on the R46s doesn't help as you lose floor space too. Starting with a blank sheet wider door openings can easily be added to a shorter car if maximizing capacity is the overriding design criteria. Ultimately, for maximum capacity, you'd get to one of the 6 door opening, no seat Yamanote Line cattle cars. I wonder how the L line passengers would like those? |
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