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| Re: Lexington Avenue Line TPH (259977) | |||
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Re: Lexington Avenue Line TPH |
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Posted by Stephen Bauman on Mon May 29 15:24:34 2006, in response to Re: Lexington Avenue Line TPH, posted by BMT Standard on Mon May 29 09:37:28 2006. the Park Row station had four bays for loading/unloading trains, and the line fanned out to 4 tracks at Sands St. There is no reason that a line can't run 60 tph between stops if there are extra tracks/platforms at the stations to keep the trains from backing up.The Brooklyn Bridge was cited as an example to show that merging-diverging track layouts are compatible with high service levels. The 66 tph limit was due to weight and speed restrictions on the Brooklyn Bridge. The spacing was determined by the bridge's maximum live load. The speed was limited to 17 mph to avoid vibrations. The el cars were heavier than the cable cars they replaced. They managed 90 tph and a 24 hour average of 40 tph in the cable car days. However, consider what happened after the Sands St station. First the there was the junction for the Fulton and Myrtle lines - at grade. Then each of these lines had a junction for short turning trains - also at grade. The Myrtle then junctions for the for the 5th-3rd and the main line els - also at grade. The Fulton had junctions for the Brighton (Franklin Av) and the Canarsie - at grade. That's a lot of of merging and diverging and I haven't mentioned what happend to some of these branches after they left the Myrtle. That's far more than the Lex is subjected to. |
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