Gong Gahou

It will stay - it's the most logical for any permanently-linked sets that contains more than 4 cars and consists of motor and trailer cars. If you're referring to the numbering of the converted R142As then no, that doesn't mean they don't care - it's more of an exception to the rule. Perhaps they wanted to save on costs from changing the numbers and/or, for whatever reason, they needed to know which 188s were 142As. The question is not how, but why. @Tech and Transit: I have no clue, but as long as it's not seen in revenue service that way, I can safely assume it's necessary for the C cars to be where they are. Only if necessary. Otherwise the loco will just attach itself to whichever side has the coupler adapter and go from there. Locos can either pull or push - for the latter someone should be on the 188 as the "eyes and ears" of the loco. The material inside the covers work as diffusers - they will spread out the light so it will come to our eyes as soft light. A comparison between shining a light through transparent and translucent glass is an example of how this works.

At the same time there is no logical reason why they should be in the middle, nor does it offer any benefit other than aesthetics. Your option would give something extra for yard workers to keep in mind - something they don't need when they have to deal with complex machinery already. As they can technically go anywhere, the MTA should have taken into consideration your option. Ultimately they felt that organizing them the way they are now is better, because while both methods organize equipment in a logical manner the latter option does away with the extra bit of info. It's the same reason why 4-car sets of 75-footers are numbered consecutively, but not sequentially.

Both the R68s and the R68As have the same setup; every car has a full-width cab on one end and half-width cab on the other. They also have full-width cabs that don't serve as the operating end, which are all inside the odd-numbered cars. First, a slight correction in your number example there - marked in red. As for why, it seems to me that it was done that way for easy and quick identification of equipment. Notice that all 75-foot cars are grouped so that all cars with a working cab (A cars) are numbered even, while the rest (B cars) are numbered odd. This way, one can readily identify the car just by looking at the last digit, because this procedure isolates digits that will absolutely tell you what the car is, just like how the sequential numbering of 10-car trains isolates digits as well. 75-footers have five digits set for A cars and five for the B, while ten-car trains have four for A cars and six for B. Numbering four-car sets of 75-footers sequentially will mess this up because one will not be able to identify the cars by their last digit. A car with a last digit of 9 could either be an A car or a B car; this applies to every other digit as well. One must pay attention to the tens digit for the last digit to be meaningful. Moreover, there would be a total of twenty numbers to deal with - ten for A cars and ten for B - as opposed to a total of ten for the current setup. This occurrs because you are dealing with multiples of 4 instead of 5. This numbering method also works since the ratio of A cars to B cars in a four-car set of 75-footers (excluding the A-A pairs) is the same. I doubt this would be implemented on five-car sets - not only would they not be consecutively numbered, but the numbers will get messy as they go up. If the R211 order brings in 75-footers, I won't be surprised if they are numbered the same way the others are.

HV stands for Heating and Ventilation. Not exactly. In the most general sense yes, air conditioning would also include heating and ventilation, but technically they are all separate since in a HVAC system air conditioning systems remove heat.

That should be correct. I recall reading somewhere on this forum that a CBTC-related failure counts as a breakdown for the entire train, even if it means it can still run/operate normally without it. I'd look for it, but I'm short on time right now. I'm not familiar with the term "Mx", but yes, the M to Bay Parkway used the same tunnel connection.

It'll run it's normal route to Broad St, merge with the R and make R stops until after DeKalb, where it'll run on the B/Q to Prospect Park. Sent from my iPod touch using Tapatalk

According to my e-mails, there was a mechanical problem followed by a rail condition on the express tracks at 28 St. Then there was a signal (as reported by MHV9218 as well as a family member of mine) and a switch problem that affected all three lines. For the D, there was a signal problem that lasted for four hours. Short excerpt of the alerts: 5:57 - 6:25 am: s/b 4, 5 local between 14 St to Brooklyn Bridge due to mechanical problem at 28 St (strange, shouldn't it be from 42 - BB?) 6:33 - 6:43: s/b 4, 5 local due to rail condition at 28 St 6:49 - 10:50: n/b D delayed due to signal problems at Bedford Pk Blvd 7:00 - 7:47: 5 via 2, delays on 4 due to switch problem at 42 St 7:10 - 7:47: same as above except the 6 is caught in the mess

Saw this sign installed a month ago, and last week or so I still saw it there. Perhaps whoever installed this sign was just as confused as the straphangers who transfer here for the 6 train. ------ According to a video I took last year, it follows what Jsunflyguy said. Here's a snapshot of that video: The operator applied the brakes a second before this snapshot was taken. Two seconds before brakes were applied the train entered Nostrand, and five seconds before that it had already reached 40 mph.

I'd assume that this was an urgent case that needs to be resolved immediately. If that's the case then the traffic at DeKalb was unavoidable anyway, because even if the MTA decides to work on it during evening/midnight hours there would still be no express service until the rail is fixed. It's even worse if there was express service after MTA discovers the rail condition. Better to fix it immediately than later. As of 5:32 PM today, D and N service is good.

If you're referring to the Sandy Recovery maps, you can still get them. Head over to the Downloads page on this site; the admin has uploaded 15 versions of it.

I witnessed the beginning of this mess. Got off of a n/b D train at Bway-Lafayette and found a s/b B train held in the station for a few minutes, along with the D train after it. Smoke condition? The conductor on my train said it was a signal problem. But this was somewhere between 9:10 and 9:20, so it could have happened after the smoke condition.

Yup. I could touch the seemingly clean, but actually dirty rollsign. Around the Horn, notice how there aren't any reflections on the D bullet as opposed to the rollsigns to the left. I doubt someone shattered it, since there were no broken shards anywhere.

Spotted something quite unusual yesterday afternoon on the D. And no, it's not broken. Perhaps this is one of MTA's ways to save money?

76th Street is supposedly a local station that exists on the IND Fulton, east of Euclid Ave. Why "supposedly"? Because there are no photos of the actual station. But there are photos that might suggest that it could exist, such as an electric board that shows the station, a cinderblock wall that serves as a dead end, and signals that face the wrong way (it faces the cinderblock wall). There's also people who claim to have seen what's behind the cinderblock wall - a ROW with no tracks as well as the station, built with blue band tiles and tiles saying "76 St". All this fuels the rumor of the possibility of a 76th Street Station, but none of this is solid proof that it exists. Until someone can figure out how to remove all the dirt behind the wall, chances are that the existence of this station will remain a mystery. Here's a track map from nycsubway.org showing the area east of Euclid Av, where the four tracks run northeast to a dead end.

Yes, it was in service, but it turned into a school car once it reached Coney Island. That's most likely what GojiMet86 was referring to.

Yep, both the R62 and the R62A are available. Check the Downloads section on the BVEStation site. A possible reason for the JFK Airport announcement between Hoyt and Nostrand could be coding that the developers forgot to remove. For the timers it could be a coding error or it could be a coding limitation at the moment. I'm not 100% sure - perhaps someone else could give more accurate info. I reported this error just in case it hasn't been seen by the developers yet. Some members here on NYCTF are actually developers at BVEStation so they might have seen your post already. Any more errors you can find, please do post them in this thread.

What do they sound the same in? I haven't ridden the R44s much so I'm not familiar with their sound. I welcome the SMS though. They sound so much quieter compared to the rest of the R68As.

It seems some R68As have been spruced up. Car numbers are 5085-5088, and another four-car set containing 5193 and 5194. Besides their trucks and underbodies being mostly polished, they seem to be the first ones to get their bonnets repainted. The paint they used is much better - very faithful to the original color unlike the silver on the R68s.

It has nothing to do with trains though. IIRC is an acronym/internet slang for "if I recall correctly".

Yep, you got it. The fallen leaves are one way to get flat wheels. Using the emergency brake and having bad brakes are two other causes. Generally, flat wheels form when the wheels lock up while the train is in motion, causing the wheels to drag/slide along the rail.

R32 3838, I think you should read AndrewJC's post again, because he did not say what you think he said.

I'm guessing they are there so they would be protected from Hurricane Sandy.

I was caught in the Lexington Avenue incident. Service was fine at 8:20 am. When I transferred at 86th, a downtown left the station normally, and a train would come two minutes later. That was about 8:30 am. l didn't think I'd get stuck between that station and 59th Street though. I stood in the crowded train for half an hour or so as the trains before us tried to discharge their passengers. The conductor and T/O on my train said that there was a switch problem and a train that has its emergency brakes activated at 14th Street Station.