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  1. My favorite memories probably my first memory of the subway. Catching the #1 at 125th st. With the huge bridge over 125th st. Riding the then new R-33's withe the big front windows. At 4 years old I could barely see over the bottom of the window on my tippy toes. My mom got a small wood box for me to stand inn so I could see out the front without having to strain. The 7 out to the Worlds Fair in Flushing Meadows. The last nite of the old Myrtle Av El to Jay St-Borough Hall. I found out that there were many people who also liked trains. And my mom was surprised /horrified /(fill in the blank) about all the fuss. At times it was pretty interesting. My first trip alone on the subway. I was living in Mill Basin at that point and had a bus pass for Pioneer to get to PS236. It said it was good for the entire route from Mill Basin to Kings Highway. I had an old box brownie camera and a roll of film. Took the train down to Stillwell Av and spent a couple of hours taking pictures. A few days later my mom found he.film and developed it. As a treat she then made some contact prints and promptly hit the roof. How did I get to Coney Island and why had I gone without telling her didn't I know I wasn't supposed to leave the block and how did I get there and and. I don't remember the year but I was going to a private school in Queens and one winter the school bus drivers went out on strike. To get to school I ended up taking the subway. The school got a lot of the kids transit passes. Well for me this was open season for riding. The worst of it was a day of bitter cold where the subway trains ended up getting rerouted all over. The D train I was on got rerouted onto the BMT Broadway line. And this was before the Broadway line had the platforms extended to handle 10 car trains of the IND. The motorman and conductor discussed the problem over the pa for all to hear. They had to make two stops at each station to let passengers off. At 42nd st(I think) the motorman got out and called someone to explain the problems. I got off there and transferred to another train to get where I was going. Rgds IGN
  2. paulrivera That is the kind of thing that can contribute to fatigue. If one is used to working an evening shift then changes to a morning shift. The time of day usually the last item. What can happen is your driving along a stretch of road where you go from bright to shadow or a rhythmic change of lite and you literally zone out. Most people unless they are at least cursory aware of the symptoms don't even notice unless they have an accident. If this case one could kind of zone thru the alerter. One gets used to pushing a button on cue and you do not even think about it even if your asleep. Pushing the button is kindof like sleepwalking. Unless you have to make a decision of some sort. The mechanics of fatigue are such that what happens if your tired is that your body demands the sleep and you start to have what are called microsleeps. You literally fall asleep for a second or two then wake up. If you do not respond to your bodies need for sleep at that point the microsleeps get longer. It happens with truck drivers on a regular basis. It is also much more of a problem at sunrise. NTSB knows about this and have done all kinds of studies. Blame game no. Just better training. This kind of fatigue is the major contributor to transportation accidents. Trucking (what I was doing for a living), buses, air, and rail all. Rgds IGN
  3. an expensive locomotive that GE still has on its fatally but has not sold since. Should read : an expensive locomotive that GE still has on its "catalog" but has not sold since. I wish my laptop was working. This tablet makes corrections that I do not see. And I can not go back and fix. Thx IGN
  4. Another comment about why the engine did not catch fire or spill fuel despite having several hundred gallons of fuel. The Genesis line of locomotives were designed from the ground up as a passenger locomotive. Included in that design was fuel tank protection. Self sealing fuel tanks and a body design that affords better protection inside the body of the locomotive. What did GE get out of it, an expensive locomotive that GE still has on its fatally but has not sold since. Rgds IGN
  5. With regards to the "deadmans switch". I believe Metro-North uses a setup where one has to either contact or break contact with a cab surface every minute or so. The thing you will see is an armband with a wire. In some ways better then just a switch. Think of the controller on an R-42 you push down on the controller and notch up. It is spring loaded so if you take your hand off it the emergency brakes are set. The problem that was found with that was if the engineer or motorman falls dead and their dead body falls on the controller nothing to stop the train(yes it happened on more then one occasion). Out of that came a change in design to the make or beak contact setup. On some systems a button was installed to press on the alert tone. Operators started putting coins (against the rules) into the "annoyance ". This was changed to the make or break setup which was found to be more reliable. Rgds IGN
  6. realism. The National Transportation Safety Board (NTSB) investigates transportation accidents. The NTSB makes recommendations. Sometimes they make STRONG recommendations. The NTSB does not make rules or laws and is not in the enforcement business. The worst thing you can do in an NTSB safety investigation is try to stonewall or impede the investigation. In those circumstances they have in the past and do refer matters to the FBI and the US Attorney. Then it becomes an "Obstruction of Justice" matter. Testimony given during a NTSB investigation is immune from court proceedings. And the NTSB report itself may not be quoted or used during a trial. If criminal matters are uncovered during an investigation the prosecuting authorities (US Attorney or State Attorney General) has to go and gather the evidence themselves. In civil litigation same applies, ie the plaintiffs attorneys have to do their own investigating. This does not prevent these same attorneys from reading the reports and using them as a road map in discovery or investigation. NTSB basically just wants the facts just the facts. And they have the big stick of the federal government behind them. The result is not only understanding an accident but also what may have led to the accident. IE things that caused an engineer, pilot, driver or captain to make bad choices. Or in other incidents things that caused the incident to become something more serious. Rgds IGN
  7. This was one of the items in the news. http://thebea.st/1cU7fOo Amazing Grace in the Bronx: Inside the Metro-North Train-Wreck Rescue Four were dead and dozens injured in an early-morning New York City train derailment, and firefighters needed help extricating the wounded. What followed was remarkable. Rgds IGN
  8. YankeepawMets. Things that happen with air brakes. 1.Ice. Unlikely. If the airdryer (it removes water vapor from the air system) failed and then a build up of moisture happens in the system it can freeze in the airlines. Looking at the weather reports the temps Sunday morning were above freezing during the run. 2. Inexperienced operator. Unlikely as the engineer had 20 years experience. What can happen is repeated use of the brakes can bleed off the air and you will not have enough pressure left in the system to apply. This is why constant monitoring of the brake line air pressure is done. 3.Some other mechanical failure. I do not know enough about the systems to comment on this. The thing that has caught my attention is that the train in question was scheduled to made multiple stops between Poughkeepsie and Tarrytown before going express. Last thought and bear in mind this is speculation, fatigue. The NTSB will do a background investigation. 5am departure and traveling in the early hours of the morning on a very cold morning. The cab heat may have been on full blast. If your not well rested one of the recipes for nodding off. Rgds IGN YankeesPwnMets Sorry about the misspelled name. I'm on a tablet and can't fix. Rgds IGN
  9. According to an article in the Wall Street Journal the engineer had 20 years experience. http://online.wsj.com/news/articles/SB10001424052702303670804579231830633455674 Someone with that would know about speed. Rgds IGN Teelow no difference in braking ability. With railroad airbrakes they respond to changes in air pressure in the line. The main difference is in an accident the heavier locomotive has more ability to push bigger things out of the way. And provides for better crew protection. Last comment I am not sure if MetroNorth's locomotives have dynamic braking. It would have been the margin in this if the train had suffered an air brake system failure. Dynamic brakes turn the traction motors (the electric motors in a diesel electric locomotive) into generators to provide braking. Rgds IGN
  10. AverageJoe. What I was thinking of is the diesel hauled trains from Poughkeepsie could go down to Penn Station. The FL-9's were set up to use either overrunning or underrunning 3rd rail. I was not sure about MetroNorth's P-32's. The 3rd rail at Penn runs up thru the connector. It is overrunning if I remember. Rgds IGN
  11. The locomotive engineer, according to news reports, said the brakes did not apply. Until the NTSB reviews the data recorder I would not want to say. Looking at the photos and from the what was reported the lead car may have rolled 360°. I may be mistaken, I had thought that the cab signal system in use also included speed restrictions. Metro North uses a cab signal system with automatic train stop. A brake failure would explain much. The train was on its first run of the day. Also it had made several stops from Poughkeepsie to Tarrytown before going express. One other comment why can't MetroNorth go into Penn Station on the West Side line. Thx IGN
  12. A couple of comments. The clearance at Penn Station is 14'5" if what I saw elsewhere is correct. This is shorter then a plate C which is 15'7"(I think) . The really old bi levels the LIRR had back til the 1960's were not like those in use today. The cars would have a set of 4 seats in a kind of booth that faced each other on either side of the centre aisle. Thus set of 4 seats were either elevated or depressed from the centre aisle and the head of he person on the lower booth would be under the seat above. You would either step up or down from the centre aisle. Here is a pic of an MP70. http://www.nycsubway.org/perl/show?20051 (I'm using a tablet and can not make the links) Also Amtrak locomotives the P32 is a variant of the P-42 that Amtrak uses throughout its system. It is a Genesis locomotive not a -8. http://en.wikipedia.org/wiki/GE_Genesis The other loco mentioned the B-32-8BWH is a modified freight locomotive. http://en.wikipedia.org/wiki/GE_Dash_8-32BWH Thx IGN
  13. Just reading some of this I have to ask. Is NYCTA having trouble finding space to park subway cars when not in use? Also the item about state law requiring replacement of parks land, does it count if say you build a yard and then cover it over with parkland? Rgds IGN
  14. By the by if you want to laugh about some of South Ferry, on another sites thread we got a little off topic. But I couldn't help myself http://cs.trains.com/trn/f/111/p/216591/2382727.aspx#2382727 Also some connections to another ex New Yorker. Thx IGN
  15. Maybe someone out there could answer this: Why couldn't the H run the whole length of the Rockaways? I could see a problem with the tower slowing things down. But could the NYCTA not run thru the tower with manual blocks. ie have 2 switchman to throw switches with radio's to compensate for the lack of a tower? Rgds IGN
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