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itmaybeokay

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itmaybeokay last won the day on May 22 2018

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About itmaybeokay

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    Attorney at Dog

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    Astoria

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  1. The app is so very janky - but whats weird, truly the only reason I'll ever use the thing, it somehow has a more reliable real time data feed than the subwaytime app, or really any 3rd party apps.
  2. 🤓 Stunning, then, the number of CS and EE faculty here on the train in the AM As someone with a reasonable understanding of code and encryption, also network topology and basic electrical engineering: It's way harder than you think. Nearly impossible. The system is actually quite complex. The whole archetecture can be gleaned from this publically available Cubic co patent: http://www.freepatentsonline.com/6595416.pdf Both the turnstiles and the MVM are networked - but not in the way that we think about it today. Serial connections. Strictly point-to-point. All security is on the physical layer. No penetration without physical access. Not happening. You can't breach an MVM without opening the box, end of story. The metrocard itself? I won't link it but the format has been pretty thoroughly explored. It's not a standard magnetic stripe format, so you need to build hardware to read it. Basically, credit cards, and pretty much all other magnetic cards have "timing bits" encoded which are comparable to sprockets in film. The metrocard data is magnetically encoded onto three linear tracks which are read as they pass over a static head in the turnstyle, and as such, the time domain is a key parameter for decoding. Lacking the timing bits, the turnstyle actually has a rotary encoder opposite the head which reports the rate-of-swipe to the magnetic decoding system. Bear in mind, in the same swipe its being read, it's also being written. There are some check bits for which I am not sure if the algorithms of encoding have been derived - I'm not interested in looking either - but lets say hypothetically you could write the correct check bits and add money to a metrocard. You wouldn't get far - stunningly, they've thought of that. The area controllers talk to a central database periodically communicating card serial number, swipe index, and value remaining. That data is also written to the card. So yeah, theoretically: Lets say I have a card, swipe at a turnstile, and have $5 left on the card. I had copied the magnetic data off the card before swiping and now re-encode the card to it's pre-swipe state. I swipe it again, it says $5 left on the card still, whoo hoo! Except: Now it's been transmitted to the database that the card serial number has had the same swipe index transmitted twice, at two different times at two different locations. One of two things happens: 1) the next time you swipe the card, it encodes the balance the database expects 2) the card is simply blacklisted. Also if you're caught you'll be arrested. I guess you could try hacking the central database, but now we're talking felony computer crime for free fares - and nobody outside the agency even knows if that database is connected to the internet. Considering the fact that there's no way to add value to a metrocard online - I bet it isn't even networked outside of the private fare collection network. TL;DR even mr robot still evades fares the old fashioned way.
  3. I saw something like that on the 1, but this guy is raising his fist at a maybe 14 year old girl. My co worker riding with me later told me "you are actually the crazy one" because I got riiight in between that. "Hi!" (friendly tone, grinning wide) "you need to get off the train" He called me a narc and filmed me on his phone, told me I was going on worldstar - but you know what? He got off the train. also - probably don't follow my example on this one.
  4. I don't believe they offer a 30-day express bus metrocard. There's only the one 30 day, other than various reduced fare varieties.
  5. yes, mta management sucks. I don't think that invalidates my points. And I'm not certain that a single transit system has a contingency plan beyond "clean up the oil and seal the leak" with regard to seepage of underground oil plume into existing subway tunnel. Maybe they should but cursory research seems to suggest that this has never happened prior, other than plumes encountered during initial tunnel construction. Diesel smell is pervasive and persistent, merely cleaning up and sealing the leak will not immediately remove the aroma.
  6. This president making a promise and not following through? A stunning development. Yuge news. </sarcasm> Real talk, If we ever actually see federal investment in transit infrastructure implemented after having been initiated by this executive administration i'll buy your monthly metrocards for a year. I declare this to be a binding contract and formally, legally agree to follow through. Edit: so this can be taken seriously, because I am serious, let me further define the threshold as "Federal investment in new transit infrastructure exceeding the scope of the prior executive administration." Propose me a dollar threshold that meets this criterion and I'll have a contract drawn and it notarized.
  7. Wait though, it's not really a valid comparison to say "they couldn't eliminate the fuel oil smell so silica dust will be a problem if they do work on the weekends" I'm not offering tacit support for the hammered-through cuomo plan in rejecting that logic but, notes: Dust is inherently easier to mitigate than oil. You're talking about near-macroscopic airborne particles for dust, versus literally molecules for diesel vapour. Due to the larger particle size the dust is less likely to even enter vehicles travelling the tunnel. The dust is easier to control since the point and time of emission will be known. Not for nothing, I 3d printed a vaccum attachment for my drill that completely eliminates drywall dust when I drill into the wall. It's not rocket science (actually it's fluid dynamics) Water jet systems alone can control silica dust whereas water inherently can't effectively mitigate hydrocarbons. The concentration of silica dust required to be suspended in the air to pose a substantial risk is remarkably high. Health concerns of silica dust are generally confined to workers exposed for entire shifts for extended periods of time. The concentrations required for point-exposure implications are generally like, volcanic. (source: osha guidelines for silica dust. google it i'm not dredging up the link) I really think that "the dust" ought not to be the boogieman in this boondoggle. The unsustainable off hours service should be the issue. As you were.
  8. Well for one, they're using columbus triangle (where the normal stop is) as a construction staging area. Second, that intersection will be closed for 20 weekends during construction. More: https://new.mta.info/sites/default/files/2019-02/Astoria Blvd ADA and Renewal v4- 1-30-19.pdf I think it will be longer than that... Unless we're talking about two different things
  9. 111 is scheduled to take 6 months, Astoria blvd is going to be closed for 9 months with the total work lasting 21 months. Not really sure that's better, especially considering the loss of the pedestrian overpasses. I really can't overstate the importance of the overpasses. This intersection has had multiple pedestrian accidents every year since at least 2009, and that was WITH the overpasses. MTA presentation indicates there will be crossing guards during work hours even, but it's actually nights I foresee as being the issue.
  10. They're already working on Ditmars and Astoria Blvd. Ditmars won't be closed for the duration of the project. Astoria Blvd apparently will be closed for 9 months - not sure if that one really falls under ESI because it's actually an ADA upgrade - though, they sure are embracing the "eh just close the whole station" approach. The bad part of that one is, the pedestrian overpasses over that incredibly dangerous 31st/Astoria Blvd intersection are already half closed, not sure if they'll be closing in their entirety for the project. Those overpasses arguably are as important as the station itself. Pedestrians are gonna get hurt on this one.
  11. I don't know if that would be practical to set up every evening and tear down every morning. I assumed that the train-of-trains singletrack concept was still only and overnights/weekends thing. I had a thought that you could make a consist of flatcars specially configured to be a "platform train" that could rapidly be put in place and moved, but I thought this would be overly complex. Not the worst plan in theory - I'd say even better with the "platform-train" - but I would imagine, in practice, getting the masses to perform that shuffle would be like herding cats. In theory people would get used to it, but we can't even get people not to stand in the doorway. Could you send 5 trains over, terminting the first at 8th, 2nd at 6th, and so on so on so you have trains at 1st, 3rd, Union, 6th and 8th, and then start them all back simultaneously not making any additional stops in manhattan? You'd still have the problem at bedford though.
  12. To be honest the only real problem I can see with this plan is the crowding delays on that first train in each direction. After that 22 minute wait, the platform crowding would be whatever it would be under the current plan. Despite the fact that 5 more trains are coming down the pipe, I feel like everyone's gonna act like the first train is the last lifeboat on the titanic and pandemonium will ensue to board it. Yes the staggered starts from the terminals would help a little bit, but I'm not sure if it would be enough. Honestly, I think this is a use case for agent-based-modeling passenger rates and behavior of these situations. (you'd program the agents to basically have a random probability [within range] of trying to board visibly full train and then random [within range] time before giving up and waiting for next, and you could get a more clear picture of what's going on.
  13. http://dashboard.mta.info/ Literally no metric on that dashboard shows 4 months of improved service - so uh, you know, wait what?
  14. I'm not pretentious, I'm just an a-hole. 

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