itmaybeokay

Why do we think those aren't LED bulbs?

There is at least an FTA filing that shows that 75' cars will be able to use the line from the early 2000's. It occurs to me though, that this mistake *could* be a very old one. When they originally started working on lex/63rd I don't think the R44's had been conceived of yet. There's only one curve on the line that could even cause a clearance issue, and it's right by the very original bellmouth dug when they built the 63 st line. I can't find any documentation showing what or where the problem was, but it could have just been an issue with the clearance in the original tunnel going from 63 to 2nd. I think the bellmouths were like, 20-30 feet long so - long enough to be part of the problem. Food for thought.

In re the 75ft-snafu: I have a feeling that it wasn't like, 75 foot cars were scraping the tunnel walls. The "Plate" of a train is the lateral and vertical area where the car MAY occupy assuming all of it's possible rock and sway. I have a feeling when they ran the TGC they came up with an area that was too-close to the plate. Like, overriding a minimum safe area but I don't think they were like rubbing concrete. They've been running R68's up there already so it seems like it was a quick fix.

You're not glad they're pissed? It's you and I and all of us who are paying for these cars - they ought to be pissed, we ought to be pissed.

YW - I came back a few hours later to see if anyone had another few cents to add and -

Hey if there are enough common toolings or at least procedures to keep costs down in a meaningful way while still providing reliable, good trainsets- I really don't care if they borrow design elements.

Here's a picture from last month of one before they wrapped it up. A while back they tested countdown clocks on the BMT broadway line that worked by using cameras to record car numbers and correlate that information to route and location data - the result being countdown clocks that required no modification to the car equipment. That very well may be the technology they're using here. I have no idea if there's been any movement on this front, but I had also proposed they could use anonymized data of cell phones connecting in every station down the line to fairly accurately locate individual trains (and gain some valuable ridership data too) but that's speculation on top of speculation. I feel like we'd have heard about that if that's what they were using, since technologically, it would be a very big deal.

:-D that would be awesome.

Your C# web application, which I'm assuming is running on an ASP.NET platform - is calling a Java Pathfinding library (unnamed) , presumably by loading a virtual machine for java... because that is the fastest? IDK man, share some code and I'll happily retract my doubts and praise your ingenuity but none of this checks out to me. The most widely used pathfinding library is A* which is easily implementable directly in C# and source code of such is publicly available. As for each station having pre-coded examples of possible changes, wouldn't that result in a list of variables several thousand entries long? Wouldn't it be easier to make a representation of the trackwork as a boolean grid, and like descriptors of the theoretical changes based on nodes the path-finding algo goes through ? (Via the X line between Y and Z, Suspended between X and Y, Running in two sections between A and B and X and Y, On the Local/Express track between Q and R) All you have to do is change one of the tiles on the grid from TRUE to FALSE and the pathfinder has to find another way. This way has it's drawbacks but it's probably the most straightforward and versatile way of putting it together. if you're spoofing a goof here tell us. if you've realllllly got this running, even as buggy beta town - put the code on github because now I'm interested and would honestly love to work on it.

Yeah - the fact that it says "mta.info" in the address bar is a big ol redflag for me. Sure, yes - it's fairly straightforward to, say, edit your /etc/hosts to point mta.info to localhost. But that, without a doubt, would be the dumbest way to access your development platform. Also, assuming the descriptions of reroutes were automatically generated, you'd have fixed ways of describing each type of service change. The fact that the page displays "service operates in two sections" "is split into two sections", inconsistently applies capitalization, boldface and italicisation kinda screams human-generated document. If this were generated by a computer, the natural-language processing would seem to rival that of IBM's Watson. But, I'll give the benefit of the doubt if you answer me these questions three: What language is this written in? How is the representation of the possible reroutes stored? What path-finding library are you using?

Information out there is sparse, here's what I can find. From the MTA CPOC: http://web.mta.info/mta/news/books/pdf/131112_1345_CPOC.pdfpage 43 From - well damn - from DJ hammers on reddit haha https://www.reddit.com/r/nycrail/comments/3jfua1/r160_digimove_test_train_action_on_the_j_line/

So, forgive me for this one: A friend asked what would happen if a T/O or C/R came down with diarrhea or similar mid run, and wondered if this was ever the cause of a "sick passenger" delay. I said if they were too ill to continue they'd send out a TSS to take over but this is speculation. With hundreds of trains running at a time this must have happened. So - anyone know the procedure if this occurs deep in the bowels of the subway? Again - sorry.

I think this is just a poorly worded suggestion that for service north of 168, take the A from columbus circle to 168.

My personal favorite is the "take one step into the car and stop even though there are people behind you on the platform" As a personal policy, people standing in the doorway, if they are obstructions, get half an "excuse me" before shoulder check them back onto the platform. I'm 6'2". Inertia is usually on my side. Its for the greater good.

Yeah, now. As I understand it, this is a restriction in place since the post-sandy montague rehab. There are cables or some such whathaveyou hung on the sides of the tunnel that restrict clearance, if I remember correctly.

what's funny about the "delayed by train traffic" message to me is the way its always interpreted - people hear "traffic" and think of it in the context of "stuck in traffic" and hear the message as "there is a train traffic jam in front of us" - when really it *should* just mean a train crossing in front, occupying the block. Traffic in the sense of "air traffic" - but since it's associated with a delay people think of it as shorthand for "traffic jam". Honestly, it's probably used too often. In my mind, It should be used when there's a train merging onto the track and the train will be delayed 40-90 seconds until the block clears up. The reality of the situation is, it's deployed just about whenever the train encouters a red signal - and if everything is running the way it should, trains really shouldn't encounter red automatic signals. Home signals, fine - but if I'm not mistaken trains are supposed to radio in if they encounter a red automatic - because they really shouldn't. When I'm commuting and we come to a stop anywhere other than a station or an interlocking - that's when I turn on the scanner to find out how bad it is - because there's universally something wrong. And with regard to the widely interpreted meaning of "train traffic" - yes, prior incidents or dramatic reroutes can cause train traffic jams - but the proper term for this would be "congestion". (perhaps someone can develop some kind of mass-transit mucinex)

probably some kids screwing around. r32 would never be assigned to the N, even temporarily, because the square-sided cars fail to clear the cables in the montague tubes, and in the event of a problem on the manny b it would be unable to be rerouted.

If it's what I'm thinking he's talking about - there was at least one set on the N/Q that was testing LED interior lighting instead of Fluorescents. If you've ever noticed they sell "Daylight" bulbs that are a blueish 5400k color temperature and "Incandescent" or "Soft White" bulbs that are a 2700k color temperature. The led's they installed were probably like 4700-5000k and they contrasted starkly (looking blue) compared with the 3000-3200k station lighting, and the lighting on the other set of the train. (I'm a cinematographer. I spend a lot of time complaining about mixed color temperature.)

There's also Access-A-Ride which fills in the gaps. Everyone has "access to transit" regardless of ability. I mean - it's better not to think that way. My issue with ADA laws has nothing to do with Universal Access - it has to do with the fact that the people who benefit from the laws most are actually lawyers who pursue frivilous or borderline lawsuits toward entities that have something noncompliant. That's not who the law was meant to help - and many of these suits have vastly bastardized the spirit of the law. MTA is *TECHNICALLY* compliant because of access-a-ride. But, if we are looking at it from a purely utilitarian standpoint, there are a lot of people who will benefit from additional elevators. People with strollers, people with luggage, people who aren't disabled but maybe just injured, or tired. From a utilitarian standpoint, the elevators *do* make a fair bit of sense. But seriously - lets remember that it's not like the MTA said "guffaw, nuts to wheelchairs" and decided not to put in elevators. When the system was originally built in the early part of the last century, nobody would have ever thought to put in elevators. Times have simply changed. They can, should, and will, add elevators - but it's a time consuming process to do so with minimal impact to service and without risking the structural integrity of the station and the structures around the station. ANYWAY. Does anyone know why there were so many cops on the Broadway-7av line today? There was at least one in every station, and they came into every car and looked around at 59 street. This wasn't just once, this was solid between 10 am and 5 pm. I was on the train 4 times during that period.

I don't think it's fair to call that a "disgrace". It's a problem. Yes. You're talking about a system much of which is over a century old. All of the elevators have to be retrofitted in. Much of that work requires service disruptions. And it's mind-bendingly expensive. That said - work on making that map looks better is consistently ongoing:

Also a very valid point. That's true - I didn't think about that. For the complexity and routing options of the W4 interlocking it's spent most of its days of most of its years fleeted.

And there are http://www.nyctransitforums.com/forums/topic/48819-m-trains-running-via-the-c-to-euclid-avenue/?do=findComment&comment=871606 Seems like interlocking malfunctions at W4 are becoming more common. Wonder if this is evidence that they can't replace that interlocking soon enough, or evidence that the work to upgrade it is mucking things up. hmmm

I mean, perhaps Columbia isn't doing much to improve Riverdale (does it need that much improvement?) - But what about what they've done to be inclusive and improve the area in Harlem and Morningside? This is way off topic. I'm not gonna argue you about it but I wish you'd just trust me that they've tried to do a heck of a lot.

Yeah that must have been it. Better kick all the lower-income families out so the area becomes less 'depressing' and no more privileged youth meet their demise in this fashion. Sorry to hear these kids deaths fouled your commute. Do you need a hug?

They do that when one of the tubes is closed. All the trains share a single tube, but the crossover isn't until after the station.