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  1. I'm not going to go sifting through all of the other pages. I know someone probably answered it already, but allow me to double down. Don't waste your time looking for study guides and study books. MTA is looking to hire people they can train to do the job. I repeat. THEY ARE LOOKING TO HIRE PEOPLE THEY CAN TRAIN TO DO THE JOB! That being said don't go overboard studying material related to performing the job. MTA hates nothing more than people who know the job before doing the job because those are the type of people who are going to defy orders because they "know it all" already. Make sure you are proficient in simple math, reading comprehension and NYC landmarks. Anything transit related on the test that pertains to the performance of duties will have a diagram above the question and the answer will be within said diagram. Take the test preparing to work for a paramilitary organization meaning being prepared to follow instructions. If you haven't been good at that all your life then now is the time to get good at it or not bother taking the job.
  2. These decisions are not made by the yard. They are made by the allocation of the budget.
  3. Just to clarify some of this madness about the C car. Each set has a C car no matter how many cars in a set. On the first conversion 7212 is a C car of the 7211-7215 set and 7899 is a C car of the 7216-7220 set which totals 6 cars. 7211 will always be a Times Square bound motor and 7220 will always be a Main Street bound motor because the CR positions are set up at the end of the 5th car position facing Times Square. The C cars do not have motorized trucks. The B cars only have one motorized truck and the A car has two motorized trucks. The builders have learned over the years that a big cause to the bucking issue WHEN BRAKING and even at times when taking power is the loss of power to the motorized truck in the second car. That car then has an over compensation of braking while lacking any power and the braking tends to lose sync with the rest of the train. A T/O can then feel as if the train pushes forward at the very end of a stop even though full braking is applied. That's because the second car B car lacks dynamic braking because of it's dead motor. To limit this in the R188s Kawasaki gave the horsepower to the other cars and trucks while leaving the C car as a trailer car. The motor power or lack thereof in all other cars will now have minimal impact on operating ability of the first car of the train. So that car won't push on the A car as the train stops or drag on the A car as the train takes power. So yes the C cars will always be the second car of the train on either side.
  4. LOLOLOL!!!!!!!!!!!!!!!! No that's not the confusing part. The confusing part is why you would take the word of anyone who's not on the property anymore. I don't take the word of a majority of the people who are still active employees and wait to see things happen with my own eyes yet you take the word of someone who's not active. Now that's the confusing part.
  5. A dispatcher in the field is not a good source of information for hiring.....
  6. Why would there be anything in the box if the CBTC contractor didn't touch the train?
  7. The numbers, especially the drop off starting between last year and now has everything to do with the fact that the cars expected to be turned over to the 7 line are receiving major truck work to improve performance and reduce the heavy bucking experienced during the beginning of acceleration. Even after the work is done the cars are returned to the 6 line for service until their turn comes for shipment to Kawasaki for 188 conversion. Now in order to understand why they are doing the work you have to understand what's causing the bucking. The bucking is caused by a lack of synchronization of brake release and power motion between the individual cars. Some cars are releasing brake sooner than others and attempting to power through the brake hold of other cars. Now the truck work is an attempt to level the problem out by getting all of the cars to maintain the same consistency of not powering up until all cars have released brakes. However this is causing an increase of stuck brake reporting. But that is something they are willing to deal with in the interim because the cars are supposed to receive additional work at Yonkers anyway for the conversion in hopes that the reliability issues will be resolved in it's 188 life.
  8. You might have missed it but he did state that he re-instructed the student once informed that it was an honest mistake, but did warn that he would take a certain action if it happened again, which at the end of the day, is the right thing to do. Transit gives you one time to mess up and will provide re-instruction afterwards. After your one time free pass the consequences go up.and Snowblock's instruction was to simulate exactly what happens and I agree completely. Sure Snowblock has to protect himself, but he also has to protect the passengers as well.
  9. YES PLEASE! Because a drag will end your career and a drag in this business has very loose terminology!
  10. Nope. All you can do is place a bid on said open job when the bid sheets come out next month.
  11. They funniest part of all. They aren't given any specifics regarding the "mechanical problems" yet they turn that term into "breakdowns" LOL. If they only really knew.
  12. It's not about failing or not making probation out of thinking negatively. It's the fact that things can go wrong and when they do they go wrong hard and fast. Not trying to scare anyone but when a customer does something stupid. If the powers that be judge you should have seen such stupidity you can lose your job, especially while on probation. It's a hard truth. Man with a bag holds the back slightly over the edge of the platform. Not enough to be concerned but just enough that the train will hit the bag. If you hit the bag that's a collision. If you say you didn't notice it but the investigation determines you should have, well......having a back up down here for situations like that is a huge plus. Just remember it's not all about school car. School car can teach you the basics, but they can't show you all the ridiculous things that happen on the road because those things are limitless in numbers.
  13. LOL I can promise you if I were them it wouldn't make me sad at all, but when you're talking about your time that you're willing to let them have. It adds up in the end. 5 + 3 in this business is a lot of money. Personally I solve that walk issue by having the slip already repaired. Most of the slip is typical information anyway. Then at the opposite terminal especially after developing but so much experience you know if it's going to be possible for you to make it to the terminal on time or not and based on that all you had to do is add in the time you're supposed to clear and the job information. Once you dump at the terminal you now know whether it's 5 or 6 minutes but you still have to get the official word from the TD. So you walk in and ask and they give you the number. You add it on. Final out the totals, hand in the paper and sign out. In the A if it's the 1 line, you likely had to walk that way anyway if you drove. The 2 line is T/O's choice. The 3 line you have to walk that way if you drove anyway. The 4 the office is right there regardless. The 5 is T/O's choice. The 6 the office is right there anyway. The 7, eh.....to each his own on that one.
  14. However Ms. Shivers is likely to advice that he do indeed postpone until his C/R probation is complete. For if something were to go wrong, accepting the T/O appointment after the C/R probation means he can go back to C/R. Possibly with the same seniority or not but at least you can go back to C/R. Those who are taking the T/O position outright have no fall back options except the hard pavement on the street.

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