RTOPRO

It's from "long list of alternatives". When performing such studies they have to throw in even the most ridiculous ideas no matter the cost just to say that it was considered. That being said we know such a thing would never before we all would end up dead. And we also know they honestly didn't seriously consider it.

Just go there at the top of the morning on Monday and bring a copy of the print out you should have received from DCAS to confirm the change. Sometimes the list doesn't go back and forth between HR and DCAS for over a month or more. Likely they will process you on Monday as they would have on the 22nd. So bring everything the letter asks you to bring plus whatever you need to fill out on forms that accompanied the letter.

But the point that is missed with this is exactly why the current Grand Street station cannot be used in connecting track to the SAS with two island platforms.

Yeah 7822-32 are at Corona and 7211-7899-7220 came out of the barn and left the yard all together. 1776-1780-2016-2020 might be the next to depart Corona for Westchester. It sits attached as just the 10 cars a track close to the lead. The fact that no single is attached raises an eyebrow. Considering something new was just delivered to see it make it's way to the 6 wouldn't be a surprise.

Now when the 63rd St connection was being built, getting the 6th & 7th Avenue connections done was a huge fight and the reason was because it involved cut and cover in that section of the park. Now the 70s was even worse for these types of fights and yes Grand St was built for the potential future expansion of the station but the builders didn't envision any hurdles digging through the park or on the other side under buildings, but there is a reason subway lines are built to run under streets and not under real estate. Subway vibrations are a big issue when it comes to infrastructure stability.

Sorry to kill all of your hopes about making Grand Street an double island platform station but one of the main reasons it was decided to go with a double level station is because the island platforms would be extremely narrow as the street itself is very narrow. The side opposite the park would require an extensive EIS into whether underpinning of the above buildings would be needed if the line could be built out that close to the basements of those properties or if acquisition of the above properties across from the park would be required. Grand Street is a typical close to surface station. TBM could not be used in this instance for a 4 track across build. The platforms would be narrow enough to cause a crowd flow problem as well as complicate ADA access from the platform itself possibly leading to a repeat of Atlantic Av. Cost and logistics is why the deep Chrystie option was chosen.

1/13/14

I don't know where you guys are getting this R62A on the 4 business from but as of right now, that's not the plan at all.

It's in the barn. It ran into a compressor problem. Once sorted out it will hit the road again. It passed the test before the compressor problem.

Building the cars is what takes time. Converting them does not take a long time at all. All that's involved is a reconfiguration of set features to match the newly built cars and adding on 1 newly built C car.

It's continuation after this new pick ends is up in the air at this point. No one is willing to confirm anything in true NYCT fashion. We'll just have to wait and see when the 2014 summer work program gets released.

Because that would require the 6th car having two operating cabs on both sides. Such a car would have to be a single. NYCT after the 62s are gone will be done with singles. Times Square bound the 5 car is the operating cab for the C/R and Main Street bound it's the 6th car just as it is now with the 62As.

I seriously hope you're not a T/O making a statement like this because "so have fun" is a big reason why so many new people don't cut it. Not because they can't but because they don't understand that they have to take this seriously. More seriously than they take most things in their entire life. Those are real live people we are responsible for and the minute we take it for granted incidents like the one that happened on Sunday can take place.

Westchester Yard is likely out of room for holding anymore extra cars without giving something else up permanently.

1706-1710 at Unionport. 7833-7837 at 239. So far 30 day test going pretty well. The transition is going to start to pick up in pace very soon.

At Canal yes you're right, but at a majority of other stations especially those with support columns. In order to see you would need to stand on or almost on the yellow platform edge strip which brings ups the question. What value does it provide knowing exactly which train is approaching while it's still in the tunnel approaching the station as opposed to waiting until it's in your station? I can't see the point. I don't think the TA can neither which is probably why no changes are really planned for the end route signs.

In all honesty where you have to stand on the platform to even get that type of look to see what train is coming.....you shouldn't be standing there anyway. In all honestly. The countdown clocks are going to spread to the B division eventually and this will be a moot point.

He was actually referring to a "supposed" fuss being made by crews to change back to transverse cabs and not the train. The cabs set up has more to do with what the Yard Dispatcher and the Maintenance Barn feels will work best and less to do with the crews. As for crews liking the R62A better because of "better braking system". I don't know who you are getting this info from but it's inaccurate. I'm not going to get into the opinions of the crews as that is in house information but you are not really reflecting anyone's views accurately. As for the braking....that's a matter of perspective based on any given situation. That's really all that needs to be said about that. Everything else is just speculation.

Crews making a fuss???? LOL not true at all.

And you're information about the need for a clear date is based on what exactly? In fact it is MTA policy to avoid giving clear dates and/or deadlines to avoid having to explain why said deadline had to be extended. The G.O. has nothing to do with it. As a matter of fact a crew has been assigned to take the train out on an as need bases. If needed it's coming out of the yard. If not then it won't.

And many of times I stomped down on all of the "outside" speculation. Two and a half weeks ago I said I wasn't brave enough to say a week this would happened but I went with a conservative month and a half. We are taking about 3 weeks since that point til tomorrow or less. And that's based on the information on the ground. Notice how I still only said "likely". Because plans can change but the plan as of now is to begin tomorrow.

Out of Service. That was a simulation run with one of the newly built R188s. Should be 7811 to 7815 attached to 7816 to 7821. The sim run is usually done prior to the commencement of 30 day in service testing. Tomorrow is likely the day it goes in service for the first time.

Ah great question. Avoid getting a backpack if at all possible. Better to go with a decent size tool bag. There is a new bulletin out (NOT BANNING BACKPACKS) forbidding anyone from wearing a bag on the back and/or shoulders when walking on or about the tracks. The problem with backpacks is that they stack your belongings very unevenly making it difficult to carry by hand. You don't need those problems when walking on or about the tracks so a tool bag that more evenly spreads the weight might be your better bet.

They go by the list number.

If you like maximum intensity. AMs will be your tour of choice. That's just the thing. It's intense from the point you go to work. Now the myth is about traffic. Most real AM jobs have report times between 5-7 am. Reason being is you are arriving so you can provide service to those going to their 9-5 grind. Hence you honestly beat the traffic.