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Jsunflyguy last won the day on September 4 2019

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  1. Theres a 6, 8 and 12 car set. Since Port Wash is 10 car platforms mostly, it doesn't get a lot of attention. Maybe when the next few cars are in service.
  2. Assumed transfers most likely, if you had to get from 215th St to Nevins, would you rather take the wait 3 minutes on the transfer or 8-10 minutes on the transfer.
  3. Saw An Orion (CNG?) with numbers removed being towed down Sunrise Highway by exit 41.
  4. There's no conspicuous event, but the number of items that come off the line that need to be redone is a signal that there isn't a process that is so robust it will be a simple matter of simply hitting 'print train'. A lot of delays are the result of changes, but not all can be accounted as such.
  5. If the M9s are indicative of anything, get the lube ready and don't take the SMEEs off the rails.
  6. Depending on who you get as an instructor they may try to keep you near home as much as practical. You'll be out doing regular jobs broken up by a week of training here and there (at Hillside or Morris park) around 3 months in. In the middle of the 5th/early 6th month you get pulled from the road to do Interim testing for about 2 weeks. Pass or fired, so don't take it lightly and keep a good pace on the studying, you'll find you dont have to stare at the text for hours, but dont get comfortable and let it gather dust. You'll get randomly pulled into class to make sure you're progressing, some of the scores get reported to HR and if you dont appear to be taking it seriously, expect to have an uncomfortable meeting with HR and the Department Chief.
  7. Well, you know...those silly Cops and Firefighters...always going on about not being electrocuted or hit by other trains as the Crew, Supervision and EMS play everyone's favorite game: 'Find All The Teeth', it always drags out since the person's shoes always seem to fly off in random directions.
  8. Terminating at Utica Northbound would require a double relay in the face of trains that only have one track to get from upstairs to downstairs. If that were even possible, which it likely isn't. Checking the diagrams there's no way to set traffic to allow the to platform on the lower level so the would have to go down the same ramp the is trying to climb up *in service* which sounds like a crowding condition waiting to happen. As I remember the control lines a train can't even come down the ramp while another train is crossing to the relay. Do you really think that would allow 'normal' service? Seems a lot worse to create a double terminal sharing a single track than a crossing move to me.
  9. No, power is controlled remotely from the Power Director's location. Emergency responders need more room to work. In the case of a 12-9 there's an investigation and lots of people milling around, many who only get Track Safety training once in a blue moon. Plus you need to look for the chunks so 12-9s cover a wider area for that reason. The other thing is they will express the outage area in relation to where trains can terminate (or where they want passengers to exit) so that the power may be on until 125th St, but since trains cant terminate there, they say the effect is until 86th St because its TMI. GOs don't have these issues since they're preplanned, so everyone involved is proficient in Track Safety and the locations of everyone are known and the routes around the affected area have been established, this is important in the B Division since there may be an unmanned Tower in the way so it may not be possible to use all the routes that are apparent on paper.
  10. In terms of truck squeaking ENY is pretty bad, in terms of flange squeal, it's the curve west of Valley Stream (by Rosedale) on the Montauk branch. That curve is 60mph and you're in a turn for well over 30 seconds and the circumference changes to meet the right of way along Springfield Boulevard so there's a lot of lateral motion, easy to hear with the windows open. As for signals, it isn't that the system is so complicated, it's that there's an amalgamation of several systems, however there are only about 25 indications that follow a very logical system. When compared to the UK that only have 4-7 signal indications, supplemented by a number of wayside signs and indicators, and preliminary route indicators etc. They just don't try to put so much information into the signal itself (because they use route Signalling). If you look at other countries such as Germany they have a similar number of Indications including auxiliary signals, then there's France... It is considered good technique to stop the train with the brakes releasing, if the train stops with brakes strongly applied the weight of the train will shift forward and that forward Center of Gravity will pull the train forward causing an uncomfortable lurch and if the lurch is strong enough it will slide the wheels which, over time, can cause flat spots. This is part of normal wear and tear but good technique can minimize the effect.
  11. Speaking as an Employee, I heard were going to run all the trains backwards just for funsies. See, now the NY Post can publish an article saying "MTA Plans To Run Trains Backwards" a post on an internet forums said. A little Yellow Journalism never hurt anybody...that the Author cared about.
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