Jsunflyguy

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.

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.

Saw An Orion (CNG?) with numbers removed being towed down Sunrise Highway by exit 41.

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.

If the M9s are indicative of anything, get the lube ready and don't take the SMEEs off the rails.

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.

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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.

Overactive switch heater?

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.

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.

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.

Lafayette is an example of this.

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.

Currently the Red and Blue Line are posting to expect delays due to single tracking, despite having a crossover every 2-3 stations on almost the entire route. The posts late night trains are single tracking for signal work, but next week will be out due to track replacement which is an entirely different task. CTA has more flexibility even in that regard since most of the system is above ground and on relatively level ground.

You know, I really don't understand this common assertion on the internet where people start with "I don't understand why X doesn't do Y, they need to just <highly reductive, over idealized solution>. As it stands, the LIRR has a number of colleges that use the line for one reason or another, for instance this year extra service was run by LIRR and NJT for the NYU graduation because NYU called, they have the information on where there students are from and how many people will be attending. The same way SBU knows who signed up for what classes (students pick classes around this train so they have a really good idea of how many people are lined up for the train plus some people cutting classes). The MTA can't bear the burden of examining a bunch of transient ridership events throughout the system. Thanksgiving and Xmas are obvious, but Mid-Fall break is highly variable, some schools are doing 3 day weekends, some have a whole week. If SBU cares about its student QOL they can pick up the phone and deliver the information, the MTA even has a group rate program so SBU could organize the travel and possibly get a discount. For the record this train has 2 extra cars, as it was scheduled for 3 C3s + 1 ENG at the time of this video, and they've boosted it since this video so Thanksgiving and Xmas will probably have 6 cars. So it isn't as though no one realized there were extra people coming, but without exact count its just throwing darts as to how much is enough, and you can believe that if you rob 3 C3s from some other branch and it wasn't necessary the person who made that decision is getting kicked in the balls. The problem is putting more than 5 cars on a train requires 2 engines since the HEP requirements are too much for one engine. So the MTA can't "just" summon an engine if it doesn't exist, as LIRR uses 95% of its available engines, so 1 or 2 failures really puts the chokehold on service.

It is according to my calendar, also 2019 over here. The problem is that NTT trains aren't from 2019 they are builds and rehashes of technology from the R110 and the first generation NTTs. Under the hood the computer programs are still of the Windows XP/Windows 2000 ilk. The downside to wanting interoperability between manufacturers of the same type is every has to build to the Lowest Common Denominator, as such no party is going to be interested in re-doing the coding under the hood from the basic structure that was developed forever-and-a-half-ago. I'm not sure what hardware you're speculating needs replacement so I won't comment, Speaking to the technological implementation, be careful what you wish for. Here at the LIRR we have an ASI that is primarily drawn from a remote telemetry system, in Penn Station and Atlantic Terminal this system is often overwhelmed and will take several minutes to download, or will fail entirely leading the crew to have to manually program the system. I think the intent was for the MTA to be able to put in notices and special announcements without crew intervention but because of this short coming in never worked out. The application in NYCT will face similar shortcomings especially considering the prolonged periods underground and the apparent poor radio reception that exists in many parts of the system.

You're operating under the mistaken impression that these people are ever caught, which is relatively rare. Unless you have a protracted altercation with them there won't be a good description and the person usually escapes. The only description cops will have to work on half the time is 'Yankees hat, dark coat dark pants' which is useless. Heck, in some cases management has direct that the doors be open so the suspect could flee. One productive way to minimize this crap is to fight the narrative that Train Crews are incompetent at their job or screwing over the passengers intentionally. I also think it would be productive to publish a synopsis of significant disruptions so the public can see that appropriate action is taken and realize there's more at play than what the train crew can control or be aware of.

So I did an informal sampling. It's an average of 6 minutes to get up and to the mezzanine if you aren't the first one out the door.

It isn't dirt, it's the plastic breaking down in the windshield itself. It's common on the southside due to sunlighting. I wish they'd find a way to fix the squealing suspension. 8hrs of that will drive you mad...20years of it will drive you deaf.

To be fair the current inspection pattern are below the Federally mandated and/or Manufacturer recommended interval. So things aren't being altered to an unsafe level it is even 10 years on some of these systems is well within the life-cycle of the system and the inspection consist of opening them up to make sure 'nothing weird is going on' in there.

My recollection is that the 62nd St transfer to the wasn't completed until the end of those station closures and the ran CI express for most of that time meaning anyone wanting to go to CI via train had to back ride all the way to 36th and then take the West end or go to the and back ride to 18th St. Crowding becomes an issue in that scenario. I have yet to see exactly what they'll take out of service for the fix and fortify but balancing service with one direction going Super-express and the other direction going local with a single track relay is going to make unreliable service. Service was pretty erratic with the original work, imagine adding on having a single pocket where the train basically has to depart whenever it shows up.

Everyone seems like they're willing to study hard and work hard for the results. Someone recently got caught not putting in the effort. Just remember there is no way to beat the system, even if you make the right scribbles on a test you will be found out elsewhere...there is no way to beat the system, you either know it or you don't.

What are you basing the opinion of Port Wash yard being a waste on?