IAlam

That makes a lot more sense, I didn't know ENY worked on 5 car sets. The thing is I was never sure if the MTA could order trains with closed gangways as they do on mainline railroads. Some LIRR junctions have nasty turns where the cars don't align but that never stopped them. That same argument is also being made against the open gangways by many since it makes it easier for a bad actor to target more people. But thanks for the explanations.

Is it 2 Island or a single one in the middle? If it's 2 my guess is for added flexibility, if it's 1 that seems like a cost-saving measure. Yeah, where is this survey, me a and a lot of other people in my area are pissed that our service is effectively hourly now.

I'm not sure why people are saying the 75' trains can't work out. That whole argument for shorter cars for full-length trains when only the lines 8-car trains are the ones that need the restrictions. The way I see it there is no need for regular B division trains to run on the eastern division in the first place. the 5-car R160s Probably won't ever see service on the Eastern Division just like the 4-car R46/68s. The only real concern should be if the Eastern Division is compatible with the rest of the system. If the MTA ever makes a new order of full-length trains only there is no need for them to be 60'. The only places in the system with restrictions for longer rail cars are the same places with restrictions for the length of the train.

I felt like that was because a lot of people are transferring at Woodside. Basically, before then they would rather not check and after that, they might not have enough time depending on the train. I rarely see a conductor check before a major transfer point.

I feel like for peak hours they have a valid case for why it's too difficult, but when it comes to off-peak I'm not sure. But honestly, I believe it comes from laziness, they don't want to have different standards for peak and off-peak service. It's more of less the same issue Queens Express buses have been dealing with for years. There's no good reason they can't have cross-platform transfers and connect during off peak hours but because it takes more work to plan that out they'd rather not do it.

I just saw this but at 45th St there is a fairly hidden staircase to the 100-level tracks. At 47th St there is a second escalator staircase that goes to the upper-level Metro North tracks. They're not at obvious as they could be but it saves a lot of time. At this point, it seems the conductors are spread so thin I'm riding into Manhattan again without getting my ticket checked even on empty off-peak trains. The last time that was frequently happening to me was during the pandemic. I think the trains from West Hempstead do board on track 3 but the rest are delegated to the shuttle platform.

The conductor came after and I just showed him my itinerary and the time it was activated and he was like ok.

Compared to the XD40's, LFS, and 3G's that were delivered around the same time, the C40LF's have been holding up a lot better.

I didn't have an issue with conductors going either way but my eTix expired after 3 hours on my way back even though the trip planner put the trip as longer than 3 hours. It expired right as I was leaving GCM 😎.

I'm going to make a trip tomorrow but the conductor did confirm with me to buy 2 especially if it's cheaper at your origin. They should be accepted both ways.

Aside from the PW express trains I don't think any other changes were really made. There were complaints across the board. There was also an expectation that the MTA would make more changes from the draft but it never did. Now after this, I don't even trust them with the Queen's redesign and I will be ready to raise hell once their final draft is released. The problem isn't really GCT having the station and the connection there is good we've needed this for a long time, the issue is the service levels and patterns. Many riders had one-seat rides and 30-minute service, and when they did have to change they could guarantee a cross-platform connection. Now it's an hourly service for most people and without guaranteed connections meaning you have to come earlier to ensure you make your connection now because if your train is late the connecting train will not wait for you. On top of that with service spread between 3 platforms and not waiting for each other, it puts a lot of strain on the 2 overpasses that exist as they don't offer much throughput. Jamaica needs to be upgraded as a part of this expansion. Ie a 3rd overpass and more sheltered waiting areas. I've seen less busy stations on the Metro North with better waiting areas. Also, that western overpass needs to be connected to the Airtrain somehow it manages to feel so useless somehow even though people are finally starting to use it.

It doesn't help now all eastbound trains are constantly rotating from tracks 4-8 depending on which terminal the train comes from and while I was there today I saw a Babylon train pull into track 5 with the following Babylon train on track 8. Not only are the connections not guaranteed you need to know which track your train is going to come to in advance and it's constantly changing. Today I saw 2 trains pull in at the same time one on track 6 and the other on track 8 meaning they couldn't make the cross-platform transfer even though there was no train on track 7. A bunch of people ran up the overpass with only a lucky handful making it in time. The LIRR needs to really look at the ability of passengers to cross over, there are only 2 overpasses for passengers to use with only the main one with a narrow escalator. Jamaica's design was overbuilt for its old schedule system, but it's underbuilt for the current one. Also, the Woodside transfer to PW is awful, with 10-15 waits for your connection. At that point, the train can become faster for me than having to transfer.

While we can't know for sure until the system is implemented, I'm fairly confident that the system would be a tap-on-and-off system where the conductor just checks to see you tapped on. It would probably be something similar to what agencies like SEPTA, and Go Transit currently do.

So they changed the wording on the app to

Combo Tickets are live and kind of how I expected there is a price disparity between the direction you travel. But also it's now cheaper to start at a city zone and then transfer to the other railroad for longer trips. But oddly they use location to enforce what ticket you can and cannot buy. I was wondering why they have updated their privacy policy lately. The $10 difference between which direction you go is huge. Also, I do not see the RT combo ticket online.

We can It seems you can't buy it yet, so I \was unsure. The way around it would always be to be buying it for the next trip, not the current one, that way you can use it on your return and then the following trip to the destination. If it's 2 one way tickets that could be another way around it, do they have to be activated in order?

I'm pretty sure it's so they can go back to the depo right after. As opposed to why not Flushing over Whitestone, I believe it might have to do with the schools in the area.

So it doesn't seem like tickets are available on train time yet, but I'm definitely curious The way it's worded, it would be more beneficial to buy RT from a cheaper zone and go to a more expensive zone. ie. Great Neck to New Haven would $17.25 each way but New Haven to Great Neck $25.75 each way. (oddly that's the same cost from GCT) In that case, if you're starting from New Haven it'd be cheaper to buy a paper RT from Great Neck (I'm not sure how the app would allow you to reverse the order.)

https://new.mta.info/fares/combo-ticket

I'm not sure how their system works but it shouldn't be that hard, it's not 90-era computers and technology they're working with. Just a couple extra if/else conditions in the code are needed to differentiate what type of card/device is being used. I'm pretty sure somewhere in the metadata it identifies what type of card is being used.

NICE has been redesigning its network since before redesigns became a thing. They've constantly been making changes every couple of months. The current network looks nothing like it did when they first inherited it, and sadly it's not for the better.

I've noticed this as well it's only certain trips too, I went as far as reading the entire MTA tariffs doc to find nothing on it either. I'd also add the amount on the card for those using reloadable OMNY cards, it could just be on the bottom or top.

I'm not sure if this tweet or pics were posted yet but it shows both versions side by side.

I've seen traffic cops at that intersection help get those buses turned a lot faster, What they usually do is either stop cross traffic temporarily or let an extra bus or 2 turn once the light turns. They force the cars to go straight which prevents the a car taking up of the vehicles turning each light. They also prevent cars from blocking the intersection too which can do quite a bit.

The camera enforcement is good don't get me wrong but my issue was mainly with the doubling of buses due to the subway shuttle in effect. With the doubling of buses in the neighborhood, you can't really afford cars driving down streets they aren't supposed too, The fact it took almost 1/2 hour to get to Main St from Mets yesterday was ridiculous. They did have a traffic agent directing traffic at the west end of the Bridge but considering this is a temporary event you'd think they could also station additional traffic agents at some of the other intersections too. I'm not sure how it ran today since I didn't have to go out but If I go out tomorrow evening I'll see if they learned their lesson.