Amtrak41

The East Side IRT is the clear pattern, but only northward. It's nice they bothered with the two Penn Station subways, though most rail commuters who use them have Unlimited Metrocard, therefore OMNY is not of much use to them for now.

Seem to be doing on average 1 per day. Leaving out 86th Street/4th Av Brooklyn makes OMNY rather useless for S79 and S53 passengers.

How many installation teams are there ?

80% of OMNY use is by Smartphone because US banks are for behind the times compared to banks in Europe, Asia, and Canada with regards to Contactless technology. Upper East Side residents are generally well-to-do and more apt to have Smartphones than local bus riders in general or SIR passengers, so they get priority. 8 - 10% of NYC residents are also un-banked.

The OMNY readers at Whitehall St are rather useless to SIR riders as long as the St George station lacks them.

Once they install the base, how long before it is a functioning OMNY turnstile ? At complex stations, like Grand Central, Fulton Street, and Atlantic Av, do all turnstiles at those station complexes have OMNY, or just those nearest the Lexington Av subway ? I wish the OMNY website would have progress list. If it wasn't for your posts, I would have no idea that any progress was made beyond last May.

If any R32 get assigned to the G, they are really to be assigned to Coney Island.

I can't imagine the offset with that sort of joint when getting through one of those tight reverse curve switches on the Eastern Division.

Why didn't they simply specify them all to be open gangway, except for the SIR version ?

<To add on, the comments from yesterday have all been deleted. Let's try to keep out the personal attacks everyone. > I haven't been following this for the last couple of weeks, but GOOD. The last thing anyone wants is for this to degrade into the toxic cesspool like Subchat.

< Why do the higher ups within the MTA even tolerate sub-par maintenance from some yards?> Given how MTA tolerates an M-3 MDBF on the LIRR that is a fraction of what they are on MN for the M-3A, I am not surprised. MTA is only concerned when "apologizing" and managing after a fare increase approval, then they go to sleep for 2 years.

What I'd like to see them test is a NINE car train ! (L train service could use that some day).

What's that blue stripe under the middle side windows for ?

If nobody is looking, they can swap number plates.

Sheet metal work on the ends of the roof look a little different than prior NTT cars.

PATH is actually most like IRT locals back when they had 7 and 8 car trains, also is FRA, who I do not think would ever allow OPTO. Why in the world did PATH go for full-width cabs is beyond me, other than to piss some of us off, especially with that solid steel door. The conductor positions are out in the open.

This is starting to sound like the Nippon-Sharyu bi-level car order with Illinois and California. They may never come.

Complaint sent to customer service: No valid excuses for weekend #2 train delays. It took the Sunday 5:06pm #2 train from Flatbush 54 minutes to reach 34th Street/Penn Station. That is a 16 minute delay. Just 5 minutes of that is for running local in Manhattan. The other 11 minutes is due to incompetence. The Trip Planner data is a fantasy and does not account for even the 5 minutes. Equipment arrived Flatbush Avenue 1 minute after it was due to depart, and departed 3 minutes late. It then crept most of the way. YOU ARE TOO ADD TRAIN SETS TO #2 OPERATION to ensure on-time departures. With all the route truncations on the #1 and # 3, the only excuse you people have is that you are too cheap.

The L shut down will take 15 months, and that is 3 years off. The M shut down will likely put more people on the L, fewer on the WBB in the interim.

The J is a low density operation. If R32's mean a longer running time overall (which is not really true anyway) the J is where they belong. The WBB is the least used of all East River subway crossings.

< when the R179 comes the R32's will no longer be on the .> There will be around somewhere. Their AC can't handle the C in the summer, they can't run on the L with CBTC , nor the M with OPTO. R32 MDBF's are not very good, so they'll leave them on the J where they can cause much less disruption to fewer people.

< hope the can let the R179's replace all the R32's.> There will far too few R179's to get rid of all the R32's. 260 R179's in 4 car sets cannot replace 50 R42 + 222 R32, then there's the return of the W train, and general growth everywhere. I also have my doubts all the R44's will last long enough for the SI version of the R211, and may have to send a few R46's or R68's there as triage. Their bodies are shoot. Look at the body jobs along the edges of the roofs and stainless plates capping corners of the doorways on the outside.

Someone said above 150-160 R32's would survive the R179. Subtract the higher number from the current 222, which does not include any garbage or work train versions. That would just enough to about cover 20 sets of J/Z trains, plus a few R143, R160, or R179 thrown in for shop margin. I assume all the C, L, and M trains would be NTT, which covers Central Park West and the re-gentrified areas of Brooklyn. East of ENY is politically impotent and the place to throw old equipment.

< clearance required for the 85 foot cars. The cars were only 15 feet longer than the 45 cars in operation,> They were brought over because the old MU's were falling apart, which were 67 feet long, and the R44s were late. The MP72's were 81' long. They still could not be used on the crossover in the tunnel. (The MP75 Worlds Fair cars were 85 feet long). They were surplus during the 1972 -1973 time frame as there more than what was needed for the West Hempstead Branch, and not many had been converted into diesel push pull coaches at that time. It appears the R179's, which seem to be doing as badly in deliveries as the CAF Viewliner cars, will replace 50 R42's and about 62 R32's.

SI needs a more suburban seating arrangement, whatever type of car, or they will be far more standees. They could even make due with 3 sets of doors spread out, no worse in ingress/egress for a 300' long train than now.