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paolo999

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About paolo999

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  1. One thing they could do to make things a little smoother would be to offer fare-capping on bank card payments. That’s where the charges are automatically limited so as not to exceed the cost of a pre bought pass. e.g. You paying per ride during a week. At the point at which you’ve paid the price of a seven day pass, no further charges happen for the remainder of the week. It’s a very fair way of charging - especially for those that can have unpredictable travel needs, who as it stands can end up over paying when their actual rides aren’t what they expected.
  2. Thumbs up too... the extended lines are a strong transit nod. Also - and not in a bad way - it reminds me a little of the SF muni logo.
  3. It is perhaps simply unfortunate timing that NYC ended up with the clumsy mag stripe that has been the foundation of MetroCard for so many years. Just one year later after it was deployed, a chip was launched that would go on to rule the transit world. The MIFARE chip was developed in Austria by Mikron in the early 1990s, and quickly snapped up by Dutch electronics stalwart Philips. Today MIFARE is used by 750 cities, and there have been spin offs too. Transport for London (TfL) launched their MIFARE based Oyster card in 2003. Ten years later it was becoming clear that contactless bank card payments were the future, rather than transit cards. TfL decided to do it in house. For a relatively low development cost of ~$15m (the sort of money the MTA loses down the side of the couch every week, some might argue) the authority designed their own system. There was no “changeover” for riders - it was backwards compatible, the upgraded readers working for old and new. Accepting bank cards soon opened up new other payment methods - phones. First Apple Pay, then Android. No special app to download, just tap whatever - from an old school standalone transit card (Oyster), to the smartwatch. It all just worked (for Europeans at least... some US bank cards can still be tricky) Meanwhile, in NYC, the last 25 years of turnstile refusals, 20 minute sin-bins and the like might have never happened, if only the MTA had found that world beating chip and been a bold forerunner. It’s good to know, though, that the years of MetroCard are nearly at an end. Roll on the full roll out. I’m looking forward to giving it a test ride.
  4. Is there any plan for PATH to be included? Eventually maybe?
  5. London’s system requires a proximity of < 1cm. There’s no sitation where you get charged just by wandering near a gate. If the MTA will be using the same tech, you don’t have anything to worry about.
  6. Paris line 1 opened for service in 1900, and is on 34 tph after the upgrade. It's projected to hit 42 tph once all the new rolling stock is deployed. So it's certainly possible to get contemporary performance from 100 year old lines. Maybe then, the issue with the L isn't technical... it's money and/or how wisely the system operator spends it. Paris line 1 upgrade cost just $700m. That was new signalling, new rolling stock, and platform edge doors.
  7. FWIW although they have tail tracks at one Victoria Line terminus, they don’t use them, and instead use stepping back, to get the 36 tph. I’ve read here before that there’s (maybe) a power constraint on the L. If that’s the only limitation, it seems like a job unfinished after all the work and investment for CBTC.
  8. The line shown in the video, the Victoria Line, is the equivalent of the L. Twin tracked, no expresses, no shared running with other routes, CBTC. Peak on the Victoria is 36 tph. What’s the peak tph on the L?
  9. Andy Byford on WNYC. Comes across well. https://www.wnyc.org/story/meet-new-nyc-transit-chief/
  10. As long as you can get access to all the fare benefits, by any means, it should be good. (In London we haven't quite got this. The original, anonymous, Oyster runs on old logic. Contactless runs newer software. The latter can occasionally get better fares under capping. But the software upgrade is due.) But there is an important issue there. A better payment system shouldn't automatically mean less privacy. Or at least, should allow choice.
  11. Possible dodgy blame attributed to Con Ed aside, would it be more cost effective / reliable for the MTA to have it’s own power generation? Upsides: It would be a second source, which would give the MTA long term leverage in negotiating power supply deals. Whether be on price, or SLA. Downsides: A distraction. Big capital expenditure when other possible projects already have people clamouring for them to be implemented. (Or is it even legally possible? I know some US jurisdictions forbid municipalities from competing with companies, in certain sectors) (admins... if this should be in the random thoughts thread, please merge)
  12. Couple of things: Yes, some parts of the TfL system you tap before boarding (light rail). The handheld readers for revenue inspectors are tiny. Smaller than phone. Fixed readers fail occasionally. When there is only one, it is always by the bus driver. They wave everyone on for a no charge journey. The reader is also lit up red, so people know it is out of service. On some newer buses, there are multiple readers and passengers have a choice of 3 doors, which keeps dwell times down. The single payment system works for almost all modes, including subway, regional rail, commuter ferries, bus & Express bus and aerial tramway.. (cycle hire is currently separate). NYC has different challenges and rider expectations to London of course, but the implementation can be tailored to those.
  13. @Kamen Rider There’s some edge-case oddities in TfL’s capping, but riders generally neither know or care. It’s a big success. I expect that when NYC gets a full contactless System, few people will be clamouring for the old paper metrocard and its limitations. With sensible logic, if nothing else, you’ll be automatically capped into a, say, an existing weekly metrocard fare, without having to pre plan. All good, no?
  14. I'm all questions today... Simple one... what tags to do proper train bullets in posts? And are diamonds possible?
  15. I'd assumed that tail tracks weren't a strict requirement for turnaround (there was a post above saying that they use Stepping Back on the 7 at Hudson Yards). Electrical capacity I hadn't thought of though. The Canarsie line has an in-built limit for the number of trains that can be running?

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