bulk88

Its the same antenna (and same protocol I bet) used for CBTC. Its probably used for attaching driver IDs to train fleet nums to train IDs (runs) for Bluetooth Beacon system. CBTC would require wiring in the signals/relay cabinets/interlockings on 4th ave, which I can't tell if that was ever done. With the old style of Itrac a dispatcher would log in the train ID and train fleet number into a desktop after getting the info by radio from the T/O. Often the dispatchers were lazy, or wanted to do some "statistics" optimization, and created "ghost trains" on the countdown clocks, and trains would arrive at origin+1 or origin+2 with no countdown clock info. itrac or MTA policy also allows writing the departure time, on paper by a dispatcher, and hours/days later entering it into itrac, with the original real origin departure time unknown. Post Byford/post Covid, I see trains leaving origin 1-2 mins early, never late. Pre Byford, ghost trains on count down clocks (counts down, nothing comes), or untracked trains were common. Don't see that in 2023 anymore.

Non CBTC stations have had transponders for a decade plus, for automatic announcements/odometer calibration. Not sure if CBTC and automatic announcement transponders are visually identical or not. I think the legacy NTT transponders get replaced during CBTC on QBL and 8 ave with a different housing.

The station has transponders on the track bed.

https://www.youtube.com/watch?v=LhGquks3KyY

Nope. Metro north has track transponders ONLY to power automatic PA/ETA arrivals, plus it uses GPS/odometer inputs for dead reconing from last transponder, LIRR/MNRR transpoders are cosmetic features, its not life critical, and not used as anti collision. NYCT does not use code in the trails. It uses wireless codes sent over the AIR. LIRR/MNRR life critical is only codes in the rail, no wireless, no train stops. NYCT CBTC is implemented as allowing a cbtc enabled train to ENTER (go through) a red legacy ATS/ABS signal (legacy track circuits), and allow 2 or more CBTC trains, in the same (much longer post CBTC) legacy signal block. If the signal block reaches 0 CBTC trains (unoccupied), the signal block reverts to 1904 mode automatically.

4 Ave near 95 street and 86 street has CBTC. It ends at 86 street and doesn't go any further north.

A no clearance zone still has enough clearance to walk around a STOPPED train. Its just not safe to let a train pass a standing track worker. If the the tunnel was really "no clearance", the train body's suspension would swing, hit the wall or catwalk, and cause a derailment, and I dont see any daily! derailments happening and wrecked cars being towed to the yard with body damage.

If enough distance between trains gathers, CBTC automatically turns off and reverts to bypass/legacy automatic block signals. For MOW trains, etc. But the track circuits are super long for CBTC. Often its interlocking to interlocking.

Removing all seats from the 6/Westchester fleet would fix your 125/59/42nd capacity problem. At the height of PM rush hour, 1/3 or half of all seats on the 6 are empty, with people standing. High income privileged people simply refuse to SIT DOWN during rush hour. Taking out the seats on the R62 Westchester fleet like on the GS shuttle would fix dwell times.

https://goodservice.io/stations/G08 check the OTP of northbound locals. Continental is pretty good at double ending nowadays so hobos don't the delay relay.

The 7 in Steinway tube is suspended half of all weekends, ALL YEAR LONG, the 7 is SINGLE TRACKED under east river, EVERY WEEKDAY, ALL YEAR LONG. They are STILL ripping out the legacy IRT signals (scrap metal) to this day, 10 feet of copper wire trunk line and 10 feet of pnumatic air pipe per weekend.

Babylon line is the 2nd newest EL in NY. 23 miles of lines were built.

The stations will smell like a burning carpet from all the burning brake pads. Cars without traction already used friction braking completely instead of in the last 5 miles per hour before absolute zero speed. There's a unique squeal and smell to it.

SIR cab signals will be on the left screen just like CBTC is. Also the contract requires that SIR R211s have mounts for trip cocks to be tested on the Rockaway flats.

The N stops at 49th Street for access to Rockefeller center business district. Since the BMT 42nd Street station is located entirely south of 42/41 Street and dumps you into the cheap, shady, pre war, garment district office buildings.