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bulk88

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Everything posted by bulk88

  1. WTF happened to the Bank of America tower passage? It was in the blue prints given in the EIS.
  2. Its has been DECADES since the last e-commerce site used "http:" or unencrypted websites. By 2015-2016, Snowden, and the encryption certificates that browsers use, becoming free for website owns, by 2016, 99% of websites are encrypted ("https:"). Public wifi by now is as safe as your home internet. There is no way to fake the URL bar anymore in 2021. Your browser will go red URL/unsecure website warning/etc. The MFL outlets were put in for maintenance only, the general public likes to either short circuit them, or stick chewing gum in them, or $0.50 cent phone chargers suck so much power initially when being plugged in for 1 millisecond they trip the breaker. The 120v outlet circuit might have ANOTHER semi-important load on it. Bathroom exhaust fan, or something. If the breaker trips, something OTHER than the outlet goes down. Someone (hopefully domiciled) could always try to hair dryer their shoes. Me knowing NYCT pax, beyond USB or 12v, NYCT will never have public 120v, Im not sure if there is a 120V bus on NTTs (48v and 600v only?). Bums with a space heater or hair dryer is too risky for NYCT. M8s/greyhound buses, those outlets are ONLY are on a outlet only circuit. If it trips, its not going to effect any other subsystem. SEPTA covered them for budget (broken outlet, this is "employee vandalism" since it is a "restricted space", and since we didn't find an employee to fire, his supervisor is fired, to prevent future "unfunded" vandalism repairs, get rid of the outlet) and technical reasons (it has a hardwired load). If SEPTA built it with an outlet at every seat, it would be budgeted as wear and tear. If its employees only, or semi hidden, there is no budget to fix it. I've seen bums use nails and a cut off extension cord to tap into the twist lock and euro pin station outlets, and run the extension cord to the wood bench over some pipes. I bought a twist lock adapter for laptop charging, its safer. At this point in 2021, if you DONT have unlimited data, or you want to download whole movies to watch offline, the transit wifi is useful. In 3G era the wifi was super important, 4G era, eghhh cell data is fast enough, even tho the subway will never have 5G or high capacity newer bands. Security isnt any reason to skip using TW wifi. Post Byford trains come at proper headways, the 15/30 seconds to log into TW wifi isnt worth it unless after 11pm.
  3. 95 Street Brooklyn 4th Avenue has full cbtc radios without any explanation but none of the rest of the line has them. The transponders were installed around the system not for CBTC but for automated announcements on NTT. I saw at some point all of the track mounted transponders get replaced with ones with a different plastic housing on Queens Boulevard line so probably they were not compatible😉 There is also a question if transponders without ceiling-mounted cbtc radios is the empty a secret attempt to do Toronto speed control system. No more grade timers on Legacy lines. Station time and all anti Collision signals still exist.
  4. new.mta.info uses https://github.com/opentripplanner/OpenTripPlanner but a 100% unique to MTA UI, the open source UI still works at http://otp-mta-prod.camsys-apps.com/ but nobody knows. I think only portland uses the open source UI. MTA paid brand new graphics designers instead. The count down data and origin to dest travel paths and time quotes are OTP logic. There is a long standing bug that transfer stations assume you exit to street when doing a transfer, instead of using cross passages, giving excessive minutes estimates. It only has 2D dimensional paths lol OTP is nice that all paths can receive a "grade" coefficient making walking slower, or outright prohibiting bikes/wheelchairs from a sidewalk/street and doing an alternate routing, but "grade" is not altitude, its a coefficient how much slow travel is on the path.
  5. It is on paper but it's meaningless. Thales built the 7 line CBTC, but lost the bid for Div B/QBL to Siemens. Because of MTA bidding nonsense, Thales and Mitsubishi sell Siemens equipment at a markup to MTA as grey area second source vendors. Thales also pays multi decade NYC based maybe Italian consultants as no bid contracts since those contractors need some laundering of funds or to make the illusion of fake marketplace. "Authorized supplier" is 1 company in list in the "invitation to bid" . Or "pre qualified consultants" . In any case thales, design wise, will hav e nothing to do with nyc Cbtc going forward IMO.
  6. https://en.m.wikipedia.org/wiki/Duty_to_rescue https://gothamist.com/news/nyc-transit-sued-over-subway-platform-rape never forget transit workers are not law enforcement, paramedics, or any form "rescue" , they will run the other way if facing any sort of "risk" or OSHA violation. Having actual emergency exits on a subway car, like FRA vehicles will go much further than a second staff member. Help underground is always 20 minutes away at minimum. Even precinct cops can't respond to 911 calls on transit property. TD cops must drive dozens of minutes for any call for service.
  7. Lex has atleast 10 minutes of programmed holds/recovery time for OTP. SB 6 at 59, SB 6 at 42. Cross platform transfer holds at 42. 1-4 minutes the SB 5 is held at 138 Street/GC on the curve. SB 5 trains, to keep the 4/5 Lex exp cadence perfect, SB 5 trains practically come 10 MINUTES EARLY and sit and wait on that 138 street curve. SB E at 50 also has a programmed hold. Atleast 2 minutes each time, sometimes 7 or 10, yes SEVEN minutes Ive sat there. The E was still ONTIME!!!! to 42 PABT by trip planner and GTFS. If all programmed holds at 42 NB were eliminated, you would NOT have a 6 and 4 take the same runtime. Its kindda random where the SB F has a programmed hold. 2017 era the hold was at briarwood SB each time even though E is express. 2019 it was at Union on the local. Post CBTC the hold is at 75 ave (seems more sane its right at the merge to avoid "operator variability" between Sutphin and 75 Ave. Post CBTC there is a NB F hold on the ramp from 63 line to QBL. Prior to CBTC I never once saw an NB F get a hold. NB M at 53/5 seems to have a programmed hold in the interlocking between 47 rock and 53/5. SB E has a programmed hold at Queens Plaza for M trains I think. Someone wrote LIRR at NYP has a similar padding, trains arriving 9 to 15 minutes EARLY at NYP between jamaica and NYP.
  8. QBL CBTC != 7/L train CBTC. QBL CBTC has automatic blocks/track circuits triggering "location updates" of fake CBTC-enabled (bypass/AWS) trains, IRT ATS style. 7/L did hard cut overs in 1 weekend. no going back without another GO. QBL CBTC allows FULL operation of the legacy track circuits (bypass) and CBTC trains interleaved at 2-3 minute headways. Double the equipment, double the maintenance, double the failures, and EXACTLY the same timers. QBL CBTC is just "cab signals" (PRR pulse code) the way its implemented, not CBTC.
  9. You can't run at MAS even with CBTC/ATO because there will be no recovery time for baby carriage or door holding or dead motor/axle or oil/leaves on the rails.. A baby carriage woman caused 25 seconds of delays in this video. 3 trains had to come 5-10 seconds FASTER between stations until the schedule returned to 5 second accuracy. NYCT CBTC has the same "headway countdown" management displays to C/Os to close doors ASAP or keep them open 5 more seconds because you are on-time. They are only used on the 7 AFAIK. I'm not sure about L train. L doesn't have remotely enough TPH to need headway management. If an L train is more than 10 minutes late, dispatcher just makes it run express until its back on-time. 7 always runs 5-10, max 13 mph below MAS in ATO unless its late.
  10. 6 train is 6 minutes during rush hour. 1 minute dwells at each express station. F train might as well be LIRR headways during rush hour. Weekends are still standing room only most lines at 12-15 minute headways. You need to WALK east/west through manhattan to get to the trunk line that is your destination. Regardless of distance. it will be faster than 1 transfer on weekends always. Atleast after Byford, A trains aren't cancelled every hour turning the A train into 25-35 minute headways at noon in manhattan, or 45 minutes at Lefferts or Far Rock.
  11. So.... if NYCT cars have paint, wont it all come off during graphitti removal? Is that why all cars are naked stainless steel and the wrap is replaced? or are the wraps acetone proof?
  12. Certain London stock uses pocket doors that retract into the space between 2 sheets of window glass. Watch this video, you will see the door panel retract INSIDE the window that passengers CANT OPEN. Example
  13. Absolutely not, because headways WILL BE INCREASED next pick because the trains have more capacity now. Its like articulated buses. Any time the MTA adds articulated buses to a route, they cut frequency.
  14. Isn't ATS non-vital or in my words "advisory"? No countdown clocks, and all interlockings require TOs radioing OCC to ID their train and OCC moves switches manually. IIRC ATS and remote towers/IRT CTC interlockings are unrelated systems in NYCT. A VOBC (train) sends updates to 2 zone controllers at 2 different stations/closets in primary/secondary mode over the LAN. 1 zone controller issues movement authorities to each train in a 3-5 station zone. A dispatcher/manager can cut out a zone controller and the secondary zone controller which in theory has the same position info as the first, will in less than a second issue more movement authorities to VOBCs. The radio base stations have 2 LAN links supposedly and both LANs are connected to both zone controllers at all times. Base stations range overlaps also. Only "software upgrades" and refusing to use "overtime" to repair a failed primary component for budget reasons and then days or weeks later the secondary fails, can take down the system 😀
  15. Division A trains would have gone to a division B yard (Westchester) and have trip cocks on both sides. It was written in the SAS EIS.
  16. 14th street F uptown had security cameras pointed right at the benches 2017-2018 because of a constant needles next bum's shoes problem there. In 2019 the 14th street benches and cameras (some electrical tape and snipped coax exists) were plain removed, and never came back.
  17. CBTC back Union to Roosevelt, and 53 tunnel. Exp between Roosevelt and queens Blvd no. Woodhaven Blvd GTs r gone, but they were almost gone after Byfords project speed. WB union to 71 on E is a shit show. 30 mph hard cBTC GT whole way starting at west end union, after yard merge at 71 av, 25 mph GT down first half of 71, 20 mph Gt other half of 71 av. Once train stops at 71 45/50/unlimited mph block. On legacy, 75 ave to 71, once you clear the 75 ave interlocking is 40 mph peak my whole life. Again no integration, all of union to 71 is "DGT" aspects even tho train never "D" . Lol
  18. Doesn't nyct have a jet snow blower? Or bureaucrats prohibited it?
  19. trip cock won't drop at start of CBTC block for a SMEE train. If every train leaves a Cbtc block the block reverts to aws/clear to next signal/legacy, and will go green.
  20. TPA/Transit/Google Pay probably want 25% of each ride as overhead, plus "apps" go bankrupt and disappear the moment their VC mortgage comes due. NICE Bus GoMobile epay app seems to have disappeared. Contractor probably collects a higher commission than Cubic for Metrocards. MTA's app mess is since each subsidiary did an isolated procurement for Real Time Arrivals, and E-ticketing. Atleast the apps, sort of have support contracts, Silicon Valley startups probably give the MTA/any transit agency 1 year contracts for anything, MTA demands 5 or 10 years of support. Also can a TPA demand that the RTA feed by a transit provider be made proprietary? As in time delay of updates or paper schedule only for all other scheduling provider apps?
  21. Track transponders in non-CBTC zones are used for announcements supposedly ATM. Possibly one day (nope, this is the MTA) they will be used for PSRs (GT removal)/vital. 95/86 street had antennas near the ceiling with coax. They didn't look like Transit Wireless ones, but the CBTC ones. Perhaps the MTA is planning to make 95/86 terminal a CBTC zone for interlocking/headway management, or R211s need "wifi" at their terminals for FIND/audio annoucements updates. I know the MTA has over the decades pretended they will make a system wide "red phone" PA in station and on-board between stations. Pointy haired boss demands a "red phone" for since the mask and bag PSAs dont play enough and his protege's job is to manually give a NYPD bag warning every 5 minutes since the PSAs only play every 10 minutes just in case. R211 spec demands in-car cameras but says the connection to outside world is TBA. Sounds like union rules that only an journeyman electrician can replay a CCTV video for law enforcement with a cable, in the yard, ONLY, not a desk jockey from a desktop over a wireless network. I know the TransitWireless system does NOT always have wifi at elevated stations, and the beacons are bluetooth low energy, not capable of multimedia, so smells like possibly an LTE modem will be required in R211s. Some of the Arrival screens are ethernet only, no wifi. Whatever happened to the UWB 7/L system? All rolling stock are radio relay nodes head car to last car, all tunnel nodes are wireless repeaters (no wired backhaul). Somewhere there is a wired connection to a zone controller, but all the nodes need is 120v, not 120v+fiber.
  22. 95 street/86 Street R train have CBTC antennas in the stations with no explanation.

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