bulk88

Correct, that trick skips the ads.

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.

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.

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.

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?

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

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.

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 😀

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.

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.

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

Doesn't nyct have a jet snow blower? Or bureaucrats prohibited it?

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.

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?

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.

95 street/86 Street R train have CBTC antennas in the stations with no explanation.

all homeless can sleep undisturbed unless it is a terminal station on the platform on cardboard

NYCT never added TPH to 7, they only lifted a supplement from the 2000s. In any case 7 or L, any trains added are simply avoiding canceled peak trains. QBL pre covid wud be same deal. more E holds at 50 SB Bc E was hot. CBTC QBL is first time I saw the MTA is mixing radio and Legacy trains. 7 and L were forklift cut overs on 1 weekend never going back to fixed block. QBL seems like MTA will never remove the trip cocks and heads. "AWS" forever, double the maintenance parts and double the inspection hours every week.

NYCT has 20 foot blocks, 100 feet separation, 60 feet ebrake IIRC. MAS is 5 mph or 3 MPH at 100 feet tho. CBTC in NYC has Headway management. The trains will leave stations early and close down the door if they are late and they will run slower if they are hot between stations or they will hold the door open at the platform until scheduled to depart. conductor knows to the second how early or late he is. bunching is fixed automatic in ATO. +5 or +10 seconds faster between every stop until it's on time. L aggressively uses run non-stop to 8th Avenue to fix schedule problems no other line does that. Anyways last night I first time ever saw a Queens train run in ATPM mode. Ummmmm, Queens CBTC is unrelated to 7 or L in my opinion. it currently functions as cab signals alone the tracks are solid green is maximum or flashing green if anything less than maximum but blocks are still the Legacy system or AWS and you have a DC Metro problem that the driver just gets penalty / brake at every less than max speed timer. it's like there are no movement authorities and there is no Zone controller it is simply the Legacy fixed block relays sending back aspects over the radio network but you can't even see signal heads down the track, u can only see the current signal head on the display. also the display never does a countdown to the next aspect change if it is a reduced aspect it simply goes into e-brake penalty when you cross the block. the MTA does not trust the system for life safety reasons at this time😡

MTA appoints all members of the US DOT's mandated NY State rapid transit safety agency, so the NYCT has no AHJ legally and its only requirements to follow any safety guidelines are that of its 1st line liability insurance companies. The emergency exit swing doors with now disabled alarms were a lawsuit by civilians IIRC. Before that the NYCT claimed sovereign immunity and any deveation from APTA/ANSI is a disciplinary issue, not a legal issue. It still does. Yes, I'll say NYCT subway truly has no legal emergency exit. But on other metros, vandals often use the emergency exit handles as vandalism. As a kid I remember teens getting on RTS buses for free in the back through the window by using the exit handle and pulling up their friend by a tshirt into the RTS bus. Often teens forgot to latch the window shut again and on curves the glass swung open and closed about 1 to 2 inches. A bus driver back in the way told me he dreams of that glass on an RTS being pushed so far out on its hinge that it lands on the teen and puts him out😁

A 6 car (2x3) R68 requires B ends to have cabs. Planned shrinkage and cutting train length overnight and on weekends (RIP 24 hours) was on the MTA's mind back then.

Correct. Grapevine says 7 line's software can never deal with variable length or variable weight consists (Thales equipment) on any TA in the world. Siemens/L deals with variable length/coal trains under CBTC. QBL's OTA protocol will be Siemens's spec, Thales SKUs will always talk Siemens OTA even if Thales Zone controller to Thales VOBC if I read the PDF correctly. Hint, regardless of technical superiority, MTA will be loyal to Siemens since Lex/7 Ave ATS was a Siemens product, and that was MTA's 1st attempt at fake CBTC since the TImes Square shuttle.

All CBTC lines allow non-NTT trains to use them in AWS mode, the legacy automatic block system. Its just a severe capacity restriction to have an AWS train on the line unless its 20 min headways overnight. AWS is automatic block, but 1-2 mile long blocks. 1 signal head ever 2-3 stations or only at interlocks. Similar to WMATA's wayside signals which is red (no go), flashing white (proceed only if cab signals workings), white (clear to next interlocking, no cab signals needed). QBL CBTC is vendor independent and has a vendor independent (in theory lol) SCADA system. 7 and L's dispatching software/user interface is specific to Thales and Siemens. Minor radio packets, axle counter, and accel/brake curve calculations (in terms of staying to timetable in ATO) differences exist between 7/L/QBL but nothing about QBL's design prohibits trains from being OTA back compatible onto 7/L's protocol. L uses a higher resolution but less reliable (MTBF) axle/rotation counter and less bailses. 7 has a cheaper axle counterbut higher MTBF and more bailses to recalibrate it. QBL will use 7 line's high bailse count design.

Trains stop doors closed at stations anyways to "keep schedule" and not run hot, they take power in 2 seconds again and keep going. I've seen what I thought were hobos left on platform after 1am after the last revenue train of the night still getting a R-XXX uber ride in the 1st car to somewhere. Off the record OFC.

NYCT doesn't even have fire extinguishers on trains in violation of non-applicable federal law. On WMATA teens spray down the inside of subway cars with the onboard dry chem extinguishers all the time to duck against the system. NYCT subway cars don't even have any emergency door release handles, again in violation of no jurisdiction and no standing federal law. In London people open the side doors for by breaking the glass and pulling the handle "for a breeze". Because of NY State law, the AHJ for MTA property, is the MTA, not City Hall or Feds. 2 weeks ago on Metro north red-eye, 2 young fare dodgers got on at Fordham, no ticket no cash no ID asking for a break of course. Conductor tried to detain them by holding the doors closed at Mount Vernon East, as blue lights were rolling into the parking lot the 2 punks jumped off the MN between the cars, jumped over the metal platform railing down into the parking lot and ran off into the night. By the time MTA police slow walked to the train from their patrol car, the 2 punks were probably back in the bronx. And someone wants 3rd rail power cut off buttons? Can't I throw a metal trashcan lid on the tracks between 3rd rail and running rail as emergency power cutoff?