AlgorithmOfTruth

I've taken 4 separate Bus Operator exams. I'm going to apply to these too. Let's see what happens.

This has to do with the necessary custodial upkeep required to maintain presentable rolling stock. Consider the R46s on the out of Pitkin Yard versus the R46s on the out of Jamaica Yard. Cleaner trains are the result of being tended to more responsibly, mechanically and aesthetically, thus leading to a longer service life. I have no doubt the R46s used for the out of JY will outlast the R46s used for the out of PY.

I wouldn't be so quick to say that. Take a good look at the R143s. They look like terrible.

On page 2 of 5 of the Notice of Examination (NOE) for MTA NYCT Conductor Exam No. 6601, the "Drug Screening Requirement" states that you must pass a drug screening in order to be eligible for appointment. That's it I'm afraid.

As per the specifications of the R179 design, all units measure 60 1/5 feet. Will all future subway car orders be 60 feet?

Not only that, but the MTA omits ordinals when it comes to their geographical naming system. For example, "3 Avenue–138 Street" on the is used over "3rd Avenue–138th Street." You wouldn't say "Three Avenue–One Hundred Thirty Eight Street," you'd say "Third Avenue–One Hundred Thirty Eighth Street." A subtle difference, but the former is incorrect. Ordinals are used whenever objects occur in order, not at random. Here, the objects under consideration are physical roads, which are substantiated by their ordering. For example, when you fail to include the "th" from 138th Street, you're asserting that 138th Street isn't considered part of a set of roads that occur in succession, which is incorrect, as it does. Consider 149th Street (another major thoroughfare in The Bronx) which is definitively located north of 138th Street. An exception is made when the road's designation lacks a numerical representation, like "Tremont Avenue," which doesn't require an ordinal, as there are no numerals present in the street's name. This doesn't mean that Tremont Avenue isn't subject to having a definite location relative to other roads that occur in succession though. For example, Tremont Avenue is definitively located south of Fordham Road—it lacks an ordinal due to the fact it's designation doesn't include a numeral. You could drop the ordinals off street names to save on ink and space, but at a technical level, it's linguistically erroneous. Inquire in pursuit of knowledge, always.

Maybe people avoid the because of weirdos like you. All it takes is one to have people moving out like clockwork.

The subway is not a "one size fits all" system—ultimately, you will have to tailor the services available to you to make it work. Rapid transit in NYC operated by the MTA isn't concerned with addressing needs on an individual basis; it's the masses that prevail.

We all suffer, just in different ways, but, you have the right attitude. The fact that you're okay with starting from the bottom and working your way up the ranks is one of the best ways of looking at jobs in transit. You're aware of the nature of the job, and still want it, so I say try it out and see how you like it.

If I had to choose, I would go with DSNY over the MTA. You're being hired as a provisional Train Operator, which means you have no job security in the event you're written up on an incident. Your probationary period will not officially start until you are made permanent in your job title of Train Operator. That means you will be a probationary employee longer than the normal period of 1 year. Also, consider the fact that your schedule will be erratic, as you'll be known what's called an "extra extra," which means your fate will reside in where vacancies exist in the subway system. For example, let's say you've chosen to work in B Division—the lettered lines. After you've completed the training program that all rookie T/O's go through, known as "schoolcar," you'll be assigned random jobs starting at different reporting locations. One day you might be covering for a T/O that has called out sick and have to report to Brighton Beach and work the . The next day, you're game to be bounced to another part of the system, let's say to work the out of Astoria–Ditmars Boulevard, to cover for a T/O who went on medical that day. So, do consider that you'll be all over the place for a good 2 years, or possibly even more due to the fact you won't even be a permanent employee for awhile. You won't have a stable pick at the lines you'll wish to be operating on for that reason. I don't want to discourage you from pursuing the MTA if being a Train Operator is what you're passionate about, but there's more cons than pros in my opinion, and if you want to have a stable family life, forget it, at least not for a few years until you build up seniority.

The should be left alone. Extending it further north is an empty cause...

If you're somewhere along CPW on the weekends, your only option is the , which puts you in a rather dire position. When @Via Garibaldi 8 mentioned the headways along CPW on the weekends being abysmal, he wasn't kidding. Sometimes you're required to wait an agonizing 15+ minutes for a train to show up during midday hours. If the headways along the Grand Concourse Line were adjusted to accommodate alternating and trains, some of the issues along CPW would be addressed—the big one being unacceptably large headways. They should have the run from Bedford Park Boulevard to 2nd Avenue on the weekends by doing a pilot test to see how it fares.

The gets the boot and goes MIA whenever something happens along 6th Avenue, so that, coupled with the fact that it's a part-time service operating weekdays only, makes it the logical candidate for receiving the historic SMEE's.

If the subway were designed as a multilevel network, with each level being occupied by a single line, with switches being used only in absolutely necessary circumstances, fluidity might be addressed completely. For example, consider a 4-track line with terminals on each end similar to the layout at Jamaica–179th Street. I'd construct a storage yard and maintenance facility immediately after the end of revenue trackage, similar to that of New Lots Avenue. This storage yard and maintenance facility would be located above ground, with tracks feeding into every level below. Concerning the issue of speed, I'd toss timers out the window, except where they'd be absolutely necessary for safety reasons. Such exceptions would include sharp curves to prevent derailments and stations located just after steep grades to avoid overruns.

You're going down the wrong avenue... Leave that talk of which line someone should choose to end it all off of these forums... It's not even funny.

You'll need to travel down to New York not only for the pre-employment process, but also for the 10-day training period, which takes place over the course of 2 weeks, Monday through Friday. Since you have your CDL and several years of experience operating commercial vehicles, you should be okay. When it comes to the MTA, please note that they are very strict and will expect you to operate exactly how they teach you. Study the methods they teach you and the job will be yours permanently if you successfully complete your probationary period without incident.

Just because an individual is employed by transit doesn't necessarily mean they're absolutely correct about any questions posed by the public. Be cautious of who you trust.

People are more perceptive than you think. Just because something seems trivial to you doesn't mean it doesn't warrant a universal explanation.

Has anyone been put off by the multiple inaccuracies on the official New York City Subway Map? The choice to put topographical accuracy aside is understood for simplicity reasons, but did they really have to make careless errors like depicting that the travels OVER the in Brooklyn? That, or incorrectly showing that the 9th Street Station is located ABOVE the 4th Avenue Station?

When trains run between Norwood–205th Street and 161st Street–Yankee Stadium due to the FASTTRACK Program, do those trains reverse back to 167th Street using the Manhattan-bound track or do they head to 145th Street and turn there? I've been thinking about this, since the only switches I can think of that could be used to reverse those trains would be just south of 145th Street or just north of 167th Street. Something tells me they're purposely terminating trains at 161st Street–Yankee Stadium because passengers have a free transfer to the available there to complete their trip downtown, since there's no service on Central Park West this week at night.

Any T/O's in the know here who can point to why they're hiring provisionals? Is A Division scarce of T/O's or something?

Are there any configurations of routes in the system that would theoretically produce a longer runtime than say the from Flatbush Avenue–Brooklyn College to Wakefield–241st Street (entirely local) or the from Far Rockaway–Mott Avenue to Inwood–207th Street (entirely local)? How about if the started at New Lots Avenue instead? Or, having the go up the Grand Concourse to Norwood–205th Street instead of ending at Inwood–207th Street? There have to be a few other contenders that I don't remember off the top of my head.

I hypothesize that car mileage is dependent on frequency of service; high number of trips = increased mileage.

Only time will tell. The current plans are tentative.

Alright, so, at this point, we are less than a year away from the 14th Street Tunnels closure. With more R179s coming our way, I think it's a good idea for the MTA to start shifting fleets into their respective spots. I really hope these people in upper management grab the bull by the horns and make intelligent moves. All I know is that they ought to start things like this EARLY. Any thoughts?