Far Rock Depot

Yeah. All 41 T/Os got sent to the A. There's 62 of us C/Rs and we got to choose.

So who here is in the June 30th School Car with me?

Airtrain? Don't you all mean the JFK Express?

R contracts are also used for equipment as well. And technically the numbers we know( R32 R160 R179 etc) are the last two to three digits for the whole contract number itself. Sent from my Q10 using Tapatalk

And I've lived near those tracks growing up. There are spurs that will get in the way i.e. the one leading to the Hunts point Market near the Bruckner, the Oak Point yard in the south Bronx then there's the draw bridge north westchester ave. There will need to be a new bridge added there to accommodate the extra tracks. Then there's the current proposal of Metro North service there. Platforms need to be added for that service which has more of a chance happening then what's being proposed here. Let's be a little more realistic shall we? Too many factors are in play. Sent from my Q10 using Tapatalk

My question is, there's roughly 3-4 tracks on the NEC thru the Bronx. 2 are used for Amtrak and the others are used for freight. So my question is, where will the subway tracks go? Sent from my Q10 using Tapatalk

The last two times I went to visit I saw JFK RTS buses sitting in FR's lot as long as a D60! I have no clue what's going on anymore. I'm so outta the loop since moving upstate Sent from my Q10 using Tapatalk

It just states the new cars are coming. Sent from my Q10 using Tapatalk

correct me if I'm wrong, but it looks like jamaica center's current bus bay assignments reflect the most used routes being closest to the parsons blvd enterance. with the exception of the N4. Sent from my BlackBerry PlayBook using Tapatalk

for testing on the Broad Channel flats Sent from my BlackBerry PlayBook using Tapatalk

Now THATS something that would be cool!

PATH uses destinations instead of bullets. And yes, most colors werent available when the 142/143 fleets were coming out. Now, over ten years later, the technology is more available and the cost may have decreased, but you know the saying "if it aint broke...." Maybe sometime soon the design specs for the end signs will change.

Dont count on it. Theres three main reasons why they made it always red. The most important being visibility. Not for the passenger, who can just simply read the letter/number, but for other train crews. Its more of a quicker response to see a red light and respond by reflex that there is a train in front of you than to figure out another color. This was how this was explained to me by engineers when the 142's were being designed. We as railfans may want the return of colored bullets, but the focus is on operations. Then there's cost. A multicolored LED costs more than a red one. And not too long ago, certain colors on LEDs werent possible. They are now, but at a slightly higher cost. Especially when you take the cost of one single LED, mutiply that by the number of LEDs in each end route sign, then multiplying that by the number of "A" cars ordered. Then its spare bulb factor. And in all honestly, its only difficult to tell what train it is if you cant read a single letter or number. Then theres the side signs that you can read.......

not just the fault line, but its got to go under 3 levels of Lex's 125th St station.

I do mean not seismically active. Its been since the 1800's I believe when we last had a moderate quake. As both me and bobtehpanda stated, the subways are the least of our worries when we do get hit. And I agree. The line up was already chosen for a combination of reasons. Look at the way the turn onto 125th was chosen for example. Most would wonder why have it turn slightly east then hook west? A greater turn radius is one. A more ergonomically fit flying junction can be another. Engineers do what they do for a reason. It could have also been one thats more cost effective. "Every nut, every bolt, every screw costs money..." -Ray Burger, New Car Engineering

The Bay Area tunnels are a perfect example. The are connected under the bay with some slack in between connected sections to even allow trains to roll thru during a quake. The '89 quake during that year's world series is a perfect example. Now fault line or not, NYC isnt earthquake prone. we dont hit mid to high range on the scale as it is. And even if we do get hit by one, our subway tunnels are the least of our worries.

We know the MTA works around that issue like in other cities-as I have stated giving examples of earthquake-prone cities with subways. And for the record, I'm a former engineering major, so I do have SOME idea of what I'm talking about.

I really dont understand why some heads here claim that riders will favor an NTT over a SMEE. As AndrewJC stated, thats a railfan thing. Please stop claiming this. The only time I can see this happening is if the next train is already crowded and some riders will prefer waiting an extra ten minutes rather than stand for their ride. THIS I have seen. Same thing with the A and C lines. If you can afford to kill off a few minutes, one may be more likey to ride the C for a seat than crush into and A. 160 or not.

The more recent plan calls for a small lay up area and possible extension north just north of the curve at 125th. And with today's technology, fault lines arent really a major factor. Earthquake prone cities have subways i.e. Tokyo, San Fran/Oakland, L.A. ...

the first fwe days of 46s on the H did have c/r's. trust me on that. I was on that train everyday making my rounds to see friends and family before I moved upstate. I don't know about after december 21st, but they had c/r's. as soon as I find the pics, ill prove it. Sent from my BlackBerry PlayBook using Tapatalk

With all this talk of connecting the SAS to Nassau, one thing has not been brought up-Engineering. How is this to happen? Its not just platform lengths thats the issue, its also connecting the tunnels. Where would this happen? What kind of soil would have to be dug thru? at what depth? What about surrounding building foundations and utilities? To me, this sounds as expensive and lengthy as deep boring a new modern tunnel.

I think the main issue with certain equipment failing on the C, compared to the E, is a matter or run time. Sure, both lines are fully underground, But the distance and service pattern make a factor on internal component temperatures IMHO.

Its for future use. Like when the 160s were programmed for the V to Metropolitan Ave. All subject to change of course, as we saw with the V becoming the M.

These were from my ride back upstate from NYC on Thursday. R188s and the PA5:

a lot of that can be caused by dead motors. I remember back when slants ran on the L the consist had 3 dead motors and the jerking was so bad, a TSS came on and dischsrged the train at Bway Jct. Your rides could have been from poor maintenance by Westchester Yard. Sent from my BlackBerry PlayBook using Tapatalk