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Trainmaster5

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Trainmaster5 last won the day on December 21 2018

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About Trainmaster5

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  1. Been reading some posts concerning Bay Ridge (R) service and the ,somewhat, related work train stacking complaints. Starting with the Bay Ridge complaints and being a veteran of the IRT my solution is based on my experiences. Leaving Dyre or WP heading s/b the E180th St supervision or Mott supervision sees a significant gap about to happen on the n/b (2) or (5) line or both. SOP is to turn a s/b train back north at E 180th or 149th-GC to cover that gap. Sometimes a train from both lines is turned back north for service. Same thing would happen further down the line at Brooklyn Bridge, Bowling Green, Times Square, or South Ferry. I don't know the plant on the BMT southern division but I do know that trains can be turned back south at Whitehall and ,IIRC, Court St. That seems to be the easiest solution in my book. Notice that in my IRT solutions nowhere was a (3) or a (6) brought into the mix. The idea was to KISS and keep the problem isolated to affect the minimum amount of service disruption, Why would one extend the (J) line to Bay Ridge? That line is long enough as it is. Work train stacking on the Fourth Avenue corridor. Surprised it wasn't thought of years ago. I'll go back to my work train experiences mainly in the IRT. Someone asked why work trains weren't stored in every yard. They are sometimes but in the IRT back 30+ years ago it was a matter of yard space. Westchester Yard was the home base for all IRT work trains. Diesels were serviced there, rails, signals, and construction material were stored there. East 180th was out of the question. Space was so tight that we laid up trains on the WPR structure from Pelham Parkway down to Bronx Park East as well as the two layup tracks south of Pelham Parkway on the Dyre line itself. 239th Yard was no better with the (2) , (5) and two refuse trains stored up there as well as (2) trains stored downstairs at Gun Hill Road on the Third Avenue platform level. Lenox barely had room for the money train and 137th yard was out, period. 240th was a no-go before the flyover into 207th was constructed. Trains were laid up nightly from 225th St to 238th St on the structure. I've worked jobs that started at Westchester Yard and the train had to travel to 168th St on the (1), 149th St-GC lower level, Nevins St in Brooklyn, Eastern Parkway-Brooklyn Museum and Franklin Ave and Times Square. Many times these jobs were piggy-backed where two or more work trains were involved with a specific order and direction included. Just think about the travel time and trackage covered just to reach the work site and return to home base the next morning. Many times by the time everyone was in place and the work started we might have two or three hours before we had to pack up and head home. I can remember many mornings when the Joralemon tube, the Lex Express, and the Pelham Express were tied up well past 6 am. That's why, IMO, those work trains are stacked on Fourth Avenue. Just tell the road trains that are scheduled as such to run " express on the local track" which was a simple procedure back in the day. As an aside to those who say store those trains and run them up the West End, or Culver Lines and wait to be slotted in I suggest the following. On a train that's being flagged to a work site, meaning someone standing up on a flat or crane car as the eyes and ears for the diesel operator, I will personally rent a pickup truck and pick a night with wind chills down near zero, and prop you standing up in the bed of said truck while I travel north on Ocean Parkway or McDonald Avenue at 10 or 15 mph while the elements rip you a new one. Just ignore the rain, sleet and wind while we creep toward Downtown Brooklyn on our way to Midtown. Remember to bring an extra set of clothes too. I can almost guarantee the sentiments I just posted is why many present day RTO people have stopped posting regularly. Seems to me that many posters have forgotten that there's a human element involved here too. Joking(?) comments about taking sick customers to a terminal to speed up service. I thought we were better than that. Just my thoughts. Carry on.
  2. When I see the comments about work trains I wonder exactly what the posters are referring to. A diesel with a flatcar is a work rain, likewise a diesel with a crane car. A CWR train or a Roadmaster consist are also work trains. What I’m saying is that there is no standardized rule about them. Westchester yard and 36th St yard were the home bases when I worked them. Westchester had a separate diesel barn where those units were serviced but I have picked up work trains there, at 239th, 240th, East 180, Concourse, C.I., Corona, Lenox, and Livonia. I have transferred work trains from Corona to ENY, 36th to Prospect Park to Concourse in sub-freezing temperatures. Each instance was different. Diesel pulling a flat car is a different speed from operating from a flat being pushed by a diesel. Same applies to a diesel crane combo and if the crane car is carrying rails that’s another restriction. The CWR train obviously can’t speed up because of the weight it’s carrying. A Roadmaster is/was a heavy duty work train with diesels on both ends Ain’t no CWR or Roadmaster barreling down the road at 20+mph unless the operating crew is suicidal or already dead. That type of consist takes forever to stop on level ground. As someone pointed out earlier if those trains were queued up on the West End, Culver, Pelham, WPR, or Concourse lines, and a service disruption happened each one of those corridors would be screwed up instead of just the 4th Avenue line in Brooklyn. BTW a question for the folks who are being screwed over in south Brooklyn. If the line is unreliable because of it’s length on Queens Blvd. does it make sense to extend the down there? Run the from Astoria and turn the into the old from Whitehall to Forest Hills. Just my opinion. Carry on.
  3. Proper procedure is to change positions when the train is fully berthed in the station and the train operator has placed the train in emergency and removed their tools. Whether you are operating an R9, Standard, R62, or a R142 in passenger service that’s the way it’s supposed to be done. Simply put if I was a TSS standing at a C/R s position and the train arrived zoned up in your scenario said C/R would be out of service on the spot. Thirty years ago the C/R would be demoted and, depending on their record, possibly terminated if they were appointed and not promoted from within. A motor instructor or a Trainmaster were not to be played with back then. I was a C/R on a 9 car Lenox train headed to Flatbush when we were switched to the local track at Chambers St. The train was discharged at Chambers by myself and a motor instructor. When all passengers were off the train he told me that I could change positions while moving and go back in service on the n/b side after looping around the ferry. The key there was that there were no passengers aboard the train. Different era but the procedure remains the same. Carry on.
  4. A trip from Pelham Bay Park to Brooklyn Bridge and back to Pelham or Parkchester is considered one trip. Same thing applies to Dyre to Bowling Green or Van Cortland via the old SF loop. A trip from Dyre to Utica/Flatbush or 207th to Far Rockaway/Lefferts is considered a half trip. Train crews are paid according to the work program associated with each individual job. A person who is on the extra list may make 3 round trips from Pelham to the Bridge today and get paid for 8 hours while tomorrow that person might make 3 trips from Parkchester to the Bridge yet get paid for 9 hours. Different jobs, even on the same line, might pay more than others. Seniority rules in RTO. I, personally, would never pick a job on the or even if I lived next to the terminal at VC orPB. Too much cab time with trains that looped as far as I was concerned. A crew making a rush hour trip on the from VC spent as much time on the train, if not more, than a crew making a trip from 207st to Lefferts or Far Rockaway on the and probably got less pay. There were no set rules regarding pay scale in my experience in RTO. Things might be different today. Carry on.
  5. When arriving at a terminal on a NTT the conductor must de-zone the position they were operating from, cross over to the opposite car, and then establish a new operating position before opening the doors. This allows the next conductor to board the train and leave in a timely manner. This is also the procedure for SMEE trains at terminals IIRC It’s an operational matter governed by rules and/or bulletin. Obviously Brooklyn Bridge and Bowling Green are exceptions in the IRT. Perhaps an active RTO employee can state it clearer than I. Carry on.
  6. I don’t believe that’s what the person you quoted was suggesting. I have two brake handles, heavy duty and today’s plastic, and four sets of keys for the R142/142A cars. I also have the keys used on every type of SMEE equipment. These are universal and not linked to any one person. My pass is linked to me. That’s the way I took the OP post. I could be wrong. Carry on.
  7. Typo ? Actually both entries toward Downtown Brooklyn are incorrect .A right turn from DeKalb is the opposite direction from Livingston last time I checked.
  8. Okay follow me. You can’t make a right turn from Fulton into Nevins and then a right on Livingston. It’s a left turn at Nevins and then a right at Livingston Likewise heading eastbound you have to make a right turn at Flatbush and Livingston and then the left onto Lafayette. See what I’m saying?
  9. Maybe someone who knows Downtown Brooklyn can help me out with a detour posted on the website. B25, 26, 38, 52 toward Downtown Brooklyn. Via Fulton or DeKalb (38) . What direction do the buses take to reach Livingston St? Yesterday and today what’ s posted seems incorrect, at least to me. Is my memory slipping or what? Thanks folks.
  10. Actually Atlantic Ave IRT was a midday terminal for the Lexington line Express service according to my school car instructor and a trainmaster who taught my conductor class when he had free time. The Seventh Avenue lines came to Brooklyn after the Lexington. There used to be switches between Borough Hall-Lex and Hoyt Street in both directions so the Lexington could serve Hoyt. I don't remember where I saw some of the information online but my conductor class had old IRT work programs as study guides so I can still see the distinction between White Plains Express, Bronx Thru- Express , Third Avenue Express and Third Avenue Thru- Express, lol.😁 Utica was the main Lexington line terminal in Brooklyn when the Eastern Parkway line was completed and the Livonia and Nostrand lines opened. That's what we were taught anyway. BTW one of my instructors, as well as the Trainmaster and myself, were the only Brooklynites who had ever been to Fortunoffs stores under the Livonia el. Ancient history. Carry on.
  11. I've read this whole thread twice hoping that someone, anyone, would point out the obvious disconnect some posters have. This whole subway forum never ceases to amaze me. For a decade I, and a few old-time posters, have pointed out the lack of interest in the infrastructure of the system. Signals, switch problems, water conditions, ceiling collapses, I've seen and experienced them all. High winds blowing the roof off at Freeman St , station ? Been there , done that. Ceiling collapse at Atlantic Ave, Nevins St, or Borough Hall-Lex, I've seen them all. Point I'm trying to make is that many posters are so hung up on new train cars that they're blind to everything else that needs to be done to make this a viable system for all. In lower Manhattan, for example, the older BMT and IRT station platforms are only 20-30 feet below street level. Maybe if the would have used some of the money they spent on art and NTT they could have installed elevators, ramps, or something to comply with the ADA mandates. I can't speak for every poster out there but it's no exaggeration, IMO, that the subway forum would be in an uproar because money was being spent on something other than NTT. Go to the official site daily and look at the delays on the subways and railroads caused by infrastructure (rails, switches, signals) and contrast that number with car equipment failures. Look at the recent IND station situation where trains were told to bypass a station because of overcrowding because of narrow platforms creating a safety issue. That's why the service pattern of the , , and or the old was set up the way it is today. Maybe something as sad as this will make some folks, posters or the board itself, open their eyes and adjust their priorities. Probably won't but one can hope. Carry on.
  12. So I'm scrolling through the TV channels last night and I busted out laughing at 4am. Eureka , I've seen a new solution to the problem. Call the Flex seal guy right away. Heck, everyone else has a plan.😀
  13. Thanks Byford ? Been there and done the exact same move 30 years ago . 😁
  14. I must correct you Deucey. The MTA is self-insured. That means that the State of New York (every taxpayer) is on the hook for settlement money one way or another.
  15. Trying to run the same game they did when Lotto was first introduced. That Lotto money was believed to be in addition to the state funding already in place. Too bad the idea wasn't chiseled into stone tablets at the time. All this chatter about congestion pricing and a lockbox for transit funding sounds good to many younger folks but as someone who has lived through several bond issues where the monies were diverted to other uses I'd like to see some ironclad agreements on the present financing plan. Railfans drooling over new equipment being delivered now and in the near future while signal and switch problems are a daily thing on the subways or the LIRR. My fellow retirees and some present RTO people think that Stevie Wonder could see the obvious disconnect taking place in transit's operations and planning. I recall talking to management in the subways when someone said that the new SOP was to " blind 'em with B.S and the public won't notice". IMO the governor, mayor and the better get their priorities straight today before any additional funding is added to the wish list. Reliable funding, right. Maybe the folks on the Left Coast have seen the light while many New Yorkers are still blinded. Just my opinion. Carry on.

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