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Trainmaster5

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Trainmaster5 last won the day on July 16

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About Trainmaster5

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    Retired Motorman

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  1. Let’s see how the off season thing would work. Yankees/ Mets play from April to September ( October with any luck) , right? Both stadiums are located on elevated lines. Let’s say from October to March is conflict free. Most elevated structure work is done during daylight hours . Correct me if I’m wrong but we are talking about NYC weather spanning the Fall to early Spring. Exactly how much time are we gonna shut down said line(s) ? Seems like everyone is arguing the pros and cons but ignoring the two most important factors, IMO, Mother Nature and the residents of the affected area. Carry on.
  2. The enthusiasm of some posters never ceases to amaze me. If they would only stop, take a deep breath and then look at reality I think they would see the big picture. Any plans for new construction are DOA. New tunneling and interlockings appears to be fantasy IMO. I doubt that phase 2 of the SAS will ever be completed. I'm looking at these grandiose plans for the Nassau Street line and it appears that many people have overlooked the obvious. Those tracks and platforms were abandoned because the MTA deemed them unnecessary and a waste of money to maintain. Bergen lower is another location where the MTA doesn't see the need to rehab and re-open. When a few of us asked about the removal of the switches at Freeman St on the WPR line we were told that they were removed to save money, period. Never mind the loss of operational flexibility. Never mind that our old G.O.s took out service from Freeman to East 180 and buses were provided now a G.O. in that area means bus service from Third Avenue to East 180 instead . It's my opinion that many of the posts, however well thought out, will never be considered if they cost money or political capital. My subway posters should pay more attention to the Surface threads. Those folks know the routine. If it's not cost neutral it's not happening. Maybe someone should put a bug in Andrew's ear. He is the only person who can change that mantra. My opinion. Carry on.
  3. No problem with your questions. Believe me I worked in RTO and I questioned many things. As was pointed out there are many questions posted by our members and we all try to answer them as best as we can. That's how we all learn . No apologies necessary on this end . Carry on
  4. You do realize that you’re talking with a person who knows all the permutations of the line? 😁 😁😁 . 5:00 Utica to 241st, 3:45 Atlantic to 241st, 3:54 Franklin to 241 st, which returned from 241st as a to Flatbush in the afternoon. The terminal “ cutback “ was done to alleviate the congestion at 241st which was delaying the service and reduce the amount of moves needed to lay up trains up there. That’s why some trains would run express from East 180th to Gun Hill middle and terminate there and line up for yard access. The regular riders knew the routine and they figured out that if they wanted to go to 241st they took the train. Even then, depending on the equipment, a train signed up for 238th would sometimes end up being sent to the terminal if needed. I gather the situation with the is similar. Boils down to the crew assignments and the CED equipment requirements. Maybe it appears confusing to some people but if they read the signs and listen to the announcements 9 times out of 10 they’ll be okay. I say that as a person who made a Dyre to Utica trip every night for 15 years , from the pre-Redbird era to the NTT with a correctly signed up train yet there was always the person who got to Utica and complained about me taking the wrong lineup . My regular riders would point out to the person that signs were right and the correct announcements were made. The real old timers like myself remember when the never went to Flatbush at all. It all boils down to being aware . My experience., YMMV . Carry on.
  5. In the IRT I can almost guarantee which generation of school car instructors taught a T/O by how they operate a N/B express train from 33rd St into Grand Central. My class of M/M, T/O s were taught to knock off the controller just north of 33rd St and let the timers clear just before you passed them. The idea drummed into our heads was that a yellow signal, whether timed or not, is a restrictive signal with no guarantee that the following signal is going to clear for you. If you operate SMEE equipment vs NTT there's a slight difference because the vantage point on SMEE equipment is not the same as NTT. The cab window/ trip cock metric are not the same. You want the yellow signal to start to clear as you pass it and if you timed it right each following signal will (should) clear as you enter the curve into the station.. S/B from 51st or 59th st ,, and M/M/ T/O s were taught a different procedure especially when ST was activated. Basic school car instruction said to use the ST signals to close in on the train ahead of you. The big exception was on the Lex corridor traveling s/b north of Grand Central. The fly in the ointment there was the location of the home signals and the switches. We were taught to never close in on a train at that location unless you were following that train for some distance, say 125th on down, so you had a feel for the movement of your leader. That location, GC s/b in the rush was notorious for creating major delays. The main reason was that as the follower you had no idea of what your leader was doing. The ST would be lit up, you would cross the interlocking and the switches and whammo. Your leader had a pulled cord, brake pipe rupture, or a 12-9. I've listed the problems from bad to the worst. By closing in on your leader, an accepted practice, you have locked out either the local or express track. You have followed a general practice but it backfired because the M/M, T/O, had no way of knowing if his/her leader was actually moving. GC , aka, the Diagonal station, is located on a curve and the signal system doesn't account for that location. We were taught to hang back at the interlocking signals north of the station leaving ourselves, the Tw/O and the dispatcher the option to line up a route around the blockage. Don't forget that my school car instructors were M/M before 59th St became an express stop, so any trouble at GC jammed up express trains from 86th St on down. When I was on work trains I used to hang out with the midnight Tw/O and he used to ask us why everyone wasn't taught the way we were and we couldn't answer it. He, in turn, became the PM GC dispatcher, and finally the line Supt. so when something would go wrong myself and a few others would tell him that we had stopped and stayed at a particular interlocking so he could either re-route us or turn us back from whence we came. Makes me wonder what's going to happen when there's more service added to the Lex with nowhere to go to relieve the inevitable jams. Carry on.
  6. I'm curious to know why you think an from Rockaway Park must terminate at Dyckman St and enter the yard. I also think that you're equating 207th St yard and the Overhaul Shop which are not the same thing, IIRC. You've piqued my interest with your comment. Carry on.
  7. You beat me to the punch with your response. Where I come from a lowlife thief is a lowlife thief no matter how one tries to rationalize it. Maybe we should emulate the Saudi or the Singapore methods of punishing the perps. Make an example of a few people and I bet the problem subsides. Just a thought. Carry on.
  8. The tap out provision isn't necessary unless you are thinking about a zone based system IMO. As RR503 said there are other ways of gathering that information. Carry on.
  9. Really random thoughts. Having dinner with some of my retired Transit friends and one person suggested that we contact the agency to make some corrections to the official website info. A few of us asked what was wrong and two people criticized the new site. One example given was my old bus stop on the B6. Sure enough if you click on the B6 toward Harway it shows you a stop at Cozine and Vermont Avenue. Problem is the stop is located at Vermont Street, not Vermont Avenue. There is a Vermont Avenue but it's located up by Highland Park and the B6 doesn't run anywhere near there. Someone else brought up the Q24 and it's western terminal. When it was the B22 it used to terminate at Lafayette Avenue, Broadway, and Patchen Avenue. My friends say the destination description on the site says Lafayette Street. What do the destination signs say ?Maybe they need some more knowledgeable people at the agency. BTW, I mentioned somewhere on the forum about an incorrect entry on subway dot org and someone suggested that I contact someone on that site. I tried but the entry about 135th Street and Lenox in the line by line guide still mentions a two track station while I remember it being three tracks. Maybe someone else might have better luck with that one. Just my quibbles. Carry on.
  10. That's why I get so riled up about the transportation system in the downstate NY area. The bean counters have absolutely no expertise in transit issues per se. I'm sure that their ledgers all add up at the end of the day but I doubt if they ever have thought about the correlation between their work and the real world. Numbers on a spreadsheet or a packed bus, subway or rail car. I doubt that any bean counters can process that combination the same way a commuter would. My opinion. Carry on.
  11. Let me overoversimplify the MTA way of thinking. Going back to the example Deucey gave where the bus could arrive at:58 but was scheduled to arrive later. Knowing how the MTA thinks if there were 5 trips scheduled in the preceding hour they would drop one of those runs and adjust the running time of the remaining four trips. The MTA logic is the same amount of ridership and fares would be there for one less run. One less B/O to hire. Less benefits, less pension costs Do you actually believe that the MTA cares which yacht a rider boards ? The overcrowding of the remaining buses equates to the increased running time. What I've been trying to say in my last posts is that the riders perspective and the MTA perspective are not the same. IMO therein lies the problem. My opinion. Carry on.
  12. I'm gonna put this out here and then you posters can have a go at it. I don't want to put current B/O s or RTO people on the spot but they are welcome to chime in. About 30 years ago some folks in management ( lower) explained to me and a few others that the MTA was losing money on every rider, especially the buses. In other words the fare box recovery wasn't enough even with the subsidies that the MTA received from various sources. As my S.I. union friend has probably heard before elsewhere cuts must be made somewhere. In my department, RTO, a new system called ATS was introduced. Many frontline employees were reassigned or not replaced when they retired. In the Station Department many booths were closed and the personnel reassigned to other duties. In the Surface Department along comes SBS. Subsidized at introduction by the feds. I think Deucey, DetSmart45, B35, BrooklynBus, and a few others have figured out the endgame already. A few years ago the MTA and much of the local media were on the warpath about the labor costs in the agency. Public outrage over some of the salaries and benefits. Old time New Yorkers and union members have seen this show before. Let's rile up the public and pit them against the workforce. Did the new ATS system speed up the train service on the IRT mainline ? No but it did allow us to shed some of the workforce. In my old borough of Brooklyn did the original SBS line, B44, make an appreciable difference in most people's commutes. Unless you traveled from Sheepshead Bay to Bridge Plaza I'd guess no. I still think some SBS service is nothing more than a Trojan horse to cut service in the long run. With the way bus service on Staten Island seems to be operated according to many posters it appears that they want bus service to deteriorate while driving many folks to the Express bus or their own cars. Guess what? The MTA may lose ridership but they'll make it up with congestion pricing. Less local bus ridership will lead to service cuts and less B/O jobs in the long term. Less labor costs, health benefits and pensions. Increase disciplinary action against the B/O who runs hot and that will invariably make the others slow down. I can see the Surface mgt. increasing running time so that buses arrive at the ferry 5 minutes after the yacht departs Deucey, I've been a union man for most of my life but in Transit I have seen some cozy relationships between some reps and management. I was lucky to have a rabbi whom everyone respected for his knowledge. He, in turn, knew people in the upper levels of Transit and the MTA. As he often points out to me my United States Senator and the Speaker of the New York State Assembly spoke to NYCTA before my employment. Both gentlemen told my parents what day I was going to be appointed to the agency. One month before Transit I never had to use the politicians names during my career because my rabbi and his people had the clout. Eventually the old guard retired and became consultants I don't have much faith in the newer people in the agency or the union because I don't think their priorities coincide with the ridership or the present workforce. When one hears statements from management lamenting how much they lose per rider or how much each worker costs my guard goes up. I can remember when my cousins started working as bank tellers. When the new ATM was going to make the banking experience better. Luckily they listened to our older generation and got civil service jobs. I think that's the ultimate goal of the MTA, buses, subways, and railroads Drive everyone to use their cars or the express bus and shame on those who don't have the luxury. I've become an old cynic. Just my opinion. Carry on
  13. The motor instructor was coming from Dyre. I was more familiar with the location than he was. I don't think that they get much hands on experience. Thanks to my switching and work train experience I was given the opportunity to operate some tower machines by experienced people. Lenox, Mott, 96th, Bowling Green/Nevins, and Livonia Gave me a different perspective compared to some other titles. Imagine a console dispatcher at RCC calling me by name telling me to move my train from Nevins spur. Problem was the TSS standing next to me and I saw the switch move but the signal remained red over red. The console dispatcher called for TSS T to respond to the scene. TSS replied that he was standing next to me looking at a red over red homeball. So much for the idea of someone in Manhattan looking at a screen telling me what I was supposed to see according to his information. I realize that the agency was trying to save money but the over reliance on technology over the human is risky IMO. The person at RCC giving me these instructions used to be a tower operator. When he left RCC and came back to the real world everyone at Utica, from the superintendent on down, called him out. I never held it against him but chalked it up to the brainwashing these guys get. Just my perspective. Carry on.
  14. I've had the opportunity to explain to a motor instructor on his way to 137th street tower what to do when he arrived there. Good luck with that. BTW unless you're replacing the personnel you still have to pay them one way or another. I was never a tower operator but I was taught to trust the eyes on the scene rather than someone miles away. My opinion.
  15. That's exactly why when I was informed about the ATS system I immediately told my rabbi and another superintendent that the whole concept was bogus. What it ultimately became in my last few years was a way to eliminate some field dispatcher jobs and some tower operator positions. I actually had a job where I reported to no supervision because the job was eliminated and one hand never informed the other. Every now and then a TSS would drop by but he knew the deal and never reported the situation. I don't remember how many times I would get south of Franklin Avenue and the ATS system would identify my train as a 4 instead of a 5. Before the advent of ATS every gap station from 125 south to Franklin could identify my train by sight. My rabbi and his partner explained the deal to me when I was entering the Joralemon tube n/b. By the time I entered Wall Street I opened my cab door and told them that only an idiot would believe that concept. As it was explained to them, and later to me, the ATS system would allow for more trains to run on Lexington closer together. They both smiled when I pointed out the obvious flaw in that reasoning. Without ripping out the whole signal system , especially on the Lexington corridor, and relocating every existing signal it would be impossible. Ever try to squeeze 16 ounces of soda into a 12 ounce can ? I said that without signal relocating and CBTC there couldn't be any more trains squeezed in. They both laughed and said that if I could figure the flaws in two stops who were the idiots who signed off on the idea. I actually prayed that one day I would turn on the television and see the signees doing the perp walk. I told a few people in supervision that if I was in a room where someone proposed such a plan I would physically beat the crap out of the person for thinking that I was dumb enough to accept the proposal at face value. I always thought that money changed hands somewhere along the line. Just my opinion. Carry on.

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