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Trainmaster5 last won the day on November 11

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About Trainmaster5

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    Retired Motorman

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    New York, Long Island

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  1. We had the Lenox , and and the Eastern , . Broadway was by itself and the was sometimes added to the Eastern section. My whole passenger service , up front or in the middle, was done in the Lenox district. Thanks for the heads up. BTW, I'm not sure if I would base every thing that I see posted on any site that can't spell miscellaneous correctly. Carry on
  2. Great observation. Could be where the OP was standing at. My personal experience on the and back in the day in the afternoon the sunlight would shine through southbound. Depending on the season I could actually see the steel dust floating in the air because the sunlight reflected it so clearly. Carry on.
  3. Help me out here. The North Division ? I've never heard the IRT called that before . EVER . Has the division officially been renamed ? Just askin'. Carry on.
  4. The only reason the shuttle wasn't eliminated entirely was a political sop to the residents of Crown Heights and that corner of Bed-Stuy. The largely minority population was up in arms over the possible shutdown. Remember the fiscal crisis later on concerning the same corridor ? When the B48 bus was truncated to Franklin Avenue and Fulton Street. How were the Crown Heights people supposed to travel from Bedford-Stuyvesant to the southern part of Crown Heights and Prospect-Lefferts without the shuttle? As bobtepanda said earlier the isn't focused on Queens service into Brooklyn. An established ridership base .Whatever the merits of some of these proposals I can almost guarantee that those with the power would laugh amongst themselves before adding them to the shredder file. That's the political reality. My opinion. Carry on.
  5. The shuttle job started at Flatbush about midnight and just ran back and forth between there and President St. There was also another M/M and C/R who gave relief to the operating crew. For a shuttle to terminate at Franklin, from Flatbush, it becomes problematic. You would either have to enter Franklin n/b on the express , discharge, relay at Atlantic, in and out of Nevins spur, and return to Franklin on the Express for service to Flatbush. Option #2 would be via Franklin local, relay at Brooklyn Museum, and return to Franklin on the local for Flatbush service. Option #3 which is really tough would have the Flatbush shuttle wrong rail between Franklin Avenue and President St.. Wrong railing in that manner hasn't been used in passenger service but the general move has been used weekday mornings going back to the early eighties at least. That's the shortcut that the first two trains get to Flatbush from Livonia Yard daily. As for the 3rd rail question. Power limits are from north of Sterling to Church, IIRC, Beverly to Flatbush station although I don't remember exactly what point south of Church. Those pre-Redbird cars would show where when the lights would flicker as you passed the gaps. When the R142 cars were put in service on the line the power situation became a problem south of Church Avenue. ConEd has a substation on Nostrand Avenue down there around Newkirk Avenue. The practice was that the substation would shed it's excess power down into the subway. The computerized cars would sense an overload and shut. Bombardier and later Car Equipment had to have personnel assigned to Flatbush to reboot each dead consist to get service running again. I think that might help answer your question about turning a train or two at Church Avenue. I used to feel sorry for the people who were supposed to finish at The Busn after making their assigned two trips and instead got turned back to 241st St or maybe being saved by the dispatcher at East 180th street. Franklin Avenue has a crew quarters but it belongs to signal or track. South of the station behind the ATD office between 1 and 2 tracks. Just my recollections. Carry on.
  6. President St was used more frequently than Church Avenue in my experience, especially up until the mid nineties or so. There's a functioning tower at the south end of the station beyond the platform and a crossover located just beyond that. Trains would relay just north of Sterling St for n/b service. Power could then be removed on the s/b track from Sterling to Church or all the way into Flatbush if need be. I don't recall Church Avenue being used as a terminal on a regular G.O. but it was possible to use it in an emergency situation. Once again the tower is located at the south end of the station just past the platform end. The President St G.O.'s were gradually moved over to Utica Avenue because it was more convenient operationally. Run shuttle buses from Franklin s/b on Nostrand and n/b on New York Avenues to and from Flatbush. It also eliminates the need for a shuttle train crews, dispatcher(s) and a dedicated tower operator for the G.O.. It's easier to have Utica tower to have full control of the situation. That's my recollection. Carry on.
  7. Perhaps the rise of homelessness has contributed to the numberof incidents but in RTO the period of Thanksgiving to New Years was always considered 12-9 time. We chalked it up to depression. Family situation, economic problems and the like are triggers that most of us probably can’t comprehend. To add to the numbers we have the addiction problem where the 12-9 might be accidental.Throw in the subway surfers whom deserve their demise in my opinion. Just my observations. Carry on.
  8. I'm gonna agree with your point about system safety but I seem to remember that same group of people responding to safety problems instead of being pro-active when they should have been. IIRC it took an outside Federal agency to point out longstanding signal deficiencies in the subway system. Just something that shouldn't be overlooked when attesting to the professional qualities of the system safety department. The MTA has always been a reactive agency IMO, whether it's the subways, buses or the railroads we're discussing. A prime example of the CYA mindset. Just my opinion. Carry on.
  9. Reckless operation was a big no no and the M/M would lose their handles and be demoted depending on their record and who was the hearing officer. Motor instructors took infractions as personal affronts. My school car instructors were my instructors until they retired. They would ride my train after their retirement and still critique my operation. I didn’t mind it one bit. Meant I couldn’t let my standards slip.Things were different back then. When I broke in as a C/R in the IRT our instructors told us that we were to ride outside the cab between station stops so we were visible to our riders. We were also told that if you had a good M/M you shouldn’t have to grab a pole when the train rounded a curve period. Back then I worked what was called the “Lenox “ division. That was the , and lines back then. As a conductor and up front. Think about Houston St and the stretch between 50st and 72nd on the West Side. On the East Side Spring St to 14th St and entering and leaving Grand Central. Nevins St northbound was an obvious location. If a conductor lost his balance because of improper operation at any of those locations, especially if the riders noticed it, I guarantee you that every RTO person in the Lenox division, including the dispatchers and motor instructors would be aware of that. I remember asking some school car instructors why I, who always worked pms, was being assigned students for road break in ( today’s route familiarization concept ) which was normally done by am crews. I was told that I was taught properly by the old school instructors and that there were only 3 of us left on the line to do that job. There were school car instructors that I personally broke in for the yard and/or road who can attest to the truthfulness of what I say. I never signed up for students . There are probably RTO folks that post here that can tell you that many RTO people will refuse to take any students under any circumstance. I wouldn’t increase my speed leaving Nevins St. if the posted speed signs were increased because no matter what is posted the laws of gravity and physics haven’t changed. Let a rider lose their balance, get injured and sue, and I can guarantee that my last sentence will be used against the by the lawyers of the plaintiff who will win the lawsuit. I would also bet that no one will take sole ownership of the speed increase. Just my opinion. Carry on.
  10. That’s part of the reason why I responded the way I did. There was never a timer leaving Nevins on either track. We were taught by our instructors that the reasoning was twofold . One was that the C/R and any passengers riding the rear section of the train were not to be whipped around any curves where they might lose their balance or their seats. That was an instant write up. The second reason I learned from working with the track department. Excessive force on the outer rail was a constant worry and Car Equipment was concerned about the wheel flanges. Early in my career I witnessed a fist fight in the parking lot at East 180th St because a C/R took exception to being thrown around at Nevins and the curve at Astor Place. Back then the consensus was that the conductor was justified. Times change. Carry on.
  11. Unless the speed restriction signs have been removed (doubtful) supervision now knows where to hang out😀. Write up time. Carry on.
  12. There are no conductors on those trains because of budgetary reasons .The Train Operators report earlier than the Conductors to either okay the train for service, if not done by yard personnel, and/or to bring the train to the terminal. This way the conductor gets paid for 8 hours while the train operator might make 9+, for example. There were times in the past when both crew members got paid for the same amount of hours but that changed over the years. There was a time when any train movements over the road, put ins, layups, snow birds, required two people for safety reasons, but cost concerns overrode that reasoning eventually. Many ideas which appear to be sensible to outsiders, and RTO personnel, are quashed because of monetary concerns. It’s my contention that sometimes common sense should be the determining factor. Just my opinion. Carry on.
  13. Or you end up with the problem we had at Lenox Yard where you had to cut many of the trains to lay them up because many of the yard tracks couldn't hold a full length train when the went to ten car trains. Perhaps AY yard wouldn't have that problem though. I don't remember the actual layout of that yard.
  14. Perhaps you're right but sections of the West End, as well as Broadway-Brooklyn, have been known to shower "gifts" down to unsuspecting motorists and passerby from time to time. I was more concerned about the street to structure supports (those concrete encased pillars) rather than welds extending from the current platforms. Knowing the history of the as opposed to it's predecessors I can see them trying to do this on the cheap as a retrofit and having to come back later and then do the correct thing. Color me a skeptic. Carry on.
  15. There is another impediment to extending the platforms along the Eastern Division, especially the and lines from Marcy eastward. Any Bus Operator, truck or car driver who has traversed any distance under the Broadway Brooklyn el can point out that the street grid was never considered during construction. There are pillars along the underside which block the existing intersections at many points and I wonder if platform extensions would make the situation worse with new supports installed in newer locations. I haven't made many trips under the Myrtle Avenue segment recently and I don't remember the street grid from there up to Fresh Pond so maybe someone else can comment on that situation. Same question for the B/O and Surface fans who travel under the el including those who travel toward Sutphin or on the to Canarsie. Just something to ponder. We are talking about heavy concrete platform installation here, not lightweight walkways replacing rotted wood ones. Carry on.
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