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I would not be surprised if there are two individual teams supporting this (physical) rollout. Typically, IT/Facilities do not cross crafts, as evident with the mounts installed without the screens. My guess is one team comes into a station and installs the mounts and proper conduits, then another team installs the screens and attaches the devices to the network.

Not everything has to be justified--but this certainly is. But hey, let's double down on this narrative: No good came from him posting this. Similarly, no good came of this paid employe, in uniform, on MTA property flipping off a railfanner. Coolio.

To echo, a random person is not the same as a full-time employee. That's. Why. It. Matters.

Woah, way to promote bad behavior. So what if he's a jackass? Bruh, he works for a publicly-funded agency. That's why it matters. Something tells me if this conductor had the confidence to behave this way on a brand-new train, that has high visibility, he's probably done it more than once. If he was reprimanded for an act that tarnishes the already clouded finish of this transit agency, good. Like the rest of the world, if you screw up at work, and do so blatantly, you will be reprimanded. @FamousNYLover I'm glad you posted this and in turn disrupting this 'hush-hush' sentiment. I do hope the conductor kept his job; however this behavior is unacceptable, with or without a camera present.

It's far beyond just "nice"...whatever that means. But sure, close a line short-term, ignore that tourism doesn't impact the South Bronx, tell 15-30K gameday attenders to drive or seek other options and I guess we'll see what happens with the displacement.

I totally get yours and everyone else's point of placing infrastructure work before sporting events, but it's not that clean cut. Take away direct connections to the stadium, people WILL NOT attend games and that will have direct implications to the economic stability of the area. Also, the present transit offering is meager at best. I attend most NYCFC home games and the 4/Metro-North is a complete sh*tshow following a match...and attendance at those games average 15K.

Hmmm, I wonder what this could be...

Nearly certain they were removed in late 2017 as an effort to introduce a single strip map that could be used on both the & lines. Equipment between those two lines were frequently exchanged and static strip-maps for each line often caused confusion for passengers, especially during rush-hours and service changes. There was an amber light used for each stop. The lights remained a steady until the train was in close proximity of that stations specific light. It would then begin a blinking interval as the train enters the station. The light would then completely turn off once the doors are opened at the stop.

I wish the BL would drop the "Welp, it's Sunday" attitude regarding service. I get that ridership drops hard on Sundays, but it's not non-existent. Perhaps headways designed around ridership loads and a re-tooling of acceptable loads for Sundays. For Christ's sake, the 55 runs every hour on Sunday, which suggests "Only ride this freaking route if your travel plans are absolutely necessary." /endrant

These devices will most likely not be in place until it is completely rolled out through the MTA network. OMNY will need to be fully interoperable at all stations for connecting customers before NICE/BL will be willing to put the payment system in place.

Any idea why there are hourly short-turns to/from Crestwood on weekends? Is there really a need for 20-minute service south of White Plains?

Instead of starting a new thread, I was hoping someone here could explain the "Brake Test" procedures trains endure before their schedule departure. Some specific questions: 1. How many people are needed to conduct a brake test? From what I've heard over the PA, I've assumed there needs to be second person to proceed with a test 2. What outcomes are desired for a successful test and conversely, what would constitue a failed test? 3. I know Metro-North does this test before each departure from GCT. Does this happen at outlying originating stations as well? Does LIRR also conduct these tests, and if so, are there any differences?

If the 171 ran more often, the GWB - Paterson jitney route wouldn't be as popular. 40-minute headways on the 171 makes the jitneys the obvious choice. I took the 171 for nearly 4 years and only rode the jitneys when I had to deviate from my normal schedule. One ride on a jitney always stuck with me. I had to leave work early and was forced to take the jitney because I needed to make a dentist appointment (first root-canal). While riding, I got so worked up thinking about the procedure, that I neglected to put my wallet back in my pocket after I paid the driver. I noticed that my wallet wasn't in my pocket and went back to check the seat. The jerk, I mean driver, wouldn't give me 30 seconds to check the seat to figure out where it was. No wallet meant no metro, which meant no subway. No wallet also meant no Metro North, which in turn also meant I couldn't get home or to the dentist appointment. Luckily, I purchased my NJT ticket on my phone and Google Wallet had my card info saved, but the only TVM's that accepted NFC were in GCT. So I had to ride back into Jersey, take another bus into the Port and purchase my Metro North ticket via Google Wallet at GCT. All due to the driver not willing to let me look. I'm all but certain that the wallet hit the ground en-route and slid to the back of the bus. Never again.

Question I've had for months: Does anyone know why the new 'single' M8 cars are situated between two married paired instead of inbetween one pair? I heard murmurs that it's done this way to ensure the car is always powered. Can someone shed some light?

I just got off a crush loaded Shuttle and it was while navigating through the tunnel, I didn't see a single signal lit. Would that be a symptom of ATS being down?

I was on train 1207 out of Grand Central on Monday which was 10-Car train. Since it goes local to Harrison, no station could accomodate the first two cars through its entire trip. Is this a normal occurance? It was definitely needed as the train was modestly crowded 10 minutes prior to depature.

That's a new level of functionality.

It seems the countdown clocks at Time Square are now functional. Was this coordinated with the arrival of the 188?

Could this be a preparedness program in case a major power outage hit the LIRR?

I read your post clearly the first time, I'm just defending the art of discussion here, whether its overly zealous or if the topic would be as interesting in a few years. My apologies, my driving point wasn't the fact that we may have older equipment in places, I should have made that clearer.

Wouldn't this be the appropriate place for such enthusiasm for anything transit related? Modernizing a line with technology other countries have been sporting for years is worthy of discussion and culture really has nothing to do with it.

Here's to a hope they finally incorporate some type of Closed Car signage.

Thanks for this information.