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Truckie

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  1. A $1 million grant to say its going to take $10's of millions to rebuild an obsolete rail line. It's just another pipe dream for a clueless politician.
  2. Even though they are part of the same agency, they are different divisions. MTA is the umbrella company, while MTA busses and Metro North are individual divisions. No different than Sears Holdings. Sears Holding owns the Sears and KMART brands but they operate independent of one another from an operational standpoint.
  3. Currently there are no flag stops on MNR territory. On the weekends there are 1:09, 3:09, and 4:09 southward trains that stop at Breakneck Ridge. In between those times, there are two trains that do not stop. Those trains go MAS (80MPH) through the area and WILL NOT stop. The MNR employee stops (Mott Haven and High Bridge) are scheduled stops in the employee time table.
  4. You only need cell service to purchase the tickets. Buy a round trip while you are in the city. Activate one at a time as you use each. You do not need cell service to activate the tickets. As far as detraining at Manitou, on weekends, you detrain between the south two cars (usually).
  5. If they were going to contract out to supplement the current workforce is one thing. If they were going to contract out to replace the current work force is another. Labor productivity is a double edge sword. When it comes to track and signal maintenance, there is a very small daytime window that work is actually permitted so it wont have an issue with train operations. Work during rush hour is frowned upon by high ranking staff to limit delays, which leaves a rough time frame of 10 am to 4 pm to get track time. By the time you get time to work on the track (10am) and get set up (get track equipment in place) you only have a few hours before you have to get the track equipment off the rail (by 4). Let's say it only takes a half hour to get the equipment in place to work and half hour to clear up, that leaves five actual working hours.
  6. Let's summarize: Per the report, the elimination of the shoppers specials will eliminate the need to cover those jobs with overtime or relief day coverage. That looks great at face value. Less trains running = less staff for those trains. What this report doesn't take into account is that those extra trains are staffed with regular assignments for the personnel, as regularly assigned jobs get modified for the trains (with few exceptions). The other thing the report does not take into account is ridership of those trains. The shopper specials are used to relieve over crowding for regularly scheduled trains. Overcrowding increases potential missed revenue. Lets hypothesis that it will cost $750 in staffing to run one of those trains (the actual number is likely less), and the fare per rider is anywhere from $11.25 to $19.25 ($15.25 average). It will only take 50 missed fares on earlier and later trains to compensate for the cost of manpower. 50 missed fares is very low when a train is over crowded (standing room only).
  7. I've known them to go to NY Penn and Hell Gate.
  8. To my knowledge, the wreck crew is strictly internal (maybe there are exceptions). The are considered the best of the best. On occasion they have responded to incidents beyond Metro North's territory.
  9. Not to go off topic, but it's interesting that the Breakneck Ridge improvements aren't slated for another year plus. This was supposed to start January of 2018. For those that frequent the area, PLEASE, don't walk on, along or across the tracks! This past weekend we encountered a few people walking along the tracks in the tunnel. When a train comes along, the outcome usually favors the train. I can guarantee you, the train will not swerve to avoid you. IF you're lucky, the train will stop in time, if you're lucky.
  10. As with any ancient technology, availability of parts and costs to maintain.
  11. These were on borrowed time when they had a survey of three different options done two or three years ago. Next will be the track side departure boards.
  12. Your ignorance is excused, but seriously.... Once the emergency brakes are applied, it's a wrap. There is no going back to service brakes. The emergency brake is the same as the dead man integrated with the MC. You place the train into "emergency", it dumps the air from the brake pipe and applies the brakes. The only way to recover is once the train is stopped and then recharge the system.
  13. In a situation like this, an engineer would just enough time to remove himself from any the cab before impact of the vehicles. Once he (or she) sees there's going to be impact, they are going to "dump" the train (apply the emergency brakes and bail out of the cab. If there's an event that would require these measures, it would be less than a minute before impact. Because of this, I doubt the engineer even knew of any potential impact with the station platform. While he or she may have yelled get back in passing, this would have happened while dumping a load into his pants. It would be my guess, the "civilian that he pushed out of the way" was someone standing in way of the cab door that he knocked over to get out. There is no "back of the cab" that the police commissioner illustrates. The cab is deep enough for the seat and controls. Behind the cab are electrical lockers, then the passenger area. From the very front of the train to the first passenger seat is approximately six feet.

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