Truckie

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.

Two weeks is only a minute or two in railroad time.

Can't say what happened in the specific circumstance as I wasn't there. I will say, there are certain "features" that show up on the screen that prompts us to scan the QR code. Since the powers to be can tell real time whether or not it's being done, it becomes an issue at times. Especially when there are spotters on the train to "audit" us. There are times a ticket gets scanned and our device will prompt whether it's valid, not valid or there's a discrepancy that could prompt further verification. As far as scams and counterfeit tickets? They are plentiful. Anything from multiple people trying to use the same ticket (I've seen this done in numerous ways), people using "copies" of tickets, and people that will show an ticket and deliberately avoid activating it while making it appear it really is. The longer these things have been around, the more new and improved issues arise.

Ridership to Playland makes up for that.

Administering a test isn't always done for immediate vacancies. Sometimes they are given for future vacancies. Regardless of a hiring freeze, they would still want a pool of potential hires once the freeze is lifted. As far as HVAC Tech compared to conductor 6601? For one, an HVAC tech is not perceived as a desired position for the layperson. Secondly, the conductor position is NYC Transit. The HVAC position is Metro North. People living in the city won't necessarily drive to New Haven or Brewster or Croton Harmon to work.

I'll take your word on it. I don't pay attention to the board meetings.

There is not a joint procurement. LIRR was the lead agency for the M9's with an option for MNR. MNR choce not to exercise the option. The train cars these would have replaced are going on 35 years of age.

I was unaware of a hiring freeze. As far as the length of the freeze is anyone's guess. There is a turnover for custodians as they often move on to bigger and better things within. I know that isn't much of a help but I'm unfamiliar with what goes on in recruitment.

Slip slide season. Once condemnable flat spots they go to the wheel true to get lathed.

Harlem - 125, Fordham, White Plains, Stamford, New Haven, Poughkeepsie and Croton Harmon have large sales. Also, Poughkeepsie, Croton Harmon, White Plains, Brewster, New Haven and Stamford are used by conductors for remittances.

They have been trying to close these ticket offices for years.

Metro North's trains have a class 1 brake test performed by mechanical forces, usually over night in the yards. This is a fairly extensive brake test. There is also a Class 2 brake test performed prior to every departure or turnaround. When in GCT it is usually done by the engineer and a carman. When in the outer yards or on the main, it is done by the engineer and conductor. The later test, in short, verifies the trains brakes are applying and releasing at the rear of the train.

Not a shortage. There were issues with the original stock for the month getting jammed up in the machines prior to being g on sale. As a result, the carrier decided to use the weekly/10 trip stock. Also, as a result instead of the tickets going on sale the usual 20tb, it was delayed a few days. Those purchasing their monthly ticket though Mail and Ride are not affected and are receiving theirs on the traditional stock.

I would hope the engineers know the stations, it's part of being qualified on the physical characteristics. There are bigger issues than car markers, if they are not qualified and are operating a train on a given line.

Again, the markers on the platforms are for the train crew. Not for passengers, rail fans or anyone else. Riverdale platform on track 4 the engineer should be spotting the train at the south end of the platform as that is where the majority of passengers will gather as the stairs are there. The 4 car Mark is at the middle of the platform as it's an 8 car platform. Reason would be the 4 mark would be in the middle.

Don't over think the car markers. I can give you numerous examples that would blow your theory. Two quick examples: the track one platform at Spuyten Duyvil and track three platfrom at Ludlow. These are both the "north bound" platforms, they both hold 8 cars. The "2" car markers are where two cars would be on the platform. The problem is the ramp / stairs of the platfrom are at the north end. Because of this, if only four cars are open for passengers, the engineer will spot the open cars at the north end (where the "4" and "6" car markers are). If someone decided to walk toward the south end of the platfrom where the "2" is, they would have to walk back to the north end. There are numerous stations on all lines that would go along the same theory, including Harlem - 125th St., Peekskill, Beacon, Yonkers, on the Hudson, Fordham, Mount Kisco, Valhalla, going south on the Harlem.

I understand your points and agree. A station such as Yankees-E153 is long to accommodate games and other events and I understand that doesn't help for the other 200 plus days of the year. Most engineers will do their best to spot the train for the passengers waiting to board. It is the job of the train crew to get those staring at a closed door when trying to board to make sure they get on. When in doubt, look for the red lights on the side of the train.... But again, a station such as Yankees have 6 car lengths between the two sets of stairs at platfrom level and sadly some with their ears disconnected from the outside world (by choice), and have tunnel vision aimed at their phone have a difficult time waking up to their surroundings. As far as last minute track changes..... No comment... They are as frustrating for me as passengers. Lastly, there are some that complain when the only one to blame is themselves. Case in point, I recently read on twitter how my train, at Croton Harmon, never stopped. Not only did my train not stop, but, we arrived at the platfrom 10 minutes prior to departure (Croton Harmon was the origination station) and every door on the train was open prior to leaving time. To add insult to injury, we were delayed from departing the station for a minute or two to make way for an express train, and I had the doors open for the extra time until I knew we were going to get the permission to leave with the signal south of the platfrom. To summarize, my train which per a passenger on twitter, "never stopped" not only stopped, had the doors open of every car (six out of six) for ten minutes prior to the departure time. The doors were also open for approximately two minutes after the scheduled departure time to allow for last minute runners. Some people you just can't please.....

It is actually more efficient and safer depending on the passenger load. Example: a morning weekend train departing Grand Central going to Croton Harmon local making all stops. Some of the trains will get an 8 car consist as it comes from Southeast. Now it goes to Croton Harmon for toilet servicing. Using 8 cars for a light passenger load is unrealistic as there are multiple 4 car platforms in the Bronx (and from Hasting to Irvington with the temporary ramps). It is safer and more efficient using four cars in this circumstance as people would be less likely to miss their stop if they are in the wrong car and it decreases delays and is safer when they are in the wrong car and don't have to go car to car. Sadly there are many people disconnected from their sense of hearing as many use earbuds. Regardless of how many times you tell someone or make announcements they still do not het the memo. This also alleviates issues that arise as from and operational point of when it comes to train spotting and door operations. Granted, with a larger passenger load, then more cars should be used.

Just because your little slice of paradise is good, you have to take into account the system as a whole. In both last Wednesday and the previous Friday's storms, it hit the fan big time. The first storm, there were trees down across the track all over the property, tracks washing out along the Hudson, and barges breaking loose washing up against the tracks. The second storm (last Wednesday) things weren't much better. More trees down, power poles snapping like twig on the Harlem Line. etc... In a perfect world, there would be endless supply of resources including trains and manpower. Unfortunately, that is not the case. In both circumstances, trains couldn't get from point a to point b and as a result either could the manpower. As an example, the first storm, as I was on my way along the Harlem, we were stranded in the White Plains area for hours. Every time one tree was cleared up, two more fell. Third rail was damaged. Trains hit trees (no, PTC would not have prevented it). You can't just call a taxi or bus and stick them on the tracks, as day laborers can be called to pitch in for the clean up. When it was announced last week that they were going to run reduced service last Wednesday, I for one thought is was pre-mature with roads (and rails) being clear of the elements. Unfortunately, things deteriorated rapidly in the afternoon. In hindsight, it made is mildly easier getting people out of dodge in the evening. Even with the best efforts, there were still numerous train crews stranded in Grand Central until the next day because of the weather conditions, as it wasn't even safe to run patrol trains.

Doesn't play at all when the PA is started, that is the "ding ding" sound. What is being described is a chime sound. On occasion it will go off when the PA acts up, but under normal circumstances..... It is not used for any single event. Engineers could sound it to alert the train crew that they are going to be crossing over at an interlocking, there is an ADA passenger at a station or for the conductor to go to the intercom.

There are no more direct trains. Haven't been all season.

You wouldn't even need that. With the highways in the vicinity,people are going drive where there is good service. Example, if I lived in Stormville, I'd drive the 15 minutes to Southeast than get on a infrequently running train from Stormville to go to Southeast by way of Beekman and Whaley Lake. It would be no different than the commuters that live in the Danbury area that choose to commute out of Southeast for the convenience of better service and no connections.

This is over 3 years old and per that report MNR was to execute the option in December of 2016. Needless to say that did not happen.

Correct, the diesel fleet is a priority. There are locomotives sitting collecting dust because of lack of parts. At least the electrics run. The M3's are going to be getting cameras. Originally there were talks of not putting cameras in them because they won't be around that much longer.

You are taking my quote out of context. You were talking about Metro North, as was I. Now you are applying what I say about LIRR. I have no idea what LIRR needs or plans are so there is no basis for me to comment on them.