Kamen Rider

The MTA owns Metro-North and LIRR and have final say on everything ether of them do. Why do you two hang on to this insane nonsense? Nothing ether of of you have said is true and you’re sitting there having these crying fits when I call out your misinformation. fact: the MTA owns both railroad companies outright and by extension all thier properties. This is like arguing that the person who runs Disneyland doesn’t have to listen to Disney Corporate. fact: the MTA has final say on all decisions affecting these companies. If the MTA is okay with Amtrak running to Ronkonkoma, the LIRR must abide by that decision. Also the Ronkonkoma extension is still on their maps and website. fact: the only Amtrak owned and operated trackage the MTA currently uses is the east river tunnels and Penn station. Fact:The only east of Hudson trackage Metro-North uses but does not own is the trackage owned by CDOT. all of this is readily available, public information. you want to live in a fantasy world, that’s on you two. You’re not dragging the rest of us along for the ride. It’s misinformation like what you’re spouting here is how dangerous rumors start.

See… this here, this is why I do not trust a word of what you’re saying. The only section Amtrak actually owns is the Empire CONNECTOR from Spuyten Duyvil creek down to Penn. the rest is owned by the MTA (Spuyten Duyvil to Poughkeepsie) and CSX (the rest) Amtrak leases, operates and maintains the line from Poughkeepsie to Schenectady, but doesn’t own it. are you going to call that BS as well…?

Wow you are thick headed… you were the one insisting before that Amtrak and CSX own the Hudson line and rent it to Metro-North and you have the nerve to tell ME I don’t know what I’m talking about? the MTA has final say. Not LIRR. If the MTA works out a deal with Amtrak, then that’s what happens. The LIRR must accept it because the MTA owns the LIRR.

you don't seem to get the idea that THE LIRR HAS NO CHOICE IN THE MATTER. If MTA HQ signs off on it, they MUST accept it. and given what the MTA is asking of Amtrak for Penn Access, a little quid pro quo might just be in the cards. And it's four or five trains PER DAY. Actually, correction, three round trips per day. So six trains total. So maybe that means one every three to four hours at max. they have enough room for that. and, again, the LIRR uses AMTRAK's rails every day, but they "refuse to work with Amtrak"? That doesn't make sense. also, you haven't given an ounce of evidence to you claim. the idea is the people who ride this will stay on the train to travel further. This is not a Ronkonkoma to Penn service, this would be a Ronkonkoma to WASHINGTON service. Or Roanoke, or Norfolk or wherever. This isn't them trying to get into the commuter rail business to compete with the MTA, this is them trying to open up the island to direct intercity travel for the first time since WWII Also you have yet to admit that you don't know who owns Metro-North's rails, and somehow have the authority to tell me, someone who works for the MTA, what's what...?

I’m “mad” you’re claiming false information as fact and are getting angry when an MTA employee corrects you. the MTA owns all of Metro-North’s current east of Hudson trackage in New York State. the LIRR is onboard with the Amtrak expansion, in part because IT is the one that uses Amtrak owned right of way, specifically the East River tunnels and Penn Station. we have spent millions of dollars expanding the capacity of the Main Line to Ronkonkoma. Four or five Amtrak trains each way squeezing in will not have and adverse effect on railroad operations. the LIRR is not an “independent railroad company”. 2 Broadway says jump, the LIRR says “How High?”

Metro-North only does not own the CT sections of the New Haven Line, which are owned by CDOT. It has owned the New York sections of the New Haven line, including where it is part of the NEV, since its inception, as the state bought the line in the Penn Central bankruptcy.

That’s presumptuous of you, considering it would only be a few Amtrak trains a day.

Of my class of 10, we’re down to four. Just because people are going through the process doesn’t mean they’re staying.

They did. That’s how work and trash trains move through the corridor. It’s just that the QBL has such sky high frequency at certain hours…

I think we will be able to make do in the short term. the system being installed is designed to allow non-reporting trains to enter its territory. It’s just that doing so causes issues with the CBTC enabled trains moving at their best flow levels.

Google has recently driven thier street view car past the main Lincoln Kawasaki complex and you can now see a lot of cars outside the factory, five of which are not wrapped up and are clearly R211s. 4115, 4116 and 4117 are sitting front and center. two more are off in the distance, hard to see their numbers.

We’ve been explained that to him for years and he doesn’t listen...

Your were probably going through there when RCC takes control of the interlocking from Queensboro Master. when they have control over the complex from Court Square up to the 63rd street connection, it can get dicey when a train needs to move to or from Crosstown. when RCC takes over, that move is an absolute headache.

The two Ts we have are prototypes. We can still make changes. Hell, we bought two to test the two different gangway connections.

Okay, first of all, you had a bit of an “obnoxious tone” first, the whole “I’ve been riding the subway for almost 45 years…” and then when given a reason by me, that the CBTC computers aren’t built for it, you ignore it, to the point I had to repeat myself. I’m only about 10 years behind you on riding the subway… and the knowledge I have today vs that of a little over a year ago is vastly different. My point of all that is that rider based knowledge… buff knowledge, has a limit. And that working down here shatters that limit. The reasoning for decisions that didn’t make sense to me a few years ago now is as common sense to me as breathing. You don’t see or hear everything we have to do every day. You are only exposed to a tiny fraction of the work it takes to make the system run, just from our perspective as train crews. as an example. I mentioned “106 Ball”, that is the home signal at the bottom of the Williamsburg Bridge, just outside Essex street. All trains coming down off the bridge have to announce themselves over the radio to Essex to tower for our proper lineups to be given when we are about to pass that signal. ”Essex Tower approaching 106 ball you have the 1234 Juliet-Parsons to Broad” did you know we had to do that, at various locations? Most people don’t. I didn’t. Until I started working here. Same probably from Comrade.

Is it a possibility they end up on the F? Yes. is it happening any time soon? No, because they are not qualified over there. Right now they’re not qualifying anybody. the A crews aren’t fully up to snuff and they now have four trains running around.

Okay then: what’s a G2? when the conductor has full indication but the train operator does not, what’s the probable cause? what’s the significance of 106 Ball. what’s the meaning of three short buzzers? Which yard requires a hard hat? what does ATPM mean? If a train operator sees another employee standing on the roadbed with his arm straight out to the side, holding his flashlight steady, what does that mean to the train operator? these are all things we who work for RTO have to know. Can you answer any of these off the top of your head?

The first supplements for 63rd GO have been posted and yes, those local E and F periods are for work train movement windows.

I did… the B division CBTC control software is not designed to recognize a nine car train. the other problem is the possibility of the train getting looped around, leaving it backwards to the way it should be. the washes at 207 and Jamaica are on the loop tracks, for example.

Clarification. the CBTC transponders are often installed in areas where CBTC itself is not available but CBTC equipped trains run. The south end of the 4th avenue line does not have active CBTC. I know we like to keep some details of how this system works to ourselves, but I will say there are different modes for CBTC and the mode down there is “doing this the old fashioned way with the signals.” big clue… no flashing green signals at 95th street.

Because I can’t leave you children alone for hardly 10 seconds… the 211T set at Jamaica is for CBTC integration testing. See how well the train behaves while under CBTC operation. it is not there for passenger service. Not yet at least. This is just for using the QBL’s functional (somewhat) CBTC infrastructure. Assuming someone doesn’t look at the Queensboro Zone controller funny again… as for running 9 car R179s… no. We’re not doing that. The computers would throw a fit, the CBTC wouldn’t know what do do with it and just because the 7 runs in that fashion does not mean the rest of us can do it. we’re more likely to take a page out of the R188 playbook and order more B cars to turn them into 10 car trains. and for the record that is not what’s been decided on when the time comes, that was me pulling that idea out of thin air. the fact I needed to elaborate on that shows how little I trust you all with information these days if a basic statement can get so badly misunderstood.

so it looks like at least one R211 set will be doing CBTC testing on the Queens Corridor this week in the overnights.

Crazy is right... So you take what you perceive as being wrong with the R... and make it the E's problem instead... First off, the entire point of making the B the Brighton express was it removed the West End shuttle. That way all four lines to Coney Island had direct Manhattan service at all times. Going back to the shuttle... bad idea. Problem 2... there's no place to put a switch at City Hall unless you finish out the lower level and abandon upstairs. Problem 3... Chambers St? Fulton Street? Broad Street? those stations are getting abandoned for what reason? Then, as I keep yelling at Wally but he never seems to listen to me... the infrastructure of the BMT east cannot deal with 10 car trains. Platform extensions are just ONE of the multiple issues that a lot of you never consider when you think about these. The yard tracks at ENY, Canarsie and Fresh Pond cannot hold 10 car trains. The shop tracks in ENY barn cannot hold ten car trains. The signal blocks are not designed for 10 car trains.

I know a lot of people have been putting 4040/9 and 4050/9 down saying “oh, they’re just going to end up on the shuttle, gangway cars won’t work” blah blah blah… but you’re forgetting one tiny detail… they’re still prototypes. A production 211T could have a completely different set up. It could include functionalities that the two we have now won’t. the prototype of the “Bluebird” multi-section train didn’t come with couplers, for crying out loud.

They are very much humans and they are very nice people who sit in the corner of RCC and post this stuff.