Kamen Rider

… i meant what position did you apply for?

Some of the displays are dedicated to advertising and control of them is leased out to our advertising contractors.

The OPA is part of the process for other tests. You’re going to have to be more specific… but to be brutally honest, if you speak English and you’re not hard of hearing, you’re probably fine.

has it ever occurred to you that “as fast as possible” is the wrong way to solve an emergency? because in these circumstances; you tend to rush. You tend to take the first answer you come up with. Which could make the situation worse. depending on what happened, the station could now be a crime scene, completely outside of transit’s control. There was that stabbing at Atlantic Barclays a few months back that blocked the local for nearly a full day before the police returned control. There is nothing we could have done to make them give it back faster.

They probably got distracted fixing the A’s propulsion lock out, pushing back the timeline slightly. I really need to remind you folks that the status of all the these cars is at the whim the Division of Car Equipment, and for the most part, all the transit employees who post here who work in Department of Subways are RTO personnel, not always privy to the goings on in DCE.

Well, we don’t tell you guys everything for a reason.

Okay, so… actually, there may be some information. there was recently a reminder issued to train crews that NTTs have a function that if the train takes power but not enough to start moving, if the train doesn’t move within a certain amount of time, it goes into a self protection mode to avoid damaging its motors. when the train goes into this protection mode, the train crew can not release it. Car equipment has to come and reset it. let’s say you’re in a station on a grade… like Dyckman… you put the master controller into one point of power. Motors begin to try to turn, but the weight of the train, combined with the grade, means it won’t budge. That, theoretically, might have had something to do with what happened to the 211 pilot.

The Insight app is the Insight app. it’s name is literally “MTA Insight”. You have to put it on your phone manually, it’s not in the App Store.

the first one sent an F up the crosstown, right behind the G train I was crewing. I had to move to let it pass, but the "wonderful" passengers insisted on walking down the platforms, holding the doors as they went...

Since I see we have a new class starting this week... an important PSA for all you newbies... T/O and C/R alike... When you complete your trips, unless told otherwise by supervision.... SECURE YOUR CABS WHEN YOU LEAVE THEM Close the windows! Lock the door! few weeks back, my partner had a student with them. We were working with R68s and we had taken out the same train we'd used for our last trip. mid trip, I realize every single end door blue light is now suddenly on. The T/O and the student had forgotten to lock the door on the cab they'd used on our last trip, someone had gotten into that cab and flipped the door unlock switch. I get into a station, call RCC, head back to investigate and sure enough, find the cab door unlocked and the switch thrown.

This is how they roll… especially Wally who can’t seem to help himself.

It’s always going to be far, far more complicated than that as to why the G gets treated the way it does. Like… there are loads of times where it would have been prudent to extend the G back to at least Queens Plaza, but they just don’t do it. Like when the E is running over the F in both directions and the 53rd tube is closed, if you want a Queens Corridor station from the G, you’re on the 7 ether to Roosevelt or Manhattan. I mean, an F train I was working had to be sent down the crosstown once due to a 12-9 at Jay street and I’m pretty sure it was also a night when the E was via 63rd street.

If you note my comment a few hours later in theory it can work. In practice is going to be another story.

Though… what’s better PR than thousands of beach goers getting to see the new train more often than once every couple hours?

The tunnels still exist, it’s just the street the elevated part ran over was removed to build New Yankee Stadium. also, Wally, Woodlawn hasn’t had the “Road” suffix in eons.

In CBTC mode, the computers take over the door enable function from the train operator. So ideally speaking, the computers could also control which side lights up.

does the phrase “Beta testing” mean anything on this site? First of all, The indicators are not part of the door control system. That is still in the hands of the crew. if it had to hazard a guess, they are pre-programmed based on what route program in entered into announcement system. And those things are not as simple as you guys might think they are.

… multiple times I said “we who work for transit don’t even know”. I then said it could be anything, and began to discuss a worse case scenario. Don’t make me think you’re only reading bits and pieces of what I said.

No, that was an on the clock conversation between myself and a TSS who was literally in the process of certifying me to crew an R211. I asked him if he knew when they’d be on the road and he said “may-June-ish”

that wasn't speciation, that was straight from supervisions mouth.

It will be back on the road when Car Equipment and the Kawasaki techs say it's ready. Could you guys, like, just accept that sometimes there are things we're not supposed to share, even if we knew. Which we don't anyway, but that's beside the point. Last time I checked no one from DCE hangs out here on a regular basis, you just have us RTO folks, and last time I checked, the nearest one of us to that train when it all went wrong was me, and I was a few miles away working a on D train. So we do not know exactly what happened. We know that it was a propulsion system issue and in theory, that could have been anything, up to and including something that damaged the train, but was not caused by the train. Just as an example of what I mean by that: Several years ago, BART had a problem where there was a voltage spike on the Yellow Line between it's second to last and last stops, where the voltage somehow doubled and overloaded the DC traction motors on the C type cars. Their resister grids were out of the circuit, and you suddenly had 1kv DC turning into 2kv. Boom! bye-bye motors. the other cars us AC traction so this didn't harm them, it was just the still DC equipped C type cars. https://abc7news.com/normal-train-service-bart-stations-repair-work/1273495/

Who on God’s green Earth would find that funny?

The 179 had ALL the power, the 142 was dead. You can clearly tell is that there is no motor noise coming from the 142. It only shows up once the 179 exits the portal. for an operation such as this, you would have a qualified crew member, such as myself, riding in the leading cab of the 142. I would be constantly communicating via radio with the train operating crew member (could be a TO. could be a TSS), feeding them information on the status of the line ahead.

And "in theory" I could go to work in my Cinderella cosplay gown. "In theory" can be used to try to justify a lot of things that just simply won't happen in practice. As i said, that is not how the folks at Car Equpiment do things. They LIKE uniformity, and nothing says the exact opposite of that like coupling a 211A to a 211T and trying to run them in service.

Any other service patterns would have all been out the window the second the Port Authority got final approval to construct the Airtrain.