Kamen Rider

“Iron to iron” you can get away with almost anything for the sake of moving things around, so long as you have matching couplings or an adapter. It’s when you try to make the electric connections you’re going to be hitting problems. that 142/179 shop move was definitely done with the two units electrically isolated and the 179 being operated under “other than head car” procedure while pushing.

Actually no, they both have the same Westinghouse 1447JR motors and the same Adtranz controllers. Their brakes are from different manufacturers, but that doesn’t preclude standardization of the design from the start. Mechanically, you could couple them to an R10 and it would work, since they are effectively the end of that family line.

Coney Island has R68s and R68As... how often do you see them mixed?

I can tell you right now that's going to be extremely rare if not never. That's just not how car equipment rolls...

I think a lot of these armchair transit planners would change thier tunes in a heartbeat if they had to drive the S78 or scrape the wall on the A the whole way from 207 to Far Rockaway. As someone who’s done the latter multiple times, it is an endurance challenge, more so when there is flagging on the line and you’re rolling along for several stops at 10 MPH. 2 and a half hours I think is my longest trip.

Here’s the thing about us MTA employees… we’re not robots. We’re human beings. you can’t just keep adding to a route or a line and expect us to be able to operate it just as easy as the old one. two hours is roughly a good yardstick for how long we can go without a break.

All large unions are double edged swords because for all the help they can give you, they are also another layer of bureaucracy for us to navigate. plus there was that whole incident at Bedford Park Blvd… sometimes you can find yourself in a situation where one of the union leaders can be worse than the management. I don’t see Jano Leiber showing up with a goon squad to break someone’s leg… this is one reason to get involved, so you can be sure the right people are representing you.

Well, for starters, there is a hardware cabinet there as there is on all the 60’ NTTs. and honestly, if they’re going for a unified branding and appearance set up, this kind of makes sense.

No. It’s not you. Some people keep looping back to the same issues.

The thing about transit is people tend to think of the MTA and its decision making as monolithic… it really isn’t. In the department of subways alone is seven subdivisions and each of those are subdivided further. like, which car classes are used where, that’s not the decision those of us in RTO/“Service Delivery” make. That’s Car Equipment’s decision. If they want to relocate the R46s out of Pitkin yard tomorrow and swap in R68s, that’s well within their authority.

shuffling the 46s around is just kicking the can down the road. The problems they are facing just become someone else's problem's... it doesn't actually fix them; it doesn't make them go away. Do we really need to beat this dead horse again?

That's not an improvement at all. That makes more ambiguity, especially considering you tagged "Holland Tunnel" as more important than "Canal Steet" on the subway. IE, who's getting off the train and going to use the tunnel. Nobody! We don't even mention the tunnel in our announcements. We have procedures for our announcements for a reason. We have to assume everyone riding on our train is riding for the first time, and has no clue where they're going. So the best method is to include as much information as possible as quickly, but also as clearly as possible. And we are DEFINITELY not calling PATH at Penn station or west 4th. You want to hear Path, get a 6th avenue train or stay on to the Trade Center. More so it's wrong to call PATH at Penn station because people are just going assume PATH is in Penn Station. You just said "33rd Street". you didn't quantify. "It's only a 10 mintue walk..." Or if you just take the D or go to WTC, you don't even have to go outside. Your average passenger is not one of US. They don't know nor care about 99% of the stuff we do. "Is this train going where I want to go." that is about all they care about. Thye want ease of use. They want simplicity. That's also my usual rant about deinterlineing because it removes that simplicity that passengers want.

As we’ve actually kept saying, PSDs are impossible to implement properly without having a system that can detect and deal with trains of different lengths and configurations that works all the time.

Here's what WE want... for people to stop holding us responsible for things we had nothing to do with. Transit didn't touch him. no MTA employees were involved in that entire situation... yet now we've got people who seem to have a death wish running around on our tracks.

Was it a protest? yes. Was it beyond stupid? definitely.

I was working a Delta job and got caught up in that fiasco. Trains dropping out all over the place, at least one Apple was told they were going to Bedford Park. Ate away at my lunch break, and i got that job off the board.

basically, we don't need the R211Ss in the NYCT roster because they don't need to be tracked. They will have a specific spot in the yard where they will be parked, and they will move at specific times to and from specific places as outlined in the General Orders under which they will be tested. Every time an SIR car needed work that required it to be brought to Coney Island in the last few years, the car was offloaded at on the SBK and brought to the yard via diesel down the west end line. It did not need to be put on Transit's roster during it's stay.

And exactly where is it written they have to be on the TA roster to run on TA tracks? or are you just assuming? Because there have been times when transit has had duplicate numbers on active cars. Say, for example the ex BMT Gate/Q cars and the Arnines. When they were Q cars, the surviving gate car set was numbered 1622. Same number as an R7A. And guess what, when those Q cars were on their last legs... on the Myrtle Avenue El... guess who they were sharing tracks with... on the section still in service today? as for the 211S, all movements of these cars will be done under General Orders and under a GO, you can basically do whatever you want within reason.

...simple, they're not on the same roster. why would the in general subway fleet be on the same roster as SIRTOA's fleet?

One thing that needs to also be remembered is that the SIR crews will need full retraining. This isn't like what happened with me, where I just had a one day class that basically taught me what made the 211's different from the other NTTs I already had experience with. They have no experience with anything made in the last 50 years. This is going to be all brand new to them. A generational change.

I’m a lesbian. We LGBTQ+ folks don’t talk like that so what the hell are you talking about.

CBTC on the Corridor runs from Kew Gardens to Queensbridge and 50th street. R’s enter and exit CBTC as they travel the 11th street cut. the east end install has only just started. Operationally, trains are all running in “Automated Train Protection Manual” mode, meaning the TO is still driving, but what they do is regulated by the computer. this also means on my end, that the computers sense if the train is properly birthed in the station and enables me to open the doors.

Much like how the tracks were worked on, interlining is also not to blame. It’s the zone controllers. The computers that talk to the trains. the E, M and F don’t enter CBTC territory at QBP, only the R does. the E and M pick it up in Manhattan and the F at Queensbridge. The zone controllers issue the trains their movement authority. Without it, in CBTC mode, the train won’t move.

… speaking as a trans woman myself… worrying about how announcements sound over her mental health and well being… not a good look there, champ

I do think the shuttle is useful, like as a shortcut between eastern queens and Brooklyn and Coney Island, but it was never designed to handle 600’ trains. Extending just Franklin Ave, just Franklin and having the trains skip the other stations, would still put the end of the platform at the south side of Atlantic Avenue. It’s what did in Dean Street, after all.