Kamen Rider

… they have gotten REALLY lax on the rules for relaying trains…

it might not make a difference, they might just let people stay on as the train runs around to the other side.

That brings up liabilities the legal department is not going to be comfortable with.

Painting the trains costs money. Also the older cars needed to be painted to prevent them from rusting. Stainless Steel doesn't require that. So... in the long run, they are saving a massive pile of money by not painting them. 

Dude… this is another one of your patented “solutions in search of a problem”

different cab layout, different controls, new equipment the other new techs don't have (translation, new things to break on us) 

For example, CCTV, both internal and external, comes as standard. So theoretically speaking, I can see the front and the back of the train to know if I'm in the station if something were to happen to my board.

you can see just about the center of the image the CCTV feeds.

For the most part the training is going to be a lot more about the technical issues we will encounter, what we can and can't fix ourselves. Like for me, I was constantly drilled on dealing with door faults. Or isolating a car.

The 211Ts are going to be the biggest change in our procedures and operations since the introduction of the NTT series.

To the point I've taken to calling the 211s the first "XTTs" "neXt Technology Trains"  

…1, we don’t do double letters anymore.

2: it’s an IND line

3: how much service are you shoving down it?

4: that belongs in a fantasy thread.

5: you responded to a post from a decade ago!

Yeah, so can we not jump to conclusions…?

The 32s had to be retired. Let’s just accept that and move on. Like I said, they stopped training people on them long before I started. Having a standardized set up is just better.
 

I only have to walk across the cab to change which side I am opening up. No jumping from car to car, having to push past people to get to the other cab, amongst other things saving me and you all time. 

1: New York invented the concept with the D-types, it’s just after unification under the city they went with the IND’s design standards.

2: MTR is a smaller system who gets extra funding from being a real estate developer and being able to bid out to operate transit systems in other cities. For example, they are the contracted operator of London’s Elizabeth line.

It’s also a publicly traded company. You can be shares in the MTR.

3: going back to the basic issue, PSDs are going to be no go so long as there is not a single door standard on the system and even then they must be able to take into account different train lengths.

they're not articulated, nor would they be the first...

@texassubwayfan555

what you're thinking is a 12-9 isn't a 12-9.

Specifically, "12-9" is the radio code for person UNDER the train. getting struck by a train isn't inherently a 12-9 situation. and a person can and do survive being under the train so long as they're in the right spot. 

When that 12-9 at Jackson Heights over the cell phone happened, I was working the J. The minute it became clear the Queens Corridor was no-go, they sent Ms to chambers or turned them on J3-4 at Essex. I was only delayed a few minutes at best.

conversely, if something has gone wrong on the BMT side, the M can be turned at 2nd Ave.

so, honestly, the J is not as dependent on the rest of the system…

also I firmly believe that the Gold Street/Dekalb interlocking complex is the true lynchpin of the B division.

The name “211T” is the name for all 211 gangway cars on the subway. The 211 option orders can be A (standard design) or T (gangway), which will be decided by the MTA once the 211Ts are in operation.

if they work out, all future orders might follow this design, including the R262s

They’re probably not, at least not right away.

SIR is to the subway what Canadian Football is to American Football. Close. Similar. If you've never even heard of the CFL but I showed you some footage, you'd know it's gridiron football.

That being said,.. Currently the SIR has 15 trains... and they are getting 15 trains. They don't need all 15 to provide service since ideally, some will be undergoing inspection, and some will be in reserve, to the point having to take a bad car out of a consist and add in a replacement is more effort than to just say "just park that set and go get a different one".

So, in theory, the could use an open gangway or at the very least, a permanently coupled set.

It will start when Car Equipment says so.

Also not before an internal bulletin on the subject is released.

2 hours ago, darkstar8983 said:

Ahhh okay. Your Sea Beach middle track justification actually is not correct - the sea beach express track is ni-directional signaling - that’s how the  used that track between Kings Highway and 59 St during the station rehab

These tests are considered a GO. While the 211s are testing, E4 is classed as "out of service" and a temporary tie bumper is put down just south of 8th Avenue. The switches are locked in place and the signal system is disabled. the train operates on "line of sight", basically. and if any work that requires flagging needs to occur while the GO is in effect, R211 testing must be suspended. 

------

In other business, the Q GO for next weekend is finally listed on our internal site. The shuttle will run to the Lower Level at 63rd street and the through trains will run to Ditmars to connect to the 7 at QBP. Watch me get that gig. I kept going to Ditmars for the N shuttle the last few weeks.  

This who process is chaos incarnate. 

Put it this way, normally, when we have a GO, it lists a supplemental schedule that we're supposed to use.

This GO does not. It just says "LS", or "Local supervision"... basically a run leaves when the dispatcher decides it's time for it to go.  

(Ironicly I'm assigned to the D today and need to be uptown in about three hours.

1 hour ago, R32 3838 said:

The can run with the if the goes to forest hills during those weekends. There are more than enough R160s laid up on the weekends that could be used on the for weekend service. The and all have trains laid up during the weekend, They could use most of those laid up trains which should be enough to cover weekend service. The has lay ups in ave X yard that they can use as well.

Ah, yes, rush hour chaos on a saturday the moment something goes wrong... Ridership numbers say we only need one of the two and in the circumstances, the N wins.

8 minutes ago, darkstar8983 said:

Maybe crew shortages and they figured the  is already cut back to 145 St middle track, so might as well extend the  uptown. Equipment availability on the  and  that weekend will be interesting since the  will need R68s from Concourse, then need to be switched back to the , and vice versa for the R46s. 

The A is already cut short as well, so we will have extra R46s and maybe even a 10 car 179 or two. All I know is there is no direct supplmental service plan for this GO.

6 minutes ago, darkstar8983 said:

I dont think so - the signals are not in place for that operation. The  shuttle will use its regular tracks in the canonical direction, just relay on the curve. 

The A and L have both operated recently with single track, absolute block shuttles. Never say never.

Short circuit.

remember that the tracks are not only the DC traction current return, but carry the AC signal circuits as well.

As I understand it, the N would operate between Ditmars and 39th in a fashion much like the M when the Myrtle Viaduct was closed. Absolute block shuttles on single track operations. The 7 would never work for that.

7 minutes ago, darkstar8983 said:

If the work is only really at Queensboro Plaza, why don't they do a split  as follows:

1. 34 St-Hudson Yards to Court Square

2. 33 St-Rawson to Flushing Main St

*would follow the same logic as the  shuttle, unless it would be beneficial to not run pocket shuttles that have no yard access (Astoria-39 Av shuttle) and just run the  from Coney Island to Times Sq-42 St only. 

terminating at 33rd would require the train to relay, and the amount of distance west the train would need to travel would violate the power off zone for the GO. not gonna happen. 

Okay, the GO paperwork is out, the emergency GO for the Delta is an expansion joint on the Manhattan Bridge. I'm still not sure why they don't run split service from 205/BPB to 34th. 

2 hours ago, texassubwayfan555 said:

Why do they need 2 locomotives to move the set, how do the brakes work, and why is there a decommissioned redbird between the first 2 locomotives? (with lights on somehow)

Firstly because we like to run our locomotives cab first for better visibility and unless they're going the long way (or actually are going to CIY), he's going to have to run around the train more than once. while we do have procedures for "other than head end operation" where the locomotive could push, I would not be doing so with something so valuable. 

Secondly, more brakes, since the five cars are nothing but dead weight.

Thirdly, the "rider car" (nothing to do with me) is partly because we're not actually supposed to couple the older types of locomotives together. Only the R156 class can be MUed together directly. It has an onboard generator for the lights. It's also where the extra, necessary crew can ride 

Some of the 143s on the L now have the new NYPD announcements programmed into them.

three are in the special message menu and the fourth is automatic.