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About tun

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    Long Island
  1. My post was under the assumption that all cars were open leaving the initial station.
  2. On one-way and round trip tickets, you could request a stop-over at an intermediate station. So for example, let's say you had a one-way ticket from Ronkonkoma to Jamaica, and you wanted to run some errands in Hicksville. You could ask the conductor to endorse a stop-over on your ticket, which would allow you to get off the train at Hicksville and then continue your trip on the same ticket. Travel had to be completed on the same day. Not many people knew about it, but there were definitely a few people who used it regularly.
  3. If I saw people waiting on the entire length of the platform, I would open up all doors. The previously mentioned scenario would be to decrease station dwell time.
  4. The March 28th to April 3rd weekly ticket will be the first one priced at the new fare. Intra-zone 3 fares remains mostly the same. The station price is $3.75, on-board off peak is $10, on-board peak is $11. However, the peak one-way fare is up from $5 to $5.25. City Ticket price increases from $4 to $4.25. Stop-overs are being eliminated.
  5. All cars are open on peak trains on the LIRR. We don't have pick-up only stops like Metro North, but if all of the passengers at Harlem 125th Street were towards the front of the train, what would be the point in opening the rear cars? Anyone in the back of the train isn't supposed to be getting off at Harlem 125th Street.
  6. The Great Neck local trains are already overcrowded during rush hour. There's no way they could support an additional Elmhurst ridership.
  7. No, CityTicket and "via tickets" are mutually exclusive.
  8. The LIRR introduced the Zone 1 to 1 via Jamaica ticket months ago. I'm pretty sure I mentioned this in the past. I have personally serviced Penn Station to Atlantic Terminal via Jamaica tickets.
  9. Shop trains are equipment train moves that happen as needed. You call up the yardmaster and ask him/her if the train has to be run that particular day or not. Most revenue trains do have at least one collector who helps out the Conductor and Brakeman with fare collection. Some trains can be sufficiently collected with just the conductor and brakeman while others need 3+ collectors. It all depends on the train. While most crews consist of an engineer, conductor, and assistant conductor (brakeman), there are a handful of jobs that are C+E only. The only member of a crew who doesn't have to be qualified on the PC/Rules/Air Brake is the brakeman. About 85% of the roster is qualified, so the characterization of collectors being mostly unqualified guys is not true at all. Most collector and brakeman jobs are covered by qualified guys simply based on the numbers. Collectors almost always get the doors at short platforms like Forest Hills, Kew Gardens, St. Albans, Murray Hill, etc. so that's also not true. As for badges, you can't go by what it says on the badge either. I see plenty of qualified guys who wear their Assistant Conductor badge even when they run as conductors. There are also plenty of guys who wear their Conductor badge when they work as collectors or brakemen. Generally no one is swapping out the badges every time they work a different type of assignment. As far as Metro-North is concerned, my understanding is that their crews are only C+E. What they call assistant conductors are what we call collectors. They don't have a true brakeman position.
  10. Railfan fantasy has brought us from LIRR Mainline capacity alternatives to subway/commuter rail integration... Going back to the original topic; the proposed line seems really impractical. Anything involving a 90 degree turn is a non-starter IMO. There really is no better alternative to a third mainline track. A third mainline track supports service enhancements to both the entire mainline and Port Jeff branches. A third mainline track is also more feasible politically and physically since the tracks and ROW are already there. Reviving the old central branch only helps passengers Farmingdale-East. A revived central branch is also useless for funneling KO express trains when you consider some of the speed restrictions on the Hempstead Branch. A third mainline track is probably the most important thing for the economic future of Long Island. And reading that Hempstead was "barely used" really made me laugh out loud.
  11. There has to be a gap so that any train car (passenger or freight) doesn't side swipe the length of the platform at 80 mph. I think the average freight car is the same width or thinner than our passenger fleet, so that doesn't have anything to do with it.
  12. I hope WiFi never makes it to the trains. The last thing I need is an entire car full of people with their headphones plugged in and their eyes glued to their smartphone/tablet when I'm trying to collect tickets.
  13. Nice to see M9's coming along. As much as everyone loves to hate on the M3's these days, they do have their advantages. If I'm working a local Babylon stopping everywhere, I prefer the M3's. The doors close faster and the brakes release faster too. It makes a long and tedious trip a little more bearable.
  14. While it would be easier to integrate the line with the LIRR, subway service makes more sense. Unfortunately, integrating the line with the Queens Blvd. line would be no small task.
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