overclocked

Hi All

Never thought I'll be back on the forums, but life can be funny this way.
Took T/O exam back in 2017 and few days ago received the invitation to 180 Livingston for pre employment. (list #4705 fyi)
In these years I have completed my BArch and been working in the design industry. It' a predictable 9-6, M-F routine with ok pay and eh benefits.
Has anyone here left a similar field for a T/O position? What was your experience like?
 

Two other questions come to mind:

• How much do you rely on the radio to communicate en route?
• Does anyone commute from NJ?

Appreciate all the feedback!

So when the is out in the Bronx, there are extra trains, but not when it's the other way around?

 

In their defense, it would be a royal pain to turn a train at 145 unlike at 149-Concourse. Platform C/R's, relays and all that stuff.

 

edit: Wait, what would have happened if the Yankees were still playing instead of the Red Sox? The GO wouldnt have happened right?

There is track work on CPW SB, which forces all CPW trains onto one local track, I think there is very little room to spare with all that switching and 10mph runs between 86 and 59th.

None of that is relevant if MTA Cant bother notifying passengers of planned repair.

Welcome to the adulthood, where no one will ever spoon feed you.

Is it that hard to check the service status online, or planned service changes for that matter? Just saying, you got to be more proactive, and this isn't just trains. Relying that someone else will or must do something to convenience yourself is a blatant mistake.

Making empty threats to state agency won't get you anywhere farther than NSA' blacklist. 

On top of that, there are terminal capacity limits on both ends of the line (esp. 242nd), which would prohibit any sensible service increase to counterweight the increased wait times at local stations. 

do you have the article?

http://www.nypost.com/p/news/local/manhattan/cortlandt_street_station_comes_back_oFPvXKNr9bRu0F9ECeuAwM

speaking of cortlandt street work on the do you know what are they doing?

It is being built from ground up. According to latest article the station should be different from what was there before and is set to open next year.

I see that Central Avenue on the is closed for rehabilitation until August. What exactly is wrong with the station?

The stations along Myrtle El are in need of serious repair, which is conducted on station by station basis. For example Knickerbocker Ave was  closed last year late in summer and opened in February I believe. Central rehab should be completed around late August, probably a little later.

How often does non-emergency G/O not make it to the service changes advisories?

I just find it odd to see track panels, crane and other equipment by Brighton Beach station, and yet no track work is scheduled for the line.

How many of these jumps have been suicide jumps? From what I've seen, 99% of them have been some homocidal maniac pushing others onto the tracks.

Ohh boy you have a great sight...

There were 2 "recent" pushers, the rest are either suicides as of jumping in front of the train, or dumb/drunk finding their way on the tracks.

The one that amuses me up the most is the one who went to get 20 bucks at 110th St. few days ago.

I think additionally to inferior power distribution system over there, the problem with NTTs going to Far Rock is simply because their motors consume more power than the rest of the stock. 

Ntt motors are 150 hp

46 are 115

32 are 100

Under ideal conditions (full load) a set of NTTs will need more than 2k more amps than 46, while the real life consumption would be less for both sets, the climb over the bridge in the flats will put the power system to a serious test.

I noticed it said that the will extend to Brooklyn(maybe). Getting a bit ahead of themselves?

I may catch some flack for this opinion but if you ask me natural daylight has no business coming into a fully underground station in the first place. It just doesn't look right, IMO.

 

I also fail to understand why people call Jamaica Center station ugly. What exactly makes it so? It looks better than 97% of the stations in the subway (think Chambers/Nassau), so I'm really confused.

I beg to differ, natural light is the best light source available on this planet, I'd take it any day of the year unlike this cold, blue tinted fluorescent garbage there is in the subways, same goes for LEDs. Incandescent light is the closest man made source to resemble sun light, too bad it consumes too much power in order to illuminate as much as newer lights do and thus why it was removed from the subways.

I reverted back to "stock" background from having photos and everything

Thanks!

 

While we're on the topic of A vs B division, what is the crush load capacity of the average train on either division?

IND 60' 250 customers, seating 50

IRT 51' 200 customers, seating 44

75' are 70 seating, excluding 46 B car which seats 76, there are no documented numbers on max capacity. Because of seating arrangements, 46s and 68s have smaller max capacity if lets say they were equipped with longitudinal seating.

While doing research for a project of mine, something occured to me - why was the IRT built to narrower dimensions than the BMT/IND? Who the hell thought that was a good idea?

If memory serves me right It was done to avoid acquisition by PRR

*edit

Although this factor could be at play, the main reason IRT was build that way is that it was standard of the time. In later iterations design was improved which was used in construction of BRT/BMT/IND lines

Check the car assignment sheet linked below:

 

http://www.thejoekor...2012-12-16.html

 

Unless I have the worst of the luck, it's not there. The sheet is effective for over a week now and no one has witnessed that set, which leads to one conclusion; it's not there yet.

To all intrigued by the news of 62 back on the . Went on Pelham line today, saw nothing "new" there, yard is all ntts.

As in 60 and 75 footers, or varying lengths of trains?

They ran different equipment for the whole summer, why would it become a safety hazard now? Obviously the cause is in the length of the whole sets and not the length of individual cars. But I would love to hear why is it this way, signalling issues?

Would anyone happen to have the current station plans of the stations in construction, by no means I need a complete plan. I just want to see what type of the stations are planned, because after seeing this.

I for a second thought that we would have a pylon station (TUBE style).

But seeing photo below it makes me wonder if this space actually reserved for phase 3 connector.

So what's the truth?

How heavy are the R32s? The datasheet available on nycsubway only has information about the trucks, not the entire cars themselves.

 

Its right under the car drawings. For B and A cars respectively.

GE - 70020/69282 lbs

WH - 70281/69562 lbs

A random question, what are the obstacles, if any, towards installation of weld rail onto elevated structures?

I didn't mean display them at the museum, but just retain them for the collection, much in the same way they did with the two R38s and R40s.

 

Speaking of which, what happened to those things anyway? The R40s and a pair of R32s was on display at the museum for a short while around 2009 (according to nycsubway.org) and afterwards they seemed to just vanish off the face of the earth. I don't think the R38s were ever displayed there.

 

From what I know, 40's and 32's are stored in the tunnels that lead to the station.

Would they ever consider giving the R110A/B to the Transit Museum instead of letting rust slowly in... wherever they're storing them right now?

 

The museum isn't big enough, also there are other cars which IMO have priority over 110s

Drew this on the way to school

Great, I will be waiting to see new photos from you.