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MTRSP1900-CTA3200 last won the day on November 28 2019

MTRSP1900-CTA3200 had the most liked content!

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About MTRSP1900-CTA3200

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  • YouTube

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  • Location
  • Interests
    Chicago Transit Authority, Aviation, Sound Transit
  • Favorite Bus
    Flxible Metro (RIP 2010), Nova Bus LFS (2000 and 2014 Editions), DE60LF/R
  • Favorite Railcar
    3200 Series (CTA), Siemens 0700 Series (Other US Transit Agency), Tokyo Metro 01 Series (Foreign/International Transit Agency)

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  1. Some of my stuff gets a lot of views and some doesn’t. Most of the time I understand why the video is popular compared to others, for example my rejected takeoff video, but then I have some videos that just suddenly get views and I’m like huh? Not complaining though! I hope they can reschedule and reopen. I live only 15-20 minutes away from the museum. I have Sundays off and ever since I went for their Labor Day night operations event I’ve really wanted to go back. So much more to see than I covered and I completely missed the barn with the L cars in it...
  2. Unfortunately with the next Snowflake Special cancelled, the IRM closed, and it being a bad/foolish idea to fly anywhere at the moment, I won’t be able to take any new footage for a while. I still have plenty of unused footage from previous events though, so hopefully I can find some time to cook something up.
  3. Nice catches! I hope I’m not your rival because the only reason I care about subscriptions is to be allowed to monotize my videos.
  4. I had already started to suspect the prototypes were delayed and thus the entire program schedule will be delayed, even before the current epidemic (but that doesn’t help either!). When you had the video up of them testing at the Chicago plant, I remembered reading that the prototypes were supposed to be delivered to CTA by October, but maybe things changed. When your source told you about the delay, were they referring to the prototypes or the production units?
  5. He was referring to the printed maps above the doorways, not the lit map in the center of the car, though I think the maps above the doorways should be lit too. And yes, the R142s, R142As, R143s, and R188s use similar setups, where a single line has LEDs in its map. However unlike the cars with the FIND displays, the cars with the LED strip maps aren’t moved around from line to line frequently, or they don’t run the risk of being rerouted onto another line due to service disruptions, with the exception of the 2 and 5 services. In cars that are used on those services, the LED strip maps are printed with both lines on it, similar to how Howard cars here have Red, Purple, and Yellow Lines on one route card. Regardless of the service status of the R211s, they are going to have enhanced FIND displays, so they’re still relevant.
  6. Correct, though I’ve only seen pictures of it because of my riding habits. The problem in my opinion is that it’s in the middle of the car. I usually stand by the doors, or at the end of a car. In New York, the FIND displays are also in between the doors, but there are three in a car, and each car has four sets of doors on each side, so the chance of seeing a display is much greater. My other issue with the CTA’s implementation of the lit map is how it only lights up for where you are. In Hong Kong, not only are their lit maps above the doorways and easily visible like New York, but they display what station is next, the direction the train you’re on is traveling, any lines you can transfer to at the next station, and what side the doors will open on, and they don’t have any more tech in them than the CTA lit map, just more LEDs. See above.
  7. The cars they already have are great too. I was there last weekend and I rode on both the R160s and R179s. Hopefully our 7000s will have a similar interior (but with the promised better seating) and better features for tourists to find things and make transfers. The FIND displays on the NTTs are very useful and they are easier to walk up to and see because there are three per car. I still have yet to see the lit map on the 5000s, and they have been on the system for years now...
  8. I’m probably going to get more naysayers towards me about this, but I’m happy I found someone who agrees with me on that blue interior. When they switched to the blue during the order I thought it looked absolutely terrible. Something about it just looks visually unappealing to my eyes. I’ve been used to the tan color since I started riding the CTA, and while it’s not the most updated look nowadays, the switch to all blue was definitely not a step forward. If they did it like the New Tech Trains in New York City that would have been better. But now that the CTA and Bombardier have gotten all the issues with the 5000s sorted out, they seem to be doing well.
  9. The Skokie Swift being converted to third rail has more to do with operational flexibility than a 100% compatible fleet. Let’s not forget that it was an extremely small portion of the rail system with overhead wire, but it still needed a special fleet of railcars to run on it. The effects of this last to this day because those railcars can’t operate on the Blue Line even with the pantographs removed, and when they had the pantographs installed, there were probably clearance issues on more of the system. Also there comes a point when fleet compatibility must be sacrificed because it would create more problems than it would solve, or it would bring more modern equipment to the fleet (for example, the jump from the 6000s to the High Performance cars). Since Bombardier will probably charge for software to make the 7000s compatible with the 5000s, the cost may not be worth it, and that’s assuming Bombardier will make the software. However, even though the 5000s and 7000s are probably not going to be compatible, the 5000s currently make up the entire fleet off the five lines they run on, and of the three lines that still use DC equipment for passenger service, only one of them mixes car types. So if all 800 7000 series cars are eventually ordered, that means the CTA is down to two types of cars, and the issue of compatibility would almost be gone since both fleets are just so large.
  10. Anthony already answered, but I’ll add a little more detail. The High Performance family cars contain more refinements to car systems than the previous 6000 series. Both used DC motors, but the HP cars motors were more refined to be less jerky than previous cars (although by today’s standards they are relatively jerky). They also introduced air conditioning and fluorescent lighting into production cars. Since the propulsion systems were more advanced than the ones on the 6000s, they can only mechanically couple to them, in case a 6000 series set brakes down and needs a push, or vice versa. They cannot electrically couple to the 6000s (supposedly because they have more pins in the electric coupler), and today, they cannot electrically couple to the 5000s, only mechanically. Correct. At one point there was an 8 car set of almost the whole family from the 2200s to the 3200s put together for a charter. While they do all work together, slight variations of equipment -such as the motors- over the years created handling differences between the cars, but since they are generally not mixed with the exception of the Brown Line and formerly the Blue Line, this isn’t really an issue.
  11. Also the lime green "diaper covers", since they can't couple electrically with the 5000s. Interesting to see that they put extenders on the third rail shoes to adapt the CTA trolley block assembly for the CRRC test track third rail. I noticed that the speaker where the horns on CTA railcars are placed looks different than the ones previously used. I wonder if it will sound any different than the current fleet. I remember when the 5000s were arriving their speaker horns were noticeably higher pitched than the horns on the High Performance cars, but now they sound similar.
  12. I'm not against it either, under the condition the available number of cars for both lines somehow increases. What bothered me about the Green Line when I rode it on a regular basis was that 6 car trains just didn't seem to be enough during rush hour. Although I never regularly rode the Pink Line, from what I've heard the same seems to apply to their 4 car trains. I completely agree with the points you bring up, however one thing I remember is that when the 2400s started appearing on the Red Line before they ended their service lives on the Orange Line, they were mixed in with the 2600s. Maybe mechanical reliability wasn't expected to be as big of an issue with the somewhat newer 2400s (compared to the 2200s), but since we are talking about the busy Red Line, I would still expect it to be important. Or some other factor I didn't think about had led to mixed consists.
  13. But as mentioned above, the less demanding operations of the Brown Line will help the cars. More downtime might equal more fixing and shop TLC too. And Blue Line riders have had more than their fare share of riding the 2600s for long periods of time. I rode them from mid 2012 to late 2013 and even then they were a bit worn unfortunately. But I'm sure people on this forum know the Blue Line has an equally vocal critic of the older rolling stock... Chronological. Run numbers are ordered by which run will end first in the day (for example, if run 309 ended before 308, you might actually see it head for the Blue Line first!).
  14. Do the platforms at Grand - Chicago - Division look any different since they recently closed and reopened them for work? The last big improvement was when they put the extra lights along the track walls and scrubbed the stations around 2011-2012, but that was more for cleanliness and appearance. Though Division could always be given a good scrubbing!
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