NYC Transit Train Operator cheat sheet

Absolute block: only one train may occupy a block at a time; a train must not enter a block occupied by another train under any circumstance without proper authority.

Signal indication governs movement, not the signal's physical appearance; a train must operate according to the indication displayed, and a dark or improperly displayed signal is treated as its most restrictive aspect.

When a train stops for any reason, the operator must promptly notify the control center/rail control and state location, track, direction, and reason for the stop.

Restricted speed (typically 10 mph or as posted) requires the operator to be able to stop short of any obstruction, signal, or switch; it is not a fixed safe speed for all conditions.

Yard limits: movement within yard limits is made at restricted speed and must yield to mainline movements; yard movements do not have mainline signal protection.

Hand signals and radio communications must be repeated back (confirmed) before any movement is made on them; an unconfirmed instruction is not authority to move.

A train must not be reversed or backed up without proper authority from the control center and a qualified employee protecting the movement at the rear.

Reporting: incidents, injuries, signal failures, and equipment defects must be reported immediately to the control center and documented; failure to report is itself a rule violation.

Operating employees must know the physical characteristics of their route, including grades, curves, station locations, and interlockings, before operating over it.

Standard wayside color aspects: green = clear/proceed; yellow = approach, prepare to stop at next signal; red = stop; red over yellow or flashing yellow = approach medium/diverging as posted.

Interlocking: a track arrangement of switches and signals where routes are set and locked; a route cannot be changed while a train occupies the interlocking limits.

A signal displaying a diverging aspect (e.g., red over green) authorizes movement through the diverging route at the posted speed, not mainline speed.

Stop signals must be obeyed even if the operator believes the route is clear; a stop signal may only be passed with explicit authority from the control center.

Track circuits detect trains; a train that occupies a circuit shunts it and causes signals behind it to display restricting aspects.

Third rail: contact rail is energized at approximately 600-650 volts DC; the running rails are the return path and must never be assumed de-energized.

Blue light/flag protection: a blue signal or flag indicates workers are on or near the track; trains must stop and not proceed until protection is removed by the employee who placed it.

Switches must be visually confirmed in the proper position and locked before movement through them; a switch lined against a movement will derail the train.

Walking in the track area requires a lookout and, where required, flag protection; the third rail is always treated as energized unless a qualified person has confirmed de-energization.

Pre-trip inspection checklist: brakes (including emergency brake application and release), propulsion, doors, lights, horn, bell, wipers, communication radio, and cab signals.

Brake pipe pressure and brake cylinder pressure must be verified to build and release properly; a brake that will not release must be cut out and reported.

Door interlock: the train must not be able to move with doors open; if a door indication is false, the operator must not move until the condition is resolved or the door is cut out per procedure.

Propulsion faults: a single failed car may be cut out to allow the train to continue; the operator must report the defect and the car number to the control center.

Cab signal failure: if the cab signal fails, the operator must operate at restricted speed and report the failure; the wayside signals govern until the cab signal is restored.

Low voltage/third rail shoe damage: a shoe that is damaged or missing may cause loss of propulsion or arcing; the operator must inspect and report before continuing.

Air brake test requirements: a brake test is required after any change in train consist, after a brake defect is corrected, and at the start of the tour of duty.

Fire or smoke in a car: stop the train at the next station if possible, evacuate passengers, and notify the control center; do not continue through a tunnel with a fire.

Emergency evacuation: stop the train, secure the third rail (request power removal), and evacuate only with control center authority unless immediate danger requires evacuation without it.

Passenger emergency intercom: the operator must acknowledge the call, identify the location and nature of the problem, and respond per procedure; a call does not automatically require stopping.

Person on the tracks: stop the train immediately, apply emergency brakes, notify the control center, and do not move until the track is confirmed clear.

Medical emergency: request medical assistance through the control center, keep the train at the station if possible, and do not delay reporting.

Fire in a station or train: activate the fire alarm, evacuate, and direct passengers away from smoke; use the emergency brake and door release only as trained.

Suspicious package or unattended item: do not touch it, secure the area, notify the control center, and follow instructions from the police.

Customer communication: make clear, calm announcements stating the nature of the delay and expected duration; avoid speculation and never give unverified information.

Report all injuries and accidents to the control center immediately, including the location, number of persons involved, and nature of injury.

When in doubt, stop and ask: the safe course is to stop the train and obtain clarification from the control center rather than proceed on an uncertain signal or instruction.

Priority order: protect life and prevent injury first, then protect property, then restore service; never sacrifice safety to maintain schedule.

A signal that is dark, obscured, or displaying an improper aspect must be treated as its most restrictive indication (stop) until confirmed otherwise.

Peer pressure and schedule pressure are not authority; an operator must not accept an instruction that conflicts with the rules without clarification.

Fatigue and distraction: report unfit-for-duty conditions; operating while impaired or excessively fatigued is prohibited and must be reported to supervision.

Hazard recognition: scan ahead for track workers, trespassers, debris, and signals; maintain situational awareness in tunnels and on curves where sight distance is limited.

Incident scene: secure the scene, protect against the third rail, account for passengers, and preserve information for investigation.

Rulebook reading: identify the operative words (must, shall, may, must not) and the conditions under which a rule applies; 'may' grants permission, 'must' imposes obligation.

Bulletin and general order reading: note the effective date, the territory affected, and whether the order supersedes a prior order.

Incident report writing: state who, what, when, where, why, and how; use objective language and avoid conclusions or opinions.

Radio communication: use standard phraseology, identify the train and location, state the request, and confirm the reply; keep transmissions brief.

Defect reporting: include car number, defect description, location, and time; a vague report delays repair and is a rule violation.

Reading a timetable: distinguish scheduled times from actual times; note the direction and the station order before making a movement.

Written communication must be legible and complete; an incomplete report may be rejected and must be corrected.

Stopping distance = perception/reaction distance + braking distance; reaction distance = speed × reaction time (convert mph to ft/s by multiplying by 1.467).

Example: at 30 mph (44 ft/s) with a 1.5 s reaction time, reaction distance ≈ 66 ft; add braking distance to get total stopping distance.

Braking distance increases with the square of speed: doubling speed roughly quadruples braking distance on the same adhesion.

Adhesion limits braking: wet rails, leaves, and ice reduce friction and lengthen stopping distance; sand and proper brake application help restore adhesion.

Speed conversions: 1 mph ≈ 1.467 ft/s; 1 mile ≈ 5,280 ft; 1 hour = 3,600 seconds.

Train weight and momentum: a heavier train requires more braking force and a longer distance to stop; momentum = mass × velocity.

Electrical basics: voltage = current × resistance (Ohm's law); power = voltage × current; a 600 V third rail with a 100 A draw dissipates 60 kW.

Gear and lever reasoning: a larger wheel turns slower but with more torque; a smaller driving wheel gives more speed but less tractive effort.