Dave2836

19 hours ago, Zoey said:

How many times on average does a TSS come in and bother you while you’re operating (road)? I think that would bother me the most lol

Whenever a TSS boards your train, take the opportunity to ask questions and get clarification.  Especially for anything you are not 100% sure of.

On 7/21/2021 at 9:21 PM, MarkGuy said:

I have heard about that here as someone posted it. Yx is useful provided they have you going to a variety of places and making you actually work. But that does not always happen in theory. 

YX is not only about learning the relays and lay up moves but also the opportunity to familiarize yourself with the train.

I take the time to look over the equipment, see if I can practice cutting out door panels without looking at my notes, maybe charge the train with a pulled cord and see how far the brakepipe needle goes, learn what the 25a CB on the 68s really do, etc.

We can read all we want but experience is the best teacher.  Better to learn on a lay up train than on the road when everyone got their camera on you.

On 8/16/2021 at 11:31 PM, BrooklynKam said:

Thanks for the speedy response @Jericho

Fingers crossed for B division then haha how long is the training currently? I saw a few different ranges over the years so I'm not sure what they landed on most recently 

8.5 months for B Div.  It's longer because more equipment, more line ups, more reverse moves, more terminals, more of everything.

Learn to gap yourself in between stations, especially if following your leader.  

Given the example above with the November cutting the Romeo at 34st, there is absolutely no reason to wrap it up following another train.

Especially if the tower operator is new and doesn't clear home signal for like an experienced professional, you will just be rushing into an approach signal stuck at red.

Like wise, as insubordinate as it sounds, read the signals as far as you can before leaving a station.  Why move the train on a yellow aspect when you have to stop with atleast one car or even the entire train itself can't clear the block? Now you are stuck between stations and your follower can't even breach the platform.

As for wrapping it up and encountering a train ahead around curves... Very few revenue trains are capable of stopping safely given that kind of space and reaction time, and currently I only trust the 68A live up to that kind of performance.  Don't bother trying to challenge the signal, the terrain or the train itself.  Doing so will prove nothing when the conga line appears at certain choke points, like Continental, Brighton Beach, Columbus Circle, Dekalb Avenue, etc.

Keep your hopes up, but not all in one basket.  The retention rate down here is still about 50%.  They will hire again before you know it.  

To me this is just the standard pattern of MBA's who never worked an operational title in public service over reacting with their decisions, making decisions they may or may not be fully qualified to make.

On 1/29/2020 at 5:59 AM, beanz said:

It will come together. I had a hard time with the smees as well and now they are my favorite, even the r62s on the 3 line. They are actually extremely fun to operate once u learn to feel it. 

 

U will be fine. 

I agree.  The Bravo line is fun on the 68As.  And once you understand the line and know which landmarks to pull brake at, it becomes easier.

Just plan about 1 - 2 car lengths ahead, trust the dynamics, release to stop, never go lower than snow brake, hold your initial brake to see how the train reacts then adjust to make the train react the way you want it to.  Out on the road it is better to rookie roll to the stop/punch rather than cowboy the train and over run the station or worse, slide into the home signal.

And if it makes you feel better, the full length R68s is 10 feet shorter than a full length R143/160/179/32.  Patience and practice.

Keeping to the scheduled time should never be a Train Crew's priority on any level.  Getting to the terminal safely is what we focus on.

How can we as train operators go into a packed station with people on the edge of the platform at maximum allowable speed knowing anyone of them might slip, lose their balance or worse get pushed into the tracks?  How much time will the train crew lose then?

Yes, people lacking in common sense exist as passengers and even some of out co-workers.  Being honest here.

If a Train Operator can be on time then they can do it.  But no need to stress or beat yourself up about losing time.  The last thing we want to do is roll over someone or drag a person out of the station, no amount of compensation or therapy can make us whole from that kind of morbid scenario.

And as for being promotional only, the job is not for everyone.  It is intense training and out on the road requires absolute focus.  Staying promotional only works if they expand the promotional eligible titles.

On 12/11/2019 at 6:33 PM, kellgh said:

RTO across the board is mostly voting NO to the contract b/c LIRR is getting a 5% increase and we are getting 2%. Fark that.

 

I'm voting NO. 

On 12/12/2019 at 3:17 AM, Schecter said:

Yeah the new contract is like a slap in the face lirr is already getting way more money than us lirr conductors and lirr train operators... and they're train operators also get to wear street clothes like tf....

Don't look at the money.  Look at the benefits.  Ask questions about what NY Family Leave is going to do and how it affects those of us already on FMLA.

Understand just because the contract is forming a committee for discussions does not mean both parties will resolve anything other than saying "YOU'RE FIRED!!!" or "GO F YOURSELF!!".

We are dealing with a bunch of lawyers whose main goal is saving as much money as possible, who look at its skilled employees as liabilities rather than assets, who are always finding ways to shift blame on failing production (i.e. blame the contractor game).

On 11/26/2019 at 6:13 PM, acabral136 said:

I don't think anybody that is privy to that information would willingly post it in here but that's a good assumption to make. I have also heard it said that a lot of people who are planning to retire are waiting to see how the new contract looks. If it's worth their while to stick around for a little longer they might and if it isn't, then they'll put their papers in. So I would expect there to be new classes announced after the new contract, but that's just the detective in me making a guess. 

People who are ready to retire are retiring.  The pilot program to cash out 50% of the remaining sick time will most likely not continue with the next contract

6 hours ago, Late Clear said:

Yeah I heard about that one.  

Honestly I blame management for this one. 

It's a clear sign of how recklessly they crew up.  

Yes, I know the employee should of notified supervision of YX status.  
 

I think he's ready for the road.  The crew office seemed to think so as well.

10 hours ago, MarkGuy said:

Nice!  Question: how much of an emphasis did they place on time for your first practical? Did the tss have a timer on them? 

If you look like you know what you are doing they will let you finish even if you take more than the regular alotted time.

On 9/1/2019 at 10:37 AM, nipaaaa said:

unfortunately not many people give smooth stops cuz it takes more effort and is a bit slower. I noticed brakes on the R160 is more like car brakes where if you grab more brake, the stop will be jerky while R68/R46 brakes don't really grab hard. You can come to a stop using full service but the train doesn't jerk. Meanwhile the R32 will rock everyone with just minimum brake lol. Haven't been on a R179 since J road posting so I can't say 

First of all... Understand the kind of equipment you have.  The R32/42 has 2 shoes on each wheel, the 32s on the charlie sucks big time for braking accuracy.  They slide big time.

The R68 has good dynamics and good brakes but a small tappet valve so expect a delay.  The delay is even more pronounced on the 68A.  Come in hard and depending on the grade, you can grab a healthy brake mid station (before mid station if downgrade) and can smooth it out to the end.  Best braking trains in the system.

New techs have blended braking which is an abomination.  The braking force is linear (as opposed to the exponential applied force on the smees) thats why you have to pull back more on the handle to stop the train then let some air go to smooth it out.  If you just hold a brake (no matter how much) it will keep rolling at decelerating speed and then buck at the end.  Also it is unreliable in inclement weather.  The trucks were made to not skid, which is iron because of it's light weight it actually skips on wet rails (thank you blended braking for false hope).

On 9/2/2019 at 9:13 AM, Biggie said:

One top of the cutting page in the manual it says "The procedure of uncoupling, or cutting, cars MUST be performed in the correct sequence. Prior to uncoupling, the entire consist must be inspected." Also in the R62 portion it states "Pilot valves must be checked by charging the train at each end and all potential operating positions."

Remember this when you go yard posting and yard extra or work the yard.  PERIOD.  Sometimes you can't make the cut from one position and have to do so from the other.

On 9/2/2019 at 11:33 PM, Jay-Oh said:

I beg to differ. I've done pop & stops on R68's and boy those suckers slammed the brakes hard when I got under 5 mph. Every train brakes differently, even if it's the same type.

Good way to get taken out of service if System safety or a TSS catches you on the road.

On 8/2/2019 at 7:42 AM, Harlem said:

Thanks in advance for your help. What would happen to a Train Operator who completed probation and then decided to become a Conductor?

- Would you have to start at the Conductor's beginning pay rate?

- Would you lose your seniority?

- Would you be able to return to the Train Operator title?

I'm heading to TO schoolcar soon and the reason I ask is because I'm on both lists and have heard Conductor is a less stressful title. 

1.  You will have to resign or take an on paper demotion to go from Train Operator to Conductor.

2. Yes.  You will start at the begginning pay tier.

3. Yes.  You will lose your seniority gained over your time as a Train Operator, however the time spent as Train Operator will count towards your serviceable years in regards to pension.  In terms of vacation, birthday, personal leave day, and Lincoln's Birthday, if you resign you will have to complete one year again.  If you take the on paper demotion those years as Train Operator will count towards acruing those vacation weeks and holidays.

4. Only if you take another Open Competitve or Promotional Test as Train Operator and are called again for it.

5.  Conductor and Train Operator has different forms of stress.  Former Conductors tell me it is harder to get in trouble as a Conductor Compared to Train Operator, but the question is what are you really looking for in a job?  Each title has their own benefits and demerits.  Ask around the crew rooms, talk to your co-workers who have worked the title before you decide.

Conductor is not for everybody and Train Operator even less so.  Met plenty of people in all titles who refuse to go to the front for fear of failure and responsibility, but if knowing the job and everyone else's job is paramount comcerning train movement.

On 8/2/2019 at 3:00 PM, AlgorithmOfTruth said:

If you are a probationary T/O and get called for the C/R job, you must resign from the T/O title before you can accept the invitation to become a C/R. If you choose to do that, you will start at the C/R minimum pay rate. Any seniority you gained as a T/O will be lost. You will have to start all over again from the bottom. The only way you could reestablish yourself as a T/O is if you were a permanent (completed probationary period) T/O BEFORE you decided to switch over to the C/R title.

Where did you hear this from?

Rule 9 protects permanent employees taking promotions and deciding to go back to their previous title.

Conductors promote to Train Operator, not the other way around.  In order for a Train Operator to go to Conductor is if they were permanently a Conductor as a former title (finished probation in the Conductor title) and willing to go back

OR

Take an on paper demotion, in this case probably to Cleaner and then promote to Conductor.  This also requires the Train Operator to have finished their probation in the Train Operator title.

6 hours ago, Jay-Oh said:

Means Work As Assigned.

Means they can have you do whatever is needed as long as it doesn’t exceed the WAA timeframe. However - a lot of the time - it just means you chill for a bit.

Don't count on them not giving you a task that doesnt exceed clearing time during WAA. 

Been given plenty of runs within 40 mins of WAA that ended up being 3+1.5.

CR in charge when train is stationary.  TO in charge when train is in motion.  But always communicate with your partner.  We make a team and the plan is to make it from terminal to terminal safely.

Don't let what RCC say scare you.  I've had partners who answer for me, and the common denominator is they answer with authority.  Own your job, own your interval so no one questions you.  PERIOD.

20 minutes ago, The Batcave said:

Yea, that's what they tell you in schoolcar but trust if anything happens going down the road or if they call out your train for any reason they will be looking for the TO to answer not the CR. When I was posting one of my trainers told me a story of how a newbie conductor answered when RCC called out their interval he said "I thought the CR was in charge of the train??" they responded "when we call we're calling to speak to the TO. Period." This was over the radio and everyone heard it he was so embarrassed. So unless someone calls specifically for me I don't answer or allow myself to think I'm in charge of no train esp once I give over indication to the TO.

7 hours ago, AgPhoenix2581 said:

Minus around 3.50. If I made that, I'd be whole lot less stressed about all of this.

CRs can move laterally into flagging (where most people get their bread) but there is always late clears and OT available.  They always need CRs.

The TO title is a different animal all together.  When I bring the train in, TDs always ask or tell you to lay a train up.  Really cuts into the social life sometimes.  Sometimes I envy my partner who just WAAs at the terminal while I'm in the yard pumping the handbrakes on these trains and then climbing thru the yard or the structure to get back and sign out.

On 12/11/2018 at 5:06 AM, Axis said:

There are a few places that come to mind when thinking of where can trains possibly go faster [safely] than they currently are.

CPW Express -- for instance, a n/b  can sometimes go painfully slow north of 135th, regardless of which track it'll stop at 145th on. Also, I never quite understood why a s/b  ever needed to slow down or stop just before 145th Street station (even if there's an  crossing in front, which I'm pretty sure is SOUTH of 145th).

4th Avenue Express -- Infamously slow section on the  between Grand Street & Atlantic-Barclays. Forget all the merging & diverging. How about the speed limits, signals, and timers??? scattered about? (althrough iirc the limited line of sight between DeKalb & Atlantic-Barclays is something else to consider)

N/B on the leaving 135 is a switch, and if it remains going into the center track, you are essentially going on. Bidirectional track against the normal direction of traffic into a timer, which is there for safety reasons.  Sometimes people on the platforms are leaning over looking in the opposite direction of where we are coming from (out of a blind curve mind you), so with our vision obstructed of course we will slow down.

S/B going into 145st we be careful depending on the scenario. Sometimes a is leaving 145st middle and will cross in front of the  so the signals dictate the safe speed to enter the station.

The entire Dekalb section is a complex series of switches and timers with constant workers coming out of no where.  There are signs posted leaving Dekalb, Canal St, and the Manhattan Bridge to approach the signals with restricted speed and extreme caution for this very reason. 

These speeds and signals are designed and written with spilt blood and we have to respect the safety measures taken to prevent any future tragedies.

On 7/29/2019 at 8:02 PM, Jchambers2120 said:

I can’t speak for B div equipment, but on the R62/a fleet plenty of the speedometers are BO. I’ve witnessed many times sitting in the station it reading some outrageous number like 70MPH

It's pretty much the same in the B. NTTs show 59mph going over a switch and plenty of R32s, R68/As show 0mph while the train is still in motion.

6 hours ago, Mikeyanthony23 said:

What is the TSS list? And what are the file numbers? 

File number is seniority number.  There was a TSS test given early last year.  The list is expected to be established soon, possibly this year.

On 10/21/2015 at 3:40 PM, I Run Trains said:

Make sure you have your disposition papers for EVERYTHING! And keep it 100. There's numerous ex cons here in the MTA.

+1

Get your certificates of good conduct ready and whatever evidence you think you need.

On 7/12/2019 at 10:30 AM, nipaaaa said:

About 2000 operators have resigned lately. Unless the seniority list number was not updated since I was hired in nov 2018, that's a lot of vacant spots to fill. I hear they update the numbers every 5 years, if that's the case then disregard this post.

Retirements, Promotions to TD.  The TSS list is about to be established soon.  Expect the file numbers to get better

On 6/20/2019 at 9:41 PM, Late Clear said:

Well let's think about this confusion.  Are you really surprised?  Things are taught in a matter to pass a exam.   School car administration is so disconnected with reality and RCC is extremely disconnected from the road.  The blind leading the blind.  Plenty of opportunities for confusion.  I always tell people if you don't know, ask. 

Mainline layup if you are the first train you do need permission to key automatic signals.  Anything after that it becomes a storage track and you no longer need permission. 

CBTC you need permission to accept a call on.  Go figure. 

Not everyone who is a TD or in Control was a train operator.  Some know their job better than others and some don't care enough to know their job.

It falls on the crew to understand their responsibilities (unfortunately).  Control can't see the bumper tie on the road or what you see.

As for accepting the call on, know the procedure.  Understand that the switch must be in your favor before moving the train and ensure the stop arm is retaining in the clear position before moving the train.  That means sometimes you will have to secure your train and cab, descend with your PPE and shoe paddle and investigate the switch.

On 6/26/2019 at 1:21 PM, Lirrdream said:

I've been lurking in this thread for a few weeks now,  I've read through everything from page 1. I'm curious because I'm in a similar position trying to become a train operator under the MTA umbrella, just the lirr and not the subway system. Both of the training regimens are grueling from what I gather. I recently had to take a signals and definitions exam where I had to know 126 signals 100% and 75 definitions verbatim where they randomly picked 20. Its a ton of information we have to learn in a relatively short time period,  but its definitely doable. If you want it bad enough you will absolutely find a way to make it, I definitely want it and will do whatever it takes, very good information in this thread for me to make parallels and comparisons. For the most part training is very similar and a tough road. 

Congratulations.  Put everything you have into the job and it can be very rewarding.  Eventually, the hardest part is reporting to work on time and maintaining absolute focus and attention.