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MarkGuy last won the day on August 21 2019

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  1. Honestly tho, those people need to Thank their lucky stars they got another chance after seeing firsthand how bad they messed up the test.
  2. I've seen people 💣 that test who still have their handles. Don't believe the hype.
  3. Honestly its going to be hard to imagine them going back to promotional for train op. While many conductors do go on to become great train ops, there's also a bunch who don't go upfront for a variety of reasons (I.e. fear of having to walk the structure for put ins, unwillingness to deal with the much bigger list of responsibilities, or they try to tough it out after making the switch but just cannot control a train for their lives.) Some bus operators (though arguably they may have more responsibilities in that seat) fall into these categories too. Conversely, you have a decent number of off the street folks willing and able to deal with the aforementioned duties. It's relative..
  4. Essentially what is being said here. In CBTC, your train essentially becomes a "smart" train. It communicates with transponder devices on the road bed. This accomplishes two things: Allows the train to discover what direction it is going in. And two, its location. This is a process called "localization." Once this process is successful, the train then communicates its location to what are known as "zone controllers," along the line. These controllers then tell the train all the obstacles ahead of it, including signals, other trains and the like. This is just an extremely basic summary on my end. In ATPM, the train operator does operate, but the train itself sets the speed limits of how fast you can go in particular areas. If it determines you are going too fast in an area, it sends you a warning display and sound through the dial interface mentioned by Eric. Keep ignoring it, and the sounds progress, and the train eventually applies service braking. Ignore it too long, and the train dumps. I do not enjoy operating in this mode because the train will set a certain speed restriction for you through an area, but in ATO (when the train operates), it will blast through said area much faster. MAL also allows a much closer operating profile for trains, allowing preceding trains to come within 25 feet of the one in front. That's why in CBTC, you can see trains pull into the station, one after the other, in such rapid fashion.
  5. Ain't that the truth. They stay offering conductors O/T. Hell, there was a weekend about a month and a half ago where a bunch of conductors were booking off on the F. The day after that, a bunch booked off on x jobs on the Q outta stillwell. Including my partner that day.
  6. Not going to go into heavy detail hete but to simplify, its one of the operating modes in cbtc.
  7. Truth can't believe I forgot the most obvious thing we have to do down here. It is an interesting question. Its like, I'm the pilot, he (or she) is the flight attendant, but they're The boss of the plane. That's the analogy coming to mind for me anyways.
  8. Well now, it's during rush hours as well. But only in ATPM. Not looking forward to it, as I'm not personally a fan of operating in CBTC.
  9. Agreed, The NYCT response wasn't him (or her) being a dick at all. To me, it was a pretty classy response. Everyone effs up at times. Sorry that this guy, like he said, is a human being, but people at all levels screw up. Including the supervisors who this guy reports to.
  10. Before I became a train op myself, I asked that question in this very forum too. Now having worked down here, I can understand why there is a pay differential. Now, before I continue, I want to make something clear: I'm not interested in jumping too deep into the who should be paid more argument. It's anti-working class in the long run. But there's something you guys have to understand: yes, the conductor is in charge of the train (when assigned to revenue service), but the train operator has FAR more responsibilities. Conductors rarely have to come out during put ins. I've often had jobs where the conductor was just chilling at the terminal while I had to go out and inspect that train from top to bottom, from shunts and shoe beam assemblies to BCO's and end door locks. Not to mention ensuring the train is secure from defects, making sure the brakes work at each end, and it's not derailed or damaged from prior use. That in itself is time consuming, and can be tiring. And on jobs where I've had conductors accompany me on put ins, all they do is pop the doors-I still have to do the rest. Now, the following isn't indicative of all or most conductors, but I've had some partners who've slept in between stations. If I, as the train operator, do that, it's clearly an entirely different story. I constantly have to make sure I have proper lineups at interlockings, there are no track obstructions or people on or near the roadbed. And when we have WAA at the end of our jobs, it isn't entirely uncommon for conductors to just have to change train signs or do platform control. I was reminded of that one day, when after working the N line, my partner hung out at the terminal on his WAA. Meanwhile, for mine I had to not only lay up the train at Coney Island Yard, but wash it beforehand, bring it into the spur track, call in a defect I noticed on the last car, change ends, lay up, said train, collect all train numbers, properly secure the train, and do a safety test, then walk back to the yard master to sign out. Though I enjoy doing yard work, mind you, this was on my Friday, late, and pushed my clear time by almost an hour. And btw, train ops have some responsibility for conductors too. If I'm arriving at a terminal and deactivate the enabling system and my partner opens on the wrong side, I'm getting in huge trouble as well. That all being said, conductors DO have a hard job themselves. They deal with a lot of crap in the middle. But upfront it's a whole different ball game.
  11. Um no. You just don"t have to sign out. Unless there's WAA at the end.
  12. If I could add to the already great advice above for people in schoolcar now....it's something you'll be able to work on down the line and may come handy when you're road posting. And that is, learning how to properly follow trains ahead of you, especially during the rush hour. You guys already know (or are at least starting to know) how the signal system works. Well, a green does NOT always mean wrap it up. And I'm not talking a green aspect where there's flagging, or slow speed order signs, or requests from RCC to go RSEC, or people on the tracks. Example; say you're a R train on local 2 track at 34 St on the BMT Broadway line. A N train pulls up on express 4 track beside you. It leaves first, and your partner has holding lights while the N is departing. Here is where the N crosses back over to the local track during regular weekday service. After a brief time, that red ahead of you clears to green and you continue to 42 Street. Another green lies at the leaving end. So you wrap it, then you turn that curve to 49th street and what do you see all of a sudden? Yellows and reds and that N train that passed you earlier, standing still at 49! Having kept it wrapped, you freak out and take a hard brake, not wanting to risk and bang a signal and going to yourself, WTF? The more experienced train operators in this situation know how to handle this. And most people should have enough time to react. But for someone new, this can be nerve-wracking. Schoolcar doesn't really teach you how to develop this particular skill, at least not in depth. Another perfect example is coming into 14 Street/8Ave on the express northbound--which is kinda a fast station--seeing that green automatic at at 30+, only to find yellow and red hooligans waiting in the station after rounding that curve! Likely because you didn't realize you were following another train. What an "Oh S**t" moment It's happened to me, and thankfully I didn't have to learn that lesson the hard way. Just something to think about for later on when you come out on your own.
  13. People have said before so and so would be the last open competitive t/o exam before...and that turned out to be wrong. You know Transit will keep saying one thing, then do another right after. Time will tell for sure if they're serious about keeping it for promotional or not.
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