Thank you for these videos. Recently took the train operator test in june and scored a 90 so just waiting for my call back. These videos are amazing for me to get a head start ahead of school car training
Congrats, we're sure you'll enjoy joining RTO. Happy the content is getting you in that school car mind state. As stated, this series is a scaled-back school car for everyone. So, with that said, there is a bit that we can't cover. We can give you the philosophies and the whats but not the methods and hows. So you're in for a ride, no pun indented :) We have a few more videos coming your way, and thanks for following best of luck with everything!
After 50+ years of riding the subway and a former front car observer (when one could look out the front car window), I now know - and can stop guessing. Very informative - thank you!
Agreed!! Fire stuff for the buff(s). Maximum respect to the team and please keep them coming. Think you guys misspelled the wtae name during the video unless that was intentional.
Happy your enjoying the content. We’ll continue to bring as much breakdowns as possible and hopefully inspire afew people to get into transport along the way.
More great info for behind the scene operations. Future subject... Power distribution and how the different blocks have breaks so power from one block doesn't feed another .
3:00 A variant of the two-shot grade time features a yellow-over-D indication. An example of this can be seen on D4 track outside of the Briarwood station. The D indication means that the next signal is a home signal and the switch beyond it is set for a Diverging route (i.e. once the timer for that home signal runs out, it will show not-red over yellow).
On the B-Division, both B-1 and B-2, the letter represents the line or route code, and the number is the track and signal number. For instance, D4 represents the West End Line, formerly of the BMT, which is now of the B-1 Division; D4 of the B-2 Division, formerly the IND, represents the Queens Boulevard and Hillside Avenue line. On the A-Division (formerly the IRT), the southbound local or main track is called Track 1; the southbound express track is Track 2; the northbound express track is Track 3, and the northbound local track is Track 4. The numbers on the signals on the northbound express track end with 1; the southbound express track has signal numbers that end with the number 2; the signals on the northbound local track end with the number 3, and the signal numbers on the southbound local line ends with the number 4.
Indeed, we tried to keep it broad for easier comprehension and privacy we had to redact around 5 minutes of the video, including Key-by timers, due to concerns it was threading the needle with this one. We'll follow up with a signaling and sign how to read video we'll cover illuminated S and D signals along with Station time indications and more.
Sorry to correct you but the term “motorman” doesn’t apply because you have women who operate trains. You can’t call them motorwoman. 31 years and counting up front.
Is there a video showing if a train is stuck leaving the station, the train behind it can pull up right behind it and let its passengers out through the first door of the train. I seen this a few times before.
Great point, yes, we can speak on it a bit. In that scenario, the Key-by function, as covered in the video, can be used. There's also another direct procedure to get around the Automatic Tripper, which we are restricted from covering. But either method, under the directive of OCC or supervision, can override and get two trains in the same block. As far as the door, the process is known as Keying a door a single door panel can be opened manually at the crew door switch. Located at L1/R1 or L6/R1 (A division) L8/R1 (B division). Hope that helps visually this is as close as we can get.
Indeed, there are a lot of moving parts, but there are different levels to it. This breakdown is simplified, as there is a much deeper layer involving relays and logic that isn’t covered here. This video mixes signaling and maintenance-of-way (MOW) concepts with operational translation, so it’s completely understandable if it feels a bit overwhelming.
For clarification, a timer is a measurement of how long it should take a train to travel from the Insulated joint to the signal at the posted speed limit?
Correct with the length of that block as your space to get speed and velocity under control before entering the second block (Red/White), which serves as your posted speed check. This varies a bit with two-shot timers, as trains are traveling a bit faster.
You’re correct in some senses, but let’s not paint it with such a broad brush. Keep in mind that there are different types of CBTC setups: CBTC Pure, where traditional signals are removed, and CBTC Overlay, where both CBTC and traditional track blocks exist to accommodate non-CBTC equipment. The Canarsie Line between East New York and Rockaway Parkway uses this overlay setup, allowing non-CBTC trains to access the yards in Canarsie and East New York. As a result, Signal 102 principles still apply there. CBTC operates with a background system called AWS (Auxiliary Wayside System), which manages signals for both CBTC and non-CBTC-equipped trains. The timer principles mentioned in this video are covered in CBTC by Automatic Train Protection (ATP), which enforces speed limits and train spacing. Also, keep in mind that interlockings are still protected by traditional home signals. We’re currently working on a full CBTC 101 breakdown, where we’ll cover these systems in detail. It made more sense to first explain the traditional setup and then build into modern CBTC. Here’s a CBTC short as well-thanks for the comment! ua-cam.com/video/tAJhc5nh9dM/v-deo.htmlsi=oFL8Tr91v2rkHcLZ
Thank you for these videos. Recently took the train operator test in june and scored a 90 so just waiting for my call back. These videos are amazing for me to get a head start ahead of school car training
Congrats, we're sure you'll enjoy joining RTO. Happy the content is getting you in that school car mind state. As stated, this series is a scaled-back school car for everyone. So, with that said, there is a bit that we can't cover. We can give you the philosophies and the whats but not the methods and hows. So you're in for a ride, no pun indented :) We have a few more videos coming your way, and thanks for following best of luck with everything!
After 50+ years of riding the subway and a former front car observer (when one could look out the front car window), I now know - and can stop guessing. Very informative - thank you!
So happy you found the video informative.
You mean to tell us ALL that there's no longer a forward view AT ALL?!
I love this !!! VERY interesting !! Safety IS a #1 top priority!!! ❤❤❤❤❤❤ 👍👍👍👍👍👍👍
As a subway buff and fan, you are speaking my language!
Agreed!! Fire stuff for the buff(s). Maximum respect to the team and please keep them coming. Think you guys misspelled the wtae name during the video unless that was intentional.
@@Pho3n1xPI appreciate your comment. Thank you for typing to me.
Happy your enjoying the content. We’ll continue to bring as much breakdowns as possible and hopefully inspire afew people to get into transport along the way.
Yep sometimes things slip through. 😮💨 Thanks for the support.
More great info for behind the scene operations. Future subject... Power distribution and how the different blocks have breaks so power from one block doesn't feed another .
Indeed we'll cover Traction Substations there spacing and 3rd rail blocks and grounding in traction 101.
Amazing content!🏆🫡♾
3:00 A variant of the two-shot grade time features a yellow-over-D indication. An example of this can be seen on D4 track outside of the Briarwood station. The D indication means that the next signal is a home signal and the switch beyond it is set for a Diverging route (i.e. once the timer for that home signal runs out, it will show not-red over yellow).
On the B-Division, both B-1 and B-2, the letter represents the line or route code, and the number is the track and signal number. For instance, D4 represents the West End Line, formerly of the BMT, which is now of the B-1 Division; D4 of the B-2 Division, formerly the IND, represents the Queens Boulevard and Hillside Avenue line. On the A-Division (formerly the IRT), the southbound local or main track is called Track 1; the southbound express track is Track 2; the northbound express track is Track 3, and the northbound local track is Track 4. The numbers on the signals on the northbound express track end with 1; the southbound express track has signal numbers that end with the number 2; the signals on the northbound local track end with the number 3, and the signal numbers on the southbound local line ends with the number 4.
Indeed, we tried to keep it broad for easier comprehension and privacy we had to redact around 5 minutes of the video, including Key-by timers, due to concerns it was threading the needle with this one. We'll follow up with a signaling and sign how to read video we'll cover illuminated S and D signals along with Station time indications and more.
Did you check our Chaining videos? We covered this there as well.
Good job 👏 👍 👌 🙌
Thanx for the video. Guess motorman these days have to know a lots about the signaling systems.
Indeed, yes, on top of being able to perform basic diagnostics and system checks on the consist. Have to shout them out over in RTO.
Sorry to correct you but the term “motorman” doesn’t apply because you have women who operate trains. You can’t call them motorwoman. 31 years and counting up front.
@@Papichoochoo1969
That's why they're called Operators now.
Great video
Is there a video showing if a train is stuck leaving the station, the train behind it can pull up right behind it and let its passengers out through the first door of the train. I seen this a few times before.
Great point, yes, we can speak on it a bit. In that scenario, the Key-by function, as covered in the video, can be used. There's also another direct procedure to get around the Automatic Tripper, which we are restricted from covering. But either method, under the directive of OCC or supervision, can override and get two trains in the same block. As far as the door, the process is known as Keying a door a single door panel can be opened manually at the crew door switch. Located at L1/R1 or L6/R1 (A division) L8/R1 (B division). Hope that helps visually this is as close as we can get.
I love trains, but this just short-circuited my brain. Thank God I only drive trains for volunteer work and not as a career.
Indeed, there are a lot of moving parts, but there are different levels to it. This breakdown is simplified, as there is a much deeper layer involving relays and logic that isn’t covered here.
This video mixes signaling and maintenance-of-way (MOW) concepts with operational translation, so it’s completely understandable if it feels a bit overwhelming.
@@Subways_io It's still way too complicated for me, I have ASD.
For clarification, a timer is a measurement of how long it should take a train to travel from the Insulated joint to the signal at the posted speed limit?
Correct with the length of that block as your space to get speed and velocity under control before entering the second block (Red/White), which serves as your posted speed check. This varies a bit with two-shot timers, as trains are traveling a bit faster.
🦁🦁🦁🦁🦁LION takes LIKE Number 20
This is already obsolete on the 7 & L line which have full CBTC
You’re correct in some senses, but let’s not paint it with such a broad brush.
Keep in mind that there are different types of CBTC setups: CBTC Pure, where traditional signals are removed, and CBTC Overlay, where both CBTC and traditional track blocks exist to accommodate non-CBTC equipment.
The Canarsie Line between East New York and Rockaway Parkway uses this overlay setup, allowing non-CBTC trains to access the yards in Canarsie and East New York. As a result, Signal 102 principles still apply there.
CBTC operates with a background system called AWS (Auxiliary Wayside System), which manages signals for both CBTC and non-CBTC-equipped trains. The timer principles mentioned in this video are covered in CBTC by Automatic Train Protection (ATP), which enforces speed limits and train spacing.
Also, keep in mind that interlockings are still protected by traditional home signals.
We’re currently working on a full CBTC 101 breakdown, where we’ll cover these systems in detail. It made more sense to first explain the traditional setup and then build into modern CBTC.
Here’s a CBTC short as well-thanks for the comment!
ua-cam.com/video/tAJhc5nh9dM/v-deo.htmlsi=oFL8Tr91v2rkHcLZ