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| Re: Speed (1510797) | |||
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Re: Speed |
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Posted by randyo on Tue Apr 23 21:30:41 2019, in response to Re: Speed, posted by Steamdriven on Tue Apr 23 18:34:01 2019. Prior to testing, the M/M/Is used a properly calibrated device to determine the point at which the train would be going at the speeds that would be requested by the examiners. If the train was passing a yellow mark painted on the 3rd rail protection board, the train was going at 15 MPH, when it passed a certain filling station, the train was going 25 MPH and when it passed a certain funeral home, the train was going at 35 MPH. at all the exams, and for all 3 stops, the trains were starting at the same locations and stopping at the same locations and the speeds asked for by the examiner were always in the same order so there was more fudge on those exam results than there is on a Carvel sundae. The 1968 M/M’s exam was the last to have a qualifying practical included. The next test was written only and the TA’s instructional staff provided a similar course of instruction called “acclamation” which pretty much accomplished the same purpose but did not per se disqualify candidates. Many civil service examiners were not transit men and figured that some sort of qualifying exam was needed to screen out the poorer performers even though the exam was basically BS. During the early 1960s, as part of the Federal Poverty Program, funds were allotted to the NYCTA for training of entry level C/Rs. The instruction program called for a light train to operate over each division with C/Rs taking turns opening the doors on the mainline. Except for the doors immediately at the C/R position, the rest of the train doors were cut out with the non operating C/Rs guarding them to prevent passengers from entering. By the time I became a C/R the program had ended and C/Rs were broken in on the various equipment in the yards where the C/Rs received more comprehensive training than they were able to get under the Poverty Program. |
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