Handsignaller Level 1 Certification

Correct: Industrial tracks are typically not maintained to main track standards and are often unsignaled. Operating at Restricted Speed is the fundamental safety requirement because it mandates that the crew be able to stop within half the range of vision. This speed accounts for hazards common to industrial environments such as debris, close clearances, poorly maintained switches, or cars left foul of the track by facility employees.

Incorrect: The strategy of applying main track or siding speeds is incorrect because industrial tracks are built with sharper curves and lighter rail that cannot support higher speeds. Requiring a Form D for every movement on an industrial track is an inaccurate application of authority rules since these tracks are usually governed by Rule 105 or similar restricted movement provisions. Relying on Automatic Train Control or cab signals is misplaced because these safety systems are generally not installed or operational on private industrial spurs or within manufacturing facilities.

Takeaway: Operating on industrial tracks requires Restricted Speed to ensure the crew can stop short of frequent and unpredictable track hazards or obstructions.

Correct: According to Metro-North operating rules, when entering a main track at a hand-operated switch not equipped with an electric lock, the switch must be operated and the crew must wait five minutes before fouling the track. This delay ensures that any approaching train that may have already passed the last signal will have sufficient time to reach the switch or come to a stop before the entering train occupies the block.

Incorrect: The strategy of moving immediately after lining the switch is dangerous because it does not allow for the ‘broken rail’ or ‘occupied block’ signal indication to propagate to approaching trains in time to prevent a collision. Choosing to wait five minutes before operating the switch is incorrect because the timer must start only after the switch is reversed to ensure the signaling system reflects the change. Relying solely on the observation of nearby signals is insufficient because hand-operated switches in non-interlocked territory require specific procedural delays that signal observation alone does not satisfy.

Takeaway: Crews must wait five minutes after reversing a hand-operated switch without an electric lock before fouling the main track for safety.

Correct: In the Metro-North signal system, a flashing yellow aspect represents Approach Medium. This indication requires the engineer to proceed but be prepared to pass the next signal at Medium Speed, which is defined as a speed not exceeding 30 MPH. This allows for proper spacing and speed reduction before encountering more restrictive signals ahead.

Incorrect: Treating the signal as a requirement to stop at the next signal describes the Approach aspect, which is typically a steady yellow rather than flashing. The strategy of preparing to stop at the second signal ahead refers to an Advance Approach aspect, which is used to provide greater braking distance but uses a different visual indication. Focusing on proceeding at Medium Speed through the current interlocking describes a Medium Approach or Medium Clear aspect, which governs the speed through the current switches rather than the preparation for the next signal.

Takeaway: Engineers must distinguish between steady and flashing aspects to correctly anticipate the speed requirements at the following signal location.

Correct: In Metro-North territory, a Form D is the mandatory written authority used to authorize train movements when the signal system is out of service or when moving against the current of traffic. It provides a documented record of the limits and instructions to ensure safety and prevent conflicting movements.

Incorrect: Relying on Track Warrants is inappropriate as that system is used primarily by Western railroads under different rulebooks rather than Metro-North. Opting for verbal permission under Rule 241 is only intended for passing a single Stop Signal and does not provide authority for an entire block where signals are suspended. Choosing a Clearance Form is incorrect because that terminology is not the standard for movement authority on Metro-North.

Takeaway: Form D is the primary written authority for train movements on Metro-North when signal indications are unavailable or suspended.

Correct: Under Metro-North Operating Rules, movements within Yard Limits must be made at Restricted Speed unless the track is known to be clear by signal indication. Restricted Speed requires the Engineer to be able to stop within one-half the range of vision to prevent collisions with other equipment, improperly lined switches, or track defects.

Incorrect: The strategy of using Medium Speed is incorrect because it does not provide the necessary safety buffer to stop for unannounced obstructions common in yard environments. Relying on a fixed speed of 20 mph is dangerous as it ignores the vision-based stopping requirement mandated by the rules. Choosing to stop at every switch and then proceeding at Normal Speed is inefficient and violates the fundamental requirement to remain at a reduced speed throughout the yard limit territory.

Takeaway: Movements within Yard Limits require Restricted Speed to ensure the ability to stop within half the range of vision for any obstruction.

Correct: Under Metro-North Operating Rules, specifically Rule 105, movements on tracks other than main tracks (such as industrial tracks, sidings, or yard tracks) must be conducted at Restricted Speed. This definition requires the engineer to control the train so it can stop within half the range of vision to avoid collisions with other equipment, broken rails, or misaligned switches, and it includes a maximum speed cap of 20 MPH.

Incorrect: Choosing to operate at Slow Speed is incorrect because, while it provides a 15 MPH limit, it lacks the mandatory ‘half the range of vision’ requirement necessary for safety on non-signaled tracks. The strategy of maintaining Medium Speed is a violation of safety protocols as 30 MPH is far too fast for tracks where the dispatcher does not provide block protection. Relying on the distance to the next block point is an inappropriate approach because industrial tracks typically lack the fixed signal infrastructure found on main tracks.

Takeaway: Movements on any track other than a main track must always be made at Restricted Speed unless otherwise authorized.

Correct: Form M is a primary method for communicating mandatory instructions, including speed restrictions, when they are not yet published in the Daily Operating Bulletin. Engineers are required to document these instructions and use milepost markers or other physical landmarks to identify the restricted zone, ensuring the entire train clears the limit before resuming speed.

Incorrect: Relying on visual signs before slowing down is dangerous because the Dispatcher may issue a restriction via Form M before field crews can physically install signage. The strategy of waiting for a hand signal or a pilot at every temporary restriction is not the standard procedure for a Form M and would cause excessive operational disruptions. Choosing to increase speed as soon as the cab passes the limit fails to account for the length of the train, which must entirely clear the restricted area to prevent track damage.

Takeaway: Engineers must comply with Form M speed restrictions using mileposts even when physical trackside signage is not yet present.

Correct: Under Metro-North operating rules, the Automatic Train Control system requires the engineer to acknowledge a more restrictive cab signal aspect within a specific timeframe, usually six seconds. Once acknowledged, the engineer must immediately initiate a brake application to bring the train speed down to the limit prescribed by the new signal aspect to avoid an automatic penalty brake application.

Incorrect: The strategy of waiting for a wayside signal is incorrect because cab signals provide continuous updates that must be acted upon immediately regardless of wayside visibility. Opting for an emergency brake application is an unnecessary measure for a standard restrictive signal change and can cause equipment damage or passenger injury. Simply acknowledging the signal without initiating a speed reduction is insufficient, as the ATC system will still trigger a penalty brake if the train does not meet the required deceleration curve.

Takeaway: ATC requires both prompt acknowledgement and immediate speed reduction to prevent the system from taking control through a penalty brake application.

Correct: A crossover is specifically defined as a pair of turnouts that connect two parallel tracks. This configuration allows a train to move from one track to the other.

Incorrect: Describing a single switch leading to a siding identifies a basic turnout rather than a crossover. The strategy of identifying intersecting tracks without switches refers to a track crossing or diamond. Focusing on a triangular arrangement describes a wye, which is used for turning entire train sets.

Takeaway: Crossovers consist of two connected turnouts that enable trains to transition between parallel tracks.

Correct: Metro-North Operating Rules require crews to report the time the head end of the train passes designated points or stations. This allows the Dispatcher to maintain an accurate train sheet, which is critical for safety and the coordination of other movements, especially in areas with manual blocks or maintenance.

Incorrect: The approach of only notifying the Dispatcher during stops at red signals ignores the requirement for regular progress updates during normal movement. Opting to provide speed and fuel updates at every milepost is not a standard reporting requirement and would unnecessarily clutter the radio channel. Relying on the Dispatcher to initiate all inquiries is incorrect because the responsibility for reporting at designated points rests with the train crew.

Takeaway: Crews must proactively report the head end passing designated points to maintain accurate Dispatcher records and operational safety.

Correct: In manual block territory, the fundamental safety principle for passenger operations is the maintenance of an absolute block. This means that under normal operating conditions, only one train is permitted within the limits of a block at any given time. This rule is designed to prevent rear-end collisions by ensuring that a passenger train never shares a block with another movement unless specifically authorized by emergency protocols or highly regulated special instructions.

Incorrect: The strategy of allowing entry based on the perceived speed or movement of a preceding train is unsafe because manual block rules rely on physical space separation rather than speed estimates. Relying on a Permissive signal for passenger movements is incorrect as Permissive indications are generally restricted to non-passenger movements in specific freight contexts and do not apply to standard passenger operations. Choosing to use a time-interval method instead of a block-clearance method is a violation of manual block principles, as time intervals do not guarantee that the preceding train has not stopped or encountered an emergency.

Takeaway: Manual block rules require an absolute block for passenger trains to ensure only one train occupies a block at a time.

Correct: Gradually increasing the throttle while the rear of the train is still on the descending grade allows the engineer to keep the slack stretched. This controlled tension prevents the rear cars from surging forward into the lead cars or snapping back, thereby reducing the impact on draft gear and ensuring a smoother ride for passengers.

Incorrect: The strategy of initiating firm brake applications at the bottom of a grade causes the train to bunch up too aggressively, leading to severe shocks when the brakes are released and power is applied. Rapidly advancing the throttle creates a violent run-out effect where the lead cars jerk away from the trailing cars, potentially causing mechanical failure or passenger falls. Opting for a neutral or idle throttle position removes the engineer’s ability to control the slack, allowing the cars to oscillate between compression and tension based solely on gravity, which increases the likelihood of uncontrolled slack action.

Takeaway: Managing slack through gradual throttle and brake adjustments is essential for preventing longitudinal shocks and protecting equipment and passengers.

Correct: Fouled ballast and pumping ties indicate a significant loss of structural integrity in the track bed, which can lead to track misalignment or sudden failure under load. Reporting the condition to the Dispatcher allows for the immediate implementation of safety measures, such as a Temporary Speed Restriction, which protects the movement of the train and subsequent traffic.

Incorrect: The strategy of maintaining full speed while deferring the report until the end of the shift fails to address the immediate risk of derailment posed by unstable track. Choosing to increase speed is extremely dangerous as it significantly increases the dynamic forces and impact on the weakened track structure. Relying on the assumption that the condition is already known and managed by existing orders ignores the engineer’s fundamental responsibility to report any observed hazards that could affect safety.

Takeaway: Engineers must immediately report track defects like fouled ballast to the Dispatcher to ensure appropriate speed restrictions are applied for safety.

Correct: Metro-North Operating Rules require that when rolling stock is left unattended or detached from a locomotive, it must be secured with a sufficient number of hand brakes. The crew must verify that these hand brakes are effective by ensuring the equipment does not move when the air brakes are released, preventing potential runaways caused by air pressure leakage over time.

Incorrect: The strategy of relying solely on air brakes is prohibited because air pressure naturally depletes over time, which would eventually release the brakes and allow the car to roll. Simply placing a wheel chock without applying mechanical hand brakes is insufficient for heavy rolling stock, especially on a grade. Choosing to bottle the air by closing angle cocks is a dangerous practice that can lead to unpredictable brake releases and does not meet the regulatory requirement for mechanical securement.

Takeaway: Unattended rolling stock must always be secured with tested hand brakes to prevent movement regardless of air brake status.

Correct: Under Metro-North Operating Rules, written authorities such as Form M or Track Warrants that impose more restrictive conditions than a signal indication must be strictly followed. This ensures that temporary hazards or maintenance activities, which might not be integrated into the signaling logic, are respected to maintain absolute safety.

Incorrect: The strategy of prioritizing the signal indication over written instructions ignores the possibility of manual overrides or temporary safety bulletins that the signal system cannot detect. Simply proceeding at Restricted Speed is insufficient when a Stop and Hold order is in effect, as it violates the explicit command of the warrant. Focusing only on contacting the Dispatcher to change the signal before stopping is incorrect because the Engineer is already required to stop by the existing written authority.

Correct: In accordance with Metro-North Operating Rules, movements within yard limits not protected by signal indications must be made at Restricted Speed. This specific speed definition requires the engineer to maintain a pace that allows the train to stop within half the range of vision, ensuring safety against unexpected obstructions, other equipment, or switches that may not be properly lined for the movement.

Incorrect: The strategy of proceeding at a fixed speed like 20 MPH based on verbal switch confirmation fails to account for the visual stopping requirements inherent in Restricted Speed. Relying on a 15 MPH limit that only requires stopping for hand signals ignores the engineer’s duty to watch for track obstructions or broken rails. Opting for Medium Speed is inappropriate because that speed is generally higher than Restricted Speed and does not mandate the ‘half the range of vision’ safety buffer required in yard environments.

Takeaway: Operating within yard limits requires Restricted Speed to ensure the train can stop within half the range of vision.

Correct: Metro-North rules require a safety stop at least 50 feet prior to reaching the equipment to be coupled to ensure the engineer has complete control of the movement. Once the coupling is made at a slow, controlled speed, a stretch test must be performed by pulling in the opposite direction to physically verify that the knuckles have locked and the connection is secure.

Incorrect: The strategy of maintaining a constant speed of 4 MPH until contact is made is unsafe and risks damaging equipment or causing injury due to excessive force. Choosing to stop only 10 feet away and skipping the stretch test fails to provide a physical verification of the mechanical lock. Relying solely on an audible click or visual inspection without a physical stretch test is insufficient to guarantee the safety of employees who must enter the area between the cars.

Takeaway: Always stop 50 feet before coupling and perform a stretch test to verify the connection before employees enter between equipment.

Correct: Under Metro-North Operating Rules, Restricted Speed is defined as a speed that permits stopping within one-half the range of vision short of a train, obstruction, or switch not properly lined, while also looking out for broken rail. This speed must never exceed 20 MPH. The one-half range requirement provides a safety buffer for unexpected movements or obstructions that may appear in low-visibility conditions.

Incorrect: Maintaining a constant speed of 20 MPH is incorrect because the rule requires the speed to be adjusted based on visibility to ensure the stopping distance is met. The strategy of reducing to a fixed 15 MPH is insufficient because it does not account for the specific ‘one-half the range of vision’ requirement which might necessitate an even lower speed in heavy fog. Operating at a speed that only permits stopping within the full range of vision or allowing speeds up to 30 MPH fails to provide the mandatory safety margin and exceeds the absolute maximum speed limit defined for restricted movements.

Takeaway: Restricted speed requires stopping within half the range of vision, looking for obstructions or broken rails, and never exceeding 20 MPH.

Correct: The approach signal serves to inform the engineer that the next signal is displaying a restrictive indication or requires a speed reduction. This advance notice is essential for the engineer to begin braking early enough to comply with the Slow Clear aspect at the dwarf signal, which requires Slow Speed through the interlocking. By providing this buffer, the signaling system ensures that trains do not enter interlockings at unsafe speeds.

Correct: According to Metro-North operating rules, any verbal authority governing train movement must be copied in writing by the receiving employee during transmission. This written record must then be repeated back to the Dispatcher to ensure accuracy. The authority is not considered valid or ‘in effect’ until the Dispatcher confirms the repetition is correct and provides the time effective along with their initials, which the employee must also record.

Incorrect: Relying on a simple verbal acknowledgment or recording a summary after the movement has already begun fails to provide the necessary safety checks required for movement authority. The strategy of waiting for a general broadcast to all trains is not a recognized procedure for validating individual train clearances and would cause operational confusion. Choosing to repeat instructions from memory before writing them down is a dangerous practice that increases the risk of transcription errors and violates the requirement to copy the authority as it is being transmitted.

Takeaway: Movement authorities must be written, repeated, and verified with a time effective and dispatcher initials to be legally valid for use.