Schedule B Nyc: Fill & Download for Free

It wasn’t always ensured, hence terms like “corn-field meet.”That said, the railroads did try to be careful.For example, the most basic (and still used in some places) is the use of a track warrant. This can be as simple as a token the engineer carries from City A to City B. No train can travel between City A and City B w/o token. So while the train is in motion from A to B with a token, no train can leave City B for City A since it doesn’t have the token. But, it also means a 2nd train can’t leave City A for City B until it somehow gets the token back. Generally a warrant is a written piece of paper though.That said, obviously that means you can only have one train in motion at a time and that is a very inefficient use of the single track. Actual track warrants were typically more complex. It might be something like, “depart City A and when you get to passing siding X, wait there until the train from the other city passes, then you can proceed.” The train departing City B would have a similar warrant. This allows you to increase capacity.But again, that only works so well.Now another way of doing it is, “You have access from this track from 8:00 AM until 9:00 AM local solar time. By 9:00 AM you must be on a siding track.” This can give more flexibility if there are multiple siding tracks and the train is running extra fast or extra slow for some reason.BUT… let’s side track a bit. The world is divided into Time Zones. The US has 4 for the contiguous 48 states. The earliest time zones in the US were instituted as a result of the railroads. The reason for this is because of the “local solar time”. A train travelling from Baltimore to Washington DC is going to measure Noon as “the sun directly overhead” at basically the same time. However, a train between NYC and Boston, each city is going to have a different idea of what their “Noon” is. Often railroads would pick “Noon” as the time at their headquarters or largest city. For a railroad like the Pennsylvania Railroad that crossed the entire state of Pennsylvania, this meant a rather dramatic difference between when Noon would be measured in Philadelphia and Pittsburgh. However, as long as it was one railroad, they tended to keep their clocks in sync. The problem was different railroads sharing the same track might not agree on what time it was where. Standardizing on 4 time zones helped solve that problem.In any case, timetables basically would let a railroad know where trains should be at various times. But this was far from perfect. For example, if a train had to stop unexpectedly (say due to an air hose breaking), it risked being rear-ended by a train travelling in the same direction on a later schedule. It also risked an oncoming train, not realizing it hadn’t encountered that train at a passing or city, hitting it.In cases like this, the front and rear brakemen would run down the tracks approximately 1/2 mile to a mile and put small explosive charges called “torpedoes” on the track. An approaching train would hit the torpedo and the engineer would apply the brakes to avoid hitting the stopped train in front of it. Once the train stopped, it generally would be permitted to continue ahead at “restricted speed”, which meant it was travelling slow enough to stop as soon as it visually encountered another train.Modern torpedoOnce the telegraph was developed, this greatly helped trains avoid each other. Now track warrants could be updated “on the fly”. For example, if a train got stuck in a station at City C, the telegraph operator could send a message to City B and D saying, “tell all other trains to wait at the next siding”. Now if a train stopped at City B or D, it would get the message handed to them. The bigger issue was if the train was not scheduled to stop at City B or D. In that case, trains had hooks on the engines and cabooses that could basically pick up a “hoop” from a pole at the station. If a hoop was present, it would have messages, such as updated track warrants on it. Generally, most railroads had hoops for both the engine and caboose so that both the engineer and conductor (in the caboose) could get a copy. If the conductor noticed the engineer had not hooped up his message, he could stop the train by dumping air if necessary.“Hooping” up an order to the engineer“Hooping” up an order to the conductor on the caboose.“Hooping” up from a fixed pole.And of course, once telegraphs were developed, then the idea of wayside signals could be introduced. These allowed further flexibility in how traffic could be controlled and helped increase capacity. And of course now radios are also used.However, track warrants are still used (and in fact, even for modern times, when instructions are radioed to a train, a written track warrant is often filled out).Example a modern track warrant from: The Railway Technical WebsiteThe history of train control and signalling is actually a fascinating and interesting one.And there’s a saying in the railroad industry (and others) that every rule in the rulebook is written in blood.

Like so many aspects of life in NYC, it has its ups and downs.Some context: aside from four years of college, I've spent my entire life in NYC. My parents owned cars, but I didn't drive much, and I have never owned (or wanted) my own car. I've been riding the subways and buses just about every day since I was thirteen (again, aside from college.) I love mass transit, and while it can be a pain sometimes, it's enormously better than car culture—environmentally, socially, psychologically, all the way around.Here's a photo of my mom, my sister and me on the A train circa 1979. (The subway is cleaner now.)NYC's subway system is one of the oldest in the world, and it shows. It's creaky, noisy, crumbling, filthy, and poorly designed. However, it's also fast and relatively cheap, and it serves a huge swath of the city. Crime was epidemic on the trains when I was a kid, but it has dropped significantly since then.The buses are more modern, clean, quiet, and generally pleasant. They cover every remote corner of the five boroughs. However, because of NYC's heinous traffic, bus trips can take a long time. In midtown Manhattan, it's usually faster for me to walk than to take the bus. Late at night and on the weekend, service is infrequent and the posted schedules are mostly meaningless. I prefer the subway to the bus whenever it's an option.NYC is a neverending parade of human interest, and nowhere is this more true than on public transportation. You may find your fellow passengers obnoxious or terrifying, but you will never be bored. The biodiversity of haircuts alone could keep an anthropologist busy for a career. If you're interested in clothes, technology, music, speech mannerisms, books, body language, or any other aspect of human social life, riding the subway is like drinking from a firehose.NYC mass transit puts you into close contact with the city's homeless and mentally ill population. This can be annoying, or sad, or scary, or you can just sort of numb out. But they are always in your face. I think this contributes to NYC's extreme political leftism (by US standards.) It's natural to be more interested in and concerned about the most marginalized members of society if you're frequently sharing space with them.As a general rule, mass transit puts you into social contact with a lot of people who are different from you. Even if you're all just sitting in the subway car pointedly ignoring one another, that is its own form of social interaction. This is a very different way of being from car culture, and it's one of the main reasons I love NYC so much.The subway isn't the ideal place for music, but that doesn't discourage the buskers. I have more than one friend who has paid the rent by busking the subways. The musicians range from annoying to baffling to brilliant.Last thing: the view from the B, D, Q and N trains as you cross the Manhattan bridge is spectacular.

Seriously? Come on. The other side from a sitting president seems to love to make these unfounded accusations. The right is doing it now. The left did this against the last Bush. The right did this against Clinton. This is just one of those tin foil hat discussion items. The only time I can remember this actually being accurate was in the aftermath of 9/11, there was some talk of Giuliani pushing the NYC mayor election out a few weeks due to the cleanup effort. Even then, members of his own party said that the election would go on as scheduled. Nothing ever happened on this. My suggestion is to quit listening to Alex Jones.