A.U.C. 207 March 15, 1997 SUBWAY AND RAILROAD TRACK OPERATIONS 1. INTRODUCTION

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1 March 15, 1997 SUBWAY AND RAILROAD TRACK OPERATIONS 1. INTRODUCTION This Department, on many occasions, will be called upon to operate in the track areas of the numerous subway and railroad systems that serve all areas of the City. Fires and emergencies will occur on the elevated portions, in open cuts, in tunnels, or stations. There are general hazards prevalent in all systems and some hazards peculiar to a particular system. Within their area of response, all units, including Battalions and Divisions, must define and evaluate the hazards, problems, and conditions which may be present in the event of a fire or emergency on the subway or railroad system. This AUC will establish Department policy and general guidelines to assure a safe and efficient operation. 2. POLICY The primary concern of any transportation authority is the movement of an enormous number of commuters with as little interruption as possible. Consequently, transit personnel are preoccupied with the tremendous task of maintaining their schedules and transporting this large number of people that use their facilities. On occasion, they are reluctant to turn off the power. This has in the past created unsafe conditions for the operating members and forced difficult questions of judgment on the Officer in command. The Department's policy in these situations and the governing factors for any railroad operation will be as follows: 2.1 Fire Department personnel will never be permitted to operate on track areas unless assured that the power is off. This rule may be ignored only if life is in imminent peril and direct and immediate action is required to save life. In the latter instance, every possible precaution should be taken to minimize the risk. 2.2 Whenever evacuation or removal of passengers from a train at other than a station is contemplated, the power shall be ordered off. All efforts shall be exerted to prevent panic and to keep people clear of the tracks until this is accomplished. 2.3 When power is ordered off, sufficient time must be allowed for transit officials to clear tunnels and bring all trains to stations. Positive assurance of power shut-off will be verified through the Fire Department dispatcher before power is assumed to be off. 2.4 When every assurance has been given and verified in relation to the power shut-off, continue to operate with every precaution. Unexpected train traffic, restoration of power, or sudden panic must always be anticipated. 1 Rev. 9/05/00

2 2.5 Operations shall be conducted with the minimum commitment of manpower deemed necessary and with a maximum of supervision. 2.6 COMMAND POST To facilitate communications and cooperation between the Fire Department and other affected agencies, the Fire Department shall set up a command post under the following guidelines Upon receipt of an alarm from any source reporting a fire or emergency in any underground transit facility (subway, LIRR, Conrail, PATH, etc.), the assigned Deputy Chief shall be notified Upon confirmation of a working fire or emergency the assigned Deputy Chief shall be notified to respond As soon as possible after arrival, the Deputy Chief shall establish a Command Post and notify the dispatcher of the location for transmittal to affected agencies Prior to the arrival of the Field Communications Unit, the Deputy Chief shall insure that the Portable Command Post Board is set up and put into use at the Command Post. Sufficient logistical support should be special called as necessary to assist in the operation of the "Board." The Deputy Chief, as Incident Commander, shall insure that the Media, Interagency Liaison, and Safety aspects of the Incident Command System are addressed adequately and in a timely fashion. Additional Chief Officers shall be special called as necessary The first arriving Chief Officer at the scene of a Transit Authority fire or emergency shall determine if the response of a Transit Authority representative is needed. The response request shall be made as follows: Have the FDNY Dispatcher notify the Transit Authority Dispatcher and request that a "Transit Supervisor" respond to the scene. Insure that the FDNY Dispatcher advises the Transit Authority Dispatcher of the exact location of the FDNY Command Post. 2.7 Ventilation Equipment: Parts of the Transit Subway System are equipped with large capacity ventilation fans that, when activated, may have a significant affect on FDNY operations (See Addendum No. 8 for an explanation of Subway Fan policy and procedures). 3. GENERAL OPERATIONS 3.1 When the Transit Authority requests the response of the Fire Department for an emergency or fire, they will supply the Fire Department with as much information as possible. Usually this will be limited and consist only of a reported fire or emergency at a specific station and the street location. 2 Rev. 9/05/00

3 3.2 The first consideration on arrival at an operation involving electrified track will be a determination of whether the power is to remain on or turned off When power removal is required it shall be accomplished at all times via apparatus radio through our own Dispatcher Auxiliary contact with the Desk Superintendent can also be established through any Transit Authority police officer or other employee equipped with a Transit Authority radio, or by telephones located both at Railroad Clerk's booths and at areas designated by a blue light Both these means of communication may be maintained to coordinate operations. However, all orders, directions, inquiries and progress reports must be made via Fire Department Dispatcher Exception: When there is immediate danger and power must be shutoff to save lives in imminent danger. A. The nearest power removal box shall be used and the Desk Superintendent shall immediately be notified via the emergency telephone that power is to remain off. Failure to notify the Desk Superintendent will result in immediate restoration of power. B. This power removal box and emergency telephone will be located near a blue light. C. In any case, confirmation will be assured via Fire Department radio Whenever power is removed, lights in the right of way, the station lights, signals, drainage pumping equipment, tunnel ventilation equipment, and train headlights will not be affected. Interior subway car lights, found to be either on or off, shall be no indication that power has been removed. The only verification that power has been removed shall be via the FDNY Dispatcher, as per Section 2.3 of this bulletin Subway cars can receive power from the third rail via a contact rail shoe(s). When members are required to operate under a subway car, request that Transit personnel protect the contact rail shoes of the affected cars with wooden slippers to further insure that no power can be transmitted. 3.3 If power is reported off on our arrival: The Fire Department Dispatcher must still be notified to confirm power removal The possibility of coasting trains must always be expected. When power in a section of track is removed, the train operator will not necessarily be aware of this fact. In any case, he is instructed to coast into the next station to allow the safest method of passenger unloading. 3

4 3.4 When conditions do not require power removal, reconnaissance may be conducted by an Officer and a firefighter operating as a team and only from platforms or catwalks. Tracks shall not be entered or crossed. 3.5 If the direction of smoke travel can be established, a unit shall be sent to the next emergency exit or station in an attempt to isolate the source of the fire. Information will be relayed to the Officer in Command via Handi-Talkie or apparatus radio. 3.6 Engine Companies shall not connect to a hydrant until the fire is located. Determination of the most direct means to the fire will be made before a line is stretched. 3.7 Emergency exits might prove the most direct means of access to a fire area. However, evacuating passengers will always be given priority use of this means. When ordered to use an emergency exit, the officer should check his TA emergency exit booklet and make sure that he is on the correct line and track before members are committed to the track area. All units that have emergency exits in their district or first response area should have all members aware of their location. 3.8 Many operations will require more than one engine company due to long stretches. All efforts will be concentrated on stretching and placing in operation the initial line before back up lines are ordered. 4. COMMUNICATIONS 4.1 Handi-Talkie Relay: In underground areas, handi-talkie communication with the surface will be adversely affected. A relay system shall be set up to overcome this. Handi-talkie communications are poor from level to level. Communications in a straight line are from fair to poor. Some subway stations have multiple levels underground, which will require additional handi-talkies. The objective is to keep radios within range of each other to be able to communicate to grade level. An engine and truck can set up a relay with 2 to 6 members. The members who are part of the communications relay must maintain their position throughout the operation until relieved by the Incident Commander. Truck Chauffeur Bottom of subway entrance stairs. If the token clerk booth is within 50 yards of stairs to street, contact train dispatcher through the clerk. (There is a telephone in the token clerk s booth. Try to obtain additional information for the Company Officer and Incident Commander). The LCC should relay the token booth phone number to the Truck Officer in case it is necessary to call the booth from a blue light telephone. Outside Vent FF The foot of the stairs leading to the platform if it is within 50 yards of the Chauffeur. Roof FF Engine Officer Truck Officer Approximately 50 yards from the stairs on the platform for relay. Approximately 100 yards (line of sight) from Roof FF on the platform. To location of the fire. Additional HT equipped members every 100 yards, if necessary. 4 Rev. 12/14/10

5 Conditions may be such that all members are not needed in the relay to transmit messages to grade level. In this case, only members needed to establish an effective relay shall be used, beginning with the Truck Chauffeur. Any member after the Truck Chauffeur that is not needed in the relay, as determined by the Truck Officer, shall proceed to the location of the incident with the Truck Officer. Note: Members in the relay are reminded to use proper intra-unit communications. The Officer of the unit will be identified by the unit number (Ladder 4). Other members in the relay will be identified by unit number and riding assignment and the term "RELAY" (Ladder 4 OVM Relay). EXAMPLE: Company Officer: "Ladder 4 to Ladder 4 Roof Relay. Notify Command there is a rubbish fire 100' south of the southbound platform." Ladder 4 Roof: "Ladder 4 Roof Relay to Ladder 4 OVM Relay. Notify Command there is a... the southbound platform." Ladder 4 OVM: "Ladder 4 OVM Relay to Ladder 4 Chauffeur Relay. Notify Command there is a... the southbound platform." Ladder 4 LCC: "Ladder 4 Chauffeur Relay to Command. Ladder 4 reports there is a rubbish fire 100' south of the southbound platform." 4.2 When the Field Communication Unit or specially equipped units are on the scene, use can be made of their sound powered telephones. 4.3 Arrange for a Transit Authority Police Officer, or other employee equipped with a Transit Authority portable radio to be assigned to the Chief in Charge operating in the tunnel. Radio can be used for communicating with Desk Superintendent, and relay via telephone to Borough Communications Office. 4.4 If a train is available, consider use of radio in the train to accomplish the message relay explained in Sec. 4.3 above. 4.5 When Fire Department operations have been terminated and all Fire Department personnel have been cleared from the track area, the Officer in Command of the operation shall notify the Fire Department Dispatcher using the following terminology: "Fire Department operations are completed and the Fire Department no longer requires power to be off". This information shall be transmitted to the Desk Superintendent by the Fire Department dispatcher. THE RESTORATION OF POWER AND/OR RESUMPTION OF TRAFFIC WILL THEN BE LEFT TO THE DISCRETION OF THE PROPER TRANSIT AUTHORITY REPRESENTATIVE. 5. UNIT OPERATIONS 5.1 ENGINE COMPANY OPERATIONS Depending on the route to be taken to gain access to the fire, whether Emergency Exit or main subway entrance, it may be advantageous for the Engine Company to be in close proximity to that location, and a supply line relayed from another pumper. In this manner the stretch can be started and when the relay company starts to feed the supply line with water, it will join in the stretch. Engine company chauffeurs should not hook up until the location of the fire is determined. All engine company personnel should be committed to getting the first line into operation. This will be a difficult and time-consuming stretch. Members should be spaced apart from each other. Water should not be started until it is assured that there is sufficient hose to reach the fire. Once this line is charged it will be almost impossible to move. 5 Rev. 12/14/10

6 An FT-2 nozzle should be used for: Safety of a hollow stream over a solid stream in relation to conducting electricity. A rubber tipped nozzle (for the same reason). Has the effect of a fog stream for ventilation. 5.2 TRUCK COMPANY OPERATIONS Can FF should carry a wooden hook instead of a Halligan hook. Truck FFs will possibly be operating in remote areas searching the tunnel area for civilians, making reconnaissance of the fire area and searching for the fire. All these operations might be in heavy smoke, with poor radio communications and over long distances. Truck personnel shall: Always work in pairs. Have at least one radio per search team. Use extreme caution with metal tools. 5.3 FIRE IN STATION Most fires in a station are of a minor nature, e.g. rubbish fire in trash receptacle, papers on railroad ties, or overheated ballast at station lights. A can will usually control these fires. There are occasions when the fire will be under the platform. If this is the case, members will not be permitted in track area unless: Power is removed. Confirmation of power removal by F. D. Dispatcher. Members are posted at each end of platform to act as safety people. An alternate area of refuge is assured in case of train movement. 5.4 FIRE IN TRACK AREA Fire in the track area may or may not require the power to be off, depending on the severity of the fire and smoke conditions. If a determination is made to leave the power on, wait until a train comes into the station and notify the train operator that you are walking out on the benchwall to extinguish the fire. With the train in the station, and the train operator advised to wait until our return back to the station, we are assured of trains not moving on that particular track. If the fire is on an express track, and our extinguisher cannot reach the fire, then power will have to be removed. UNDER NO CIRCUMSTANCES will members be allowed on tracks until the power is off, and confirmation of this fact relayed to us (the operating forces) by the FD Dispatcher. The only justification for being on the track area with live (energized) 3rd rail power and moving trains, is if civilians are on the tracks, and we must keep them away from the third rail to save their lives or if we are going to the blue light to remove power because of life hazard. By civilians it is meant people other than TA workers. TA workers are trained to be on live tracks When walking out on the benchwall to extinguish a fire in the track area of a tunnel, the Officer and the Can FF should be sufficient to achieve our purposes. Other members of the company should act as safety people and be stationed on the platform where the benchwall is located, and also on the opposite platform. Notification of oncoming trains should be made by radio and verbal communications by these members. 6 Rev. 12/14/10

7 5.5 FIRE IN TRAIN If there is a fire in a train, a determination has to be made as to its location. If the fire is in the car itself it may be insulation under the seat, a door motor, fan motor, light fixtures, or a smoldering fire under the seats in newspapers set by vandals A fire outside the train may be in the motor, switch-relay, journal box, or a hung up brake shoe. Once a fire starts and ignites the aluminum body of the car, a serious fire situation will develop with very acrid smoke and panicked civilians. Visibility in the tunnel will be zero. 5.6 EVACUATION Upon reaching the train, make contact with the train operator or conductor and see if the intercom system works. If it does, have that person make an announcement that the Fire Department is on the scene and that the situation will shortly be under control. If the intercom system does not work, several members walking either on benchwalls or alongside the train can go as far as the last car, notifying people of our presence. This is critical to controlling panic and subsequent self-evacuation. One of the best ways to reduce panic is to provide increased lighting. There should be adequate light along the right of way, in addition to a high degree of lighting at the train debarkation point and close to the exit. There is a possibility that thousands of people will have to be evacuated. If at all possible people should be evacuated to a station through the train. In those situations where the train is unable to proceed to a station, consider transferring passengers to another train, after consulting with transit officials. As a last resort, walk passengers out of the tunnel using either the roadbed or benchwall. 5.7 ELEVATED ROADWAYS Whenever possible, small fires in ties of an elevated railroad shall be handled by hand lines operated from the street below When an aerial or tower ladder must be raised to determine a particular situation at an elevated line, special precautions will be followed. A. Aerial and tower ladders shall never be extended beyond the railing where they could be exposed over the track area to a moving train. B. The initial survey will be performed by an Officer before any members are committed to operations in a track area. C. Small rubbish or tie fires in proximity to a raised aerial or tower ladder shall be extinguished, whenever possible, with a 1¾" line from the aerial, or tower ladder basket and no track entry be attempted. 7

8 5.7.3 When operating on elevated roadway, use extreme caution. The catwalks may be rotted, in disrepair, or eaten away from previous fires. 5.8 PETROLEUM PRODUCT LEAKAGE IN SUBWAY SYSTEM In connection with operations relating to petroleum product leakage into subway system, the following operational measures are to be observed: A. Elimination of all sources of ignition. B. Determination of vapor concentration (Explosimeter). C. Controlled ventilation to localize and dissipate inflammable vapors. D. Seek out depression areas where heavier-than-air vapors may accumulate. E. Utilization of available foam resources. F. Enlist cooperation of New York State Petroleum Council (NYSPC) as indicated in AUC 211. G. Prevent liquid from entering track drainage system. Provide a dam to contain and cover pool until removal. Ascertain from TA location of drainage systems and sump pumps and route of flow. H. If underground storage tank is involved, notify Bureau of Fire Prevention per FP Directive Attempt to control fuel flow from adjacent structures into other areas (e.g., subways). I. Notifications to NYCTA for implementation and assistance for items C and G by their structures and track sections. J. Use Emergency Exit openings if available near scene to vent track area. K. If a leak is the result of a tank truck mishap on a street, cover subway gratings as directed in Regulations, Sec L. When a fuel spill is close to a grating or main entrance of a subway station, we must try to stop the flow into these entrances by diking. Preferably by sand or earth; if not, use planking. If none of these things are available, charge several lengths of hose and encircle the fuel spill. This should be followed by a layer of foam. 6. RAILROADS OTHER THAN THOSE OF TRANSIT AUTHORITY 6.1 In addition to the New York City Transit Authority, the Metropolitan Transportation Authority (MTA) operates the following railroads within New York City: The Staten Island Railway. The Long Island Railroad. The MTA Metro North Railroad. Whenever Fire Department operations (including the inspection of an emergency exit) require personnel to enter Metro North property, the officer in charge of the operation must have the Metro North dispatcher notified via the FDNY dispatcher. 8 Rev. 11/05/00

9 6.2 Other railroad lines operating in the New York City Metropolitan Region are: AMTRAK and PATH. 6.3 Policy and guidelines outlined in this circular pertain in all respects to these railroads. 6.4 Though diesel engines are prohibited from operating within the limits of New York City, they are utilized in outlying areas on some lines. Consequently, the possibility of moving trains on these lines during periods of power shut-off will always exist and must be anticipated. Even after we are assured that power is off and train traffic halted, we must operate under constant vigilance. 6.5 Our communications system will remain the same as on New York City subways. The Fire Department Dispatcher will contact the railroad responsible when requested by Officer in Command of the operation, and power removal will be ordered. 6.6 Several of the railroads mentioned above have track sections that are serviced by Dual Power System. This may be particularly found at junctions where different railroads (or formerly different railroads) share the same track facilities jointly. A track with a Dual Power System may be supplied simultaneously by an Overhead Catenary Line, usually 11,000 Volts AC current and also a ground level 3rd Rail, usually 660 Volts DC current. Officers in Command, requesting power removal from such tracks with Dual Power Systems, must communicate this fact to all concerned as per previous instructions of this bulletin to ensure that power has been removed from both power systems for all affected tracks. A. When power is reported to have been removed from an 11,000 Volts AC Overhead Catenary Line, members must be alert that there still remains a static electrical current in such lines. This static current still has the potential to dangerously shock anybody accidentally coming into contact with such a line. Verification that such overhead lines are safe, after power has been reported removed, is made by railroad electricians employing special equipment and techniques at the site of operations. Such railroad electricians at the site of operations can re-affirm to the Officer in Command that the static currents have also been removed. 6.7 Even when conditions are normal on these systems, trains will operate in both directions on the same track at very close time intervals. Constant observation of all tracks in both directions is essential. 9 Rev. 12/15/00

10 7. SAFETY CONSIDERATIONS 7.1 Officers shall insure that members use extreme caution, whenever operating in the track area. There are many potential dangers located throughout the subway system, that pose many tripping, slipping, and falling hazards, such as grates in the track roadbed, grease, oil, water, steeldust, protruding items, and varied debris. Strict enforcement of this item and those that follow will be the responsibility of all Supervising Officers. 7.2 Contact with the third rail or the third rail cover must be avoided even when power is confirmed to be off. Unexpected restoration of power must be anticipated. Members crossing the third rail must not step on the third rail cover, but rather, over it. Always operate as if power is on and avoid contact or proximity to the third rail and the third rail contact shoes. Even with power off there are elements within the undercarriage electrical system that possess enough voltage to cause a shock. Contact with any undercarriage electrical components must be avoided. 7.3 Whenever members are committed to a track area, firefighters shall be assigned in pairs to act as warning guards. The Officer in Charge shall assure that they are posted at the perimeter of an operation. Their primary function will be to warn all operating members of unexpected train traffic. 7.4 A member directed to halt traffic shall use a light. The light is to be held chest high and moved in a wide horizontal motion of at least four feet. Train Operators are accustomed to seeing trackwalkers (inspectors) carrying lights. If this horizontal motion is not used, the firefighter might be mistaken for a walker and the train will not stop. Members must use extreme caution; stopping a moving train with a light is not assured. They shall ensure themselves a position of safety and warn any endangered members to stand clear. 7.5 All officers shall maintain strict control of the actions of all members of their command. Limit the amount of personnel committed to the track area to the minimum needed to accomplish the goal. Rarely does an entire unit need to be on the tracks. 7.6 A pre-selected area of safety shall be a constant thought of all members for use in an emergency situation. 7.7 Every member shall be equipped with a flashlight. Operating in a subway without one will place his/her life and the lives of others in jeopardy. 7.8 A very dangerous condition exists when operations occur in proximity to a tunnel entrance or exit. Visibility will be extremely poor and must be counteracted by additional observers and extreme caution. 10 Rev. 12/15/00

11 7.9 The possibility of no clearance between a moving train and the sidewall is very pronounced in some tunnel and railroad cut areas. The pre-selected area of safety, minimum manpower commitment and alert observers are essential in this instance. All items of clothing must be fastened securely to prevent the possibility of loose clothing being caught on a moving train Never assume power is off when railroad personnel are seen working on a 3rd rail. They are trained and equipped to operate while tracks are "live". Note: It is the constant awareness, preparedness, and paying attention to basics that have kept firefighters alive. 8. CONSTRUCTION AND CHARACTERISTICS Most of the subway and transit tunnels were constructed early in the 20th century. The solid rock bed in the city is very conducive to tunnel construction. The length and depth of these tunnels vary; besides the straight tube type of construction, the transit systems have spur tracks (lay up areas) where trains are stored. In addition, Amtrak, Metro-North, New Jersey Transit, the Long Island Railroad, Conrail, and other railroads operating in NYC have locations with numerous tracks in subdivided areas below grade. Also housed underground is ventilation equipment, track-draining pumps, generators, transformers, and other machinery. The following is a list of features found in the NYC Transit System: 8.1 BLUE LIGHT Near the blue light there is a power removal box, a telephone, and fire extinguisher. The power removal box is operated by a pull down lever located inside the box. If we find people on the tracks and we are forced to remove power, it is imperative that the telephone near the blue light be used to inform the Desk Superintendent that power is to be removed and the reason why (e.g. FD on scene, people on tracks and in danger of electrocution). To operate the telephone at these locations, remove the handset from inside the box and depress the button on the handset, keeping it depressed at all times during the conversation. Releasing the button will terminate the call. Dial the four-digit Subway Control Center number listed on the inside of the door cover (see Figure # 1). If unable to make contact with the Control Center using the primary number, release the handset button terminating the call, then depress the button on the handset and proceed to dial one of the two alternate numbers. This communication shall be made in order to insure that the power is not restored. If the Desk Superintendent does not receive an immediate call from the person who operated the power removal box, power will immediately be restored on all tracks. SUBWAY CONTROL CENTER 4311 (BMT) If busy dial 4211 (IND) or 4111 (IRT) Figure #1 11

12 The Power Removal Box may not necessarily be located under the blue light, but it will be in proximity to it or across the tracks from it. This will require us to cross live third rails and be subject to moving trains. The correct way to cross a third rail is walk over it and not step on the third rail cover; it may fail from a person's weight if stepped on. In those cases where the power removal box is across the tracks, consider sending a member in another direction that does not require crossing the tracks. Remember that the only reason for operating on track areas without the assurance that power off is when life is in imminent peril and direct and immediate action is required to save life. While awaiting the arrival of a hand line, there should be a dry chemical extinguisher available to us at the blue light, but this may be missing due to vandals. Whenever NYC Transit personnel determine that a Power Removal Box or the Telephone is out of service, they will be covered with a bag to identify them as being out of service. This bag will be white, with red lettering, and it will state Out Of Service. If a member encounters an out of service Power Removal Box, the member should use the associated Telephone to contact the Rail Control Center (RCC) to request the removal of power. The member must identify him/herself, state the reason that the power must be removed, and remain on the phone until they receive confirmation that power has been removed. All members are reminded that the use of a Power Removal Box to remove power should only be used as a last resort, when there is an imminent life hazard. The power limits associated with the activation of a Power Removal Box can be very extensive and may result in many trains and passengers being needlessly stranded, requiring assistance, evacuation, and thereby compounding the incident. The activation of a Power Removal Box, or the use of the associated telephone, does not alleviate the Officer in Command of the responsibility of requesting and confirming the removal of power via Department Radio, with the Borough Communications Office The blue light telephone as a communication link to a token booth. A. The blue light telephone and token booth telephone are part of a Centrex system, very similar to the FDNY telephone system. In the Transit Authority, they dial the last four digits to contact another telephone number in the same exchange (an exchange is the first three digits of the telephone number). B. If the token booth telephone is on a different exchange than the blue light telephone, you have to replace the three-digit exchange with the two-digit access code before dialing the four-digit number. These access codes are usually listed inside the blue light telephone box. To Call Exchange Dial Access Code Example: becomes Rev. 05/14/08

13 C. If the Truck Officer did not obtain the token booth telephone number prior to proceeding to the location of the fire or emergency, the Officer can use any blue light telephone to contact the Desk Superintendent. He shall request the Desk Superintendent to relay the blue light telephone number to the FDNY Borough Dispatcher, who shall relay the number to the Chief Officer at the scene. The Chief Officer can then have the token booth telephone used to call the blue light telephone to establish contact with the Truck Officer. To use a token booth telephone, which is a conventional telephone, request the token booth clerk to pass the telephone through the pass through window. The Chief Officer can call the blue light telephone with his cellular telephone from the street, but the token booth phone is the preferred method. The blue light telephone does not ring, there is a buzzer mounted on the wall above the telephone that will intermittently activate. Truck Chauffeur (LCC) Truck Officer Bottom of subway entrance stairs. If booth is within 50 yards of stairs to street, contact the train dispatcher through the token booth clerk. Relay any additional information to the Officer and Chief. Verify that the officer has the token booth telephone number. The LCC will relay to the Chief Officer, the 7- digit blue light telephone number (that the Officer is calling from), and a report on conditions, when the LCC receives them from the Officer. Before proceeding to the fire location; ascertain the token booth telephone number. If there is an accessible blue light telephone in the area of the fire or emergency, call the token booth and contact the LCC. The Officer will give the LCC the phone number of the blue light telephone that he is calling from and a report on conditions. The LCC will relay this number and the report to the Chief Officer. 8.2 CONTACT SHOES Contact shoes are pieces of metal that conduct electricity from the third rail to car motors. They stick out from the sides of the car near the wheels. There are contact shoes on both sides of the cars. If any contact shoe is on the third rail, all contact shoes of car will be energized. 13

14 8.3 CUT OUTS Some benchwalls are provided with cut outs (safety niches) which are indented spaces in the wall of the tunnel. They provide room for a person to stand while a train passes by. When using a cutout, Firefighters are required to use the reduced-profile maneuver for their masks. The main problem with these areas of refuge is that track gangs sometimes use these spaces to store tools and equipment. When passing cutouts on a catwalk, observe to see if it is clear. If a train should come by unexpectedly, go back to the cutout you just passed, if it is clear. 8.4 EMERGENCY CAR DOOR CONTROL The controls to open the doors in an emergency mode are located on the bulkhead near the doors. Depress the red handle and slide the door into the pocket. On older subway cars, lift the plastic seat closest to the door, pull the handle up, and slide the door into the pocket. 8.5 FIREFIGHTING EQUIPMENT Dry chemical extinguishers at the power removal boxes, found along right of way, approximately 600 ft. apart All under river tubes of the NYC Transit are equipped with wet standpipe systems All of these under river tubes have siamese connections that are located on each end of the tube Water supplies for wet systems are city main connected at each end and protected from freezing Gate valves with Fire Department threads are located at approximately 200-ft. intervals The standpipes are equipped with 1½" hose and adjustable fog and straight stream nozzles. 8.6 NO CLEARANCE SIGNS Along the walls of tunnels we will find "no clearance" signs. They are identified by diagonal red and white stripes painted on a wall. It may appear that there is clearance at this location but train overhang on turns and contact shoes will hit you if you are standing there. 8.7 STEEL DUST Some subway tunnels have been in existence since the turn of the 20th century. Wheels and brake shoes on subway cars are made of steel. When brakes are applied on a train there is metal to metal contact producing steel dust. Over many years this dust mixes with oil from the passing trains. This dust forms on the walls, benchwalls, track-bed, and under carriage of the trains. Members are cautioned to use their eye shields even for a "Can" job as this dust is everywhere, and the minute particles of steel in the dust have been known to blind people. 14 Rev. 04/29/08

15 8.8 SUBWAY EMERGENCY EXITS Emergency exits are stairways that lead up to the street from the track area. On the surface, they are located on sidewalks and in ventilating towers near the river. There are counter balance weights that will assist people to open the door. There is a bar across the door similar to a panic bar. When a person depresses the bar, the counter balance weight activates and the door opens. A prism-shaped sign or a cluster of 5 white lights identifies emergency exits in subway tunnels. The MTA Transit is installing intrusion alarms on all of their subway emergency exits. All units inspecting an emergency exit, or responding to an incident at an emergency exit, shall notify the Fire Department Borough Communications Office, and request that the MTA Transit Control Center is advised that Fire Department units are entering the emergency exit. The unit entering the exit shall communicate the exit number and the exit location to the Borough Communications Office, for transmittal to the Transit Control Center. 8.9 SUBWAY EMERGENCY KEYS All companies are issued Subway Emergency Keys. There are three different key shapes and a pry bar on this tool. All the Subway lines (IND, BMT, IRT) emergency exits can be opened with this one key. The pry bar end is used to lift the emergency exit door, and to scrape out debris between the door and the door buck. However, some emergency exit locks are now appearing with other than the standard shapes. If this is the case, a pair of vise-grips or pliers will have to be used to open the emergency door SUBWAY GRATINGS Gratings cover vents for subway tunnels and are usually found in sidewalks. If smoke is showing at the grating, and there is a light smoke condition in the station, this is usually an indication that the fire is in the setback in the tunnel vent directly under the grating SWITCHING AREA An area where trains are routed from one track to another. If a member has a foot in this moving track, serious injury may result, even when power is off TRAIN CONSTRUCTION Trains are a mass of transformers and relays, generators, switching equipment and compressors. Trains have air conditioning with large amounts of freon. There is oil for wheel bearings, insulation for seats, and wiring- all very toxic when burning. Batteries installed in subway cars for emergency lighting give off hydrogen gas, which is highly explosive. When fire ignites the aluminum of the car, toxic-irritating smoke will develop. All electrical components under the car shall be considered an extension of the third rail and charged with electricity. Use caution at all times. 15

16 9. IMPLEMENTATION OF SAFETY PROCEDURES 9.1 BUREAU OF OPERATIONS Establish controls to evaluate drill and training aids concerning this problem. 9.2 DIVISION AND BATTALION COMMANDERS Plans to meet local situations should be developed under the supervision of Battalion Commanders and reviewed by Division Commanders Schedule training sessions to assure that all members of their command are familiar with this AUC and related information Assure an interchange of information among their units of all peculiarities and operating conditions at transit property that exist in their areas of response Review and coordinate any local standard operating procedures practiced by units of their command. 9.3 LINE UNITS Conduct training sessions as scheduled by the Battalion Commander with stress placed on the safety aspects necessary for a proper operation Assure that all members are acquainted with the locations of all railway lines in their response area. The location of normal and emergency exits, plus any peculiarities that exist, shall also be stressed Each unit shall prepare an exact list of emergency exit locations within their 1st alarm response district. This list shall be securely fastened to the subway emergency exit booklets issued to all units (refer to Regulations Sec ). Also, highlight and tab the pages in the emergency exit booklet where these locations are found. 10. NOTIFICATION TO THE PUBLIC TRANSPORTATION SAFETY UNIT 10.1 Notification to the Public Transportation Safety Unit (PTSU) at (followed by a report through the Chain of Command), shall be made by the Incident Commander anytime they experience a problem with the removal of power, lack of compliance, cooperation, or assistance, during operations, drills, inspections, etc., at NYC Transit facilities or at any time they feel it is warranted. If you have any questions, please call PTSU, Bureau of Operations, , fax NOTE: This procedure shall also apply to the following railroads: Amtrak (including Penn Station), Long Island Rail Road, Metro North Railroad (including Grand Central Terminal), New Jersey Transit, PATH, New York and Atlantic, and CSX. 16 Rev. 9/05/0 Rev. 04/05/16