Saxaaru metro bi dafa taxaw ci biir tunel bu lëndëm: rawale ak ñetteelu jafe-jafe rail¶

A stalled subway train deep inside a dark subterranean tunnel is one of the most disorienting transit disruptions a commuter can experience. Modern metro trainsets run on electric traction power delivered through an exposed steel conductor or overhead catenary wire. When traction current drops, primary lighting dims, air conditioning blowers cut off, and several hundred passengers find themselves enclosed in an unpowered metal carriage hundreds of meters from the nearest station platform.

Des ci biir saxaar gi mooy gëna wóor saa yu nekk, fekk ñiy yónnee saxaar gi ak ñiy liggéey ci saxaar gi ñooy saafara jafe-jafe yi. Soo bàyyee saxaar gi te kenn xamul lumuy tekki ci kilifay paj mu jamp, dangay am voltage courant direct buy ray nit, loraange yu bawoo ci raay yi ci wetam, ak saxaar gu am toxic ci jawwu ji ci barab yu ñu tënk. Xam ñatteelu physique rail, airflow tunnel, génne buntu urgent, ak protocole dox trackbed daf lay aar yaw ak say moroomi pasaage sudee crise buñu mënul tëye forse ñu rawale tunnel ci saasi.

Defal lii leegi¶

1. Demal ci biir wagon bi fileek amul lakk buy tàkk buñu mënatul feexal. Wagon bi dafa am kaaraange gu mat sëkk, lumière emergency, ak bariyer physique bu lay tàqale ci raay yu am kuuraŋ ak saxaar yiy daw ci raay yi ci wetam.
2. Déglu kominike yi liggéeykat yi di def ci sistemu adres publik bi. Operatëru saxaar gi wala kilifa gi dafay am yeesali liggéey ci saxaar gi ci diggu saxaar gi, ba noppi wax ndax kuuraŋ bi dafa dagg wala saxaaru xettali bi mingi jegesi.
3. Locate the emergency intercom and emergency door handles. Identify the yellow or red pull cords and push-to-talk call boxes inside your car, but do not activate door bypass levers without instructions from the train crew.
4. Conserve your phone battery and manage light. Switch your mobile phone to low-power mode, reduce screen brightness, and avoid running the camera flash continuously to preserve battery life for emergency communication.
5. Drop low if smoke enters the car. If smoke begins filtering through ventilation dampers or door seals, cover your mouth and nose with a damp cloth or dense garment and crouch near the floor where cooler, cleaner air collects.
6. Follow uniformed responders if evacuation is ordered. If emergency services or the train operator instruct passengers to disembark, exit through the designated end-doors or catwalk-aligned doors in single file and never touch any rail or elevated cable.

The anatomy of traction power and the 750V third rail hazard¶

Subway systems rely on high-amperage direct current to propel heavy trainsets through underground networks. The common configuration is the third rail system, placing an elevated steel or composite rail alongside running rails. While standard running rails act as the electrical return path, the third rail maintains an electric potential between 600 volts and 750 volts direct current, reaching 1,200 volts in select networks.

Direct current at these voltages creates distinct physiological dangers. Contact with direct current above 300 volts causes immediate tetanic muscle contraction. The sustained clamping of flexor muscles freezes the person onto the conductor bar. This prevents self-release while substation current flows through the victim, resulting in severe burns, ventricular fibrillation, and rapid respiratory arrest.

flowchart TD
    A["Train Stalls in Dark Subway Tunnel"] --> B{"Is there an active, uncontained fire or immediate structural threat?"}
    B -- No --> C["Remain Inside Carriage"]
    C --> D["Listen for Operator Announcements"]
    D --> E["Preserve Phone Battery and Sit Down"]
    E --> F["Await Track Power Discharge and Rescue Train"]
    B -- Yes --> G{"Has Crew Ordered Evacuation?"}
    G -- Yes --> H["Follow Crew Protocol onto Tunnel Catwalk"]
    G -- No --> I["Activate Car-End Emergency Release Only"]
    I --> J["Check for Traction Sparks or Running Trains"]
    J --> K["Single File Evacuation Along Tunnel Bench Wall"]
    K --> L["Never Touch Third Rail or Running Rails"]
    L --> M["Reach Nearest Blue Light Station or Portal"]

Top-contact, bottom-contact, and side-contact designs¶

Third rail systems employ distinct mechanical contact geometries that dictate where dangerous electrical exposure lies across metropolitan transit networks:

Top-contact systems operate in networks like the New York City Subway, Boston MBTA, and London Underground. The collector shoe slides on top of the rail head.

A wooden or composite cover board sits a few centimeters above the metal rail to guard against falling tools. However, the sides and underside stay uninsulated. Stepping on the cover board is dangerous because it can crack under body weight or tip downward, pressing your foot against the energized rail.

Bottom-contact systems operate in installations like the Washington Metro and Metro-North. The collector shoe presses upward against the underside of the rail. The top and sides are shrouded in rigid plastic. While protected against debris, the bottom face stays exposed, and any contact underneath completes a fatal circuit.

Side-contact systems operate on rubber-tired networks like the Montreal Metro and Paris Metro. Vertical contact bars flank the track surface, presenting exposed faces that require strict avoidance during any movement.

The return rail circuit and step potential¶

In three-rail direct current systems, the two steel running rails serve as the negative return path to the substation. Under normal conditions, these rails operate near ground potential. However, when return bonding cables break or equipment faults occur, stray currents can elevate running rail voltage relative to the tunnel floor.

Touching both running rails simultaneously or bridging the gap to metal cable troughs creates touch potential hazards. Ballast covered in moisture, brake dust, and metallic particles conducts electricity. If a feeder cable faults into wet ballast, step potential develops between your feet. Keeping your feet together and shuffling reduces this voltage gradient.

Tunnel smoke dynamics and ventilation failure¶

Underground rail tunnels are enclosed tubes. During normal operations, moving trainsets create a piston effect, pushing air toward vent shafts and drawing fresh air from stations. When a train stops, this air movement ceases. If an electrical fire breaks out, smoke and heat behave very differently than in surface fires.

Lakk yiy tàkk ci metro yi dañuy génne saxaar bu am toxic bu bawoo ci isolation cable yi, toogukaay yiñ defaree synthese, gaskets yi ak fluid hydraulique yi. Lakk bu nekk ci biir tunel yu ñàkk oxygen dafay génne monoxyde de carbone, cyanure d'hydrogène, chlorure d'hydrogène ak ay particule de carbone yu woyof.

The chimney effect and thermal buoyancy¶

Hot smoke rises toward the tunnel ceiling, forming a stratified layer that can exceed 400 °C (752 °F) within minutes. This layer flows horizontally along the tunnel crown. In sloping tunnels, the stack effect drives smoke uphill at 2 meters to 5 meters per second (4.5 mph to 11 mph), turning the tunnel into a chimney.

Rawale ci kaw tundu mën na dem ba dugg ci gaz thermique ak cyanure hydrogène. Exhaust ventilatëru gaaraas yi dispatcher yi di jëfandikoo dañuy jéema dindi saxaar gi ci yooni rawale yi ci noonu lañuy naaw ngelaw lu sell li ci dawalkat yi. Sooy rawale sa bopp te kenn waxul la, loolu dafay tekki ni mën nga dugg ci exhaust bi bari concentration.

Toxisite ci jawwu ji ak toxal oxygen¶

Toxisite ci jafe-jafe rail yi ci suufu suuf mingi aju ci ñatti loraange yu mag ci wàllu physiologie:

Carbon monoxide binds to hemoglobin 200 times more readily than oxygen, forming carboxyhemoglobin. At 1,000 parts per million (0.1 percent), headache and disorientation occur within 15 minutes. Levels above 3,200 parts per million trigger unconsciousness and death in 10 to 15 minutes.

Hydrogen cyanide from burning upholstery inhibits cytochrome c oxidase in human cells, halting cellular respiration. It acts faster than carbon monoxide, causing rapid hyperventilation, seizures, and cardiovascular collapse.

Acid gases from burning wire insulation release hydrogen chloride. Contact with airway moisture forms hydrochloric acid, provoking severe airway spasms, pulmonary edema, and eye irritation.

Inside the stalled car: psychological stability and physical survival¶

Su saxaar gi ñàkkee dooleem ci biir tunnel, kiliyaan yi dañuy yëg ni dañuy ñàkk yëg-yëg ci saasi. Bruit buy yuuxu bu motëri traksioŋ yi ak ventilatëru klimaa bi dafa mujjee noppalu, baatu kiliyaan yi ak yuuxu frein yi kese ñoo ko mëna dog. Ci diiru 5 seconde, inverter urgent yi dañuy soppi oto bi mu am leeral buy ànd ak batëri. Yii làmp yuy jàppale dañuy joxe leeraay bu woyof, batëri yi ci biir gaal gi ñoo leen di doxal ngir mëna yàgg diggante 45 ba 90 simili.

Xam li xew ci anam wu mekanik dina moytu tiitaange gu bari te dina moytu jeffin ju bonn juy lore ak jeffin ju ñaaw ju pasaage bi.

Temperature spikes and air quality in crowded cars¶

Benn oto metro bu yab mën na tëye diggante 120 ba 200 nit. Nit ku nekk dafay defar lu tollu ci 100 watt ba 120 watt ci tàngoor su noppee, mu yokk ba 150 watt su amee stress. Ci biir oto bu taxaw te amul ventilatër, tàngoor wi kiliyaan bi di génne dafay weesu 15 kilowatt ba 25 kilowatt.

Within 20 minutes, internal temperature can rise from 21 °C (70 °F) to over 35 °C (95 °F), with humidity approaching 90 percent from perspiration. This environment causes dehydration and fainting among vulnerable riders.

Oto yi duñu ay kapsul yu du am ngalaw. Ventilaasioŋ yi, vanne yi ci dër bi, ak gasketu buntu yi dañuy may weccoo ngelaw li ak tunnel bi. Niveau gaz carbonique bi dina yéeg, moo waral noyyig gëna xóot, waaye oxygen biy jeex ba niveau suffocation du am ci oto bu amul benn sikk. Tàngoor wi, tooy gi ak jaaxle gi tax ngay yëg ni doo mëna noyyi.

Managing panic and crowd psychology¶

Crowd behavior inside an enclosed, stalled passenger carriage can deteriorate rapidly if mismanaged. When heat rises and lighting dims, rumors spread quickly. Commuters may begin banging on windows, shouting, or attempting to force emergency door levers. Panic is contagious, but calm, assertive communication is equally stabilizing.

Establish clear verbal communication right away. If the train crew has not yet broadcast an update, speak clearly in a level, conversational volume. Say out loud: "The power is out, but the train is protected. Stay calm, keep seated if you can, and do not open the doors."

Assign simple physical tasks to keep restless passengers engaged. Ask people near seats to yield their positions to pregnant women, young children, or older adults who are prone to heat exhaustion.

Create physical airflow safely. Many passenger cars feature top transom hopper windows that tilt inward a few centimeters, or small end-door ventilation grilles. Open these upper transoms to allow hot air near the car ceiling to escape. Do not pry open side doors that open into the tunnel space unless directed by the train crew.

Conserve light sources across the car. Do not let dozens of passengers run smartphone flashlights simultaneously. Organize phone usage so that only one or two phones are illuminated at any given moment, hung from handrails or placed on luggage racks to provide gentle ambient bounce lighting.

Emergency door release levers: risks and mechanical operation¶

Modern passenger trains incorporate mechanical emergency door releases located inside the passenger compartment, typically protected behind break-glass enclosures, lift-up acrylic covers, or security tamper seals near the door portals. These devices come in two distinct categories: emergency brake cords and mechanical door unlock bypass levers.

Activating these controls without understanding their mechanical consequences can worsen a critical situation or strand the train in an even more dangerous tunnel section.

Pulling an emergency brake lever vents the pneumatic brake pipe directly to the atmosphere. This dumps pressure and causes emergency brakes to clamp onto all wheelsets.

Transit rules require that a damaged train reach the next station whenever possible. Stations offer extraction fans, open platforms, water pipes, and paramedic access. Halting the train in a narrow tunnel traps everyone in poor ventilation and prevents the driver from reaching a platform 300 meters (984 feet) away. Only activate emergency brakes if someone is caught under wheels or structural derailment occurs.

Subway trains are designed with two primary exit pathways for passenger escape:

End-to-end car pass-through doors represent the safest and fastest way to escape a localized fire or medical emergency inside a single car. Move into an adjacent carriage by unlocking the latch on the bulkhead door. Push through the rubberized accordion gangway, and seal the door behind you. This creates an immediate smoke and fire barrier without exposing you to the live trackbed.

Side door emergency manual releases operate under pneumatic air cylinders or heavy electric rack-and-pinion actuators. When the red emergency release handle is pulled, air pressure is exhausted from the door mechanism, allowing the double-leaf doors to be pushed open manually by hand. However, once pushed open, passengers face an immediate 1.2 meter to 1.5 meter (4 foot to 5 foot) vertical drop onto the track ballast, or a narrow 40 cm (16 inch) clearance gap separating the train side from the rough concrete tunnel wall.

Trackbed walking protocol: the right-of-way safely managed¶

Evacuating onto an active railway trackbed is an extreme measure reserved for situations where remaining aboard presents immediate danger to human life, or when transit authorities have formally confirmed that all traction power has been isolated and all rail traffic halted.

Walking down an underground subway tunnel requires strict physical discipline. Ballast trackbeds consist of large, jagged, loose crushed stones designed to absorb vibration and drain track fluids. Tunnel floors are littered with signal cabling, mechanical point rods, drainage troughs, oil slicks, and metal rail joints.

If forced to walk along the trackbed, observe these physical rules continuously:

Step only in the center of the cross-ties or along the concrete floor. Walk directly down the center of the running rails on the flat wooden ties. Never step on the curved heads of running rails, where condensation and grease make steel slicker than wet ice.

Keep a wide distance from the third rail. Spot which side carries the conductor bar. Walk on the opposite side or stay strictly along the track centerline. Maintain at least 1 meter (3.3 feet) of clearance from the third rail.

Avoid overhead and wall cables. Tunnels carry high-voltage power feeds and communication lines. Treat every pipe, conduit, and cable hanger as energized.

Step completely over switch points. Rail switches slide horizontally under remote computer control. A switch point can shut with tremendous force without warning, crushing an adult foot. Never place a foot in the gap between switch rails.

Watch for mechanical trip arms. Trip cocks beside rails trip brake valves on passing trains. In the dark, these upright arms cause severe tripping falls toward the rails.

Walk in single file. Maintain a disciplined line. Keep contact with the person ahead. The lead walker should aim a flashlight beam at the ties 2 meters (6.6 feet) ahead, scanning for drain pits and hardware.

Many modern tunnels feature raised concrete walkways running along one wall of the tube, known as bench walls or catwalks. These walkways are elevated approximately 60 cm to 90 cm (24 inches to 35 inches) above the track ties, often fitted with a continuous yellow metal handrail.

Walking on a bench wall keeps your feet completely clear of the ballast, drainage ditches, and third rail conductor bars. It provides a flat, stable concrete walking surface and direct access to emergency tunnel exits.

Twin-bore subway networks feature cross-passages drilled through the dividing rock or concrete wall every 150 meters to 250 meters (500 feet to 800 feet). These cross-passages are protected by heavy fire-rated steel doors equipped with panic bars. Entering a cross-passage brings you immediately into the adjacent unaffected tunnel bore, isolating you from smoke and thermal gases. Check the door for heat before pushing it open.

Positioned along subway tunnels at regular intervals of 100 meters to 200 meters (330 feet to 660 feet), blue light stations indicate an emergency telephone and traction power cut-out switch. These stations are illuminated by a continuously burning blue electric bulb. They contain a direct landline telephone to central dispatch and a red emergency power pull switch that trips substation circuit breakers for that specific track section.

Responding to electrical contact and arc flash trauma¶

If a passenger makes accidental contact with the third rail, the physical results are instantaneous and catastrophic. Understanding how to handle an electrical contact victim without becoming a secondary casualty is important.

Direct current flows continuously through any conductive medium that completes a path to ground. If you grab an electrocuted victim with bare hands while their body remains in contact with the third rail, the current will pass directly into your body, locking your muscles and electrocuting you alongside them.

Do not touch the victim directly. Never touch their skin, their clothing, or any metal item they are carrying while they are in physical contact with the conductor rail.

De-energize the rail if a blue light station is adjacent. Run to the nearest blue light station and pull the high-voltage emergency trip lever. This sends an instantaneous trip signal to the regional substation, opening the supply breakers for that traction zone.

Transit crews use insulated rescue hooks tested to 1,000 volts. Pushing or pulling a victim with damp wood, jackets, or umbrellas is dangerous. Damp fabric and metal umbrella rods conduct current. Wait for power confirmation unless you hold a dry fiberglass or plastic tool.

Start medical care once power cutoff is confirmed. Move the person to the center of the ties. High-voltage shock triggers ventricular fibrillation and respiratory arrest. If the person is unresponsive and not breathing normally, begin chest compressions immediately at 100 to 120 compressions per minute at a depth of 5 cm to 6 cm (2 inches to 2.4 inches).

Regional transit systems and emergency operational variations¶

Subway and metro networks operate under distinct technical standards and physical configurations across different nations. Knowing your regional system helps you anticipate evacuation procedures.

United States: NFPA 130 and transit policing¶

Passenger rail systems follow the National Fire Protection Association standard NFPA 130 for fixed guideway transit. This standard governs emergency lighting, cross-passages, and ventilation capacities.

Legacy networks in New York, Boston, Philadelphia, and Chicago use top-contact third rails operating between 600V and 750V direct current. The Washington Metro uses bottom-contact third rails with plastic shrouds.

Train carriages feature passenger emergency intercoms connecting to the operator. Calling the emergency number (911) from an underground tube often fails due to concrete shielding. Use the onboard intercom first so the driver can alert dispatch. Responders deploy portable warning devices on track circuits before entering.

United Kingdom: London Underground four-rail system¶

The London Underground operates under Office of Rail and Road rules. Deep tube tunnels feature unique electrical and physical constraints.

London Underground tracks use a four-rail setup. The outside rail carries +420 volts direct current, while the central return rail carries -210 volts direct current, yielding a 630-volt to 750-volt potential. Avoid stepping on both the outer and center rails.

Deep tube lines measure only 3.6 meters (11 feet 10 inches) in diameter, leaving minimal side clearance. Evacuation occurs along the center trackbed through end-cab doors rather than side doors. Drivers keep trains moving toward platforms whenever possible. At stations with coverage, emergency services are reached on 999.

European Union: ERA standards and cross-passage escape¶

Continental European metros follow European Railway Agency safety directives. Tunnels feature illuminated green running-man emergency signs with distance markers.

Older systems like the Paris Metro and Berlin U-Bahn use 750V direct current conductor rails. Other networks, including Madrid and regional RER lines, use 1,500V direct current overhead catenary wires. Overhead systems keep trackbeds free of third rail electrocution, though fallen wires present arc risks.

Fire-rated cross-passage doors are spaced every 150 meters to 250 meters (500 feet to 800 feet) to provide refuge into parallel bores. Across the European Union, dial 112 for emergency dispatch.

Canada: Cold-weather networks and automated rapid transit¶

Canadian heavy rail systems in Montreal, Toronto, and Vancouver operate under Transport Canada safety oversight.

The Montreal Metro runs on rubber tires guided by vertical steel bars carrying 750V direct current. These guide bars present severe shock hazards if passengers jump from side doors.

Sub-zero surface and tunnel portals face ice formation on conductor rails, occasionally stranding trains. Passengers should remain aboard cars for warmth rather than walking onto snow-covered tracks where rails are hidden. In emergencies across Canada, dial 911.

Australia: Heavy rail metros and overhead power¶

Rail systems in Sydney, Melbourne, Brisbane, and Perth, along with the Sydney Metro, operate under the Office of the National Rail Safety Regulator.

Australian suburban networks use 1,500-volt direct current overhead catenary wires. Trackbeds do not contain third rails, though dangling catenary wires require wide clearance. The Sydney Metro automated line uses an overhead conductor beam.

Tunnels feature raised concrete emergency walkways with handrails and low-level path lighting. Passengers evacuate strictly along these walkways rather than walking across track ballast. Emergency services in Australia are reached on 000.

Personal emergency equipment and transit preparation¶

Commuters who travel through subterranean rail networks daily should maintain a sensible level of physical and practical preparedness. A stalled train is a test of patience, visibility, and thermal comfort.

While every mobile phone includes a flash diode, running a phone light exhausts your primary lifeline to the outside world. Carrying a dedicated thumb-sized AAA or rechargeable LED flashlight provides hands-free illumination and saves phone power.

Carrying an N95 respirator or cloth mask in a commuter bag takes up zero space. If smoke, brake lining dust, or pulverized concrete grit enters the tunnel air, putting on a mask protects your lungs from acute chemical bronchospasm and enables clear breathing.

Even a 250 ml (8.5 ounce) container of water can moisten a breathing cloth in smoke, rehydrate a fainting co-passenger, or wash irritant dust out of your eyes.

Daily subway travel in open-toed sandals, high heels, or smooth-soled dress shoes makes walking over jagged ballast stones and cross-ties treacherous. Keep a pair of flat, closed-toe shoes accessible or wear supportive footwear during transit commutes.

Laaj yi ñuy faral di laaj¶

Will we run out of oxygen if the subway car is trapped in a tunnel?¶

No. Subway passenger carriages are not airtight environments. Fresh air continuously enters through roof intake cowls, undercarriage flapper check valves, and rubber door seals. While the air will become noticeably humid, warm, and stuffy due to the body heat and exhaled moisture of passengers, the oxygen content remains entirely adequate for respiration. The feeling of breathlessness is a natural reaction to rising heat, humidity, carbon dioxide accumulation, and anxiety.

Is it ever safe to jump out of a stalled train on your own?¶

No. Self-evacuation onto an underground trackbed without confirmation from emergency personnel is the most dangerous choice you can make during a subway stall. Third rails remain energized with 600 to 750 volts of direct current even when train lights are out. Neighboring tracks may still carry moving trains, and stepping onto loose ballast stones in the dark leads to severe falls, fractures, and fatal electrocution.

How can I tell if the third rail is turned off?¶

You cannot tell by looking. An energized third rail looks identical to a de-energized one. There is no humming sound, glow, or visible indicator on a conductor rail to show that it is dead. The only way to confirm traction power is shut off is through official verbal notification from the train operator, transit police, or fire department rescue personnel who have verified power disconnection with substation dispatch.

What should I do if smoke starts filling the subway car?¶

Move immediately to the far end of the train carriage away from the smoke source. If possible, unlock the end pass-through door and cross into the adjacent railcar, closing the bulkhead door behind you to seal out toxic gases. If trapped inside the smoke-filled car, drop low to the floor where cooler, cleaner air remains, cover your face with a dense garment or wet cloth, and alert the train operator using the passenger emergency intercom.

Lu tax kilifag saxaar gi dinu wax nu xaar te dunu bàyyi nu dox dem ci gaaraas bi?¶

Operatëru saxaar gi mingi topp protokolu kaaraange bu jaar yoon. Kontrolu saxaar bu mag bi dafa wara njëkka gis bépp saxaar bu nekk ci bloku kuuraŋ bi, dakkal bépp dem ak dikk ci saxaar yi ci rail yi ci wetam, fay traction bi ci substations yi ci dëkk bi, ba noppi xool njubteg suuf si balaa kenn di mëna yéeg ci raay yi ci jàmm. Wàcci kiliyaan yi ci jamono ji courant bu am voltage bu kawe di dox wala yeneen saxaar di daw mën na jur loraange yu bari.

Sàrtifikaasioŋu paj mu njëkk¶

Liggéey ci jafe-jafe yi ci wàllu dem ak dikk ci biir suuf, jéego bu njëkk la bu am solo, waaye xam-xam bi war ngir mucc ci àdduna bi dafay laaj nga tàggat sa bopp ci liggéey bi. Emergence medikaal yi ci jamonoy dog-dog ci metro, lu ci melni arrêt cardiaque bu gaaw ci ñatteelu contact rail, trauma crush, ak inhalation saxaar bu metti, dafay laaj intervention ci saasi.

Danuy ñaax bu baax képp kuy tukki ci transit mu dugg ci njàngum paj mu njëkk ak resuscitation cardiopulmonaire (CPR) bi mbootaay yu mag yi di jàngale lu ci melni Croix Rouge bu Amerique, St John Ambulance, Croix Rouge bu Grande Bretagne, wala Croix Rouge bu Canada. Sàrtifikaasioŋ profesionel daf lay may nga am wóolu sa yaram ak fàttaliku sidit yi nga soxla ngir mëna def compression yu baax ci dënn bi, jëfandikoo defibrillateurs externes automatisés (AEDs), ak joxe pajum trauma buy muccal nit ci jamonoy jafe-jafe yu metti ci metropole.

Saytu nañu ay balluwaay¶

• Mbootaayu Aar Lakk ci Réew mi (NFPA, Etats Unis): NFPA 130 Standard ngir Sistemu Transit ak Rail Pasaageer.
• Kuréel gi yor kaaraange ci dem ak dikk ci réew mi (NTSB, Etats Unis): Rapport ci musiba yi ci yooni saxaar ci arcing kuuraŋ ci tunnel yu metro yi ak rawale kiliyaan yi.
• Biro Rail ak Road (ORR, Royaume-Uni): Njàngalem Kaaraange Rail ak Njàngale ci Rail yi ci Suuf Suuf ak Sistemu Transport yuñ Gis.
• Metro bu Londres (Transport ngir Londres, UK): Téere sàrt yi ak sàrti kaaraange liggéey ngir rawale nit ñi ci tube yu xóot yi.
• Administrasioŋ federoo bu yor dem ak dikk (FTA, Etats Unis): Waajal jafe-jafe ak sàrti kaaraange lakk ci sistemu dem ak dikk ci saxaar.
• Association cardiovasculaire americaine (AHA, Etats Unis): Tegtal yi ngir dundal xol ak pulmoŋ ak pajum xol bu jamp ci choc électrique bu am voltage bu kawe.

Gid yu jëm ci loolu¶

• Jafe-jafe ascenseur: tontu bu wóor ci taksi yu taxaw ak dagg kuuraŋ
• Liiñ yu kuuraŋ yu daanu ak kaaraange oto ci kuuraŋ
• Mboolo mi dagg ak mucc ci barab yu ñépp bokk
• How to make an emergency call with a dead or low battery phone
• Nimero paj mu jamp ci réew mi