NEW YORK CITY TRANSIT

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NEW YORK CITY TRANSITSCommunications-Based
Train Control Standard A Look at the Leaders
SystemGeoffrey P. HubbsNew York City
TransitEdwin A. MortlockParsons
Transportation Group April 5, 2000
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NYCTs CBTC Implementation

• Background
• Implementation Strategy
• Interoperability Objectives
• The Proposed System
• Milestones
• Innovations
• Conclusions

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Background
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Background

• NYCT subway system is one of the worlds largest
• Half of the signal system is more than 75 years
  old
• An extensive technology assessment conducted in
  the early 90s concluded CBTC is the best way
  forward for NYCT
• 20 year implementation strategy
• A pilot system installation - Canarsie Line (L
  Line)
• Multiple sources of supply for the system

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CBTC System Benefits

• Operational
• Increase line capacity/minimise headways
• Permit greater flexibility and precision of
  control
• Safety
• Continuous ATP
• Protection of work crews
• RAM
• Redundancy and fault tolerance
• Remote diagnostics
• Reduction in trackside equipment

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Implementation Strategy

• System wide over a prolonged period (gt20 years)
• Subway system is a highly complex set of
  interconnected lines
• Flexibility of operation between lines is of
  paramount importance
• Interoperability standards to permit flexibility
  at the same time as procuring from competitive
  sources are key to success

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Pilot Project Procurement Strategy
Phase II, Install Pilot Line, Develop
Interoperability Specifications
One Lead Contractor
Six Proposals
Three Demonstrators
Two Follower Contractors
Phase III, Reengineer systems, demonstrate
interoperability through test
Shortlist Three
Select Lead (and standard)
Advertise RFP
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Background
The Canarsie L Line
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Canarsie Line CBTC Pilot Objectives

• A pilot project for future train control
• Establish new standards for future signal
  modernization based on CBTC technology, to allow
  future competitive procurement
• Establish NYCT procedures and working practices
  with new train control technology
• Resignal the Canarsie Line on schedule and with
  minimum disruption to revenue services

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Interoperability Specifications

• The establishment of a Standard for future CBTC
  procurements is based upon a requirement for
  future interoperability of separately procured
  CBTC subsystems
• The Leaders Interoperability Interface
  Specification will become the key technical
  component of future CBTC procurement
  specifications

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Interoperability Specifications

• Draft interoperability specifications were
  submitted by each Proposer during the Phase I
  contract
• Further interoperability specification updates
  will be submitted by the Leader as Phase II
  progresses and leads into Phase III
• The future intent is for a black box approach to
  subsystems, i.e., new trackside CBTC procurements
  will be fully functional with adjacent CBTC
  systems provided by other suppliers

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Interoperability Specifications

• All suppliers car equipment will work with all
  suppliers wayside systems
• Carborne equipment can be supplied as part of
  future new car procurement (cars will be supplied
  CBTC equipped)
• The wayside systems will also interface fully
  with the ATS system

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Interoperability Specifications

• Interoperability does not mean interchangeability
• Future CBTC procurements will result in multiple
  spares holdings of both trackside and carborne
  equipment

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Concept CBTC System Architecture
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Concept CBTC System Architecture
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Reasons to Choose the Leader

• Proven start up performance of the Meteor system
  in Paris
• Safety certification by independent agencies
• Superior availability, reliability, and
  maintainability
• Full support of mixed fleet operations
• Best understanding of interoperability objectives
  and requirements

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Reasons to Choose the Leader

• High ratings of software development capabilities
• Overall performance throughout the various
  components of Phase I

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CBTC System Description

• Operating Modes In CBTC Territory trains will
  operate in
• Automatic Train Operation ATO
• Automatic Train Protection Manual ATPM
• Auxiliary Wayside Protection AWP
• Yard
• Restricted Manual
• Bypass

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CBTC System Description

• Outside of CBTC territory CBTC equipped trains
  will operate in Wayside Signal Protection mode
  (WSP)
• Train Operators drive according to signal aspects
• Onboard CBTC is in a dormant mode looking for
  an entry indication to the next segment of CBTC
  territory

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Proposed Matra System

• NYCT system is based on Paris Meteor Line with
  some key differences
• Meteor is unmanned, NYCT will have Train
  Operators and Conductors
• Radio links between train and wayside instead of
  inductive loops
• Meteor was a green field start, NYCT involves
  major changes to existing rules and procedures
• Canarsie Line services must continue during CBTC
  construction, test and cutover

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Proposed Matra System

• Zone controllers are independent of adjacent
  zones
• Vital computers are based on single processor
  platforms
• Zone controllers determine safe limits of travel
  (Movement Authority Limit - MAL) for each train
• MAL transmitted to trains via RF network
• Zone controllers interface to conventional relay
  based interlocking and wayside signal equipment
  (AWS)

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Proposed Matra System

• Zones are divided into virtual blocks, sized to
  meet headway and junction operational performance
• Virtual block philosophy facilitates a mix of
  equipped and unequipped train operation through
  CBTC territory
• Passive transponders are mounted between the
  rails for position fixes
• Carborne equipment also uses a mix of tachometer
  and Doppler radar equipment for positioning

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Proposed Matra System

• Stand alone ATS being provided for Canarsie
  will interface to other systems within a new Rail
  Control Center
• ATS remote workstations will also facilitate
  control of the L Line from strategic points on
  the line as well as providing real time
  maintenance data to signals and car maintenance
  centers

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Proposed Matra System

• ATS will
• Track and display train locations, train and car
  identities, schedule information etc.
• Provide computer aided dispatching including
  automated routing, schedule adjustments through
  dwell and performance level control

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Proposed Matra System

• An AWS subsystem is to be provided, integrated
  with the zone controller and ATS subsystems
• AWS provides home signals at interlockings and
  track circuits throughout as a minimum
• Some other wayside signals are being provided
  where relatively close headway of unequipped
  trains is needed

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Proposed Matra System

• RF data network will provide two way continuous
  data communications between trains and wayside
• 2.4 GHz Spread Spectrum transmission in the
  unlicensed ISM band
• Direct Sequence Spread Spectrum BPSK/DQPSK
• 2 Frequency channels allocated to every cell, all
  frames transmitted successively at both
  frequencies
• Radio is different to that used in Phase I test
• Matra has tested this system extensively in Paris
  Metro and elsewhere including NYCT

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Proposed Matra System
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Matra Proposed Wayside Architecture
Station PA/CIS
ATS
Zone Controller
AWS
Radio Data Network
Maintainers Panel
OBCU
Car Subsystems
Car Subsystems
OBCU
Track Equipment
Carborne
Carborne
Transponder
Transponder
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Matra Proposed Carborne Architecture
A Car
A Car
B Car
B Car
Radio Antenna
Radio Antenna
To Train Systems
To Train Systems
Interface/data com Equip
TO Display
TO Display
OBCUs
Unit Lines
Train Lines
Tachogenerators
Transponder Interrogator Antenna
Doppler Radar Units
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Wayside Signal Aspect
NEW CBTC ASPECT (FLASHING GREEN IN TOP HEAD) -
PROCEED ON CBTC INDICATIONS NON-EQUIPPED
TRAINS MUST STOP
A2 1567
N L24
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R143 Cars

• R143 Cars are being delivered CBTC
• Ready

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Contract Innovations

• Listen, listen, listen
• Partnering
• Between all parties, Contractor, Consultants, and
  NYCT
• Working Groups
• Established to cover critical topics and
  subsystems
• Led by the Systems Engineering Group, others have
  been formed to help the contractor develop the
  design in a no surprises atmosphere
• Co-located Teams

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Key Milestones

• Award Phase II Contract
• Draft Interoperability Specs
• Complete CBTC/R143 Interface Design
• Award Phase III Contracts
• Complete System Design Review
• Complete Preliminary Engineering

12/1999 3/2000 4/2000 7/2000 7/2000 3/2001
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Key Milestones

• Preliminary Interoperability Specs
• Final Interoperability Specs
• Initial Shadow Mode Operation
• First Section of CBTC in Revenue
• Phases II and III Complete

4/2001 3/2003 10/2003 11/2003 12/2004
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Canarsie CBTC Project Summary

• Three years after design start, project is on
  original schedule
• Phase I demonstrations have helped to cement a
  strong partnering relationship between previously
  diverse NYCT departments
• The development of interoperable standards for
  New York and potentially other North American
  properties remains a key goal and a reality

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Canarsie CBTC Project Summary

• The Phase I test results indicate that the
  Contractor(s) and the selected technology can
  perform
• There is a very close watch on Canarsie by other
  US transit properties
• The industry wide standards resulting from this
  pilot project will be applicable to many of these
  properties

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Questions and Answers?
?