NEW YORK CITY TRANSIT S Communications-Based Train Control Standard

NEW YORK CITY TRANSIT’S Communications-Based Train Control Standard A Look at the Leader’s System Geoffrey P. Hubbs New York City Transit & Edwin A. Mortlock Parsons Transportation Group April 5, 2000

NYCT’s CBTC Implementation • Background • Implementation Strategy • Interoperability Objectives • The Proposed System • Milestones • Innovations • Conclusions

Background

Background • NYCT subway system is one of the world’s largest • Half of the signal system is more than 75 years old • An extensive technology assessment conducted in the early 90 s 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

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

Implementation Strategy • System wide over a prolonged period (>20 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

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 Advertise RFP Shortlist Three Select Lead (and standard)

Background The Canarsie L Line

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

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 Leader’s Interoperability Interface Specification will become the key technical component of future CBTC procurement specifications

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

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

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

Concept CBTC System Architecture Carborne processors Transponders Position/Movement Authority Interlocking Interface Data Radio Network Trackside Processors

Concept CBTC System Architecture Limit of Movement Authority Maximum Line Speed Braking Profile Transponders Position/Movement Authority Interlocking Interface Data Radio Network Trackside Processors

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

Reasons to Choose the Leader • High ratings of software development capabilities • Overall performance throughout the various components of Phase I

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

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

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

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)

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

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”

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

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

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

Proposed Matra System ZC 1 Wayside Network WTU 1 RTU 1. 2 ZC 2 WTU 3 WTU 2 RTU 1. 3 RTU 2. 1 RTU 2. 2 RTU 2. 3 RTU 3. 1 Cell 3 Cell 2 Cell 1 Hand-Over Area Control Zone Overlap Control Zone 2 RTU 3. 2

Matra Proposed Wayside Architecture Station PA/CIS ATS Zone Controller AWS Radio Data Network Maintainer’s Panel Car OBCU Subsystems OBCU Carborne Car Subsystems Carborne Transponder Track Equipment

Matra Proposed Carborne Architecture A Car B Car A Car Radio Antenna To Train Systems TO Display Interface/data com Equip OBCUs Unit Lines Train Lines Tachogenerators Transponder Interrogator Antenna Doppler Radar Units TO Display

Wayside Signal Aspect NEW CBTC ASPECT (FLASHING GREEN IN TOP HEAD) PROCEED ON CBTC INDICATIONS; A 2 1567 N L 24 NON-EQUIPPED TRAINS MUST STOP

R 143 Cars • R 143 Cars are being delivered CBTC Ready

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

Key Milestones • Award Phase II Contract 12/1999 • Draft Interoperability Specs 3/2000 • Complete CBTC/R 143 Interface Design 4/2000 • Award Phase III Contracts 7/2000 • Complete System Design Review 7/2000 • Complete Preliminary Engineering 3/2001

Key Milestones • Preliminary Interoperability Specs 4/2001 • Final Interoperability Specs 3/2003 • Initial Shadow Mode Operation 10/2003 • First Section of CBTC in Revenue 11/2003 • Phases II and III Complete 12/2004

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

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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