1. 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

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

3. Background

4. 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 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

5. CBTC System Benefits Operational Safety RAM
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

6. 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

7. 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)

8. Background
The Canarsie L Line

9. 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

10. 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

11. 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

12. 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

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

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

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

16. 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

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

18. 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

19. 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

20. 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

21. 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)

22. 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

23. 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”

24. 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

25. 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

26. 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

27. Proposed Matra System ZC1 ZC2 Wayside Network WTU1 WTU2 WTU3 RTU1.1
Cell 2
Cell 3
Cell 1
Hand-Over Area
Control Zone 1
Control Zone 2
Control Zone Overlap

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

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

30. Wayside Signal Aspect NEW CBTC ASPECT (FLASHING GREEN IN TOP HEAD) -
PROCEED ON CBTC INDICATIONS;
NON-EQUIPPED TRAINS MUST STOP A2
1567 N
L24

31. R143 Cars
R143 Cars are being delivered CBTC
Ready

32. 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

33. 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
3/2001

34. 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

35. 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

36. 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

37. Questions and Answers? ?