Transcript No Slide Title

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 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
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
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
ZC2
ZC1
Wayside Network
WTU1
RTU1.1
RTU1.2
WTU3
WTU2
RTU 1.3
RTU2.1
RTU2.2
RTU2.3
RTU3.1
Cell 3
Cell 2
Cell 1
Hand-Over Area
Control Zone 1
Hand-Over Area
Control Zone Overlap
Control Zone 2
RTU3.2
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
Transponder
Track
Equipment
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
OBCU
s
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;
A2
1567
NON-EQUIPPED TRAINS MUST
STOP
N
L24
R143 Cars
• R143 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/R143 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
Questions and Answers?
?