Transcript NTS Program Staus Report

MTA - New York City Transit
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New Technology Signals Program
Project update to APTA
June 13, 1995
T. J. Sullivan
Director, New Technology Signals
Division of Electrical Systems
MTA - New York City Transit
New Technology Signals Program
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Program background
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Consultant Study
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Procurement and Schedule
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MTA - New York City Transit
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Existing NYC Transit Signal
Systems
• 124,000 Vital Relays
• 10,900 Wayside Signals
• 1,400 Track Switches
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740 Miles of Signal Equipment
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200 Interlockings
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24 Master Towers
• Some systems are over 70 years old
MTA New York City Transit signal contracts and
purchases represent 50% of the US signal equipment
marketplace.
MTA - New York City Transit
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Program Background
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1988 Initial NYCTA investigations
– 1986 Vancouver SkyTrain sub-60 second headways
– Research showed likely cost & operational benefits
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1991 Catastrophic 14th Street Accident
– PTSB: Signal System operated as designed
– PTSB: Investigate the feasibility of Installing a
“State of the Art” Signal System
– PTSB: Remove opportunities for human error
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1992 Pilot Installation for Staten Island Ry
MTA - New York City Transit
Changed to a Signal Study
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Perform a world-wide Investigation
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Recommend a Technology
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Identify Maintenance issues and needs
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Develop an Implementation Plan
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MTA - New York City Transit
Consultant’s Signal Study *
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Peer
Review
NTP
Peer
Review
*
Task 1
M
A
M
J
J
93
A
*
Other Tasks
Recommend
a
Technology
Additional Tasks
Range Estimating and
additional study
Identify Support
Issues
S
O
N
D
J
F
M
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A M
J J A S O N D J F M
* Requested by MTA/OK
MTA - New York City Transit
Europe, South America, Far East
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London Underground
London Docklands Light Rail
Paris Metro (RATP)
Stockholm Transit
Sao Paulo, Brazil (METRO)
Hong Kong (MTRC)
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North America
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Vancouver (BCRTC) SkyTrain
Toronto Transit (TTC)
San Francisco Bay Area Rapid Transit
San Francisco Municipal Railway
South Eastern Pennsylvania Transit Authority
Washington, D.C. (WMATA)
Los Angeles County MTA
MTA - New York City Transit
Two Basic Technologies
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Traditional Fixed-block Technology
– One-way communication from wayside to train
– Physical blocks define train detection resolution
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Modern Communications-based Technology
– Two-way continuous vital communications
between trains and the control center
– No physical blocks (Software replaces Hardware)
– Also know as “moving block” technology
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MTA - New York City Transit
Fixed-Block Train Control
William Robinson -1872
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MTA - New York City Transit
Traditional Technology
(Fixed Block)
Assumed Position
of Train A
Train A
BLOCK 1
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Train B
BLOCK 2
BLOCK 3
Train control and position information is poor
Expensive to install, maintain, and modify
Not practical to make “Fault Tolerant”
MTA - New York City Transit
NYCT Fixed-block Signal Systems
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Track side equipment accounts for most of costs
– Installation costs are increasing
– Track access time is limited
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Track side equipment accounts for most failures
– Approximately 1,000 signal maintainers
– System is “Fail Safe” ==> “Fail Stop”
– Mean Time Between Failures is 10 hours
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MTA - New York City Transit
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Communications-based Train Control
C = B log2 ( 1+ S/N)
If the information rate of a message
source is less than the channel
capacity then the message can be
transmitted without error.
Claude Shannon - 1952
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MTA - New York City Transit
Modern “CBS” Technology
(Communications-based Signalling)
Computer
C
C
R = Digital Radio
C = Computer
R C
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R C
R C
Permits maximum use of infrastructure & vehicles
Few mechanical adjustments means less maintenance
Improved safety yet it is totally and inherently flexible
Inexpensive micro-computers permit “Fault Tolerant”
Overall Finding: Better and Cheaper
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MTA - New York City Transit
Cities with, installing or planning
Communications-based Train Control
Alcatel
Other
Planned, supplier not yet selected
MTA - New York City Transit
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Next Generation Trains
likely 4-5 car consists
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Additional passenger space in non-end cars
Increased reliability by eliminating electric couplers
Shared equipment among cars reduces maintenance
On-board vehicle train control equipment required
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MTA - New York City Transit
Coordinate Car Specifications
with Train Control Specifications
R C
C R
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Make provisions for train control equipment
Specify car/train control system interfaces
Synergy by integrating subsystems
Reduced overall system costs
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MTA - New York City Transit
Vehicle Train Control Equipment
R C
C R
$150,000
$150,000
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Factory equip cars whenever possible
Consist redundancy ensures high availability
Cost is approximately 4 % per car
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MTA - New York City Transit
Train and Wayside Train Control
COMPUTER A
R C
R C
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MTA - New York City Transit
Full System Redundancy
B
COMPUTER A
R C
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R C
“Fail Operational” rather than “Fail Stop”
Maintenance can be better managed
Enhanced Safety and Reduced Operating Costs
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MTA - New York City Transit
Technology
Costs and Benefits Compared
Cost
Technology
Limit
Communications-based
Performance
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MTA - New York City Transit
Technology
Costs and Benefits Compared
Cost
Technology
Limit
Communications-based
Performance
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MTA - New York City Transit
Technology
Costs and Benefits Compared
Cost
Technology
Limit
Communications-based
Performance
MTA - New York City Transit
Communications Based Signalling
Summary of Findings
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Technology is both better and cheaper
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NYC Transit’s Steering Committee concurs
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Two International Peer Reviews agreed
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MTA’s Independent Engineer agreed
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MTA - New York City Transit
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Procurement Issues
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Presently, all CBS systems are incompatible
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NYCT will develop “RFP” performance specifications
that will ensure multiple sources of compatible
equipment
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Worldwide, the Signal Industry understands, agrees,
and is beginning to respond
MTA - New York City Transit
Procurement Process
RFP
SHORTLIST
2-3
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MTA - New York City Transit
Procurement Process
Possible
Alliances
RFP
SHORTLIST
2-3
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MTA - New York City Transit
Procurement Process
Possible
Alliances
A
Comprehensive
Demonstration
Test
B
RFP
SHORTLIST
2-3
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MTA - New York City Transit
Procurement Process
Possible
Alliances
A
Comprehensive
Demonstration
Test
B
RFP
SHORTLIST
2-3
Install Pilot Line
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MTA - New York City Transit
Procurement Process
Possible
Alliances
A
Comprehensive
Demonstration
Test
Install Pilot Line
FORM, FIT
FORM, FIT
FUNCTION
FORM, FIT
FUNCTION
FORM, FIT
SPECS
FUNCTION
SPECS
FUNCTION
SPECS
SPECS
B
RFP
SHORTLIST
2-3
SELECT
NYCT
STANDARD
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MTA - New York City Transit
Procurement Process
Possible
Alliances
A
Install Pilot Line
FORM, FIT
FORM, FIT
FUNCTION
FORM, FIT
FUNCTION
FORM, FIT
SPECS
FUNCTION
SPECS
FUNCTION
SPECS
SPECS
B
RFP
SHORTLIST
2-3
SELECT
NYCT
STANDARD
Minimum
Two Compatible
Sources
PROCURE
ALTERNATE
SOURCE
MTA - New York City Transit
Implementation Schedule (Canarsie)
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Study - Complete
Radio Propagation Testing - On-going
Consultant Work Scope - Nearly completed
Schedule for Canarsie
– 2/96 Award Consultant Contract
– 2/98 Start Test Phase
– 2/99 Start Construction (A Contractor)
– 2/01 Start Construction (Alternate Source)
– 2/03 Beneficial Use
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MTA - New York City Transit
On-Line BBS & Internet
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BBS: (212) 492-8069
–Electronic Mail
–Download Files
–1.2/2.4/9.6/14.4/28.8 kbps: 8N1 ANSI
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Internet Access
–“@nyct.mta.nyc.ny.us”
–[email protected]
–Web Page/ World Wide Web - TBD
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MTA - New York City Transit
Questions and Discussion
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