A Green Light in New York

Communications-based train control at MTA New York City Transit is a "go" for revenue service start-up in June 2004.

By William C. Vantuono, Editor

		At interlockings on the Canarsie Line, NYCT's traditional double-head home signals will be displayed for unequipped trains, failed CBTC-equipped trains, and wayside CBTC and communications system failures. One head will display route information; the other, block conditions ahead-just as in a conventional wayside signal system. For CBTC operation, the top signal head will display a new aspect for equipped trains: flashing green. The other signal aspects will go dark.

Train operators at the controls of new R143 subway cars on MTA New York City Transit's Canarsie Line in mid-2004 will have a new interlocking home signal aspect: a flashing green indication at the top of the signal head. It means the train is running under communications-based train control (CBTC).

The 23-track-mile Canarsie Line project is the basis for a long-term, total conversion of NYCT's traditional automatic-block signaling system to CBTC. Total conversion, which will require resignaling of more than 800 track-miles and equipping of around 6,000 subway cars, will take place gradually over 30 or 40 years, and will cost in the neighborhood of $3 billion, in today's dollars. But given CBTC's benefits-improved safety, greater train throughput, lower life-cycle costs-the investment will be well worth it.

For the rail transit industry, the NYCT project could set de facto CBTC standards. At the very least, it will establish an NYCT standard that numerous suppliers will have access to. NYCT does not want a proprietary CBTC system, and has conducted the Canarsie Line project in a manner that should virtually guarantee interoperability among equipment from competing suppliers.

A key concern that has been addressed with this project is the feasibility of RF (radio frequency)-based technology in a tunnel environment. "Radio-based train control works," says Parsons Systems Vice President-Advanced Technology Dr. Alan F. Rumsey, project manager for Advanced Technology Systems Group, NYCT's lead CBTC consultant. Rumsey's statement is borne out by the successful conclusion of two years of painstaking, often grueling, Phase I development, testing, demonstration, and evaluation of three competing technologies. The "Leader" supplier is now in place, and Phase II is under way.

In November 1999, NYCT awarded a five-year, $133 million contract to the consortium of Siemens Transportation Systems/MATRA Transport International, Union Switch & Signal, and RWKS Comstock to be the Leader supplier for Phase II. NYCT is currently in final negotiations with Alstom Signaling and Alcatel to become "Follower" suppliers and modify their systems to be interoperable with the Siemens/MATRA technology in Phase III of the project. These contracts are each expected to include $10-$15 million in compensation and will involve demonstrating interoperability on the Culver Line Test Track. Demonstrations will take place toward the end of Phase II, late 2003 to early 2004. MTA board approval of the Follower contracts is anticipated in July.

Siemens/MATRA is designing and supplying carborne, wayside, and central CBTC subsystems, including a radio-based data communications network, and is providing project management and systems integration. US&S is supplying an underlying auxiliary system (conventional signaling technology for unequipped and failed CBTC trains) consisting of relay-based interlockings, track circuits, interlocking signals, and automatic train stops. Comstock is responsible for installation.

From Paris to New York
The CBTC system proposed by Siemens/MATRA is based on the RATP (Paris) driverless METEOR Line technology that has been in revenue service since October 1998. The NYCT operating environment requires only a few changes to the METEOR technology, the most significant of which are substitution of inductive loop train/wayside communications with radio-based technology, and incorporation of a motorman, whose role in operating the train will be minimal. NYCT's objectives are to maximize reuse of MATRA's METEOR design to minimize risk associated with new software development and safety re-certification. MATRA specifically developed the METEOR system to support mixed-mode (equipped and non-equipped vehicles) operation, which is one of NYCT's chief requirements. That Siemens/MATRA was offering a product with proven revenue service success also helped them win the coveted Leader contract.

The heart of the Siemens/MATRA system is known as DCS (Data Communications System). DCS consists of three sub-networks: a Wayside Sub-Network, an RF Distribution Sub-Network, and a Carborne Sub-Network. Wayside interface protocols are based on IP (Internet Protocol) standards; the carborne network uses LonWorks technology. The RF Distribution Sub-Network utilizes 2.4 GHz spread-spectrum radios that have been extensively tested in Paris's subway environment.

Phase II involves resignaling the entire Canarsie Line and equipping 160 new Kawasaki R143 cars. It includes the CBTC equipment, six new interlockings, and an AWS (Auxiliary Wayside System). Over the next five years, the schedule looks like this:

March 2001: CBTC preliminary design phase completed.
April 2001: Preliminary interoperability interface specifications prepared.
February 2003: CBTC final design phase completed.
May 2003: New relay-based interlockings in service.
August 2003: CBTC ATS (Automatic Train Supervision) subsystem in service.
October 2003: Initial CBTC testing begins.
November 2003: All cars equipped and ready for revenue service.
June 2004: CBTC in service on entire Canarsie Line.
May 2005: Completion.

"During the preliminary design phase," says Rumsey, "NYCT will be working closely with Siemens/MATRA to establish final system and subsystem requirements and interoperability interface specifications." The carborne CBTC equipment will be installed by NYCT forces on the R143 cars. A working group has been developing the cars' CBTC interfaces so that they will be "CBTC ready." The first of these trainsets, made up of four-car semi-permanently-coupled units, is expected to be delivered in March 2001.

A key part of this project is establishment of interoperability interface standards for future NYCT CBTC systems. These specifications, to be produced by Siemens/MATRA, "will allow the Follower contractors to modify their systems to be interoperable with the Leader's," says Rumsey. "Interoperability is also required between trainsets equipped by different suppliers, and between adjacent wayside territories equipped by different suppliers. This will result in at least three sources of supply for future wayside and carborne CBTC contracts, which will be procured separately after Canarsie."

"Phase III is not a competitive process," says Rumsey. "NYCT's objective is to work together with all contractors, Leader and Followers, to successfully develop and validate interoperability interface specifications so that all three are pre-qualified to bid on future NYCT CBTC procurements. Phase III is also not intended to be a consensus standard development effort, since the system architecture, functional allocations, interfaces, and protocols will be defined by the Leader."

Vehicle integration
Farmingdale, N.Y.-based Telephonics is playing a key role in the vehicle portion of the program, serving as the CBTC systems integrator on the R-143. Telephonics is providing a communications system, a Trainline Multiplex System (TMS), and a Trainline Controller (TLC). The TLC provides an interface between CBTC equipment and the R143's conventional controls. Based on the operating mode-ATP (Automatic Train Protection), ATO (Automatic Train Operation), or manual-it provides "the appropriate processing of CBTC commands and routing of control instructions to the propulsion and braking systems. The TMS is used to transmit these same control instructions to other cars when two trainsets are coupled to form longer trains.

"Telephonics is also providing assistance to NYCT in the installation and integration of CBTC equipment into work and support trains. Much of this involves mechanical mountings for such equipment as a transponder interrogator and optical odometer, which is used to precisely determine a train's position."

Telephonics also says it will be the CBTC wayside communications integrator, "providing networking for wayside equipment as well as connections between the wayside equipment and NYCT's new Rail Control Center in Manhattan. Wayside equipment will be connected via a router network; CBTC zone controllers will be linked to the routers through 10BaseT Ethernet connections. Management of the network, including load balancing and remote monitoring, will be provided through a Network Management System (NMS) located in the Control Center. Interconnections between the router network and workstations in the field will be provided through NYCT's existing fiber-optic network."

Lessons learned from Canarsie
NYCT's Canarsie Line project-a first for the U.S. rail transit industry-has been a significant learning experience for all involved: user, supplier, and consultant. Can the following "lessons learned" be applied to other CBTC projects? Alan Rumsey has this to say:

On partnering: "The successful completion of Phase I and the selection of a Leader for Phase II, essentially on schedule, again demonstrated the benefits of a partnering 'no-surprises' philosophy, with an integrated project team clearly focused on the project objectives and schedule, and embracing open and frequent communications with all participants."

On the use of working groups: "During Phase I, working groups were effective in developing a team spirit and getting everyone quickly on the same page to tackle the issues. Well-prepared agendas, next-day turnover of minutes, patience, and professionalism are all key elements of this concept. Post-meeting discussions to keep key members of the project team apprised of status and problems proved invaluable in building trust and forming effective partner relationships."

On the Phase I demonstrations: "The decision to appoint a full-time test director with the authority to manage day-to-day test planning and an ability to foster consensus among test witnesses and maintain cooperation between suppliers in a competitive procurement environment, as well as the tremendous support by various NYCT departments, resulted in a successful five-month demonstration of three proposed CBTC systems. The decision to adopt a common test plan ensured a fair comparison between the competing CBTC systems, with no protests. Also, the demonstrations were, in effect, an excellent CBTC training program for NYCT staff."

On Phase II negotiations: "Negotiations that focused on risk mitigation were valuable, and encouraged suppliers to suggest alternative designs and approaches to the benefit of the project. A willingness on the part of NYCT to consider changes to NYCT 'standard' practices for resignaling projects also facilitated an open exchange of ideas."

On draft interoperability specifications: "The decision to meet with the suppliers prior to the submittal of draft interoperability interface specifications, in order to reach a consensus on the intent of the submittal and the level of detail anticipated, improved the quality of the submittal in most cases."

On visits to other transit properties: "These proved invaluable in obtaining independent assessments of the strengths and weaknesses of the proposed CBTC systems and the suppliers' project management capabilities. NYCT should continue to maintain close working relationships with other transit properties who have implemented, or are implementing, new-technology signaling systems."

All of these practices, says Rumsey, "will be continued in Phase II and Phase III."

BART moves ahead with AATC
The other large-scale radio-based CBTC project in the U.S. is on BART (Bay Area Rapid Transit), San Francisco, where the AATC (Advanced Automatic Train Control) system, supplied by Harmon Industries, is in its final stages of testing and safety certification. Harmon has installed six VHLC (Harmon Vital Logic Controller) microprocessor interlocking controls, five in revenue service on the BART main line and one on the 2.5-mile AATC test track, that are CBTC-ready.

After extensive testing in a laboratory environment at Harmon, CBTC equipment was installed and given a trial run on the test track. "All the equipment-station computers, VHLCs, 2.4-GHz spread-spectrum radios, carborne equipment-was able to 'talk' out in the field, on the first day of testing," says BART Group Manager-Systems Capital Program Bob Miller.

BART has now applied to the California Public Utilities Commission for AATC safety certification. Testing will continue at least through August, with revenue service start-up of AATC expected by year-end. Phase II of the project will see AATC installed on five miles of the BART system.