NYCT selected the “CBTC Joint Venture” of Siemens Transportation Systems
Inc. (formerly MATRA Transport International), Union Switch & Signal, Inc.
and RWKS Comstock to be the Lead Contractor for Phase II of the NYCT Canarsie
Line Communications Based Train Control Project. A 5-year contract worth $133
million was awarded in December 1999.
Phase II of the Canarsie Line project involves resignaling the entire
Canarsie Line (22 track miles) and furnishing CBTC equipment for 212 new R143
cars. Siemens is responsible for the design and supply of the carborne and
wayside CBTC subsystems (including the data communications system); an Automatic
Train Supervision subsystem and overall project management and systems
integration. US&S is responsible for the design and supply of Auxiliary
Wayside System (AWS) including six relay-based interlockings, track circuits,
wayside home and approach signals and automatic train stops. RWKS Comstock
is responsible for equipment installation and associated equipment room
The CBTC system proposed by the Joint Venture for the Canarsie Line is based on the RATP Meteor Line system that successfully enter service in October 1998. The major changes are those required to accommodate NYCT's specific operating environment (e.g. Meteor Line is driverless - Canarsie Line is not; Meteor Line uses inductive loop - Canarsie Line uses radio). NYCT's objectives are to maximize the reuse of the Meteor Line design in order to minimize new software development and associated safety re-certification risks. The Meteor Line system was specifically developed to support mixed-mode operations which was one of the attractions for NYCT.
|July, 2001||First New Interlocking in Service (Bway Jct)|
|July, 2002||Preliminary Design Review|
|Preliminary Interoperability Interface Specs Prepared|
| July, 2003
|Final Design Review-Initial SW Version|
|Start carborne equipment installation|
|Initial CBTC Testing begins|
| Feb, 2004
|Shadow Mode- Rockaway to Livonia|
|First section CBTC in revenue service|
|Aug, 2004||All cars equipped and ready for revenue service|
| Dec, 2004
|CBTC in Service – entire Canarsie Line|
|Dec, 2005||CBTC in service – Canarsie Yard|
During the Preliminary Design Phase, NYCT has worked closely with the CBTC
Joint Venture to establish final system and subsystem requirements and
interoperability interface specifications. This includes approval of
the System Functional Specifications and the System Design Document which are
intended to freeze the system functional requirements and lead to the designs
for each subsystem. Some new functional requirements have been identified in
this process, including the addition of CBTC protection in yards, a traffic
interlock for RM mode and detection of wrong-side track circuit failures.
These functions will be introduced as a later software version in 2005.
The Design Review process is about 97% complete. A majority of the system
hardware and software documentation has been submitted to NYCT with the the
remaining design submittals being related to testing and system safety. The
development of typical circuits for AWS to CBTC interfaces has been completed.
NYCT is now attending First Article Inspections for each subsystem’s hardware
and Factory Acceptance Tests are scheduled for June.
The development of a system cutover plan/schedule and field integration test
plan continues with general agreement on the sequence and scope of each stage of
the cutovers. This is closely linked to the training schedule in order to have
sufficient training of train operators and conductors prior to the first section
going into revenue service. A final draft of CBTC Operating Rules is being
circulated for Approval and the development of operating procedures for CBTC is
app. 50% complete.
The carborne CBTC equipment will be installed by NYCT forces on new R143 cars
currently being procured from Kawasaki. These cars feature AC traction, full
width cabs, and wide use of train networks. The CBTC interfaces to the cars has
been carefully co-ordinated so that the cars will be “CBTC ready”.
This means that space, power and all interface wiring for CBTC is provided,
making equipment installation a relatively simple task. The first of these
units, made of 4 car semi-permanently coupled cars, was delivered in May 2001
and the 30 day acceptance tests were completed Jan 2002. There are
currently 13 eight car R143 units accepted for operation on the Canarsie Line.
The CBTC Joint Venture has installed a set of “prototype” CBTC equipment
on a 4 car unit to be used in testing the radio network and car interfaces,
including simulation of ATO. Several months of this testing has
taken place on the Chauncey Middle Test Track (adjacent to East New York shop)
which also includes some CBTC wayside equipment; this testing is now
completed. The 1 year revenue testing of the OSMES optical positioning and
speed sensing subsystem began in early February.
The installation of conventional wayside signal equipment is progressing.
Construction of relay and CBTC rooms is 90% complete. The new interlocking at
Rockaway Parkway was placed in service (pre-CBTC) in Nov 2002, on schedule,
including a revised track layout to allow direct movements into all yard tracks
from the mainline.
The CBTC Joint Venture will also establish Interoperability Interface standards for future CBTC systems on NYCT (Phase III). The objective of Phase III is to successfully develop and validate Interoperability Interface Specifications so that multiple contractors are pre-qualified to bid on future NYCT CBTC equipment procurements (both wayside and carborne). Phase III is also not, in any way, a consensus standard development effort; the system architecture, functional allocations, interfaces and protocols are defined by the Leader. The Follower contracts were awarded to Alstom and Alcatel for $13 to $16 million each and will involve demonstrating interoperabilty on the Culver Test Track. These demonstrations will take place in late 2003 to early 2004.
The Preliminary Interoperability Interface Specifications were delivered in
A substantial update to these specifications was delivered in December 2002.
These are substantial documents (now over 600 pages) and are being thoroughly
reviewed by NYCT and the Followers.
Interoperability for NYCT primarily means cars equipped by one CBTC
contractor can operate with wayside systems supplied by another contractor and
vice versus. Interoperability is also required between coupled 4 car sets
equipped by different contractors, and between adjacent wayside territories by
different contractors. NYCT is not looking to achieve interchangeability
of subsystems or subsystem components.