CBTC Installation, Performance, Planning, and Progress

How does the Communications based train control system that is used on the L subway line differs from the audio frequency track control and the traditional control systems used in the nyc subway?

CBTC, uses a 'moving block' system. Instead of specific waysides points indicating the beginning and end of blocks, the length and placement of the block can change as needed. So, if a train is following another say 400ft behind, a slower speed is enforced than if the train was following 800ft behind. The distance between the trains is calculated by wayside radio transponders and a restrictions are applied as neccessary. There is also no need for automatic signals, just home signals at interlockings, which show a flashing green aspect when CBTC is enforced. This allows the trains to operate under shorter headways, and allows the RTC to know exactly where all trains are at any time.

When the cbtc is implemented what will happen to the trip arms for speed control?

Not certain, they might take them out at the automatic signals, and leave them at home signals. The CBTC would be able to stop the train should it go overspeed at any point, not just in front of timer signals, so the trip arms wouldn't really be necessary, they might leave them in as a precaution. I haven't gotten down to the Carnarise Line lately to have a look, I'll have to do that.

Are there plans to introduce CBTC signalling on the numbered 7 subway lines as similar to the L line as a test project?Will the equipment be of the same type?

Not sure on the (7) line, but I have heard that track Y3 on the Eastchester line (5) will be set up to test CBTC with IRT equipment. Not sure when that starts though. Track Y3 is not signalled at all right now and testing on it should not effect any other services.

The 7 may recieve CTBC/ATO next, dependent on the L's program results.

Hello,

Is there someone here that could give me some feedback about the use of the Trainguard system from Siemens on the Canarsie Line L at New York ?

- How is NYCT satisfied by using it ?

- What is its availability ?

- How it is implemented with the old signal system ?

May you have a name at NYCT that could answer to me ?

Can a conventional Nyc subway train in the large division can pass on the areas with CBTC system as in the L line?

Yes, the Siemens Trainguard MT system which the Canarsie line uses can support both CBTC and non-CBTC equipped trains. Here is a link which talks about how the system works and also does mention the NYC project.

http://www.nwe.siemens.com/denmark/inte ... TC_eng.pdf

The 7 when resignalled to CBTC is going with the Alstom Urbalis system but will still allow mixed operations as well.

Is the CBTC signaling the same on the 7 line as on the L train?

If voltage and platform size weren't issues, could 7 train equipment use the the signaling on the L line?

FRN9 wrote:Is the CBTC signaling the same on the 7 line as on the L train?

If voltage and platform size weren't issues, could 7 train equipment use the the signaling on the L line?

The concept is the same but the equipment that will - eventually - be installed on the 7 will be a later version (which, of course, will be obsolete by the time installation is finished and trains go live).

I doubt that the 7 train cars would be able to work well with the L line CBTC.

7 Line CBTC is on schedule, slated to be complete by 2016 or Q1 2017.

The systems are not the same, Canarsie is Siemens, Flushing is Thales.

Kamen Rider wrote:The systems are not the same, Canarsie is Siemens, Flushing is Thales.

Kamen,

What about power? Is it possible to run the 625V A div trains on 600V B div power? Does anyone know about any hybrid technology that would switch between both voltages?

Thanks,