• WMATA Automatic Train Control

  • Discussion related to DC area passenger rail services from Northern Virginia to Baltimore, MD. Includes Light Rail and Baltimore Subway.
Discussion related to DC area passenger rail services from Northern Virginia to Baltimore, MD. Includes Light Rail and Baltimore Subway.

Moderators: mtuandrew, therock, Robert Paniagua

  by STrRedWolf
 
Going through the report...
  • Alstom Gen2 track circuits were replaced (hopefully not with "newer" Gen2's)
  • Automatic operation classified "GoA2" (Automated enter/leave station, automated door opening, operator required) is set to return only on Red line during rush hour in Q4 Fiscal Year 2023.
  • All other lines estimated launch Q2 FY 2023.
  • WMATA is looking at switching to CBTC after the return.
  by Sand Box John
 
STrRedWolf]
Going through the report...

  • Alstom Gen2 track circuits were replaced (hopefully not with "newer" Gen2's)
  • Automatic operation classified "GoA2" (Automated enter/leave station, automated door opening, operator required) is set to return only on Red line during rush hour in Q4 Fiscal Year 2023.
4th quarter 2023 runs from April 1 to June 30 2023.

  • All other lines estimated launch Q2 FY 2023.
Actually it says Q2 FY 2024. 2nd quarter 2024 runs from October 1 to December 31 2023

  • WMATA is looking at switching to CBTC after the return.
WMATA has been looking into implement Communication Base Train Control sense the late 1990s.

When you consider WMATA has spent tens of millions of dollars replacing the signaling hardware on the original 103 mile part of the system which makes all of the hardware on the entire 129 mile system less the 20 years old, it makes no sense to even begin to start rolling out Communication Base Train Control until at least 25 years from now. It should also be noted that Communication Base Train Control is not the do all and be all to allow shorter headways. The single thing right now that controls the length of headways is station dwell times.
  by west point
 
Sand Box John wrote: Sun Dec 11, 2022 7:21 am The single thing right now that controls the length of headways is station dwell times.
DThat makes sense. What is the high average station dwell times and which stations?
  by Sand Box John
 
west point
DThat makes sense. What is the high average station dwell times and which stations?


Ballston, Bethesda, Columbia Heights, Crystal City, Dupont Circle, Farragut North, Farragut West, Foggy Bottom, Gallery Place, L'Enfant Plaza, Metro Center, McPherson Square, Pentagon, Pentagon City, Silver Spring and Union Station can be between of 30 and 45 seconds. To get headway under 2 minute you need dwell time that are 20 seconds or less.

The length of time there is no speed commands when a train is stopped at a platform is the minimum length of the dwell time.
  by STrRedWolf
 
Sand Box John wrote: Sun Dec 11, 2022 7:09 pm Ballston, Bethesda, Columbia Heights, Crystal City, Dupont Circle, Farragut North, Farragut West, Foggy Bottom, Gallery Place, L'Enfant Plaza, Metro Center, McPherson Square, Pentagon, Pentagon City, Silver Spring and Union Station can be between of 30 and 45 seconds. To get headway under 2 minute you need dwell time that are 20 seconds or less.
Given that it can take 5-10 seconds for the operator to move, open the control panel for the doors on the opposite side of the car, and push the button... yeah, I'd like that cut out with some auto-opening.
  by farecard
 
I've wondered if dwell could be reduced by designating the end doors as enter only, and the center as exit only.

Difficult to retrain the ridership, but as close to the Spanish solution as possible.
  by KTHW
 
Good luck getting people to enter/exit through the designated doors. People already try to get in the train before letting everyone off, and can’t even stand on the correct side of the escalator.
  by RandallW
 
Only allowing certain doors for entry/exit is a guarantee of longer dwell times--those trains can easily be too crowded to move a wheelchair or bicycle between doors like that.
  by octr202
 
Wouldn't the best bet (long term) be to switch to a four-door car design? Or are there reasons (other than maximizing seating versus standing capacity) why WMATA doesn't want to go this route?

Given how massive Metro cars are (compared to many other RT systems) I'm still surprised they stuck with the three-door layout.
  by west point
 
Well if automatic train control had been working then the drunk train operator would not passed out.
The train would have at least gotten the train to next station.
  by STrRedWolf
 
west point wrote: Thu Jan 05, 2023 11:21 pm Well if automatic train control had been working then the drunk train operator would not passed out.
The train would have at least gotten the train to next station.
It would of stopped the same way. They have to hold a deadman switch in position, regardless of automatic or manual operation. The operator would of passed out, slipped off the deadman, and stopped the train.

This is where in-cab cameras are needed.