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83-483: The R188 is a class of new technology (NTT) New York City Subway cars built by Kawasaki Heavy Industries for the A Division . The fleet entered service in 2013, displacing the 1980s-era R62A cars that operated on the 7 and <7> services, in conjunction with the automation of the IRT Flushing Line's signal system with communications-based train control (CBTC). The R188 order also expanded

166-413: A moving block system as shown in the second figure, the train position and its braking curve is continuously calculated by the trains, and then communicated via radio to the wayside equipment. Thus, the wayside equipment is able to establish protected areas, each one called Limit of Movement Authority (LMA), up to the nearest obstacle (in the figure the tail of the train in front). Movement Authority (MA)

249-409: A Frequency Spectrum for Critical Safety Applications dedicated to Urban Rail Systems) to reserve a frequency band specifically for radio-based urban rail systems. Such decision would help standardize CBTC systems across the market (a growing demand from most operators) and ensure availability for those critical systems. As a CBTC system is required to have high availability and particularly, allow for

332-488: A better adaptation of the transport offer to the actual demand, allows significant energy savings reducing the power consumption. The primary risk of an electronic train control system is that if the communications link between any of the trains is disrupted then all or part of the system might have to enter a failsafe state until the problem is remedied. Depending on the severity of the communication loss, this state can range from vehicles temporarily reducing speed, coming to

415-507: A careful analysis of the benefits and risks of a given CBTC architecture (centralized vs. distributed) must be done during system design. When CBTC is applied to systems that previously ran under complete human control with operators working on sight it may actually result in a reduction in capacity (albeit with an increase in safety). This is because CBTC operates with less positional certainty than human sight and also with greater margins for error as worst-case train parameters are applied for

498-516: A common car design; stainless-steel car bodies with a black (blue on the R211) front fascia on the "A" (cab) cars, open lexan -glass windows on non-cab ends allowing passengers to see through to the next car, and electronic outer route signs, as opposed to the rollsigns used by previous models. Improvements to the conductors' interface include the addition of speedometers as well as electronic consoles that monitor mechanical problems that may occur on

581-544: A fully redundant architecture of the CBTC system may however achieve high availability values by itself. In principle, CBTC systems may be designed with centralized supervision systems in order to improve maintainability and reduce installation costs. If so, there is an increased risk of a single point of failure that could disrupt service over an entire system or line. Fixed block systems usually work with distributed logic that are normally more resistant to such outages. Therefore,

664-418: A graceful degradation, a secondary method of signaling might be provided to ensure some level of non-degraded service upon partial or complete CBTC unavailability. This is particularly relevant for brownfield implementations (lines with an already existing signalling system) where the infrastructure design cannot be controlled and coexistence with legacy systems is required, at least, temporarily. For example,

747-573: A halt or operating in a degraded mode until communications are re-established. If communication outage is permanent some sort of contingency operation must be implemented which may consist of manual operation using absolute block or, in the worst case, the substitution of an alternative form of transportation . As a result, high availability of CBTC systems is crucial for proper operation, especially if such systems are used to increase transport capacity and reduce headway. System redundancy and recovery mechanisms must then be thoroughly checked to achieve

830-509: A high robustness in operation. With the increased availability of the CBTC system, there is also a need for extensive training and periodical refresh of system operators on the recovery procedures . In fact, one of the major system hazards in CBTC systems is the probability of human error and improper application of recovery procedures if the system becomes unavailable. Communications failures can result from equipment malfunction, electromagnetic interference , weak signal strength or saturation of

913-521: A more comfortable ride, and employ regenerative braking which converts the energy from brake application into electricity that is fed back into the third rail . All NTT trains are capable of being equipped with communications-based train control (CBTC) technology, which is installed in the "A" cars behind the train operator's cab. Until the late 2010s, only the R143s and R188s, as well as sixty-eight R160As, had been upgraded for automated service on

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996-503: A stop is being approached, and while idle at that stop. Lights turned off to indicate a stop already reached, or a part of the route not serviced on that particular trip. LED arrows at either end of the map indicate the direction of service. Electronic strip maps were first tested on the R110A and R110B in the 1990s. While an upgrade from static route maps, most of the strip maps can only facilitate one service and must be turned off when

1079-640: A train is used on another route. This problem is common on the 2 and 5 trains, which both use R142 cars based from the East 180th Street and 239th Street yards and have large amounts of route overlap on the IRT White Plains Road , Eastern Parkway , and Nostrand Avenue lines. The problem is also seen occasionally on the J/Z and L trains, which use R143 cars from the East New York yard that

1162-757: A variety of applications as shown in the figure below (mid 2011). They range from some implementations with short track, limited numbers of vehicles and few operating modes (such as the airport APMs in San Francisco or Washington ), to complex overlays on existing railway networks carrying more than a million passengers each day and with more than 100 trains (such as lines 1 and 6 in Madrid Metro , line 3 in Shenzhen Metro , some lines in Paris Metro , New York City Subway and Beijing Subway , or

1245-478: A wheel-rotation counter to make accurate stop announcements. The recordings began in the late 1990s and feature Bloomberg Radio on-air speakers, who volunteered at the request of their employer Michael Bloomberg , who would later become mayor of New York City. Voices include Dianne Thompson (for the 1, 2, and 3 (and the discontinued 9) trains), Melissa Kleiner (original voice of the 4 and 5 trains outside of Manhattan), Jessica Ettinger Gottesman (current voice for

1328-473: Is considered as a basic enabler technology for this purpose. There are four grades of automation available: CBTC systems allow optimal use of the railway infrastructure as well as achieving maximum capacity and minimum headway between operating trains, while maintaining the safety requirements. These systems are suitable for the new highly demanding urban lines, but also to be overlaid on existing lines in order to improve their performance. Of course, in

1411-436: Is evolving, making use of the latest techniques and components to offer more compact systems and simpler architectures. For instance, with the advent of modern electronics it has been possible to build in redundancy so that single failures do not adversely impact operational availability. Moreover, these systems offer complete flexibility in terms of operational schedules or timetables, enabling urban rail operators to respond to

1494-501: Is shared by all three services. To solve this problem, the MTA began replacing the individual strip maps for cars assigned to these routes in 2016, with combined strip maps showing both services; the R143s would later be retrofitted with strip maps that also show all stops used by all three services beginning in late 2019. The R160s, R179s, and R211s employ digital display systems as an advanced alternative to strip maps. These systems update

1577-419: Is the permission for a train to move to a specific location within the constraints of the infrastructure and with supervision of speed. End of Authority is the location to which the train is permitted to proceed and where target speed is equal to zero. End of Movement is the location to which the train is permitted to proceed according to an MA. When transmitting an MA, it is the end of the last section given in

1660-402: Is the use of leaky feeder cable that, while having higher initial costs (material + installation) achieves a more reliable radio link. With the emerging services over open ISM radio bands (i.e. 2.4 GHz and 5.8 GHz) and the potential disruption over critical CBTC services, there is an increasing pressure in the international community (ref. report 676 of UITP organization, Reservation of

1743-493: Is varying according to the continuous updates of the train location and speed, maintaining the safety requirements. This results in a reduced headway between consecutive trains and an increased transport capacity . Modern CBTC systems allow different levels of automation or grades of automation (GoA), as defined and classified in the IEC 62290–1. In fact, CBTC is not a synonym for " driverless " or "automated trains" although it

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1826-599: The BMT Canarsie Line in New York City was outfitted with a backup automatic block signaling system capable of supporting 12 trains per hour (tph), compared with the 26 tph of the CBTC system. Although this is a rather common architecture for resignalling projects, it can negate some of the cost savings of CBTC if applied to new lines. This is still a key point in the CBTC development (and is still being discussed), since some providers and operators argue that

1909-619: The Corona Yard and assigned to the 7 and <7> . The R188s are equipped with the latest control systems, HVAC , and public address systems to guarantee the utmost safety and passenger comfort. They are visually very similar to the R142s and nearly identical to the R142As , but due to electrical incompatibilities, in addition to being equipped with CBTC, the three types are not interoperable. Therefore, these cars are compatible only with

1992-478: The IEEE 1474 standard. CBTC is a signalling standard defined by the IEEE 1474 standard. The original version was introduced in 1999 and updated in 2004. The aim was to create consistency and standardisation between digital railway signalling systems that allow for an increase in train capacity through what the standard defines as high-resolution train location determination. The standard therefore does not require

2075-654: The L and 7 routes. During the late 2010s and early 2020s, most of the remaining R160s were also retrofitted with CBTC. All existing cars in the R142 and R142A fleets and future cars in the R211 and R262 fleets will also be equipped with CBTC in the future. The NTTs are the first rolling stock in the system to utilize pre-recorded train announcements, as opposed to live announcements from conductors. The recorded announcements are used for station information, closing doors, and other general messages. Station announcements rely on

2158-619: The Metropolitan Transportation Authority (MTA) beginning in 1982, when the subway "was on the verge of collapse" . The New Technology program officially began in 1988, the first effort at a technologically advanced subway car since the R44 in the early 1970s. In 1989, the MTA awarded contracts for two prototype test trains: the R110A (contract R130) for the A Division built by Kawasaki Heavy Industries , and

2241-503: The R110B (contract R131) for the B Division built by Bombardier Transportation . The two New Technology test trains (NTTTs) began service in June 1993, testing features that would be implemented on future mass-production orders. Both trains were taken out of service by 2000, due to multiple issues with the trains. In 1997, the first mass order of New Technology trains was placed for

2324-774: The R142 and R142A trains of the A Division (awarded to Bombardier and Kawasaki respectively), in order to replace the final 1,410 Redbird cars in operation. In 1998, a smaller contract of 212 cars, consisting of 100 in the base order and 112 in the optional order, was awarded to Kawasaki Heavy Industries, to build the R143 model for the B Division's BMT Eastern Division (primarily the BMT Canarsie Line 's L train). The first R142s and R142As entered service beginning in July 2000. The R143s began operation in February 2002. In July 2002,

2407-746: The R179 contract for 300 new B Division cars, to replace the 50 R42s on the BMT Jamaica Line ( J and ​ Z trains). In December 2012, preliminary designs began on the R211 B Division contract, which entails 940 cars in order to expand the system fleet, and to replace the R46 fleet, and the R44 fleet of the Staten Island Railway ; both models were built in the 1970s. Both

2490-516: The R62A sets that were previously used on the 7 , which are now on the 6 . This modification was done to make it easier for passengers to differentiate between an express or a local train. In the following year, car 7501 had the LCD destination indicator parts of its destination signs replaced with LED panels to make it aesthetically similar to the aforementioned route display. Cars 7505 and 7503 received

2573-711: The Singapore North East Line . CBTC has its origins in the loop-based systems developed by Alcatel SEL (now Thales ) for the Bombardier Automated Rapid Transit (ART) systems in Canada during the mid-1980s. These systems, which were also referred to as transmission-based train control (TBTC), made use of inductive loop transmission techniques for track to train communication, introducing an alternative to track circuit based communication. This technology, operating in

R188 (New York City Subway car) - Misplaced Pages Continue

2656-677: The U.S. Open 's sponsors during the U.S. Open. In 2024, the exterior of one set of R188s received temporary stickers depicting the McDonald's character Grimace . New Technology Train New Technology Train ( NTT ) is the collective term for the modern passenger fleet of the New York City Subway that has entered service since the turn of the 21st century. This includes the current R142 , R142A , R143 , R160 , R179 , R188 and R211 models, along with

2739-416: The signalling system perspective, the first figure shows the total occupancy of the leading train by including the whole blocks which the train is located on. This is due to the fact that it is impossible for the system to know exactly where the train actually is within these blocks . Therefore, the fixed block system only allows the following train to move up to the last unoccupied block 's border. In

2822-554: The 2010–2014 Capital Plan, 146 new cars were to be purchased. Of these new cars, 110 cars would go to make up 10 new eleven-car trains, while the remaining 36 cars were to be "C" cars that would go to expanding 36 CBTC upgraded R142A five-car sets (360 existing cars) to six-car lengths. The original planned total of 46 eleven-car trains (506 cars) would still result from this order. In the latest revision, however, only 88 new cars were to be purchased to form 8 new eleven-car trains, with 38 "C" cars, rather than 10 eleven-car trains. Likewise,

2905-544: The 30–60  kHz frequency range to communicate trains and wayside equipment, was widely adopted by the metro operators in spite of some electromagnetic compatibility (EMC) issues, as well as other installation and maintenance concerns (see SelTrac for further information regarding transmission-based train-control). As with new application of any technology, some problems arose at the beginning mainly due to compatibility and interoperability aspects. However, there have been relevant improvements since then, and currently

2988-709: The 4, 5, and 6 trains), Annie Bergen (for the 7 train and 42nd Street Shuttle), Catherine Cowdery (for the B, D, E, G, J, L, M, N, Q, R, (V discontinued), W, and Z trains), Kathleen Campion (for the A, C, and F trains, as well as the Franklin Avenue Shuttle and Rockaway Park Shuttle), and Charlie Pellett (for other announcements). Since 2018, Velina Mitchell has also done some of the announcements formerly performed by Pellett, particularly informational messages and station accessibility information. Female voices are typically used for station, route, and transfer/connection announcements, although Pellett announces

3071-426: The 4th quarter of 2015. On November 9, 2013, the first R188 train, consisting of cars 7811–7821, was placed in service on the 7 train as part of its 30-day revenue acceptance test. After successful completion, it entered revenue service by December 15, 2013. By July 2014, the delivery schedule had slipped by about 6–7 months. However, delivery of the cars sped up; all remaining R188 cars were expected to be delivered by

3154-728: The 7's fleet as part of the 7 Subway Extension , which opened in 2015. Of the 506 cars in the fleet, only 126 were built brand-new; the remaining 380 cars were originally part of the R142A fleet that entered service in 2000, before being upgraded to R188s with the installation of CBTC equipment. The fleet first entered passenger service on November 9, 2013, and the final cars were delivered in June 2016. The R188 fleet consists of 380 converted R142A cars that are numbered 7211–7590, as well as 126 brand-new cars numbered 7811–7936. Cars 7211–7590 (380 cars) used to be R142As and were converted to R188s from 2010 to 2016, car numbers 7811–7898 (88 cars) are

3237-701: The FIND has gone blank, the R179 FIND displays "Route change: this map is not in use", as opposed to the R160 FIND, which displays "Listen to train crew for announcement." The R211 introduces a new digital display system, known as the Flexible Ceiling Strip Display (FCSD). There are eight of these in each car, located above each set of doors. An LCD strip map displays the next ten stations, plus consecutive "further stops". The screens of

3320-619: The Flushing Line in 2012. The 23 new R188 cars from the base order (two eleven-car sets, 7811–7832, and one conversion set "C" car, 7899) were completed in mid-2012, delivered in November 2013, and entered service in December 2013. The 66 new option cars (7833–7898) were also completed in mid-2012 and have been delivered, while the remaining 37 new cars and the 370 conversions were set to be converted and delivered from February 2014 until

3403-511: The MA. It is important to mention that the occupancy calculated in these systems must include a safety margin for location uncertainty (in yellow in the figure) added to the length of the train. Both of them form what is usually called 'Footprint'. This safety margin depends on the accuracy of the odometry system in the train. CBTC systems based on moving block allows the reduction of the safety distance between two consecutive trains. This distance

R188 (New York City Subway car) - Misplaced Pages Continue

3486-539: The MTA Board suggested that Kawasaki Rail Car Corp., a subsidiary of Kawasaki Heavy Industries , be awarded the $ 3.7 billion base order for the first 535 new R211 cars. The cars are anticipated to be delivered from 2020 to 2023, with the option orders to be delivered by 2025. The R211 base order includes 20 R211T cars with open gangways ; 75 R211S cars for the Staten Island Railway, to be delivered near

3569-488: The MTA and Comedy Central to promote actress Awkwafina 's TV show Nora From Queens , the default pre-recorded announcements for the 7 train on the R188s were replaced with those from Awkwafina for one week. The announcements from Awkwafina featured jokes in addition to the standard station announcements. The agreement was the first time that the MTA has replaced train announcements as a form of advertising. In April 2024,

3652-529: The MTA announced plans to add 31,000 digital advertising screens in 5,134 cars, which were installed by Outfront Media starting in 2019. In 2020, the MTA started displaying real-time service metrics on the screens, such as service changes and dynamic transfer information. In the R211s, twelve digital advertising displays may be installed in each car, six on either side. There are also provisions for eight Flexible Wall Displays, which are to be mounted next to

3735-476: The MTA awarded contracts to Kawasaki and Alstom for the R160 order for the B Division, with options for up to 1,700 cars to replace many 1960s- and 1970s-era cars. The first R160 train, built by Kawasaki under the contract R160B, began service on August 17, 2006, on the N . The initial 660-car base order was filled by October 2008, with a total of 1,662 cars delivered by May 6, 2010. On May 5, 2010, Kawasaki

3818-428: The MTA indicated that it would record public service announcements by celebrities, which would be played on New Technology Trains for one year as part of a pilot program. The R142s, R142As, R143s, and R188s feature electronic "strip maps." These maps utilize a total of 63 amber LED lights, numbered 001–063, to display stops, with a plastic card on top showing the route, stations, and transfers. A light will flash when

3901-567: The R179 and R211 orders were supposed to replace the 222 remaining R32 cars, which were built in the 1960s and have run well past their expected lives, by the year 2022., however, in January 2020, it was decided that the R179 fleet was to replace all remaining R32s. The R179 order fell significantly behind schedule, with first test train delivered in September 2016. On January 19, 2018,

3984-625: The R211As were placed into revenue service on the A for a 30-day in-service acceptance test. In January 2019, the MTA announced that the R262s would be replacing the R62 and R62A fleets, a new fleet that would be ordered as part of a future capital program. In June 2023, the MTA hinted towards the existence of the R268 subway car contract. More information is to be announced. The NTT models utilize

4067-595: The R211s have the ability to display additional information when arriving at a station, such as specific bus transfers, elevator locations, and which car the customer is located in. When the display is not being used for wayfinding purposes, the FCSD will show the text "Route Change: This Map is Not in Use", a media display, or an informational message. New Technology Trains built between the 1990s and mid-2010s did not originally have digital advertising displays. In September 2017,

4150-565: The Sub-Surface network in London Underground ). Despite the difficulty, the table below tries to summarize and reference the main radio-based CBTC systems deployed around the world as well as those ongoing projects being developed. Besides, the table distinguishes between the implementations performed over existing and operative systems ( brownfield ) and those undertaken on completely new lines ( Greenfield ). This list

4233-462: The Yonkers plant instead of 207th Street Shop as part of that contract modification. The R188 contract was awarded in spring 2010 to Kawasaki Heavy Industries , who won by default since only two manufacturers qualified, and Bombardier Transportation opted not to bid on the contract, citing the small order and large requirement for engineering resources. The contract was specified at $ 87,094,272 for

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4316-414: The base order, which consisted of 33 cars (23 new cars and 10 conversions), and $ 384,315,168 for the option order, which consisted of 473 cars (123 new cars, and 350 conversions) for a total price of $ 471,409,440. According to a February 2012 update, the MTA had expected to have 8 conversion sets in service by the time that the 7 Subway Extension is opened for revenue service. In addition, the breakdown of

4399-645: The case of upgrading existing lines the design, installation, test and commissioning stages are much more critical. This is mainly due to the challenge of deploying the overlying system without disrupting the revenue service. The evolution of the technology and the experience gained in operation over the last 30 years means that modern CBTC systems are more reliable and less prone to failure than older train control systems. CBTC systems normally have less wayside equipment and their diagnostic and monitoring tools have been improved, which makes them easier to implement and, more importantly, easier to maintain. CBTC technology

4482-414: The communications medium. In this case, an interruption can result in a service brake or emergency brake application as real time situational awareness is a critical safety requirement for CBTC and if these interruptions are frequent enough it could seriously impact service. This is the reason why, historically, CBTC systems first implemented radio communication systems in 2003, when the required technology

4565-453: The converted R142As that feature CBTC. Like the R142s, R142As, and R143s , the R188s feature the electronic strip map with all stops on the 7 route. The maps come with an indicator that can be set to either a local or express train. On June 10, 2016, cars 7501–7928–7510 had their route signs modified with green circle/red diamond LED signs and a LED numbered-route display, similar to those on

4648-454: The design (e.g. guaranteed emergency brake rate vs. nominal brake rate). For instance, CBTC introduction in Philly's Center City trolley tunnel resulted initially in a marked increase in travel time and corresponding decrease in capacity when compared with the unprotected manual driving. This was the offset to finally eradicate vehicle collisions which on-sight driving cannot avoid and showcases

4731-530: The door leaves. Communication-based train control A CBTC system is a "continuous, automatic train control system utilizing high-resolution train location determination, independent from track circuits ; continuous, high-capacity, bidirectional train-to-wayside data communications; and trainborne and wayside processors capable of implementing automatic train protection (ATP) functions, as well as optional automatic train operation (ATO) and automatic train supervision ( ATS ) functions," as defined in

4814-434: The end of July 2016, but the last R188 cars were delivered on June 14, 2016. By July 22, 2016, all R188s were in service. In January 2020, as part of an agreement between the MTA and Comedy Central to promote actress Awkwafina 's TV show Nora From Queens , the default pre-recorded announcements on the R188s were replaced with those from Awkwafina for one week. The announcements from Awkwafina featured jokes in addition to

4897-591: The end of the base order; and 440 cars similar to the R143/R160 series, operating in five-car units. The cars will be assembled at Kawasaki's factories in Lincoln, Nebraska , and Yonkers, New York . After multiple delays, the first R211A test train was delivered in July 2021, with the production cars being delivered between 2021 and 2023. The first of the R211Ts were delivered on October 31, 2022. On March 10, 2023,

4980-569: The majority of the transfers on the A Division instead of the female voices. Pellett's recordings are used for most of the remaining announcements, most notably "Stand clear of the closing doors, please" before train doors closing, but also for safety announcements such as " Please be careful of the gap between the platform and the train " before entering a station with curved platforms, and "If you see something, say something." With regard to why certain messages are voiced by males and others by females, MTA spokesperson Gene Sansone said in 2006, "Most of

5063-409: The modern CBTC systems the trains continuously calculate and communicate their status via radio to the wayside equipment distributed along the line. This status includes, among other parameters, the exact position, speed, travel direction and braking distance . This information allows calculation of the area potentially occupied by the train on the track. It also enables the wayside equipment to define

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5146-548: The new R188 cars built to supplement the increase in 7 service, and cars 7899–7936 (38 cars) are the new R188 "C" cars built to expand converted R142A sets from five cars to six cars (Most A-Division lines use 10-car trains, while the 7 and <7> use 11-car trains, necessitating the addition of one new car to convert the sets). The R188 contract was divided into two sub-orders: 33 main order cars (7211–7220, 7811–7832, and 7899) and 473 option order cars (7221–7590, 7833–7898 and 7900–7936). Currently, all R188s are maintained at

5229-402: The number of conversion cars was altered to 370. This change was made because only two sets of ten-car R62As were needed for fleet expansion of the mainline IRT, as opposed to the previously projected four sets, and thus the MTA and Kawasaki opted to convert two additional R142A train sets instead of manufacturing two new sets. The MTA also decided to have Kawasaki perform all of the conversions at

5312-420: The orders are given by a male voice, while informational messages come from females. Even though this happened by accident, it is a lucky thing because a lot of psychologists agree that people are more receptive to orders from men and information from women." Manual announcements can still be made over the public address system by train operators and conductors. In January 2020, as part of an agreement between

5395-601: The planned R262 and R268 models. Two prototypes, the R110A and R110B , were used to test the features that would be found on all NTT trains today. Sometimes referred to as New Millennium Trains , they are known for improvements in technology, energy efficiency, reliability, and comfort along with advanced passenger information systems. All of these trains are capable of operating with communications-based train control (CBTC)—which can allow for automatic train controls and compatibility with updated signal systems—and either already have CBTC or are scheduled to be retrofitted with

5478-418: The points on the line that must never be passed by the other trains on the same track. These points are communicated to make the trains automatically and continuously adjust their speed while maintaining the safety and comfort ( jerk ) requirements. So, the trains continuously receive information regarding the distance to the preceding train and are then able to adjust their safety distance accordingly. From

5561-449: The protected section for each train is a "block" that moves with and trails behind it, and provides continuous communication of the train's exact position via radio, inductive loop, etc. As a result, Bombardier opened the world's first radio-based CBTC system at San Francisco airport 's automated people mover (APM) in February 2003. A few months later, in June 2003, Alstom introduced the railway application of its radio technology on

5644-485: The reliability of the radio-based communication systems has grown significantly. Moreover, it is important to highlight that not all the systems using radio communication technology are considered to be CBTC systems. So, for clarity and to keep in line with the state-of-the-art solutions for operator's requirements, this article only covers the latest moving block principle based (either true moving block or virtual block , so not dependent on track-based detection of

5727-543: The remaining 276 are arranged in six-car sets. Six extra R188 trainsets were ordered in conjunction with CBTC installation and 7 Subway Extension . The trains are configured so that the five-car consist on each train is located on the Manhattan-bound end and the six-car consist is located on the Main Street-bound end, due to the position of conductor's boards on platforms along the 7 route. According to

5810-508: The route, route information, and advertisements, as well as a dynamic red, yellow, and green LED strip map that displays the next ten stations, plus five consecutive "further stops" to riders. Although they function the same on both models, the FIND systems used on the R179s have slight differences. The LCD displays where the route's emblem is displayed are slightly larger than those on the R160s. If

5893-517: The same modifications in mid-2019 and mid-2020, respectively. It is currently unknown if the remainder of the rolling stock will be retrofitted with these features. In April 2017, car 7502 was equipped with a special test truck, replacing the original truck found on other cars. In September 2018, cars 7847–7848 were fitted with new LCD advertisement screens, replacing the traditional paper advertisements that are usually located there. Various additional cars have since been fitted with these screens. At

5976-480: The specific traffic demand more swiftly and efficiently and to solve traffic congestion problems. In fact, automatic operation systems have the potential to significantly reduce the headway and improve the traffic capacity compared to manual driving systems. Finally, it is important to mention that the CBTC systems have proven to be more energy efficient than traditional manually driven systems. The use of new functionalities, such as automatic driving strategies or

6059-452: The standard station announcements. The agreement was the first time that the MTA has replaced train announcements as a form of advertising. In September 2022, New York Mets television broadcast announcers Ron Darling , Keith Hernandez , and Gary Cohen recorded announcements for the R188s. The R188s have also been the subject of promotional advertising wraps. For example, the exteriors of several trains have been covered in advertisements for

6142-577: The stations at every stop, also giving the number of stops to each station listed. As the displays can be used by multiple routes instead of one, this allows for instant route or line changes with the correct information, which includes, but is not limited to, omitting certain stops (displayed as "Will not stop" in red). The R160s and R179s employ a system called the Flexible Information and Notice Display, or FIND. There are three of these in every car. This includes an LCD screen displaying

6225-497: The system. Much of the engineering and construction efforts for the fleet have been done by Kawasaki Heavy Industries and Bombardier Transportation , with Alstom also participating in the construction of the R160 fleet. This is a list of all NTT trains operated by the New York City Subway, as well as future trains and retired trains of the MTA. The New Technology program emerged from modernization efforts by

6308-474: The time that the R188 order was placed, 40 eleven-car sets of R62As were assigned to the 7 service. The R188 order originally consisted of 186 new cars, as well as 131 converted R142A cars compatible with communication-based train control (CBTC) and an additional 189 R142A conversion kits for the MTA, totaling a possible 506 cars, or 46 eleven-car trains. Of these 506 cars, 230 are arranged in five-car sets while

6391-499: The train. The cars feature a white fiberglass interior with blue-gray plastic bench seats both to combat vandalism, along with bright fluorescent lighting and LED interior passenger information signs. The bench-style seats, designed with lumbar supports, also replaced the bucket-style seats used on rolling stock built in the 1970s and '80s, which were uncomfortable for some passengers and harder to clean. The trains utilize an airbag suspension (replacing conventional springs) for

6474-520: The trains) CBTC solutions that make use of the radio communications . CBTC systems are modern railway signaling systems that can mainly be used in urban railway lines (either light or heavy ) and APMs , although it could also be deployed on commuter lines . For main lines , a similar system might be the European Railway Traffic Management System ERTMS Level 3 (not yet fully defined ). In

6557-517: The trainsets has been disclosed. Operationally, the R188s are coupled as such: A-B-B-B-A+A-B-B-B-C-A where dashes signify link bars, and the addition sign denotes couplers. Thirty-eight R142A B cars, therefore, were converted into R188 "C" cars, in addition to the 38 deliveries of new "C" cars (not including the "C" cars in the eight new 11-car sets). The 10 converted R142A cars from the base order (7211–7220) were completed in December 2011 at Kawasaki's Yonkers facility and were delivered for testing on

6640-414: The use of moving block railway signalling, but in practice this is the most common arrangement. Traditional signalling systems detect trains in discrete sections of the track called ' blocks ', each protected by signals that prevent a train entering an occupied block. Since every block is a fixed section of track, these systems are referred to as fixed block systems. In a moving block CBTC system

6723-401: The usual conflicts between operation and safety. The typical architecture of a modern CBTC system comprises the following main subsystems: Thus, although a CBTC architecture is always depending on the supplier and its technical approach, the following logical components may be found generally in a typical CBTC architecture: CBTC technology has been (and is being) successfully implemented for

6806-460: Was awarded the contract for the R188 A Division order, to provide 46 CBTC -ready 11-car trains for the IRT Flushing Line ( 7 and <7> ​ trains). Unlike the other orders, the R188 constructed only 126 new subway cars, with the remaining 380 cars consisting of converted R142As. The first R188s entered service on November 9, 2013. On June 4, 2012, Bombardier was awarded

6889-413: Was mature enough for critical applications. In systems with poor line of sight or spectrum/bandwidth limitations a larger than anticipated number of transponders may be required to enhance the service. This is usually more of an issue with applying CBTC to existing transit systems in tunnels that were not designed from the outset to support it. An alternate method to improve system availability in tunnels

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