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| Re: MTA Bottleneck Report (1650339) | |||
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Re: MTA Bottleneck Report |
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Posted by HANDBRAKE on Sat Aug 22 22:11:42 2026, in response to Re: MTA Bottleneck Report, posted by Lou from Brooklyn on Thu Jul 30 10:29:58 2026. One possible easy fix at DeKalb is to make use of existing Bluetooth BEACON train tracking transmitters installed at every operating train cab. B Division countdown clocks utilize Beacon transmitters that when detected, are tied to NYCT's I-TRAK train dispatch database. I-TRAK tracks all train intervals to include train consist car numbers. Most if not all B Division terminals and master towers track train movements via I-TRAK. A rail car mounted Beacon UHF transmitter will transmit a coded RF signal that identity's the rail car it is associated with. Each 8 or 10 car train has a minimum of four Beacon transmitters all located within operating capable cabs that, when approaching a station, is detected by saucer shaped antennas located at or near station tunnel entrances. Track geometry plays a major role with how soon a Beacon signal can be detected, processed through I-TRAK to identify the interval, and then displayed on an overhead train arrival display. To ensure redundancy to train identification, installing beacon receivers in proximity to tunnel portals at the Brooklyn end of the Manhattan Bridge at a length to capture, at a minimum, the first and the two center operating cabs of a train. This will ensure sufficient redundancy in RF signal identification should the Beacon transmitter in the operating cab not be operational. Once detected, the transmitted Beacon signal is processed through the I-TRAK database, and then the interval is displayed to tower operators using their existing I-TRAK PC’s or via an independent overhead display that will correctly identify an interval for routing through the interlocking plant. The same principle can be applied to northbound trains approaching DeKalb. The use of Beacon with the existing practice of a train operators punch will reduce or eliminate the requirement to first identify all inbound trains from the Manhattan bridge via a tunnel mounted CCTV camera to ensure a correct lineup by the tower. Using the existing Beacon infrastructure, the MTA potentially has in place an interim solution that will help reduce congestion at DeKalb junction until CBTC has been implemented. My familiarity with the Beacon project in late 2016, and during the RTO VHF Radio Narrowband contract, was at what was then known as NYCT CPM, now MTA C&D. Underground station installations were performed by in-house forces. The project lead was MTA IT, and not CPM. Sometimes thinking out of the box helps solve problems. At the MTA the box is very big. |
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