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| Re: TA is obsessed with CBTC, and ''New'' tech for no reason. (578696) | |||
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Re: TA is obsessed with CBTC, and ''New'' tech for no reason. |
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Posted by trainsarefun on Fri Feb 29 23:56:10 2008, in response to Re: TA is obsessed with CBTC, and ''New'' tech for no reason., posted by Forest Glen on Fri Feb 29 23:34:59 2008. CBTC/ATO has worked on transit systems in Washington DCWMATA uses CBTC? WMATA's ATO seems to be the cause of a lot of their delays, actually, and platform overshoots, which seem to be concentrated in bunches (which is strange, because given the pattern, one might think that they'd revert to control by the train engineers at the first sign of trouble, but historically at least, WMATA seemed quite biased against doing that). It can work in New York. This is the 21st century. New Yorkers deserve a modern and reliable system. Is the traditional block system used by NYCT not reliable? (If you're tempted to answer 'no', then think of incidents in which WMATA accidents have led to NTSB reports in the last two decades or so, and the potential loss of life and risk of injury). That said, some aspects of CBTC will be a positive - positive train control and all of that - as applied to NYCT, let's see. We'll also see how PATH does with it, in our area. I assume that LIRR has chosen firmly not to experiment with CBTC (from 6/1999 Railway Age): On the Long Island Rail Road, there are nearly 300 grade crossings, which present a formidable safety problem. New Hyde Park, where one of the busiest crossings is located, is the site of the Intelligent Grade Crossing demonstration, which is being conducted with the New York State Department of Transportation and FRA. With technology provided by Alstom Signaling, LIRR is attempting to demonstrate the basic capability of CBTC to deliver consistent grade crossing warning times, and its ability to be integrated with ITS. Alstom Signaling is currently re-engineering the test installation to be compatible with the SACEM-based CBTC technology it's testing for the Canarsie Line project. LIRR's grade crossing program is a key part of its 20-year, $700 million Signal Strategy program, inaugurated two years ago. LIRR plans to adapt whatever CBTC system sister agency New York City Transit selects. Its long-term objective is to implement CBTC system-wide-what President Tom Prendergast calls an "all or nothing" approach. LIRR, like most commuter rail agencies, is finding it increasingly difficult to keep up with growing ridership. New signaling technology, Prendergast feels, is not developing fast enough to keep up with demand. "My fear is that we will have to remain committed to a signal system with limited throughput and safety capacity," he says. Compare to the 9/2007 LIRR Assessment. |
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