Yes, but It’s not the same type of network. And the voice network would not have the same type of redundancy required for a CBTC system.

In CBTC it uses a system of transponders with a known, fixed location that work with onboard equipment to let the train know exactly where it is. That position info then gets relayed back to the larger ATC system via the CBTC radio network.

The current system uses track circuits to detect the presence of a train within a block. It’s only capable of saying “yes, there’s a train somewhere in this block”. The train doesn’t necessarily know exactly “where” it is, it just responds to speed commands from the ATO system.

CBTC requires constant bi-directional communication with all trains along every inch of track. So more track means more antennas and more zone controllers. Zone size can vary greatly depending on tunnel architecture or above ground alignment.

Well, considering New York is doing 75 miles of track for $5.4B, $5.6B for our 129 miles is at least better. Transit costs are way too inflated in the US for sure, not trying to say otherwise.

Technically, it doesn’t fall neatly into level 2 or level 3. It shares parts of both. For example, while it does have the option to open AND close doors “automatically,” it won’t do either unless the “berthed” button is pressed in the cab upon a successful stop. It still requires an operator.

It’s likely because they’re already halfway there. Upgrading an existing automation system and the infrastructure involved is easier than moving to CBTC from a completely non-automated model. There’s a lot of wayside infrastructure that’s already in place and could be repurposed.

What’s the source on CBTC already being installed? Hadn’t heard that. I doubt they’ve had the resources to do that on top of restoring the existing ATC system.

The automation they’re talking about doesn’t mean they’re planning to remove operators. The job will change slightly, yes, but they will likely become more of a conductor than a driver. This automation essentially just improves upon the existing automation by moving away from fixed-block signaling.

The silver post with the little led display contains IR sensors which detect someone approaching the unit. It’s set back from the front of the unit so that it can get back up to normal speed by the time the passenger steps on.

This particular implementation is less about flow control and more about the power-saving variable speed escalators units that slow down when they haven’t been used in a while.

Ooooooo that’s smoooth 10/10