New York City Transit (NYCT) has undertaken a program to install CBTC (Communications Based Train Control) technology. While this significant undertaking involves many subsystems, the most complex subsystem, both technically and from the logistics of implementation, is the carborne. The definition of the CBTC interface requirements in the R143 cars, a process that began one year prior to the award of the CBTC contract, was successful, although complicated by a major change in design of the carborne CBTC equipment, after the cars were delivered. That change necessitated a major modification to the interfaces. The subsequent installation and test of the actual CBTC equipment also brought many challenges to the project team. Beginning in late 1998, NYCT contracted with a car builder (Kawasaki Rail Car, Inc.) to construct and deliver a CBTC ready vehicle. Sufficient space, power, mounting points, and cabling were provided and functionality designed into the car-side subsystems. The interface design was originally developed for all 3 potential CBTC supplier systems, however after the award of a contract to the CBTC contractor in 1999; the interfaces were refined to match only the lead supplier’s systems. New York City Transit, in partnership with the CBTC supplier undertook the task of installation and testing of the carborne CBTC equipment in a 14-month production program. Prior to the start of work, the Contractor developed an installation program manual. This manual has provided the insight and guidance needed for NYCT car shop personnel to understand the significance of the installation process, while also providing a mechanism to maintain records for verification of installation work. At the time of writing, the installation and test activities are 14 months into this program. As the program progressed, the use of statistical process control charts and the presence of support staff representing NYCT Capital Program Management (the CBTC sponsoring Department) helped to identify variances and led to corrective action to improve the installation process. Finally, the testing process has involved significant coordination efforts between the contractor, car equipment engineering, the operating department, project management, and maintenance of way. Various combinations of configuration were tested including single and coupled units and dynamic tests that included automatic train operation (ATO) conducted on an existing operational line. This paper discusses key interface implementations by the Contractor, testing tools and processes, and lessons learned during the carborne installation, testing and commissioning program.

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