page_title: Signaling of the New York City Subway
section_title: Automation
hierarchical_section_title: Signaling of the New York City Subway / Automation
caption_attribution_description: 34 St-Hudson Yards Station
context_page_description: Most trains on the New York City Subway are manually operated. The system currently uses Automatic Block Signaling, with fixed wayside signals and automatic train stops. Many portions of the signaling system were installed between the 1930s and 1960s. Because of the age of the subway system, many replacement parts are unavailable from signaling suppliers and must be custom built for the New York City Transit Authority, which operates the subway. Additionally, some subway lines have reached their train capacity limits and cannot operate extra trains in the current system.
  There are two different schemes of signaling in the system. The most used scheme is used on all B Division lines, originally built to the Brooklyn–Manhattan Transit Corporation and Independent Subway System's wider specifications, and on most of the A Division lines, built to the narrower specifications of the Interborough Rapid Transit Company. An older system was used on all of the A Division, but with the conversion of the IRT Dyre Avenue Line signals to the B Division scheme in September 2017, this system is no longer in use.
context_section_description: Trains using CBTC locate themselves based on measuring their distance in relation to fixed transponders installed between the rails. Trains equipped with CBTC have a transponder interrogator antenna beneath each carriage, which communicates with the fixed trackside transponders and report the trains' location to a wayside Zone Controller via radio. Then, the Controller issues Movement Authority to the trains. This technology upgrade will allow trains to be operated at closer distances, slightly increasing capacity; will allow the MTA to keep track of trains in real time and provide more information to the public regarding train arrivals and delays; and will eliminate the need for complex interlocking towers. The trains are also equipped with computers inside the cab so that the conductor can monitor the train's speed and relative location. The wayside controllers themselves are located in enclosed boxes that can withstand floods and natural disasters. The traditional block systems will remain on these lines despite the installation of CBTC.
  The block system handles all control and supervision of routes through interlockings including switch (point) control and switch status, for broken rail protection, and tracking of trains that are not operating using CBTC. Lines equipped with CBTC are fully track-circuited with power frequency, single-rail track circuits. However, broken-rail protection is only guaranteed on one of the two rails of a track. Equipment aboard every train identifies the location of the train using wayside transponders as a basis. Once the Zone Controller has determined, based on track circuit information and train localization, that the CBTC train is a single discrete train, they use this information to grant movement authorities based on conditions ahead. The CBTC Zone Controller functions then as an overlay which only provides safe separation of trains and cannot do so without interaction from the Wayside (Legacy) Signaling system. Trains, with CBTC, can then operate closer together, although as before, platform dwell times and train performance are the true limiting factors in terms of headway performance. With the new system, signals and interlockings are still required, their job being done better by relay interlockings or Solid State Interlocking controllers. The ATS system at the Control Center is not a vital system and serves only to automate the routing of trains based on the overall timetable. The location of the train is also used to inform passengers of arrival times. The MTA's form of CBTC uses a reduced form of the old fixed-block signaling system, requiring that both be maintained at high cost.
  Only newer-generation rolling stock that were first delivered in the early 2000s are designed for CBTC operation. These rolling stock include the R143s, R188s, and 68 R160s (fleet numbers 8313–8380). However, the remaining of the R160 fleet is also proposed to receive CBTC for Queens Boulevard automation. Future car orders are also being designed to be CBTC-compatible, such as the R179 and the R211. After the retirement of the R68 and R68A cars, all revenue cars, except those on the G, J, M, and Z trains as well as the shuttles, will be equipped with CBTC. The BMT Canarsie Line was the first line to implement the automated technology, using Siemens's Trainguard MT CBTC system.
  Most subway services cannot significantly increase their frequencies during rush hours, except for the 1, G, J/Z, L, and M trains (the L service already is automated with CBTC). Therefore, transit planners are viewing the installation of CBTC as a way to free up track capacity for more trains to run, and have shorter headways between trains. However, installing CBTC in the New York City Subway is harder than in other systems due to the subway's complexity. The MTA hopes to install 16 miles (26 km) of CBTC-equipped tracks per year, while the Regional Plan Association wants the MTA to install CBTC signals on 21 miles (34 km) of tracks per year.
  However, even without CBTC, the system is currently retrofitted to operate at frequen
caption: CBTC is being overlaid onto the traditional block signaling system.[38] For example, this block signal located at the 34th Street–Hudson Yards station on the IRT Flushing Line, is being automated.
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