Сигнализация и автоматизация в Нью-Йоркском метрополитене.

none

Most trains on the New York City Subway are manually operated. as of 2022, 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 have been two different schemes of signaling in the system. The current scheme is used on all A Division and B Division lines, originally built to the Brooklyn–Manhattan Transit Corporation (BMT) and Independent Subway System (IND)'s specifications. An older system was previously 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. As part of the modernization of the New York City Subway, the Metropolitan Transportation Authority (MTA) plans to upgrade and automate much of the system with communications based train control (CBTC) technology, which will automatically start and stop trains. The CBTC system is mostly automated and uses a moving block system—which reduces headways between trains, increases train frequencies and capacities, and relays the trains' positions to a control room—rather than a fixed block system. The implementation of CBTC requires new rolling stock to be built for the subway routes using the technology, as only newer trains use CBTC.

Speed control on the subway is ensured by "time signals". A timer, counting up, is started as soon as the train passes a certain point and will clear the signal ahead as soon as the predefined time elapsed. The minimum time is calculated from the speed limit and the distance between start of timer and signal. "Time signals" are distinguished into "grade timers" for speed supervision at grades, curves or in front of buffer stops, and "station timers" to allow one train to enter a station just as another is leaving, as long as these trains are going at a reduced speed.

"Repeater signals" are also used to maintain safe train operation around curves. These signals repeat the indication of a signal up ahead around a curve, and are located on the opposite side of the track from the signals they repeat. After a collision between two trains on the Williamsburg Bridge in 1995, in which a train operator was killed after speeding his train into the back of another, the MTA modified both signals and trains to lower their average speeds. Trains' maximum speeds were reduced from to , and the MTA installed grade time signals around the system to ensure that a train could only travel under a certain maximum speed before it was allowed to proceed. Some of these time signals malfunctioned: they prevented trains from passing even if the operator had slowed down the train to the speed that was indicated, and so some operators slowed trains further in case a time signal forced trains to wait for longer than was indicated. This resulted in overcrowded trains, since fewer trains per hour were able to proceed on certain sections of track. By 2012, over 1,200 signals had been modified, and of these, 1.1% (13 signals) caused passengers to spend 2,851 more hours on trains per weekday, compared to before the modifications. as of 2017, some of the oldest block signals in the system were 80 years old, and they broke down frequently, causing more delays and prompting the MTA to declare a state of emergency for the subway in 2017. An MTA investigation found that between December 2017 and January 2018, broken signals caused 11,555 train delays. In summer 2018, New York City Transit started evaluating twenty places where signal timers affect service the most. Speed limits have remained relatively unchanged even as improvements in track geometry and car design allow trains to operate at higher speeds. Train operators that pass the signals at or near their posted speeds have gotten punished due to the agency's strict discipline culture even though the signals are malfunctioning. Byford stated that "I don't think that safety and speed are incompatible." By December 2018, the SPEED Unit had found 130 locations where the speed limit could be increased, some of which were in the process of being fixed. In January 2019, it was announced that 95% of timers had been tested, and that the 320 faulty timers discovered were in the process of being fixed. In addition, 68 locations had been approved for increases in speed limits. The following month, the MTA hired subway signal expert Pete Tomlin. as of March 2021, the MTA had increased speed limits at 64 locations since the preceding year.

To precisely specify locations along the New York City Subway lines, a chainage system is used. It measures distances from a fixed point, called chaining zero, following the path of the track, so that the distance described is understood to be the "railroad distance," not the distance by the most direct route ("as the crow flies"). This chaining system differs from the milepost or mileage system. The New York City Subway system differs from other railroad chaining systems in that it uses the engineer's chain of 100 feet (30 m) rather than the surveyor's chain of 66 feet (20 m). Chaining is used in the New York City Subway system in conjunction with train radios, in order to ascertain a train's location on a given line.

[[File:59 Street info board vc. jpg|thumb|right|upright=1.1|As a bonus feature, automatic train supervision allows for next train indicators to be installed on A Division lines. ATS is used to facilitate the installation of train arrival displays, which count down the number of minutes until a train arrives, on the A Division and on the BMT Canarsie Line. after a 1991 derailment killed five people on a 4 train that derailed near the 14th Street–Union Square station. CBTC for the Canarsie Line was proposed two years later. However, ATS A's deployment was delayed due to several issues. The unique specifications of New York City Subway's equipment, the MTA's choice to use its own workers rather than outside contractors, and the inadequate training of contractors all contributed to delays. In addition, the MTA kept missing deadlines for testing ATS. The single biggest issue during the project, though, was the fact that MTA and the contractors did not cooperate well, which was attributed mostly to poor communication. At the time, although the entire A Division had ATS, only seven lines of the B Division had a modernized control system (the IND Concourse Line, 63rd Street Lines, BMT Astoria Line, BMT Brighton Line, BMT Franklin Avenue Line, BMT Sea Beach Line, and BMT West End Line, as well as part of the IND Culver Line and the tracks around Queens Plaza). In 2015, the MTA awarded Siemens a contract to install a CBTC compatible ATS system on most of the B division at a cost of $156,172,932. The contract excluded the Canarsie Line (which already had CBTC) and the IND Queens Boulevard Line and approaches (which was set to receive CBTC by 2021). The Queens Boulevard Line routes are served by the , but since the N, Q and W routes also share tracks with the R train in Manhattan, they will also have ATS installed. The cost of the ATS contract for the B division was later increased by $8.75 million.

[[File:34 St Hudson Yards Station (21389427245). jpg|thumb|left|upright=1.1|CBTC is being overlaid onto the traditional block signaling system. The wayside controllers themselves are located in enclosed boxes that can withstand floods and natural disasters. thumb|250px|As a communicating (CBTC equipped and enabled) train approaches, the Zone Controller automatically "upgrades", via the interlocking system, the fixed block signal which indicates "stop and stay" in this video to a "flash green" aspect. Recorded at Times Square–42nd Street. 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 operating without 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. R188s, and R160s. Initially, only 64 R160As (fleet numbers 8313–8376) were equipped with CBTC, but the remainder of the fleet was retrofitted with CBTC for Queens Boulevard automation. Future car orders are also designed to be CBTC compatible, such as the R179. All R211s will have CBTC. 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 , 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 of CBTC equipped tracks per year, while the Regional Plan Association wants the MTA to install CBTC signals on of tracks per year. However, even without CBTC, the system is currently retrofitted to operate at frequencies of up to 60 trains per hour (tph) on the IND Queens Boulevard Line (30 tph on each of the local and express pairs of tracks made possible by the Jamaica–179th Street terminal, which has four sidings past the terminal for each set of tracks) and 33 tph on the IRT Flushing Line. The BMT Canarsie Line is limited to a 26 tph frequency due to the bumper blocks at both of its terminals and power constraints; however, the IRT Lexington Avenue Line operates at frequencies of 27 tph without CBTC. By contrast, lines on the Moscow Metro can operate at frequencies of up to 40 tph, since lines in the Moscow Metro, unlike most of the New York City Subway (but like the Jamaica–179th Street station), typically have four sidings past the terminals instead of bumper blocks or one or two sidings.

thumb|upright=1.1|right|The 42nd Street Shuttle was the first line in the New York City Subway to be automated, using Track 4 (shown on right). The 42nd Street Shuttle, which runs from Grand Central to Times Square, was briefly automated from 1959 to 1964. The chairman of the Board of Transportation, Sidney H. Bingham, in 1954, first proposed a conveyor belt like system for the shuttle line, but the plan was canceled due to its high cost. Subsequently, in 1958, the newly formed New York City Transit Authority (NYCTA) started studying the feasibility of automatically operated trains which did not have motormen. The NYCTA conducted the study in conjunction with the General Railway Signal Company; the Union Switch and Signal division of the Westinghouse Air Brake Company; General Electric; and Western Electric. The next year, NYCTA president Charles Patterson made a speech about the results of the automated mass transit study. It was estimated that on the 42nd Street Shuttle alone, full automation could result in a $150,000 annual savings.

Starting in December 1959, the fully automatic train was tested on the BMT Sea Beach Line express tracks between the 18th Avenue and New Utrecht Avenue stations. The idea of automation at that time relied on commands that were sent to the train while the train is at a station, to keep its doors open. The train was equipped with a telephone system to keep voice communication with human dispatchers at the two shuttle terminals. At each station there was a cabinet that housed 24 relay systems that made up electronic dispatchers. The relays controlled the train's starting, acceleration, braking, and stopping, as well as the opening and closing of the car doors. When the commands cease, the doors would promptly close. A new series of commands would start the train and gradually accelerate it to , its full speed, slowing to when coming into the two stations. When entering stations, the train passed through a series of detectors, which caused a series of tripper arms at trackside to go into the open position if the train was going at the correct speed. If the train was going too quickly, the tripper arms would stay upright and the train's brakes would automatically be set. The R22s were fitted with different types of brake shoes, to see which one would negotiate the rail joints better. It was eventually found that the automated trip took 10 seconds longer than manual operation (about 95 seconds, compared to 85 seconds). As the tests on the Sea Beach Line progressed, grade time stops were added to ensure safety on the line, and on the 42nd Street Shuttle. The train was dubbed SAM, and was to operate on Track 4 of the shuttle line. the three car automated train began service, with a ceremony. The trains carried a stand by motorman during the six month trial period. The train had scheduled to begin service on December 15, 1961, but Quill threatened a walkout at all of the city's municipal and privately owned transit if the train ran. Under the new contract with the TWU, the NYCTA agreed to put a motorman in the train during the experimental period. While in its experimental period, the automated train was only operating during rush hours. In July, the test was extended for three more months, and in October the test was extended for six additional months. The chairman of the NYCTA, Charles Patterson, was disappointed by the automated shuttle train, doubting that the train could be operated without any transit personnel on board. If the test succeeded, it was planned to automate the IRT Flushing Line, the BMT Canarsie Line, the BMT Myrtle Avenue Line, the Franklin Avenue Shuttle, and the Culver Shuttle. These lines were chosen because the train services on all five lines, as well as the 42nd Street Shuttle, did not regularly share tracks with any other services. A severe fire at the Grand Central station on April 21, 1964, destroyed the demonstration train. The fire began under a shuttle train on track 3, and it became larger, feeding on the wooden platform. The train on Track 1 was saved when the motorman saw smoke, and reversed the train. The basements of nearby buildings were damaged. while Track 3 returned to service on June 1, 1964. The reinstallation of Track 3 was delayed because of the need to replace 60 beams that were damaged in the fire. Reconstruction of the line continued through 1967. In 1978, senior NYCTA executive John de Roos said that the authority would consider running automated trains following the completion of the 63rd Street lines, which were then scheduled to be opened in 1984 or 1985. Automated rapid transit technology was later installed in the San Francisco Bay Area's BART system and the Philadelphia metropolitan area's PATCO Speedline. After the fire that destroyed the automated shuttle subway cars, ideas for New York City Subway automation lay dormant for years, until an intoxicated motorman caused a train crash at Union Square station that killed 5 people and injured 215. The collision was a catalyst to a 1994 business case outlining arguments for automatic train operation (ATO) and CBTC, which led to the automation of the BMT Canarsie Line starting in the early 2000s. In 1997, the year the Canarsie Line project started, the whole subway was to be automated by 2017, but by 2005, the completion date had been pushed back to 2045. The CBTC project was first proposed in 1994 and approved by the MTA in 1997. In the 2015–2019 Capital Program, funding was provided for three more electrical substations for the line so service could be increased from 20 to 22 trains per hour.

thumb|upright=1.1|The R188 subway cars constructed for the Flushing Line have CBTC. The next line to have CBTC installed was the pre existing IRT Flushing Line and its western extension opened in 2015 (served by the ). The Flushing Line was chosen for the second implementation of CBTC because it is also a self contained line with no direct connections to other subway lines currently in use, aside from the merging of express and local services. The 2010–2014 MTA Capital Program provided funding for CBTC installation on the Flushing Line, with scheduled installation completion in 2016. The R188 cars were ordered in 2010 to equip the line with compatible rolling stock. This order consists of new cars and retrofits of existing R142A cars for CBTC. In late winter 2008, the MTA embarked on a 5 week renovation and upgrade project on the between Flushing–Main Street and 61st Street–Woodside to upgrade signaling and tracks for CBTC. On February 27, 2008, the MTA issued an Accelerated Capital Program to continue funding the completion of CBTC for the and to begin on the IND Queens Boulevard Line The installation is being done by Thales Group, which was awarded the contract for the project on June 16, 2010. Test runs of R188s in automated mode started in late 2014. However, the CBTC retrofit date was later pushed back to 2017 and then to 2018 However, the MTA also stated that several more weeks of maintenance work would be needed before the system was fully operational. The project was substantially completed on March 7, 2019, and full automatic train operation began in May 2019, allowing for the increase in service to 29 tph. The MTA's Independent Engineering Consultant noted that CBTC can support the operation of additional service, and recommended that NYCT use a simulation of the line to identify line constraints and bottlenecks, and undertake projects to increase the capacity of the line. The test track project was completed in December 2015. This installation was intended to be permanent. Should Culver Line express service be implemented, the express service would not use CBTC, and testing of CBTC on the express track would be limited to off peak hours.

thumb|upright=1.1|The MTA will install CBTC on the Queens Boulevard Line (pictured here at Queens Plaza). In the 2010s, the MTA implemented CBTC on the western portion of the IND Queens Boulevard Line (QBL West). CBTC was to be installed on this line in five phases, with phase one (50th Street/8th Avenue and 47th–50th Streets–Rockefeller Center to Kew Gardens–Union Turnpike) being included in the 2010–2014 capital budget. The total cost for eventually automating the entire Queens Boulevard Line is estimated at over $900 million, Following the success of the Culver Line CBTC test track, the MTA awarded a $205.8 million contract for the installment of phase one to Siemens on August 24, 2015, and Thales on August 31, 2015. On December 22, 2016, as part of the second phase of CBTC installation on the Queens Boulevard Line, L. K. Comstock & Company Inc. was awarded the $223.3 million contract to upgrade existing signals and install communications, fiber optic, and CBTC infrastructure for the new signal system. The core of phase one was originally supposed to be completed by 2020 or 2021. The testing of the integrated Siemens/Thales system began in August 2018 and was completed by May 2019, followed by the start of train operator training simulations in June 2019. A consultant for the MTA predicted that the CBTC system could not be activated as planned in March 2021 because of a lack of immediate funding and a shortage of CBTC equipped trains. The final section was activated in February 2022.

The 2015–2019 Capital Program was revised in April 2018 to fund to the design for the expedited installation of CBTC on the Lexington Avenue Line, the IND Archer Avenue Line and the Queens Boulevard Line east of Kew Gardens–Union Turnpike, known as QBL East. The draft 2020–2024 Capital Program calls for CBTC installation on the remainder of the IND Queens Boulevard Line to Jamaica–179th Street station, as well as the IND Archer Avenue Line. On December 15, 2021, the MTA Board approved the first of three contracts to install CBTC on the eastern portion of the Queens Boulevard Line. Under the project, interlockings at Briarwood, Parsons Boulevard, 169th Street, and 179th Street would be modernized. The 169th Street interlocking would be separated from the 179th Street interlocking. In addition, the north end of Union Turnpike Interlocking will receive CBTC functionality. Following the Eighth Avenue Line CBTC project, track circuits will be replaced with axle counters. EJ Electric is the installer and Mitsubishi is the CBTC supplier. The cost of the project will be $539.5 million, and completion is forecasted for the second quarter of 2026. In December 2021, the contract for the installation of the project was awarded to EJ Electric while the contract for the supplying of CBTC equipment was awarded to Mitsubishi. In April 2022, the MTA was still negotiating with Siemens for the data communications system equipment contract. This will be Mitsubishi's first CBTC contract with the MTA, expanding the interoperability demonstration to three suppliers from two. Additionally, the R179 and R211 fleets will be made compatible with CBTC. On January 13, 2020, the MTA announced that it had awarded the contract to L. K. Comstock & Company, Inc. for $245.8 million. The signaling for the contract will be provided by Siemens. This will be the first CBTC project in the system to use axle counters instead of insulated joints and track circuits. Axle counters are more resilient to debris and water, making them more reliable, and have been used for decades in systems around the world, and will reduce the time it takes to complete CBTC projects, the cost of completing work, and maintenance and life cycle costs. Axle counters also allow CBTC testing before cutovers, reducing the time it takes to complete cutovers and any risks associated with them. On May 16, 2022, the MTA put out the RFP for the design build contract to install CBTC on the Crosstown Line. Court Square Interlocking will be modified to interface with CBTC while mechanical interlockings at Nostrand Avenue and Nassau Avenue will be replaced. Relay rooms and towers at Nostrand Avenue and Nassau Avenue will be decommissioned as part of the project. Following the Eighth Avenue and QBL East projects, this project will include the use of axle counters instead of track circuits. Work on the project is expected to take four years. In December 2022, the MTA announced that it would award a $368 million design–build contract to Crosstown Partners, a joint venture between Thales Group and TC Electric LLC. The contract includes not only the Crosstown Line between Court Square and Bergen Street, but also the Culver Line between Bergen Street and Church Avenue.

On November 9, 2022, the MTA put out the RFP for the design build contract to install CBTC on the Fulton Street Line between High Street and Euclid Avenue, on the Sixth Avenue Line from York Street to Jay Street–MetroTech, the Culver Line from Jay Street to both the upper and lower levels of Bergen Street, and on the Crosstown Line from Hoyt–Schermerhorn Streets to Bergen Street. This project will also use axle counters, and is expected to take six years.

In a 2014 report, the MTA projected that 355 miles of track would receive CBTC signals by 2029, including most of the IND, as well as the IRT Lexington Avenue Line and the BMT Broadway Line. On the other hand, Regional Plan Association prioritized the Lexington Avenue, Crosstown, Eighth Avenue, Fulton Street, Manhattan Bridge, Queens Boulevard, Rockaway, and Sixth Avenue subway lines as those in need of CBTC between 2015–2024. In March 2018, New York City Transit Authority president Andy Byford announced that he had created a new plan for resignaling the subway with CBTC, which would only take 10 to 15 years, compared to the previous estimate of 40 years. However, this would be very expensive, as it would cost $8 to $15 billion. Byford subsequently announced his $19 billion subway modernization plan at a MTA board meeting in May 2018. The plan involved upgrading signals on the system's five most heavily used physical lines, as well as accelerating the deployment of ISIM B to all subway lines that did not already have either automatic train supervision or CBTC. By 2023, CBTC projects on the entire Crosstown, Lexington Avenue, Archer Avenue IND, and Queens Boulevard lines were planned to be underway. In addition, CBTC work already underway on the Eighth Avenue Line south of 59th Street and on the Culver Line from Church Avenue to West Eighth Street–New York Aquarium would be completed. Moreover, under Byford's plan, the MTA would start retrofitting the entire Broadway Line from Queensboro Plaza to DeKalb Avenue, via both the Montague Street Tunnel and the Manhattan Bridge, the entire Fulton Street and Rockaway Lines, the IND 63rd Street Line, the IND Sixth Avenue Line from 59th Street–Columbus Circle to Jay Street–MetroTech and DeKalb Avenue via the Manhattan Bridge, the IRT Broadway–Seventh Avenue Line south of 96th Street, the Lenox Avenue Line, and a portion of the IRT White Plains Road Line to Jackson Avenue by 2028 at the latest. This would require nightly and weekend closures of up to two and a half years for every line that would be affected, although weekday service would be maintained. The draft 2020–2024 Capital Program calls for adding CBTC to several more lines, namely the entire Lexington Avenue Line from 149th Street—Grand Concourse to Nevins Street, the entire Crosstown, the Astoria Line to 57th Street, and the IND 63rd Street line; the IND Fulton Street Line west of Euclid Avenue station; the remainder of the IND Queens Boulevard Line; and the IND Archer Avenue Line. On June 9, 2022, the MTA release an RFP for a program management and project management consulting services for the MTA's CBTC program. The base contract included these services for CBTC design build projects on the Crosstown Line and the Fulton Street Line between High Street and Hoyt—Schermerhorn Streets, while the first three options were for three separate projects to install CBTC on the 63rd Street Line and Sixth Avenue Line between 21st Street—Queensbridge and Jay Street, the fourth consisted of a single project to install CBTC on the entirety of the 63rd Street and Sixth Avenue Lines, while the five consisted of a project to equip two Track Geometry Cars with carborne CBTC equipment. The contract would be for 86 months. In June 2022, the MTA announced it planned to solicit a contract on switch replacement and interlocking work as part of the Sixth Avenue CBTC project in 2023. On July 25, 2022, it was announced that the MTA Board would vote on July 27 on an amendment to the 2020–2024 Capital Program. The amendment would postpone the Lexington Avenue Line and Astoria Line CBTC projects to the 2025–2029 Capital Program and use those funds to install CBTC on the Sixth Avenue Line. MTA officials said that lower peak ridership meant installing CBTC on the Lexington Avenue and Astoria Lines, which was aimed at increasing capacity, was less of a priority as those lines had newer signaling than on the Sixth Avenue Line, which has 80 year old signaling. Another factor in the delay has been delays by subway car manufacturers. Lexington Avenue Line CBTC is reliant on the proposed R262 subway car order, while Sixth Avenue Line CBTC could make use of existing trains and the under construction R211 trains. With the postponement of the Lexington Avenue Line CBTC project, fewer R262 trains will be ordered. As part of the Sixth Avenue CBTC project, the Jay Street Interlocking will be reconstructed. As part of the construction of Phase 2 of the Second Avenue Subway, signaling on Phase 1 would be upgraded to CBTC.

In 2017, the MTA started testing ultra wideband radio enabled train signaling on the IND Culver Line and the 42nd Street Shuttle. The ultra wideband train signals would be able to transmit more data wirelessly in a manner similar to CBTC, but can be installed faster than CBTC systems. The ultra wideband signals would have the added benefit of allowing passengers to use cellphones while between stations, instead of the current setup where passengers could only get cellphone signals within the stations themselves. The same year, it was reported that full implementation of CBTC systemwide might take 40 to 50 years. Following the subway system's state of emergency that year, MTA Chairman Joe Lhota described the timeline of CBTC installation as "simply too long," instead proposing ways to speed up the work and hosting the Genius Transit Challenge to find quicker ways to upgrade the signals. Some of the proposals included a wireless signaling system, a completely new concept that had never been tested in any other railroad or subway network. New York City Transit (NYCT) Chairman Andy Byford stated that he wanted to test ultra wideband technology at the same time that more established systems, like CBTC, are being installed. At the May 2020 Capital Program Oversight Committee meeting, it was announced that the two UWB pilot programs, done with different technology and companies, were largely completed, with data collection set to be completed in June 2020. The MTA found that UWB was effective in determining the location of trains, and that it was looking at using it on future projects to replace the transponder based train localization systems used on existing CBTC projects. UWB would provide more accurate information on the positioning of trains, and allow for simpler carborne installation. In the short term, the MTA was advancing interoperability standards for the new technology. During the pilot program, the MTA investigated the potential use of RADAR, HD cameras and LIDAR alongside UWB. In June 2021, the MTA Board approved the modification of two UWB proof of concept contracts with Thales and Siemens to establish interoperability between the two systems. The MTA deemed that since both systems were found to be acceptable, to encourage competition between the subcontractors for the two companies (Humatics for Siemens and Piper for Thales) and maintain resiliency in the UWB system, it made sense for Humatics to redesign its UWB system to allow its system to communicate and be used with Piper's system. As of March 2023, the interoperability has not yet been demonstrated. On April 7, 2022, the MTA put out a Request for Information (RFI) looking for information on technology that would allow work trains to efficiently and safely operate on subway lines equipped with CBTC and enable to reduction or elimination of Auxiliary Wayside Signaling (AWS) trip stops and other standard wayside signaling infrastructure. Currently, work trains, which are not equipped with carborne CBTC equipment, have to make use of the AWS system, consisting of conventional AWS signals, track circuits or axle counters. NYCT conducted a study on equipping work trains with CBTC in 2018. Another RFI, put out on May 20, 2022, called for proposals to update the existing S733 Signal Standard Specification so it could be simplified for use in CBTC, with a major reduction or elimination of AWS related work in future CBTC installations. Currently, CBTC is treated under the S733 standard as an overlay of the AWS, and installing the AWS requires a major amount of work. Finally, on June 1, 2022, the MTA put out an RFI seeking proposals on how to simplify wayside signaling infrastructure to reduce costs for the layout, construction, and design of relay rooms and reduce the need to have track outages to test the completed signaling system before placing it into service. Currently, the MTA equips each relay room with local control panels, programmable logic controllers, a relay based interlocking system or a solid state interlocking, and zone controllers with related power distribution and network connections. The RFI specified that respondents should consider looking at ways to eliminate as much wayside infrastructure, such as train stops and line side signals, including related boxes, relay room based equipment and lineside cabling, as possible, replace programmable logic controllers and interfaces with logic resting in the Zone Controller or ATS system, eliminate or combine local control panels and related interfaces and equipment, and replace them with remote terminals, reduce or eliminate the number of relays through the use of direct drive input and output signals, and eliminate or combine other specific room based equipment.