IEEE Power & Energy Magazine - March/April 2015 - 86
to open on the platform side, while those
on the opposite side were inhibited. The
train's taillights and headlights were reversed and the back-lit side signs would
change to indicate the new destination
for departure. The sequence would then
begin in the opposite direction of travel
(see Figure 6).
Debut!
figure 5. Relay cases at Times Square (photo courtesy of Richard White).
track circuit, the preceding circuit carrier frequency was turned off to prevent
unintended signal leakage.
Upon station approach, the 270-pulse/
min code changed to a 180-pulse/min
code to initiate dynamic braking (regenerated motor current absorbed by on-board
resistances) which faded at 16 mi/h
(25.7 km/h), at which point air braking
blended to continue deceleration to 5.0-
5.5 mi/h (8.0-8.6 km/h). At that point,
brake pressure was maintained to ensure
accurate stopping within the specified
±5 ft (1.5 m) at the station platform. In
practice the accuracy was ±2 ft (0.61 m),
which exceeded substantially the requirements specified by NYCTA engineers.
That enhanced accuracy was due in part
to the adoption of COBRA (COmposition BRAke) brake shoes of a composition material instead of the usual cast iron.
Once in the station, the 180 pulse/min
code was removed, and electronic timers
initiated by the proximity detectors controlled the track-mounted mechanical
stop mechanisms. The detectors consisted of two overlapping coils built into an
assembly mounted vertically relative to
the floor level of the train. The sequence
of train detection cleared the trackmounted stop mechanisms in sequence
to allow the final approach and berthing of the train. The Grand Central end
86
ieee power & energy magazine
had four stop mechanisms, while Times
Square had 13, as the latter required absolute certainty of a safe stop due to the
presence of a public walkway beyond
the end of the track. When the automatic
train came to a stop at the platform and
was properly berthed, the receiver coils
on the front and rear cars would be directly over two 10-ft (3-m) long wire
loops. At that time, a 75-pulse/min code
would be transmitted to cause the doors
figure 6. Equipment racks in subway
car 7516 (photo courtesy of Richard
White).
On Track 4 at 3:17 p.m. on Thursday, 4
January 1962, the world's first automatic
train was placed in passenger service
between Grand Central Terminal and
Times Square. Speeches were made by
New York City Mayor Robert F. Wagner, Chairman Patterson, and NYCTA
General Manager James B. edmunds.
Representatives of the equipment suppliers and officials of rail companies
around the world were included among
the guests. The general public was also
allowed to observe and board the first
train (see Figure 7).
The automatic train operated with
passengers on weekdays from 7:00 to
10:00 a.m. and 4:00 to 7:00 p.m. During the initial six months of operation,
the train carried a technician and a motorman. This provision was deemed
necessary because the train and associated wayside equipment were regarded to be in a "testing phase." A
report in May 1962 stated that more
than 8,000 trips had been made with
an estimated 1,680,000 passengers and
with no serious problems. Only a few
minor delays had occurred in the initial
operation, most of which was related to
safety provisions such as the ultrasonic
detectors that were found to be excessively stringent (see Figure 8).
Chairman Patterson died in October
1962, and proposals for further efforts
by various equipment suppliers early
in 1963 met with minimal interest from
NYCTA management. The initial test
was scheduled for 18 months, and as
the June 1963 conclusion of the test
approached, the equipment suppliers
prevailed upon the NYCTA to continue
the test another 12 months and offered
to subsidize the expenses. The extended test ended two months early on
Tuesday, 21 April 1964. On that day, a
march/april 2015
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IEEE Power & Energy Magazine - March/April 2015 - Cover3
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