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MTA New York City (NYC) Transit in the US has implemented Automatic Train Operation (ATO) technology to improve services on the Flushing 7 Line in Queens.
The Flushing 7 is the second rapid transit line to be upgraded with the ATO technology after the L line.
The technology enables faster and more reliable services for train programmed to operate at optimal speeds, ensuring a consistent and smoother journey.
It reduces the scope of manual train operations as the speed of the trains, including braking and acceleration, is automated.
“It’s no coincidence that the two lines with CBTC and ATO have the best performance in the system, and we’re excited about what the future may bring.”
Under ATO, the operator continues to control the train’s departure from a station, as well as the emergency braking system.
NYC Transit president Andy Byford said: “I am tremendously proud and excited to announce that New York City Transit train operators are now running the entire Flushing Line using automatic train operation, which will make trips smoother and faster for all our customers on that line.”
The deployment of ATO technology on the Flushing 7 Line follows the implementation of a computerised signalling system called Communications Based Train Control (CBTC).
The installation of CBTC signalling is already said to have significantly improved operations on the line.
Byford added: “It’s no coincidence that the two lines with CBTC and ATO have the best performance in the system, and we’re excited about what the future may bring as we explore emerging additional technologies such as ultra-wideband communications, which could revolutionise the way we moderniSe the system, as envisaged by our Fast Forward plan.”
The introduction of these two technologies on the 7 Line enables NYC Transit to increase train frequency from 25-27 to 29 per hour. It will help the agency to cater to between 2,400 to 4,800 additional passengers per hour.
The post MTA installs ATO technology for better service on Flushing Line appeared first on Railway Technology.
This article first appeared on www.railway-technology.com
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