Central platform was completed. The new lighting fixtures replaced the green and red lines of light bulbs that had indicated the way to and from the shuttle, respectively, and lit up signs directing riders to the shuttle, with additional fixtures to direct riders from the shuttle to be installed in two weeks. In addition to replacing platform lighting, lighting was replaced to the mezzanine. This project, which cost $440,000, was the beginning of a program to improve lighting at old stations across the IRT system. 1960s: Automation test Testing and operation As part of a demonstration for automation, track 4 was briefly automated from 1962 to 1964. It was the first automated service in the New York City subway system. On January 26, 1959, the Chairman of the New York City Transit Authority (NYCTA), Charles Patterson announced that the NYCTA was exploring converting the shuttle to pilot automatic operation. If the pilot were successful, the rest of the system could be converted to automatic operation in phases. The automatic system would make use of existing tracks, platforms and rolling stock with minor modifications. The project would cost $1 million, and Patterson said that automating the shuttle would save $150,000 annually by reducing 25 train operators and conductors. If the whole system were automated, 90% of the 3,100 train operators, and 75% of the conductors and platform conductors could be eliminated. Starting in December 1959, the fully automatic train, consisting of three cars, was tested on of one of the BMT Sea Beach Line express tracks (E4) between the 18th Avenue and New Utrecht Avenue stations. 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. The relays were operated by electrical impulses initiated by a punched tape. At full speed, the train ran at , 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 speed. If the train was going too quickly, the tripper arms would stay upright and the