343:
utilize speed limits of 0, 30, 70, 120, 170, 220, 230, 255, 270, 275, 285 and 300 km/h (0, 19, 43, 75, 106, 137, 143, 158, 168, 171, 177 and 186 mph) with the introduction of new rolling stock on both lines. Variants include ATC-1D and ATC-1W, the latter being used exclusively on the Sanyō Shinkansen. Since 2006, the Tōkaidō Shinkansen's ATC-1A system has been superseded by ATC-NS.
135:
261:
1141:. The Union Pacific system requires an immediate brake application that cannot be released until the train's speed has been reduced to 40 mph (64 km/h) (for any train traveling above that speed). Then, the train's speed must be further reduced to no more than 20 mph (32 km/h) within 70 seconds of the initial cab signal drop. Failure to apply the brakes for these speed reductions will result in a penalty application.
38:
245:
293:. When these signals are received on board, the train's current speed is compared with the speed limit and the brakes are applied automatically if the train is travelling too fast. The brakes are released as soon as the train slows below the speed limit. This system offers a higher degree of safety, preventing collisions that might be caused by driver error, so it has also been installed in heavily used lines, such as Tokyo's
576:
1084:
speed and/or make a brake application to reduce speed a penalty brake application is made automatically. Due to the more sensitive handling and control issues with North
American freight trains, ATC is almost exclusively applied to passenger locomotives in both inter-city and commuter service with freight trains making use of cab signals without speed control. Some high-volume passenger railroads such as
317:
596:
The brakes are applied lightly first to ensure better ride comfort, and then more strongly until the optimum deceleration is attained. The brakes are applied more lightly when the train speed drops to a set speed below the speed limit. Regulating the braking force in this way permits the train to decelerate in accordance with the braking pattern, while ensuring ride comfort.
532:: Developed from ATC-4 (CS-ATC), ATC-10 can be partially compatible with D-ATC and completely compatible with the older CS-ATC (ATC-4) technology. ATC-10 can be seen as a hybrid of analogue and digital technology, although ATC-10 is not recommended for use with D-ATC because of poor performance of the full-service brake during trial tests. It is used on all
592:
received data is compared with data about track circuit numbers saved in the train on-board memory and the distance to the next train ahead is computed. The on-board memory also saves data on track gradients, and speed limits over curves and points. All this data forms the basis for ATC decisions when controlling the service brakes and stopping the train.
628:(JR East) lines. Stands for Digital ATC. Its main difference from the older analog ATC technology is the shift from ground-based control to train-based control, allowing braking to reflect each train's ability, and improving comfort and safety. The fact that it can also increase speeds and provide for denser timetables is important for
891:, DATC), which ensures that a train stops whenever a red signal is passed, and full ATC (FATC), which, in addition to preventing overshooting red signals, also ensures that a train does not exceed its maximum allowed speed limit. A railway line in Norway can have either DATC or FATC installed, but not both at the same time.
1099:
While cab signalling and speed control technology has existed since the 1920s, adoption of ATC only became an issue after a number of serious accidents several decades later. The Long Island Rail Road implemented its
Automatic Speed Control system within its cab signalled territory in the 1950s after
960:
is classified as an automatic warning system (AWS). This was an intermittent train protection system that relied on an electrically energised (or unenergised) rail between, and higher than, the running rails. This rail sloped at each end and was known as an ATC ramp and would make contact with a shoe
361:
routes, it utilized 0, 30, 70, 110, 160, 210 and 240 km/h (0, 19, 43, 68, 99, 130 and 149 mph) trackside speed limits. In recent years, ATC-2 has been superseded by the digital DS-ATC. The
Japanese ATC-2 system is not to be confused with the
1136:
east–west main line and works in conjunction with an early two aspect cab signaling system designed for use with ATC. On CSX and FEC more restrictive cab signal changes require the engineer to initiate a minimum brake application or face a more severe penalty application that will bring the train to
1046:
stations. Implementation of the system on to the remainder of the line was carried out during weekend closures and night time work when the subway would close. There were delays on the project, with deadlines for the complete conversion of Line 1 pushed back multiple times until 2022. ATC conversion
609:
Trains can run at the optimum speed with no need to start early deceleration because braking patterns can be created for any type of rolling stock based on data from wayside equipment indicating the distance to the next train ahead. This makes mixed operation of express, local, and freight trains on
591:
system uses the track circuits to detect the presence of a train in the section and then transmits digital data from wayside equipment to the train on the track circuit numbers, the number of clear sections (track circuits) to the next train ahead, and the platform that the train will arrive at. The
307:
However, ATC has three disadvantages. First, the headway cannot be increased due to the idle running time between releasing the brakes at one speed limit and applying the brakes at the next slower speed limit. Second, the brakes are applied when the train achieves maximum speed, meaning reduced ride
1083:
systems. The ATC comes from electronics in the locomotive that implement some form of speed control based on the inputs of the cab signalling system. If the train speed exceeds the maximum speed allowed for that portion of track, an overspeed alarm sounds in the cab. If the engineer fails to reduce
595:
In a digital ATC system, the running pattern creates determines the braking curve to stop the train before it enters the next track section ahead occupied by another train. An alarm sounds when the train approaches the braking pattern and the brakes are applied when the braking pattern is exceeded.
971:
If the signal associated with the ramp was at caution, the ramp would not be energised. The ramp would lift the shoe on the passing locomotive and start a timer sequence at the same time sounding a horn on the footplate. If the driver failed to acknowledge this warning within a preset time, the
342:
since 1964. The system used on the Tōkaido
Shinkansen is classified as ATC-1A and ATC-1B on the Sanyō Shinkansen. Originally utilizing trackside speed limits of 0, 30, 70, 110, 160 and 210 km/h (0, 19, 43, 68, 99 and 130 mph), it was upgraded to
943:
which is the first railway line in Sweden to exclusively use ERTMS/ETCS), and with the aim of
Trafikverket to eventually replace ATC-2 with ERTMS/ETCS over the next few decades, a Special Transmission Module (STM) has been developed to automatically switch between ATC-2 and ERTMS/ETCS.
429:) in 1971, CS-ATC (which stands for Cab Signalling-ATC), is an analogue ATC technology using ground-based control, and, like all ATC systems, used cab signalling. CS-ATC uses trackside speed limits of 0, 25, 40, 55, 75 and 90 km/h. Its use has extended to include the
887:—the Norwegian government's agency for railway infrastructure—uses the Swedish system of ATC. Trains can therefore generally cross the border without being specially modified. However, unlike in Sweden, the ATC system used in Norway differentiates between partial ATC (
1144:
All three freight ATC systems provide the engineer with a degree of latitude in applying brakes in a safe and proper manner, since improper braking can result in a derailment or a runaway. None of the systems are in effect in difficult or mountainous terrain.
1021:
million. Awarding the contract to Alstom in 2009, the TTC will be able to reduce the headway between trains on Line 1 during rush hours, and allow an increase in the number of trains operating on Line 1. Work would however not begin until the delivery of
972:
brakes of the train would be applied. In testing, the GWR demonstrated the effectiveness of this system by sending an express train at full speed past a distant signal at caution. The train was brought safely to a stand before reaching the home signal.
1108:
legislated use of speed control on all major passenger train operators within the State. While speed control is used on many passenger lines in the United States, in most cases it has been adopted voluntarily by the railroads that own the lines.
1047:
was completed to Finch station on
September 24, 2022. Converting all of Line 1 to ATC required the installation of 2,000 beacons, 256 signals, and more than one million feet of cable. ATC is also planned to be used on the soon to open
926:
the development of ATC started in the 1960s (ATC-1), and was formally introduced in the early-1980s together with high-speed trains (ATC-2/Ansaldo L10000). As of 2008, 9,831 km out of the 11,904 km of track maintained by
157:
that involves a speed control mechanism in response to external inputs. For example, a system could effect an emergency brake application if the driver does not react to a signal at danger. ATC systems tend to integrate various
289:, which travel so fast that the driver has almost no time to acknowledge trackside signals. Although the ATC system sends AF signals carrying information about the speed limit for the specific track section along the
2181:
300:
Although the ATC applies the brakes automatically when the train speed exceeds the speed limit, it cannot control the motor power or train stop position when pulling into stations. However, the
599:
There is also an emergency braking pattern outside the normal braking pattern and the ATC system applies the emergency brakes if the train speed exceeds this emergency braking pattern.
975:
If the signal associated with the ramp was clear, the ramp was energised. The energized ramp would lift the shoe on the passing locomotive and cause a bell to sound on the footplate.
812:
Other than on Lines 1 and 2 (MELCO cars only), all lines use ATC. Line 2 (VVVF cars), Line 5 cars, Line 6 cars, Line 7 cars, and Line 8 cars have their ATC systems enhanced with ATO.
606:
Use of one-step brake control permits high-density operations because there is no idle running time due to operation delay between brake release at the intermediate speed limit stage.
2379:
1613:
902:(SPAD), occurred four years earlier. DATC was first implemented on the section Oslo S - Dombås - Trondheim - Grong between 1983 and 1994, and FATC was first implemented on the
660:
trains. There are plans to D-ATC enable the rest of the Keihin-Tohoku line and the
Negishi line, pending conversion of onboard and ground-based systems. The ATC system on the
837:, which occurred in April 1988, the new system was progressively installed on all Danish main lines from the early 1990s onwards. Some trains (such as those employed on the
1691:
985:
The system had been implemented on all GWR main lines, including
Paddington to Reading, by 1908. The system remained in use until the 1970s, when it was superseded by the
501:
were fitted with ATC-6 as well. In 2003 and 2006, the Keihin-Tōhoku and
Yamanote Lines replaced their ATC-6 systems with D-ATC. Saikyō Line replaced its ATC-6 system to
1651:
304:(ATO) system can automatically control departure from stations, the speed between stations, and the stop position in stations. It has been installed in some subways.
1520:
185:, although it would now be referred to as an automatic warning system (AWS) because the driver retained full command of braking. The term is especially common in
1406:
177:
There have been numerous different safety systems referred to as "automatic train control" over time. The first experimental apparatus was installed on the
1717:
1766:
872:, which uses a much more simplified ATP system introduced in 2000. All aforementioned systems are gradually being replaced by the modern and worldwide
730:: First used on the Tōkaidō Shinkansen since 2006, ATC-NS (which stands for ATC-New System), is a digital ATC system based on DS-ATC. Also used on the
308:
comfort. Third, if the operator wants to run faster trains on the line, all the related relevant wayside and on-board equipment must be changed first.
471:
from 1972 to 1976, it utilized trackside speed limits of 0, 25, 45, 65, 75 and 90 km/h. ATC-5 was deactivated on both lines in 2004 in favour of
1038:
stations. It was first introduced in a permanent manner with the opening of the
Toronto–York Spadina subway extension on December 17, 2017, between
1030:
that was not compatible with the new system. ATC was introduced in phases, beginning with a test on November 4, 2017 during regular service between
853:, the Danish railway infrastructure company, to be obsolete and the entire Danish rail network is expected to be converted to ETCS Level 2 by 2030.
1666:
1138:
724:
in that radio signals are used to control the speed limit on trains, as compared to trackside beacons and/or transponders on other types of ATC.
2136:
2046:
1831:
2126:
2071:
102:
931:—the Swedish agency responsible for railway infrastructure—had ATC-2 installed. However, since ATC-2 is generally incompatible with
74:
55:
720:: Used on the Tōhoku, Hokkaido, Hokuriku and Jōetsu Shinkansen at a fallback level from DS-ATC. RS-ATC is similar in principle to
2399:
2036:
932:
17:
81:
965:
388:. Stands for Wayside-ATC. Both lines converted to New CS-ATC (ATC-10) in 2003 and 2007 respectively. WS-ATC is also used on 5
2394:
2353:
1643:
1232:
829:) is different from that of its neighbours. From 1978 until 1987, the Swedish ATC system was trialled in Denmark, and a new
2196:
1929:
1129:
769:
519:
1532:
2191:
2141:
2111:
1039:
88:
1440:
2384:
1871:
873:
765:
2116:
1284:
2541:
2490:
2485:
2374:
1570:
1477:
1467:
121:
2086:
1164:
162:
technologies and they use more granular deceleration patterns in lieu of the rigid stops encountered with the older
70:
2343:
1824:
1010:
928:
914:
occurred in 2000, the implementation of DATC on the Røros Line was accelerated, and it became operational in 2001.
2161:
1418:
2409:
2389:
1982:
1101:
863:
2211:
2176:
1972:
1207:
1124:, have adopted any form of ATC on their own networks. The systems on both FEC and CSX work in conjunction with
450:
59:
1777:
2440:
2425:
1881:
936:
785:
673:
664:
in use from 14 May 2005 is very similar to D-ATC. Since 18 March 2006, Digital ATC has also been enabled for
2101:
1891:
1804:
537:
2495:
1866:
1817:
1586:
1528:
1014:
434:
849:
trains) are fitted with both the Danish and the German systems. The ZUB 123 system is now considered by
2505:
2470:
2460:
2450:
2445:
2435:
2066:
1896:
1647:
1006:
695:
625:
438:
423:
366:
L10000 ATC system (also more often known as ATC-2) used in Sweden and Norway, which is similar to the
2500:
2455:
2358:
2216:
2061:
2013:
1861:
1856:
1068:
1060:
1052:
1027:
731:
381:
301:
167:
95:
541:
385:
2510:
2480:
2475:
2465:
2430:
2348:
2156:
2081:
1987:
1949:
1285:"Huawei and PRASA Launches South Africa's First GSM-R Rail Network Operation - Huawei South Africa"
1133:
1125:
989:
978:
If the system were to fail then the shoe would remain unenergised, the caution state; it therefore
419:
2515:
2313:
2298:
2028:
1848:
1179:
899:
665:
442:
377:
335:
207:
150:
48:
834:
735:
285:
In Japan, the Automatic Train Control (ATC) system was developed for high-speed trains like the
193:(bullet train) lines, and on some conventional rail and subway lines, as a replacement for ATS.
2293:
2283:
2232:
2151:
2146:
1876:
1174:
895:
681:
430:
613:
There is no need to change the wayside ATC equipment when running faster trains in the future.
2520:
1954:
1944:
1906:
1901:
1378:
1154:
1096:
require the use of speed control on freight trains that run on all or part of their systems.
1093:
1043:
953:
182:
1316:
1067:
to ATC in the future, subject to funding availability and being able to replace the current
486:
2076:
1159:
1089:
857:
637:
563:
163:
699:
464:
354:
350:
8:
2303:
2186:
711:
703:
516:
968:. A development of the design, intended for use at stop signals, was never implemented.
956:
in the UK developed a system known as "automatic train control". In modern terminology,
339:
1916:
1840:
1776:(6th ed.). General Code of Operating Rules Committee. 7 April 2010. Archived from
1121:
1117:
1079:
ATC systems in the United States are almost always integrated with existing continuous
698:. Stands for Digital communication & control for Shinkansen-ATC. It is used on the
661:
641:
178:
2338:
2242:
2018:
1566:
1473:
1203:
745:
707:
405:
358:
323:
in a 0 series driver's cab, showing the ATC cab lights on top of the speed indicators
251:
1614:"TTC signal solution promises subway relief someday — but for now, it's more delays"
1494:
845:
trains) have both the Danish and the Swedish systems, while others (e.g. ten of the
2404:
2333:
2308:
2288:
2106:
1333:
1263:
1132:
railroad on its single main line. Union Pacific's was inherited on portions of the
1056:
1035:
838:
454:
446:
363:
1359:
911:
833:-designed ATC system was implemented between 1986 and 1988. In consequence of the
1224:
1064:
1048:
907:
633:
545:
401:
171:
1667:"New signal system is three years behind schedule and $ 98M over budget: report"
869:
566:
from 1988–2016. Replaced by DS-ATC following opening of the Hokkaido Shinkansen.
226:
partly to provide communication services to automatic train protection systems.
2131:
1977:
1964:
1169:
1080:
1031:
1023:
409:
397:
159:
1071:
on Line 2 with trains that are, with an estimated date of completion by 2030.
796:
Several subway lines in South Korea use ATC, in some cases enhanced with ATO.
777:
555:
482:
2535:
2318:
2206:
2008:
1255:
1113:
649:
559:
498:
494:
468:
393:
294:
290:
1747:
Amtrak Employee Timetable #3, Northeast Region, Jan, 18th, 2010, Section 550
1692:"Bombardier's Rail Control Division Further Expands North American Presence"
426:
2252:
2096:
2003:
1934:
1886:
1469:
History of Nordic Computing 2: Second IFIP WG 9.7 Conference, HiNC 2, Turku
1317:"Railway Technology Today 8: Signalling Systems for Safe Railway Transport"
986:
940:
773:
761:
652:
was also D-ATC enabled in April 2005, following the replacement of all old
632:'s busy railways. The first D-ATC was enabled on the section of track from
512:
490:
2278:
1493:
Lawson, Harold W.; Wallin, Sivert; Bryntse, Berit; Friman, Bertil (2002).
1051:
line, however, Unlike on Line 1, the system on Line 5 will be supplied by
376:: Actually the first implementation of ATC in Japan, it was first used on
1939:
1339:(Press release) (in Japanese). East Japan Railway Company. 3 October 2017
1137:
a stop. Neither system requires explicit speed control or adherence to a
903:
850:
657:
580:
533:
389:
320:
2328:
2201:
2166:
1924:
1105:
860:
commuter network, where another, incompatible safety system called HKT
781:
691:
669:
653:
645:
286:
190:
2237:
1809:
1562:
979:
677:
134:
37:
2323:
2247:
884:
260:
1256:"Technical Committee Announces Findings on Qalyoub Train Accident"
244:
2268:
2171:
1414:
830:
826:
154:
1100:
a pair of deadly accidents caused by ignored signals. After the
575:
2273:
2121:
2091:
1085:
923:
846:
842:
523:
367:
219:
1200:
Danger Signals: An Investigation Into Modern Railway Accidents
676:, replacing the old analog ATC system. D-ATC is used with the
2051:
1370:
757:
721:
629:
502:
472:
316:
254:
train with ATC-10 indicator operating under normal conditions
223:
186:
2041:
1718:"TTC test of new signalling system 'exceeded expectations'"
370:
700 and 900 ATC systems used in some other parts of Europe.
1492:
1756:
CSX Baltimore Division Timetable - RF&P Sub Section
278:
rotector) engaged near the end of the ATC coverage area
1805:
The Railway Technical Website: Automatic Train Control
1644:"TTC's Line 1 now running on an ATC signalling system"
784:
in 2020. It is considered to be Japan's equivalent to
982:, a fundamental requirement of all safety equipment.
617:
To date, the following digital ATC systems are used:
894:
ATC was first trialled in Norway in 1979, after the
804:
All lines use ATC. All lines are enhanced with ATO.
644:
on 21 December 2003 following the conversion of the
602:The digital ATC system has a number of advantages:
437:(CS-ATC introduced in 1998), and most recently, the
433:(CS-ATC introduced in 1993, changed to New CS-ATC),
1225:"The Great Western Railway Automatic Train Control"
62:. Unsourced material may be challenged and removed.
1128:, which in the case of CSX was inherited from the
910:has had FATC since its opening in 1998. After the
868:had been in use from 1975–2022, as well as on the
1743:
1741:
1739:
1638:
1636:
1634:
441:(CS-ATC enabled in 2008). It is also used on all
2533:
1684:
825:Denmark's system of ATC (officially designated
327:The following analogue systems have been used:
1736:
1631:
1495:"Twenty Years of Safe Train Control in Sweden"
856:The ZUB 123 system is however not used on the
27:Class of train protection systems for railways
1825:
1401:
1399:
1026:with ATC compatibility and the retirement of
748:since 2004. Stands for Kyushu Shinkansen-ATC.
610:the same track possible at the optimum speed.
2137:Interoperable Communications Based Signaling
961:on the underside of the passing locomotive.
166:(ATS) technology. ATC can also be used with
2072:Automatic Train Protection (United Kingdom)
1441:"CBTC goes live on Inner Copenhagen S-Bane"
1216:
481:: Introduced in 1972, formerly used on the
138:Japanese-style ATC cab signalling indicator
1832:
1818:
1611:
1396:
170:(ATO) and is usually considered to be the
1552:
1550:
1314:
122:Learn how and when to remove this message
1767:"General Code of Operating Rules (GCOR)"
1605:
1191:
772:and first implemented by JR East on the
656:rolling stock to the new, D-ATC enabled
574:
315:
133:
2037:Advanced Civil Speed Enforcement System
1654:from the original on 29 September 2022.
1587:"Alstom lands CBTC contract in Toronto"
1357:
1222:
624:: Used on non-high speed lines on some
14:
2534:
1839:
1547:
1465:
1310:
1308:
1306:
1304:
1302:
1300:
1298:
2197:Train Protection & Warning System
1813:
1612:Kalinowski, Tess (20 November 2014).
1556:
1322:. Japan Railway and Transport Review.
1253:
1202:. London: Ian Allan. pp. 10–11.
1059:technology. The TTC plans to convert
684:, which opened in early January 2007.
1930:Integrated Electronic Control Centre
1759:
1315:Takashige, Tetsuo (September 1999).
1197:
1130:Richmond, Fredericksburg and Potomac
266:The said ATC-10 indicator with ORP (
60:adding citations to reliable sources
31:
2192:Train automatic stopping controller
2112:Continuous Automatic Warning System
1664:
1295:
1235:from the original on 3 October 2007
648:trains there to support D-ATC. The
445:lines and 3 Osaka Metro lines (the
24:
1872:Communications-based train control
1531:. 15 February 2010. Archived from
1334:"埼京線への無線式列車制御システム（ＡＴＡＣＳ）の使用開始について"
25:
2553:
1798:
1376:
1254:Mazen, Maram (8 September 2006).
947:
1074:
995:
929:Swedish Transport Administration
876:signalling standard as of 2024.
259:
243:
36:
2354:Westinghouse Brake & Signal
2117:Contrôle de vitesse par balises
1983:North American railroad signals
1750:
1710:
1658:
1579:
1513:
1486:
1459:
1433:
1407:"ATC – Automatic Train Control"
1379:"ATACS – The Japanese Level 3?"
1102:Newark Bay Lift Bridge Disaster
864:da:Hastighedskontrol og togstop
311:
213:
47:needs additional citations for
2212:Transmission balise-locomotive
2177:Sistema Controllo Marcia Treno
2087:Automatische treinbeïnvloeding
1973:Application of railway signals
1351:
1326:
1277:
1247:
1165:Automatische treinbeïnvloeding
1112:Only three freight railroads,
791:
570:
451:Nagahori Tsurumi-ryokuchi Line
13:
1:
2162:Punktförmige Zugbeeinflussung
1882:European Train Control System
1466:Lawson, Harold "Bud" (2007).
1445:International Railway Journal
1185:
674:Central Japan Railway Company
2102:Chinese Train Control System
1892:Radio Electronic Token Block
1472:. Springer. pp. 13–29.
579:D-ATC indicator used on the
206:The accident report for the
7:
1867:Centralized traffic control
1665:Fox, Chris (5 April 2019).
1529:Swedish Rail Administration
1358:SHIMBUN,LTD, NIKKAN KOGYO.
1148:
964:The ramps were provided at
435:Tokyo Metro Marunouchi Line
384:) in 1961 and later on the
189:, where ATC is used on all
10:
2558:
2067:Automatic train protection
1648:Toronto Transit Commission
1007:Toronto Transit Commission
820:
626:East Japan Railway Company
439:Tokyo Metro Yurakucho Line
222:was contracted to install
174:part of a railway system.
2418:
2367:
2359:Westinghouse Rail Systems
2261:
2225:
2217:Transmission Voie-Machine
2062:Automatic train operation
2027:
2014:Track circuit interrupter
1996:
1963:
1915:
1862:Automatic block signaling
1857:Absolute block signalling
1847:
1696:Bombardier Transportation
1482:– via Google Books.
1360:"ＪＲ東、無線で列車制御−地上設備を大幅スリム化"
1053:Bombardier Transportation
1000:
917:
879:
815:
776:in 2011, followed by the
732:Taiwan High Speed Railway
302:automatic train operation
196:
168:automatic train operation
71:"Automatic train control"
2542:Train protection systems
2157:Pulse code cab signaling
2082:Automatic Warning System
1988:Railway semaphore signal
1950:Solid State Interlocking
1559:Derail: Why Trains Crash
1557:Faith, Nicholas (2000).
1134:Chicago and Northwestern
1069:non-ATC compatible fleet
990:Automatic Warning System
906:in 1993. The high-speed
807:
799:
752:
497:(introduced 1981). Some
420:Tokyo Metro Chiyoda Line
234:
210:mentions an ATC system.
201:
151:train protection systems
149:) is a general class of
2057:Automatic train control
1223:Calvert, J. B. (2004).
1180:Train protection system
1015:Line 1 Yonge–University
939:(as in the case of the
900:signal passed at danger
538:Tōkyū Den-en-toshi Line
443:Nagoya Municipal Subway
378:Tokyo Metro Hibiya Line
334:: ATC-1 is used on the
297:and some subway lines.
229:
181:in January 1906 by the
143:Automatic train control
18:Automatic Train Control
2233:Level crossing signals
2152:Positive Train Control
2147:Linienzugbeeinflussung
1877:Direct traffic control
1198:Hall, Stanley (1987).
1175:Positive train control
1126:pulse code cab signals
1017:, at a cost of $ 562.3
1005:Starting in 2017, the
896:Tretten train disaster
764:ATC system similar to
682:Taiwan High Speed Rail
584:
515:(through service with
493:(introduced 1984) and
431:Tokyo Metro Ginza Line
386:Tokyo Metro Tōzai Line
324:
139:
1955:Westlock Interlocking
1945:Rail operating centre
1907:Train order operation
1902:Track Warrant Control
1650:. 29 September 2022.
1523:[Ephemeris].
1155:Anti Collision Device
1094:Long Island Rail Road
1061:Line 2 Bloor-Danforth
1011:implementation of ATC
954:Great Western Railway
835:Sorø railway accident
578:
422:(interoperating with
319:
208:2006 Qalyoub accident
183:Great Western Railway
137:
2077:Automatic train stop
1229:University of Denver
1160:Automatic train stop
638:Minami-Urawa Station
564:Automatic Train Stop
562:section) along with
463:: Introduced on the
418:: First used on the
164:automatic train stop
56:improve this article
1028:older rolling stock
712:Hokuriku Shinkansen
704:Hokkaido Shinkansen
530:ATC-10 (New CS-ATC)
517:Fukuoka City Subway
1917:Signalling control
1841:Railway signalling
1122:CSX Transportation
1118:Florida East Coast
858:Copenhagen S-train
694:lines operated by
666:Tōkaidō Shinkansen
662:Toei Shinjuku Line
642:Keihin-Tohoku Line
585:
558:(inclusive of the
487:Keihin-Tōhoku Line
325:
179:Henley branch line
140:
2529:
2528:
2339:Smith and Yardley
1783:on 9 January 2015
1724:. 6 November 2017
1447:. 24 January 2022
867:
841:service and some
780:in 2017, and the
746:Kyushu Shinkansen
736:San'yō Shinkansen
708:Joetsu Shinkansen
700:Tōhoku Shinkansen
690:: Implemented on
542:Tōkyū Tōyoko Line
465:Sōbu Line (Rapid)
359:Nagano Shinkansen
252:Tokyu Corporation
132:
131:
124:
106:
16:(Redirected from
2549:
2405:Transport Canada
2289:General Electric
2226:Crossing signals
2107:Cityflo 650 CBTC
2029:Train protection
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1024:brand new trains
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447:Sennichimae Line
340:Sanyō Shinkansen
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908:Gardermoen Line
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768:, developed by
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380:(together with
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1565:. p. 53.
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1377:Stacy, Mungo.
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554:: Used on the
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511:: Used on the
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499:freight trains
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458:
416:ATC-4 (CS-ATC)
413:
410:Sakaisuji Line
398:Tanimachi Line
374:ATC-3 (WS-ATC)
371:
349:: Used on the
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650:Yamanote Line
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73: –
72:
68:
67:Find sources:
61:
57:
51:
50:
45:This article
43:
39:
34:
33:
30:
19:
2349:Union Switch
2253:Wayside horn
2097:Catch points
2056:
2004:Axle counter
1935:Interlocking
1887:Moving block
1785:. Retrieved
1778:the original
1774:1405.UTU.org
1773:
1761:
1752:
1726:. Retrieved
1721:
1712:
1700:. Retrieved
1695:
1686:
1674:. Retrieved
1670:
1660:
1621:. Retrieved
1618:Toronto Star
1617:
1607:
1595:. Retrieved
1593:. 5 May 2009
1590:
1581:
1558:
1537:. Retrieved
1533:the original
1525:Banverket.se
1524:
1515:
1503:. Retrieved
1498:
1488:
1468:
1461:
1449:. Retrieved
1444:
1435:
1423:. Retrieved
1419:the original
1410:
1386:. Retrieved
1383:RailEngineer
1382:
1372:
1363:
1353:
1341:. Retrieved
1328:
1288:
1279:
1267:. Retrieved
1259:
1249:
1237:. Retrieved
1228:
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1111:
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987:British Rail
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941:Bothnia Line
921:
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870:Hornbæk Line
855:
824:
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786:ETCS Level 3
774:Senseki Line
762:moving block
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513:Chikuhi Line
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491:Negishi Line
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312:Analogue ATC
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214:South Africa
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109:
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78:
66:
54:Please help
49:verification
46:
29:
2511:Switzerland
2486:New Zealand
2481:Netherlands
2187:Slide fence
1940:Lever frame
1722:thestar.com
1623:29 November
1591:Railway Age
1388:12 December
1260:Masress.com
1239:14 November
1090:Metro North
1057:Cityflo 650
980:failed safe
904:Ofoten Line
851:Banedanmark
839:Øresundståg
792:South Korea
778:Saikyō Line
658:E231 series
589:digital ATC
581:E233 series
571:Digital ATC
556:Kaikyō Line
536:lines, the
534:Tokyo Metro
483:Saikyō Line
392:lines (the
390:Osaka Metro
321:Speedometer
2419:By country
2202:Train stop
2167:RS4 Codici
1925:Block post
1728:26 October
1597:26 October
1561:. London:
1539:15 January
1505:15 January
1425:15 January
1411:Siemens.dk
1209:0711017042
1186:References
1106:New Jersey
1055:using its
1009:began the
889:delvis ATC
782:Koumi Line
692:Shinkansen
670:Shinkansen
654:205 series
646:209 series
427:Jōban Line
287:Shinkansen
191:Shinkansen
82:newspapers
2426:Australia
2279:AŽD Praha
2238:Crossbuck
2142:Crocodile
1787:6 January
1702:9 January
1563:Channel 4
1521:"Bandata"
1499:Belisa.se
1364:日刊工業新聞電子版
1269:7 January
1262:. Cairo:
678:THSR 700T
672:owned by
520:Kūkō Line
406:Chuo Line
218:In 2017,
2536:Category
2516:Thailand
2324:Safetran
2314:Magnetic
2299:Griswold
2248:E-signal
1676:10 April
1652:Archived
1451:20 March
1233:Archived
1149:See also
1092:and the
1036:Yorkdale
885:Bane NOR
734:and the
710:and the
505:in 2017.
467:and the
453:and the
408:and the
155:railways
112:May 2009
2461:Germany
2451:Finland
2436:Belgium
2431:Bavaria
2334:Siemens
2309:Hitachi
2284:Federal
2269:Adtranz
2172:SelTrac
2019:Treadle
1965:Signals
1415:Siemens
1343:10 July
1040:Vaughan
992:(AWS).
958:GWR ATC
831:Siemens
827:ZUB 123
821:Denmark
696:JR East
640:on the
424:JR East
364:Ansaldo
336:Tōkaidō
96:scholar
2506:Sweden
2501:Poland
2496:Norway
2466:Greece
2456:France
2441:Canada
2344:Thales
2274:Alstom
2243:Wigwag
2122:EBICAB
2092:Balise
1569:
1476:
1289:huawei
1206:
1086:Amtrak
1032:Dupont
1019:
1013:on to
1001:Canada
924:Sweden
918:Sweden
880:Norway
847:ICE-TD
843:X 2000
816:Europe
742:KS-ATC
728:ATC-NS
718:RS-ATC
688:DS-ATC
583:trains
524:Kyushu
449:, the
404:, the
400:, the
396:, the
368:EBICAB
355:Jōetsu
351:Tōhoku
220:Huawei
197:Africa
98:
91:
84:
77:
69:
2476:Japan
2471:Italy
2446:China
2380:AREMA
2329:Saxby
2182:SACEM
2127:IIATS
2052:ATACS
1897:Token
1781:(PDF)
1770:(PDF)
1337:(PDF)
1320:(PDF)
933:ERTMS
808:Seoul
800:Busan
760:is a
758:ATACS
753:ATACS
722:GSM-R
630:Japan
622:D-ATC
552:ATC-L
522:) in
509:ATC-9
503:ATACS
479:ATC-6
473:ATS-P
461:ATC-5
347:ATC-2
332:ATC-1
235:Japan
224:GSM-R
202:Egypt
187:Japan
103:JSTOR
89:books
2400:IRSE
2395:HMRI
2304:Hall
2047:ASFA
2042:ALSN
1789:2015
1730:2022
1704:2019
1678:2019
1671:CP24
1625:2015
1599:2022
1567:ISBN
1541:2015
1507:2015
1474:ISBN
1453:2022
1427:2015
1390:2020
1345:2021
1271:2015
1241:2022
1204:ISBN
1120:and
1063:and
1042:and
1034:and
937:ETCS
874:CBTC
770:RTRI
766:CBTC
587:The
544:and
357:and
338:and
270:ver
230:Asia
153:for
75:news
2410:UIC
2390:FRA
2385:ERA
2375:AAR
2294:GRS
922:In
636:to
382:ATO
274:un
147:ATC
58:by
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