Automated Train Control (ATC) is composed of Automated Train Protection (ATP), Automated Train Operation (ATO) and Automated Train Supervision (ATS).

In the event of conflict ATP shall take precedence over ATO and ATS.

In the event of conflict ATO shall take precedence over ATS.

• All trains and any other vehicles that operate on the system in the presence of trains running in automated operation shall be detected, regardless of whether they are being operated in automatic or manual control.
• Identification shall be done by positive detection (i.e. absence of train does not imply that train is elsewhere)

• Shall provide protection against rear-end collisions for following trains by maintaining a zone at the rear of each train and continually provides sufficient stopping distance.

• Shall initiated emergency braking in the event that a train is detected to be moving when it has not been commanded to move.
• Applies in either direction.

• Shall provide speed enforcement, ensuring that the speed of a train never exceeds the defined speed limit anywhere along the entire route.
• Speed is measured by measuring the actual speed (therefore not the derived speed).
• If speed were to exceed the speed limit then emergency braking shall be applied.

• Prevent trains from overtravelling the end of the guideway or prevent trains from exceeding the design limits for impact with an end-of-guideway buffer.

• Shall detect the uncoupling, detachment, and/or seperation of vehicles in a consist and shall thereupon immediately cause all vehicles of the previously connected train to brake to a full stop.

* Shall be continuous or be of such a repetitive nature that signal interruption is detected. Detection of signal interuption shall result in emergency braking by ATP in sufficient time so as not to compromise any safety aspect of the ATP functional design.

* Zero speed shall not be registered until a speed of 0.3 m/s or less is attached and braking is commanded.

• If any automatic door or emergency exit door on a train unlocks for any reason while the train is in motion (i.e. not zero speed) that train shall be caused to brake to a full stop.
• If any automatic station door is unlocked for any reason trains shall be prohibited from entering or leaving that station platform.

• Interlocks shall ensure that the following conditions are satisfied before enabling the automatic unlocking and opening of the train doors and, if provided, the station platform doors.
  • Train is properly aligned at a station platform
  • Zero speed is detected
  • Propulsion power is removed from the motors
  • Train is positively constrains against motion

• Any train stopped in a station shall not be permitted to move until all doors are properly closed and locked.

• Travel direction reversal interlocks shall be provided by ATO on trains requiring bidirectional operation on any segment of the automated guideway.
• Any reversal of train travel direction shall occur only after zero speed has been registered.

• Emergency braking shall be irrevocable.
• After initiating emergency braking it shall require to be manually reset in order for normal operations to resume.
• Emergency braking shall be interlocked with the propulsion control such that braking commands dominate.

• Shall prevent a train from entering a switch that is not properly aligned and locked and shall prevent a switch from becoming unlocked and/or moved once a train is committed to traversing it.

• Starting, Stopping and regulation of the train speed shall be controlled by ATO.
• Shall be governed by acceleration, de-acceleration and jerk rate limits.

• Programmed station stops shall be made with acceptable passenger comfort limits.
• Shall provide an opening of 82 cm opening for all doors.

• Shall be possible to manually disable operation of any door set without affecting automated operation of other train sets.
• If train doors are disabled the matching station doors shall be disabled automatically
• If any door fails to close within 10 s of being commanded to close an alarm shall be sent to central control.

• If ATS fails then ATP and ATO shall continue operations.

• Station and information shall be presented to central control operator.

• Service braking is used in Motion Control

• Shall be irrevocable
• Capable of de-accelerating training under worst case conditions for a minimum of three repeated stops at the min cycle time for the system.
• If emergency braking shares infrastructure with service braking then emergency braking shall not be compromised if service braking is operating.
• Shall operate properly without wayside, vehicle or propulsion power
• Shall have a redundant energy source.
• Energy storage devices may be used to meet this redundancy requirement.

• Shall be activated when vehicle is parked.
• Capable of operations with max load on max grade (pos or neg).
• Shall be activated without application of guideway or vehicle-borne power for max period of time to evacuate passengers during a total system power failure.
• Shall be capable to park with a tare load on max grade for 24 hr and, if manually activated, indefinitely.