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'''Automatic train operation''' ('''ATO''') is an operational safety enhancement device used to help [[Automation|automate]] the operation of [[train]]s. The degree of automation is indicated by the Grade of Automation (GoA), up to GoA level 4 (where the train is automatically controlled without any staff on board). ATO is primarily used on [[automated guideway transit]] and [[rapid transit]] systems where it is easier to ensure the safety of humans. On most systems, there is a [[Train driver|driver]] present to mitigate risks associated with failures or emergencies.
'''Automatic train operation''' ('''ATO''') is an operational safety enhancement device used to help [[Automation|automate]] the operation of [[train]]s. The degree of automation is indicated by the Grade of Automation (GoA), up to GoA level 4 (where the train is automatically controlled without any staff on board). ATO is primarily used on [[automated guideway transit]] and [[rapid transit]] systems where it is easier to ensure the safety of humans. On most systems, there is a [[Train driver|driver]] present to mitigate risks associated with failures or emergencies.


Many modern systems are linked with [[automatic train control]] (ATC) and, in many cases, [[automatic train protection]] (ATP) where normal [[Signaller (rail)|signaller]] operations such as route setting and train regulation are carried out by the system. The ATO and ATC/ATP systems will work together to maintain a train within a defined tolerance of its timetable. The combined system will marginally adjust operating parameters such as the ratio of power to coast when moving and station [[Dwell time (transportation)|dwell time]] in order to adhere to a defined timetable.
Many modern systems are linked with [[automatic train control]] (ATC) and, in many cases, [[automatic train protection]] (ATP) were normal [[Signaller (rail)|signaller]] operations such as route setting and train regulation are carried out by the system. The ATO and ATC/ATP systems will work together to maintain a train within a defined tolerance of its timetable. The combined system will marginally adjust operating parameters such as the ratio of power to coast when moving and station [[Dwell time (transportation)|dwell time]] in order to adhere to a defined timetable.


== Types of train automation ==
== Types of train automation ==

Revision as of 00:52, 1 June 2022

For other uses of "ATO", see ATO (disambiguation).
Panel of MTR SP1950 EMU, capable of running ATO
Automated track-bound traffic
Automatic train operation
Lists of automated train systems
Related topics

Automatic train operation (ATO) is an operational safety enhancement device used to help automate the operation of trains. The degree of automation is indicated by the Grade of Automation (GoA), up to GoA level 4 (where the train is automatically controlled without any staff on board). ATO is primarily used on automated guideway transit and rapid transit systems where it is easier to ensure the safety of humans. On most systems, there is a driver present to mitigate risks associated with failures or emergencies.

Many modern systems are linked with automatic train control (ATC) and, in many cases, automatic train protection (ATP) were normal signaller operations such as route setting and train regulation are carried out by the system. The ATO and ATC/ATP systems will work together to maintain a train within a defined tolerance of its timetable. The combined system will marginally adjust operating parameters such as the ratio of power to coast when moving and station dwell time in order to adhere to a defined timetable.

Types of train automation

A diagram representing the different levels of automation possible on railways

According to the International Association of Public Transport (UITP) and the international standard IEC 62290‐1, there are five Grades of Automation (GoA) of trains.[1][2][3] These levels correspond with the automotive SAE J3016 classification:[4]

Grade of automation Train operation Description SAE levels
GoA 0 On-sight No automation 0
GoA 1 Manual A train driver controls starting and stopping, operation of doors and handling of emergencies or sudden diversions. 1
GoA 2 Semi-automatic (STO) Starting and stopping are automated, but a driver operates the doors, drives the train if needed and handles emergencies. Many ATO systems are GoA 2. 2
GoA 3 Driverless (DTO) Starting and stopping are automated, but a train attendant operates the doors and drives the train in case of emergencies. 3 and 4
GoA 4 Unattended (UTO) Starting and stopping, operation of doors are all fully automated without any on-train staff. It is recommended that stations have platform screen doors installed. 5

Additional types

Grade of automation Description
GoA1+ In addition to GoA1, there is connected on-board train energy optimisation (C-DAS) over ETCS[5]
GoA2+ In case of Amsterdam Metro, a GoA2 is able to reverse in GoA4 at the final stations.[6] This is indicated by '+'.
GoA2.5 The train driver does nothing except obstacle detection and passenger evacuation.[7]
GoA3+ An umbrella term for GoA3 and GoA4 meaning replacement of human train driver.[8] The terms GoA3/4, GoA3,4 and autonomous trains are used synonymiously.[9][7]

Operation of ATO

Whereas ATP is the safety system that ensures a safe spacing between trains and provides sufficient warning as to when to stop. ATO is the "non-safety" part of train operation related to station stops and starts, and indicates the stopping position for the train once the ATP has confirmed that the line is clear.

The train approaches the station under clear signals, so it can do a normal run-in. When it reaches the first beacon – originally a looped cable, now usually a fixed transponder – a station brake command is received by the train. The on-board computer calculates the braking curve to enable it to stop at the correct point, and as the train runs in towards the platform, the curve is updated a number of times (which varies from system to system) to ensure accuracy.[10]

When the train has stopped, it verifies that its brakes are applied and checks that it has stopped within the door-enabling loops. These loops verify the position of the train relative to the platform and which side the doors should open. Once all this is complete, the ATO will open the doors. After a set time, predetermined or varied by the control centre as required, the ATO will close the doors and automatically restart the train if the door closed proving circuit is complete. Some systems have platform screen doors as well. ATO will also provide a signal for these to open once it has completed the on-board checking procedure. Although described here as an ATO function, door enabling at stations is often incorporated as part of the ATP equipment because it is regarded as a "vital" system and requires the same safety validation processes as ATP.[10]

Once door operation is completed, ATO will accelerate the train to its cruising speed, allow it to coast to the next station brake command beacon and then brake into the next station, assuming no intervention by the ATP system.[10]

Advantages of GoA3+

In 2021, Florida Department of Transportation funded a review by scientists from Florida State University, University of Talca and Hong Kong Polytechnic University, which showed following advantages of autonomous trains:[11]

  1. Eliminating sources for human errors
  2. Raise of capacity by stronger utilisation of existing rail tracks
  3. Reduction of operational costs. Paris Métro reduced its operational costs in case of GoA 4 by 30%.[12]
  4. Higher overall service reliability
  5. Better fleet management and service flexibility
  6. Energy efficiency

Notable examples

Urban passenger railways

The two white ATO start buttons beside the power/brake lever in a Tokyo Metro 10000 series train, corresponding to GoA 2 operation
  • Rubber-tyred metro first prototype MP 51 (fr) was fitted with ATO from the start. It operated a quiet 770m shuttle service with sharp turns and steep grades on la voie navette of the Paris Métro with passengers from 13 April 1952 until 31 May 1956. It featured a GoA 2 system with an ATO "mat" fitted onto the underfloor of the train continuously in contact with a guide-line between the tracks nicknamed "Grecque", and often proposed passenger to "operate the train" by pushing the ATO start button.[13] The system was then installed on the rest of Paris Métro only from 1966 onward due to lack of funds, starting with line 11. Line 14, opened in 1998, was the first newly built Paris Métro to operate in GoA 4, and Line 1 later also had its GoA 2 ATO system from 1972 replaced to a newer GoA 4 CBTC system.
  • The Barcelona Metro's (old) line II (now L5) was the first metro line in the world to install a GoA 2 photoelectric cell-based ATO system on an existing metro line and on its FMB 600 series (ca) rolling stock. This system was implemented in 1960–1961 and decommissioned in 1970. Currently, L9 (Europe's longest driverless line), L10 run with GoA4 ATO. L11 run with GoA3.
  • The Teito Rapid Transit Authority (TRTA; now Tokyo Metro) piloted GoA 2 ATO starting from 1962 on the Hibiya Line between Minami-Senju and Iriya, and subsequently expanded to the entire line in 1970. TRTA 3000 series set 3015 was the first train retrofitted with ATO running, while new trains ordered after 1963 were built-new with ATO. The pilot reportedly lasted until the end of 1987, after which the trains reverted to manual operation. The Hibiya Line pilot was then use as the basis for equipping the Namboku Line, opened in stages between 1991 and 2000, with GoA 2 ATO. Many subway and conventional railway lines in Japan use GoA 2 ATO, typically distinguishing the ATO systems' auto-acceleration function with the indigenously developed TASC auto-braking system, which the latter would theoretically still be able to function without driver input if the former malfunctions. Disney Resort Line monorail of Tokyo Disney Resort, opened in 2001, uses GoA 3(+), while people mover systems such as the Yurikamome line in Tokyo, opened in 1995, and the Linimo low-speed maglev line in Aichi Prefecture, opened in 2005, use GoA 4.
  • A pilot for GoA 2 ATO on the London Underground saw 1960 Stock trains fitted for ATO running along the Woodford to Hainault section of the Central Line from 1964 until 1986 when the trains were reverted to manual operation. The Victoria line opened in 1968 as the world's first newly built full-scale automatic railway and metro line and has since become the first to have an ATO system replaced. The full Central, Northern, and Jubilee lines have also been upgraded to run with ATO. The Circle, District, Hammersmith & City and Metropolitan lines are currently being modernised with a brand new automatic train control system.
  • The PATCO Speedline between Philadelphia, Pennsylvania and Lindenwold, New Jersey, opened its first segment in 1969 as the first ATO line in the United States. (The Expo Express, which ran during the World's Fair Expo 67 in Montreal, was the first in Canada and in North America.)
  • Bay Area Rapid Transit (BART), opened in 1972, was the first new rapid transit system with multiple lines built with ATO.
  • The Montreal Metro Green, Orange and Blue lines have been using ATO since 1977.
  • On the MTR Network in Hong Kong, all lines operated by MTR Corporation have run with ATO since 1979. The former KCR East Rail line network has used ATO since 2002.
  • The Glasgow Subway has used ATO since 1980.
  • The French Véhicule Automatique Léger system, initially implemented on the Lille Metro in 1983, is a fully automated GoA 4 system. Its ATO system is also used with conventional heavy rolling stock on the Paris Métro Line 14, Line 1 and Lausanne Métro line 2.
  • The Vancouver SkyTrain in Vancouver, British Columbia, is an automated and driverless system commissioned in 1985.
  • On the Mass Rapid Transit (Singapore), all lines operating currently run with ATO since 1987.
  • All of the lines on the Docklands Light Railway in London have used ATO (GoA 3) since it opened in 1987.
  • The Tren Urbano, which serves the San Juan metropolitan area of Puerto Rico since its opening in 2004, has a Siemens ATC system that allows for fully automatic operation.[14]
  • On the Nuremberg U-Bahn, existing U2 and new U3 lines were converted to ATO in 2008, with one-year mixed service.[15]
  • On the Milan Metro, the M1 Red Line and the M3 Yellow Line run with ATO.[16]
  • The Washington Metro is possibly the first system in the world to revert to (mostly) manual operation from ATO, following a crash in 2009. However, GoA 2 is still installed on all lines and is planned to be used again in the future.
  • The Prague Metro historically operated GoA 1 system ARS on all lines. GoA 2 is available on line C (PA 135 by Siemens) and line A (LZA by AŽD Praha). As of 2020, line B is transitioning from ARS to LZA. The projected line D should operate unattended.
  • São Paulo Metrô, Line 4 was opened in 2010 as the first system operating GoA 4 in South America.
  • On the New York City Subway, the BMT Canarsie Line (L train) began full ATO operation using CBTC in June 2012.[17][18] IRT Flushing Line (7 and <7>​ trains) similarly underwent track and signal modernization, with full ATO operation beginning in November 2018.[19]
  • The trains on Dubai Metro do not have a driver, neither do the trains on AnsaldoBreda Driverless Metro and on Line C of the Rome Metro[20]
  • The trains on Doha Metro started operation in 2019, running automatically in ATO without a driver [21]
  • Aerotrain (KLIA) in Kuala Lumpur, Malaysia uses a GoA 4 ATO system.
  • On the Los Angeles Metro system, the B Line, D Line, and C Line use the GoA 2 ATO system.
  • Indonesia's capital city, Jakarta, opened in 2019 public transport (Jakarta MRT) that uses ATO with GoA 2 Level.
  • New South Wales's capital city Sydney in Australia, has the Sydney Metro which opened in 2019 and operates with GoA Level 4. Sydney is also in the process of upgrading older lines of the Sydney Trains commuter rail network to eventually enable GoA 2 and higher in the future.
  • Delhi Metro started driverless train operations in December 2020 running on GoA 4 ATO system on the Botanical Garden – Kalkaji corridor.[22]

Freight railways

  • The Rio Tinto Group "AutoHaul" system on its iron ore railways in the Pilbara.[23] This system is GoA 4 capable, able to run trains without a single person aboard for the entire trip out to the mines and back to the port. In October 2017 the first fully autonomous test took place over a 100 kilometres (62 mi) section.[24] The group was granted accreditation by Australia's Office of the National Rail Safety Regulator, approving the autonomous operation of iron ore trains in the Pilbara region of Western Australia.[25]
  • The Iron Ore Company of Canada uses nine automated GMD SW1200MG electric locomotives. This railroad is GoA4 capable, able to run trains without a single person aboard for the entire trip out to a processing plant and back to the mine in Labrador City.
  • The Navajo Mine Railroad uses four remote-controlled GE E60 electric locomotives. This railroad is GoA2 capable, able to run a train without any person on board for the entire trip out to the Four Corners Generating Station and back to the mines.

Mainline operation

  • The Czech railways have used GoA2 operation since 1991. Currently, about 400 vehicles are equipped with on-board units.[timeframe?] 1500 km of lines (of total 9000 km network) are equipped with lineside part of ATO, next 1500 km are covered by data for GPS localisation.
  • In the United Kingdom, the Thameslink core section through Central London between St Pancras and Blackfriars became the first ATO route on the National Rail network in 2018. This has since been extended south from Blackfriars to London Bridge.

High speed rails

  • German ICE high-speed lines equipped with the Linienzugbeeinflussung (LZB) signalling system support a form of GoA 2 ATO operation called AFB (Automatische Fahr- und Bremssteuerung, lit. automatic driving and braking control) which enables the driver to let the on-board train computer drive the train on autopilot, automatically driving at the maximum speed currently allowed by LZB signalling. In this mode, the driver only monitors the train and watches for unexpected obstacles on the tracks. On lines equipped with only PZB/Indusi, AFB acts entirely as a speed cruise control, driving according to the speed set by the driver with manual braking if needed.[26]
  • CR400BF-C 'Fuxing Hao', a variant of CR400 Fuxing series, running on Beijing–Zhangjiakou intercity railway is said to be the world first high-speed rail service capable of driverless automation in commercial operations. The specific Grade of Automation (GoA) was not announced.[27][28]
  • In November 2021, JR East demonstrated autonomously operated bullet train E7 in Niigata prefecture; 5 km between Niigata Station and Niigata Shikansen Stock Yard. They started testing on 29 October.[29]
  • In April 2022, also JR West announced that they will test ATO on a 12-car W7 series Shinkansen train used on the Hokuriku Shinkansen at the Hakusan General Rolling Stock Yard during 2022.[30]

Future

In October 2021, the pilot project of the "world's first automated, driverless train" is launched in the city of Hamburg, Germany. The conventional, standard-track, non-metro train technology could, according to reports, theoretically be implemented for rail transport worldwide and is also substantially more energy efficient.[31][32]

ATO will be introduced on the London Underground's Circle, District, Hammersmith & City, and Metropolitan lines by 2022. ATO will be used on parts of Crossrail once the route opens. Trains on the central London section of Thameslink were the first to use ATO on the UK mainline railway network[33] with ETCS Level 2.

The U-Bahn in Vienna will be equipped with ATO in 2023 on the new U5 line.

All lines being built for the new Sydney Metro will feature driverless operation without any staff in attendance.

Since 2012, the Toronto subway has been undergoing signal upgrades in order to use ATO and ATC over the next decade.[34] Work has been completed on sections Yonge–University line.[35] The underground portion of Line 5 Eglinton will be equipped with ATC and ATO in 2022. The underground portion will use a GoA2 system while the Eglinton Maintenance and Storage Facility will use a GoA4 system and travel driverless around the yard.[36] The Ontario Line is proposed have a GoA4 driverless system and will open in 2030.[37]

ATO is in everyday operation on Czech Railways lines with AVV since 1991, and in test operation with ETCS since 2008.

Since March 2021, SNCF and Hauts-de-France region have begun an experimentation with a French Regio 2N Class, equipped with sensors and software(fr).

Accidents and incidents involving ATO

While ATO has been proven to drastically reduce the chance of human errors in railway operation, there have been a few notable accidents involving ATO systems:

  • On 27 September 2011 at 14:51 hours local time (06:51 hours UTC), two trains on Shanghai Metro Line 10 collided between Yuyuan Garden station and Laoximen station, injuring 284–300 people. Initial investigations found that train operators violated regulations while operating the trains manually after a loss of power on the line caused its ATO and signalling systems to fail. No deaths were reported.[38]
  • On 4 May 2015, at around 18:00 hours local time (00:00 hours UTC)[39] during heavy rain with hail,[40] two trains crashed at Oceanía station on Mexico City Metro Line 5 while both were heading toward Politécnico station.[41] The first train, No. 4, was parked at the end of Oceanía station's platform after the driver reported that a plywood board was obstructing the tracks.[42] The second train, No. 5, left Terminal Aérea station with the analogue PA-135 ATO system turned on despite the driver being asked to turn it off and to operate the train manually,[43] as the protocol requests it when it rains because trains have to drive with reduced speed.[44] Train No. 5 crashed into Train No. 4 at 31.8 km/h (19.8 mph)[43] – double the average on arrival at the platforms –[42] and left twelve people injured.[45]
  • Joo Koon rail accident – on 15 November 2017 at about 08:30 hours local time (00:30 hours UTC), one SMRT East-West Line C151A train rear-ended another C151A train at Joo Koon MRT Station, causing 38 injuries. At that time, the East-West Line was in the process of having its previous fixed-block Westinghouse ATC fixed block signalling and associated ATO system replaced with the Thales SelTrac CBTC moving block signalling system. The cause was that one of the trains involved had a safety protection feature removed when it went over a faulty signalling circuit as a fix for a known software bug, hence "bursting" the signalling bubble and leading to the collision.[46]
  • A similar incident occured on the MTR Tsuen Wan Line on 18 March 2019, when two MTR M-Train EMUs crashed in the crossover track section between Admiralty and Central while MTR was testing a new version of the SelTrac train control system intended to replace the line's existing SACEM signalling system. There were no passengers aboard either train, although the operators of both trains were injured.[47] Before the crash site had been cleaned up, all Tsuen Wan line trains terminated at Admiralty instead of Central. The same vendor also provided a similar signalling system in Singapore, which resulted in the Joo Koon rail accident in 2017.[48] In July 2019, the Electrical and Mechanical Services Department (EMSD) published an investigation report into the incident and concluded that a programming error in the SelTrac signalling system led the ATP system to malfunction, resulting in the collision.[49]

See also

References

  1. ^ International Association of Public Transport. "A global bid for automation: UITP Observatory of Automated Metros confirms sustained growth rates for the coming years" (PDF). Belgium.
  2. ^ Elisabeth Fischer (23 August 2011). "Justifying automation". Railway-Technology.com.
  3. ^ "IEC 62290-1:2014 - IEC-Normen - VDE VERLAG". www.vde-verlag.de. Retrieved 2 May 2022.
  4. ^ "Cross-Domain Fertilisation in the Evolution towards Autonomous Vehicles". ercim-news.ercim.eu. ERCIM News. Retrieved 8 May 2022.
  5. ^ European Union Agency for Railways (2017). "X2Rail–1 ATO over ETCS (up to GoA4)" (PDF).
  6. ^ Wim, Korf; Piet, Grinwis; Theo, Podt (2010). "Anticiperen op waardevol vervoer" (PDF) (in Dutch). Rapportage audit Noord/Zuidlijn.
  7. ^ a b "鉄道：鉄道における自動運転技術検討会 - 国土交通省". www.mlit.go.jp. Retrieved 29 May 2022.
  8. ^ Tagiew, Rustam; Buder, Thomas; Hofmann, Kai; Klotz, Christian; Tilly, Roman (2 July 2021). "Towards Nucleation of GoA3+ Approval Process". 2021 5th High Performance Computing and Cluster Technologies Conference. Association for Computing Machinery: 41–47. doi:10.1145/3497737.3497742. ISBN 9781450390132. S2CID 245426687. Retrieved 2 May 2022.
  9. ^ Lagay, Rémy; Adell, Gemma Morral (October 2018). "The Autonomous Train: a game changer for the railways industry". 2018 16th International Conference on Intelligent Transportation Systems Telecommunications (ITST): 1–5. doi:10.1109/ITST.2018.8566728.
  10. ^ a b c "ATO". Railway Technical Web Page. Archived from the original on 12 April 2012.
  11. ^ Singh, Prashant; Dulebenets, Maxim A.; Pasha, Junayed; Gonzalez, Ernesto D. R. Santibanez; Lau, Yui-Yip; Kampmann, Raphael (2021). "Deployment of Autonomous Trains in Rail Transportation: Current Trends and Existing Challenges". IEEE Access. 9: 91427–91461. doi:10.1109/ACCESS.2021.3091550. ISSN 2169-3536. S2CID 235749326.
  12. ^ Cohen, J. M.; Barron, A. S.; Anderson, R. J.; Graham, D. J. "Impacts of Unattended Train Operations (UTO) on Productivity and Efficiency in Metropolitan Railways". {{cite journal}}: Cite journal requires |journal= (help)
  13. ^ Robert, Jean (1983). Notre métro (in French). p. 152.
  14. ^ www.railway-technology.com Tren Urbano Rapid Transit System, Puerto Rico - Accessed 2011-07-12
  15. ^ "Driverless operations start in Nürnberg". Railway Gazette International. Archived from the original on 2009-07-01.
  16. ^ "Linea M1, nuovo sistema di regolazione della circolazione ATM, Azienda Trasporti Milanesi". www.atm.it.
  17. ^ New York City Transit - History and Chronology Archived October 19, 2002, at the Wayback Machine.
  18. ^ "MTA L Train Response to Squadron" (PDF) (Press release). Metropolitan Transportation Authority. 2011-09-06. Retrieved 2011-10-29.
  19. ^ "New York Flushing Line CBTC contract awarded". Railway Gazette. 2010-06-28. Retrieved 2011-10-29.
  20. ^ "Rome's subway: the eternal project". 17 April 2016 – via Japan Times Online.
  21. ^ Kingsland, Patrick (25 July 2019). "Doha Metro: on track for the next World Cup". Railway Technology.
  22. ^ Rajput, Abhinav (April 28, 2016). "South Delhi-Noida direct Metro connectivity by August". HT Media Limited. Hindustan Times. Retrieved 10 May 2016.
  23. ^ "Rio Tinto has confirmed that it is on track to completely transition to driverless trains across its entire Pilbara operation by the end of 2018". iseekplant.com.au. July 20, 2017. Retrieved 1 September 2017.
  24. ^ "Rio Tinto operates first fully-autonomous test train". Railway Gazette. October 2, 2017. Retrieved 5 October 2017.
  25. ^ Ltd, DVV Media International. "Rio Tinto's automated trains approved". Railway Gazette. Retrieved 2018-05-23.
  26. ^ Der ICE – ein Produkt des Systemverbundes Bahn. In: Deutsche Bahn AG: (http://www.db.de/site/shared/de/dateianhaenge/publikationen__broschueren/bahntech/bahntech200601.pdf) bahntech, Nr. 1/06], S. 24 f.
  27. ^ "China's Fuxing series, can run up to 350 kilometers per hour (217 mph) without a driver". CNN. 8 January 2020.
  28. ^ "World's fastest driverless bullet train launches in China". The Guardian. 9 Jan 2020.
  29. ^ "JR East shows off autonomous bullet train to media". The Japan Times. 17 November 2021. Retrieved 23 November 2021.
  30. ^ "JR West to test ATO on W7 series Shinkansen". International Railway Journal. 25 April 2022. Retrieved 28 April 2022.
  31. ^ "Germany unveils first self-driving train". techxplore.com. Retrieved 15 November 2021.
  32. ^ "Germany: Hamburg gets first fully automated tram | DW | 11.10.2021". Deutsche Welle (www.dw.com). Retrieved 15 November 2021.
  33. ^ "Thameslink first with ATO over ETCS". Railway Gazette. 20 March 2018.
  34. ^ Wheeler, Charles (2008-12-17). "Yonge Subway Extension – Recommended Concept/Project Issues" (PDF). TTC.
  35. ^ "Rail News - TTC extends signal system to Queen Station. For Railroad Career Professionals". Progressive Railroading. Retrieved 2020-12-12.
  36. ^ "How will the Eglinton Crosstown LRT's automatic train control work? We break down every major element in an infographic". 9 December 2019. Retrieved 4 June 2020.
  37. ^ "Ontario Line will be driven by proven tech rather than futuristic prototypes". 10 September 2019. Retrieved 4 June 2020.
  38. ^ "Signal maker: Not to blame for Shanghai rail crash". AP.
  39. ^ "Un choque en el metro de México deja al menos 12 heridos" [A train crash at Mexico's metro leaves 12 injured]. El País (in Spanish). 5 May 2015. Archived from the original on 27 December 2020. Retrieved 30 May 2021. {{cite web}}: |archive-date= / |archive-url= timestamp mismatch; 27 December 2019 suggested (help)
  40. ^ Robles, Johana; Ruiz, Fanny (5 May 2015). "Chocan trenes en Línea 5 del Metro" [Trains crash ate Metro Line 5]. El Universal (in Spanish). Archived from the original on 30 May 2021. Retrieved 30 May 2021.
  41. ^ Shoichet, Catherine E. (4 May 2015). "Mexico City metro trains crash; injuries reported". CNN. Archived from the original on 3 May 2021. Retrieved 30 May 2021.
  42. ^ a b Noticieros Televisa (13 May 2015). "México:Dan a conocer detalles del choque en el Metro Oceanía" [Mexico: Details of crash at Oceanía station released]. Revista Rieles. Rieles Multimedio. Archived from the original on 30 May 2021.
  43. ^ a b "Error humano causó choque en Metro Oceanía, informa comité investigador". Aristegui Noticias (in Spanish). 12 May 2015. Archived from the original on 15 May 2015. Retrieved 30 May 2021.
  44. ^ Ferrer, Angélica (11 March 2020). "Y a todo esto, ¿cuántos choques han ocurrido a lo largo de la historia del Metro de la CDMX?" [And by the way, how many crashes have occurred throughout the history of the Mexico City Metro?]. El Financiero (in Spanish). Archived from the original on 30 May 2021.
  45. ^ Valdez, Ilich (12 May 2015). "Error humano causó choque de trenes en Metro Oceanía" [Human error caused train crash at Oceanía station]. Milenio (in Spanish). Archived from the original on 4 April 2020. Retrieved 15 March 2020.
  46. ^ Lim, Adrian (16 November 2017). "Joo Koon collision: 'Inadvertent removal' of software fix led to collision". Straits Times. Archived from the original on 17 November 2017. Retrieved 17 November 2017.
  47. ^ "Hong Kong faces commuter chaos after rare train collision". Reuters. 18 March 2019.
  48. ^ "Signalling system in Hong Kong MTR train collision a 'version' of that used in Singapore". CNA. 19 March 2019. Archived from the original on 30 January 2021. Retrieved 30 January 2021.
  49. ^ "Investigation Report on Incident of the New Signalling System Testing on MTR Tsuen Wan Line" (PDF). Electrical and Mechanical Services Department. 5 July 2019. Archived (PDF) from the original on 30 January 2021. Retrieved 30 January 2021.
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