there was a reason for it. The main purpose of ATB was to prevent overspeeding and failing to respond to yellow signals, at the time it was deemed unlikely a driver would miss a red signal when traveling below 40 km/h and expecting one. It is seen as a problem now as numerous accidents have occurred and safety regulations became stricter over time. The gaps between each speed setting form a problem. If there is no matching speed setting for the current speed limit, the next speed setting above it will be enforced. The biggest gap falls between 80 and 130 km/h, meaning ATB EG will allow a train to drive 130 km/h in a 90 km/h zone. Another drawback is the maximum speed being set to 140 km/h. Tracks with a design speed of up to 160 km/h cannot be used up to full speed because ATB-EG does not allow this. This is becoming more of an issue with the ever-growing rail traffic. ATBM+ has later been developed to raise this speed to 160 km/h. Vossloh G2000 locomotives equipped with ATB EG suffer from some unwanted emergency brake applications. This is because the brake pipe pressure, on which the brake criterion is based, takes 4 to 5 seconds to drop, while the ATB intervenes in 3 seconds.FLIRT trains have the same problem as the G2000 locomotives, because their brake criterion is based on the brake cylinder pressure. Additionally the brake criterion can "vanish" when the anti-lock braking system engages, because the system could reduce the brake pressure below the point to comply with the brake criterion. This will also result in an emergency brake application. Enhancements Over the years multiple enhancements were introduced to overcome some of the system's flaws. ATBM+ is designed to raise the maximum speed from 140 to 160 km/h. This system is only installed on line between Hoofddorp and Den Haag Mariahoeve and is currently solely used by Thalys trains ATB-Plus-Plus is designed to reduce "Stoptonend Sein (STS)-passages" (English: Signals Passed At Danger) by applying an emergency brake after passing a signal at danger. It compensates the original design flaws in speeds below 40 km/h where no forced braking was possible in case of passing stop signals. ATB-Vv (Verbeterde versie English: Improved version) is the latest evolution of ATB-Plus-Plus. It is enhanced with three beacons in distance of 120, 30 and 3 m before the