Train automatic stopping controller: Difference between revisions
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{{Short description|Type of train protection system in Japan}} |
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[[File:Tokyu7000N-TASC2.jpg|thumb|TASC unit beneath a [[Tōkyū 7000 series]] EMU]] |
[[File:Tokyu7000N-TASC2.jpg|thumb|TASC unit beneath a [[Tōkyū 7000 series]] EMU]] |
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[[File:TASC chijyoushi.JPG|thumb|TASC [[ |
[[File:TASC chijyoushi.JPG|thumb|TASC [[balise]]s at a railway station in Japan]] |
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{{Nihongo|'''Train automatic stopping/stop-position controller'''|定位置停止装置}} (TASC) is the name of a [[train protection system]]/automated stopping aid currently used only in Japan. It allows trains equipped with TASC to stop automatically at stations without the need for the [[train operator]] to operate the brakes manually, preventing stopping errors and [[Signal passed at danger|SPADs]]. TASC is also compatible with [[automatic train control]] (ATC) and [[automatic train operation]] (ATO), where in the latter case it acts as its auto-braking function. |
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==History== |
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TASC was originally developed in the 1950s and the 1960s as a way of ensuring that trains stop properly at stations, especially if the driver has made a minor driving lapse and stopped with a slight overrun/underrun, which can prove to be an inconvenience for passengers, particularly if the first or last door is partially (or, in rare cases, completely) outside the station. It has also been useful at preventing [[Signal passed at danger|SPADs]]. TASC is also compatible with [[automatic train operation]] (ATO) and [[automatic train control]] (ATC).13623315055 |
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The first incarnation of TASC was originally developed in the 1950s and 1960s as a way of ensuring that trains stop properly at stations, although problems with brake responsiveness, among other issues with the existing technology of that time, meant that it was never put into practical use. From the 1970s, technological improvements in computing and railway technology, especially the advent of [[One-person operation|one man operation]] and [[automated guideway transit]] (AGT) systems and more recently, [[platform screen doors]], made TASC increasingly viable both as a train protection system and as a precursor or complement to railway automation. The first full-scale implementation of TASC was on the [[Tokyo Metro Ginza Line]], the oldest subway line in Japan, where it, along with a new [[CS-ATC]] [[Cab signalling|cab signalling]] system, replaced the line's previous mechanically-operated [[automatic train stop]] (ATS) system in 1993,<ref>足立武士「CS-ATCの導入 その効果と展望」『鉄道ピクトリアル』1995年7月臨時増刊号（通巻608号）p72 – 75, 電気車研究会</ref> enabling a massive upgrade of the line's [[route capacity]] and frequency between trains.<ref>帝都高速度交通営団史, p.612</ref> |
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==Usage== |
==Usage== |
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Examples of train lines that have TASC. |
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The TASC system is used on the following lines. |
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* [[Tokyo Metro Ginza Line]] |
* [[Tokyo Metro Ginza Line]] (first TASC installation, since 1993) |
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* [[Tokyo Metro Marunouchi Line]] ([[Tokyo Metro Marunouchi Line#Branch Line|Hōnanchō branch]]) |
* [[Tokyo Metro Marunouchi Line]] (including [[Tokyo Metro Marunouchi Line#Branch Line (Honancho Line)|Hōnanchō branch]]; main line also enhanced with ATO since 2010) |
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* [[Tōkyū Meguro Line]] |
* [[Tōkyū Meguro Line]] |
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* [[Tōkyū Ikegami Line]] |
* [[Tōkyū Ikegami Line]] |
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* [[Tōkyū Tamagawa Line]] |
* [[Tōkyū Tamagawa Line]] |
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* [[Tokyu Toyoko Line]] |
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* [[Tōbu Tōjō Line]] ([[Ikebukuro Station|Ikebukuro]], [[Wakōshi Station|Wakōshi]], [[Asaka Station (Saitama)|Asaka]], [[Asakadai Station|Asakadai]], [[Shiki Station (Saitama)|Shiki]], and [[Kawagoe Station|Kawagoe]] stations only) |
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* [[Aonami Line]] |
* [[Aonami Line]] |
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* [[Osaka |
* [[Osaka Metro]] [[Imazatosuji Line]] (since 2006), [[Midōsuji Line]] and [[Kita-Osaka Kyuko Railway]] (since 2021; concurrent with PSD retrofits) |
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* [[Seibu Yūrakuchō Line]] (at [[Kotake-mukaihara Station]]) |
* [[Seibu Yūrakuchō Line]] (at [[Kotake-mukaihara Station]]) |
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* [[Keihan Keishin Line]] (at [[Misasagi Station]]) |
* [[Keihan Keishin Line]] (at [[Misasagi Station]]) |
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* [[Yamanote Line]] (since 2017; concurrent with PSD retrofits) |
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* [[Odakyū Odawara Line]] (from [[Shinjuku Station]] to [[Isehara Station]], since January 2024) |
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==References== |
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In addition, the [[JR East]] [[Yamanote Line]] is expected to be TASC-ready by 2017. |
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<references /> |
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==External links== |
==External links== |
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* [http://www.alles.or.jp/~ito25626/ TASC |
* [https://web.archive.org/web/20021216124153/http://www.alles.or.jp/~ito25626/ Principles of TASC operation, by Toshihiko Itō; click on 定位置停止装置について] |
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{{Railwaysignalling}} |
{{Railwaysignalling}} |
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Latest revision as of 17:46, 23 April 2024
Train automatic stopping/stop-position controller (定位置停止装置) (TASC) is the name of a train protection system/automated stopping aid currently used only in Japan. It allows trains equipped with TASC to stop automatically at stations without the need for the train operator to operate the brakes manually, preventing stopping errors and SPADs. TASC is also compatible with automatic train control (ATC) and automatic train operation (ATO), where in the latter case it acts as its auto-braking function.
History
[edit]The first incarnation of TASC was originally developed in the 1950s and 1960s as a way of ensuring that trains stop properly at stations, although problems with brake responsiveness, among other issues with the existing technology of that time, meant that it was never put into practical use. From the 1970s, technological improvements in computing and railway technology, especially the advent of one man operation and automated guideway transit (AGT) systems and more recently, platform screen doors, made TASC increasingly viable both as a train protection system and as a precursor or complement to railway automation. The first full-scale implementation of TASC was on the Tokyo Metro Ginza Line, the oldest subway line in Japan, where it, along with a new CS-ATC cab signalling system, replaced the line's previous mechanically-operated automatic train stop (ATS) system in 1993,[1] enabling a massive upgrade of the line's route capacity and frequency between trains.[2]
Usage
[edit]Examples of train lines that have TASC.
- Tokyo Metro Ginza Line (first TASC installation, since 1993)
- Tokyo Metro Marunouchi Line (including Hōnanchō branch; main line also enhanced with ATO since 2010)
- Tōkyū Meguro Line
- Tōkyū Ikegami Line
- Tōkyū Tamagawa Line
- Tokyu Toyoko Line
- Tōbu Tōjō Line (Ikebukuro, Wakōshi, Asaka, Asakadai, Shiki, and Kawagoe stations only)
- Aonami Line
- Osaka Metro Imazatosuji Line (since 2006), Midōsuji Line and Kita-Osaka Kyuko Railway (since 2021; concurrent with PSD retrofits)
- Seibu Yūrakuchō Line (at Kotake-mukaihara Station)
- Keihan Keishin Line (at Misasagi Station)
- Yamanote Line (since 2017; concurrent with PSD retrofits)
- Odakyū Odawara Line (from Shinjuku Station to Isehara Station, since January 2024)