Its use has extended to include the Tokyo Metro Ginza Line (CS-ATC introduced in 1993, changed to New CS-ATC), Tokyo Metro Marunouchi Line (CS-ATC introduced in 1998), and most recently, the Tokyo Metro Yurakucho Line (CS-ATC enabled in 2008). It is also used on all Nagoya Municipal Subway lines and 3 Osaka Metro lines (the Sennichimae Line, the Nagahori Tsurumi-ryokuchi Line and the Imazatosuji Line). ATC-5: Introduced on the Sōbu Line (Rapid) and the Yokosuka Line 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 ATS-P. ATC-6: Introduced in 1972, used on the Saikyō Line and (formerly) Keihin-Tōhoku Line (through service with Negishi Line, introduced 1984) and Yamanote Line (introduced 1981). Some freight trains 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. ATC-9: Used on the Chikuhi Line (through service with Fukuoka City Subway Kūkō Line) in Kyushu. ATC-10 (New CS-ATC): 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 Tokyo Metro lines, the Tōkyū Den-en-toshi Line, Tōkyū Tōyoko Line and Tsukuba Express. ATC-L: Used on the Kaikyō Line (inclusive of the Seikan Tunnel section) along with Automatic Train Stop from 1988–2016. Replaced by DS-ATC following opening of the Hokkaido Shinkansen. Digital ATC The digital ATC 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 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. In a digital ATC system, the running pattern creates determines