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If I'm not mistaken, Yamanote Line trains still have guards, would the driver just become a second guard or will all on board staff be eventually eliminated?

Putting aside the matter that this is Japan and they still like human operations for some reason (look at that Keikyu video of manually controlled interlockings), starting with the Yamanote Line may be a bit ambitious IMO. Perhaps they could do something with ATACS and a smaller line first?


What would likely occur is a form of “one man” control where the operator is in the front of the train using on board and platform mounted monitors to see and controls the doors, and is only there to operate the train in the event of an anomaly. This is the same as MARTA in Atlanta and TMRT in Taipei.
 

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With the size and ridership of a single Yamanote Line train, I'm not sure if wanman operation would work.

Perhaps they might have platform controllers to handle departures in peak hour, like the MTR East Rail which operates 12 car trains (about as long as a Tokaido line train)?
 

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I personally think this might be the ONLY place in the JR East system where driverless operation can be attempted. Mostly because Yamanote Line service runs on tracks that are dedicated mostly to its own service and the fact the train frequency is akin to that of a subway line. If this works, they could attempt this on the Chūō-Sōbu Line between Mitaka and Chiba Stations and the Keihin-Tōhoku/Negishi Line service between Omiya and Ōfuna Stations.
 

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Apparently freight trains run on the Negishi Line between Sakuragicho and Ofuna, so that might not be a candidate for wanman operation.

A good way to test out the system would probably be between Nakano and Nishi-Funabashi on the Chuo-Sobu local, that way passengers can be routed on the Tozai Line as a backup while they sort out early glitches. If the Yamanote goes belly up, there goes half of Tokyo.
 

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Each of the three lines has its challenges.

Yamanote has three grade crossings.

Chuo-Sobu carries limited express services high above Akihabara.

And of course, there are the freights on the Negishi Line.

What Keikyu video are you talking about? Which interlocking is it?
 

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I don't understand why grade crossings are an issue in automation. Even second man operation... they can get rid of that too. As the world's largest city, with such high ridership, Tokyo has alarmingly bad frequency, if you look at it technically. And it is quite obvious that they're being a tad dishonest with so-called punctual trains when it clearly is a result of a heavily padded schedule. Plus, it's not exactly safe. A few months back my Odakyu to Shinjuku was seriously late, and i believe we passed Ikebukuro already and then the train accelerated and sped to Shinjuku

Once the public trusts the system, they won't all try to rush to become sardines. The train doors close on time, leave on time, opportunities open up to insert even more trains.

You guys know that JR East is going to eventually automate the shinkansen right?
 

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I don't understand why grade crossings are an issue in automation. Even second man operation... they can get rid of that too. As the world's largest city, with such high ridership, Tokyo has alarmingly bad frequency, if you look at it technically. And it is quite obvious that they're being a tad dishonest with so-called punctual trains when it clearly is a result of a heavily padded schedule. Plus, it's not exactly safe. A few months back my Odakyu to Shinjuku was seriously late, and i believe we passed Ikebukuro already and then the train accelerated and sped to Shinjuku

Once the public trusts the system, they won't all try to rush to become sardines. The train doors close on time, leave on time, opportunities open up to insert even more trains.

You guys know that JR East is going to eventually automate the shinkansen right?
It is because GRADE CROSSING - or AT GRADE- Consume other road as well it is one of the cause of HEAVY TRAFFIC. HOWEVER AT-GRADE is recommended if the road is UNEVEN (Such as changes in altitude like ocean wave or in mountainous area) Because AT-Grade is the cheapest option for uneven road. While Elevated rail is expensive, and risky. Elevated rail is only better if the road is slightly uneven to even road.
 

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I don't understand why grade crossings are an issue in automation. Even second man operation... they can get rid of that too. As the world's largest city, with such high ridership, Tokyo has alarmingly bad frequency, if you look at it technically. And it is quite obvious that they're being a tad dishonest with so-called punctual trains when it clearly is a result of a heavily padded schedule. Plus, it's not exactly safe. A few months back my Odakyu to Shinjuku was seriously late, and i believe we passed Ikebukuro already and then the train accelerated and sped to Shinjuku

Once the public trusts the system, they won't all try to rush to become sardines. The train doors close on time, leave on time, opportunities open up to insert even more trains.

You guys know that JR East is going to eventually automate the shinkansen right?
It is because GRADE CROSSING - or AT GRADE- Consume other road as well it is one of the cause of HEAVY TRAFFIC. HOWEVER AT-GRADE is recommended if the road is UNEVEN (Such as changes in altitude like ocean wave or in mountainous area) Because AT-Grade is the cheapest option for uneven road. While Elevated rail is expensive, and risky. Elevated rail is only better if the road is slightly uneven to even road.
At grade crossings can most certainly be problematic with automation, not only because there is no human intervention that can manually override the system if, for example, a vehicle gets stuck in the middle of the crossing or if someone is attempting suicide along the tracks. Sure, automated technology can scan the area for debris, distortions, or other anomalies along the track, but it may not prevent crashes without the human touch to sudden braking. This is especially true if an earthquake strikes somewhere where a human operator makes his or her judgment to stop the train based on observations made by the command center.

Full automation can be done if the entire line is upgraded to have zero level crossings that will allow trains to operate closer together with less human intervention. If you have at least one level crossing, human eyes are still needed to ensure no car or pedestrian is stuck in the middle of the tracks.
 

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Ueno Zoo monorail to be mothballed

The operation of Japan’s oldest monorail line, located at Ueno Zoo, will be suspended in November 2019 following a 62-year run, as the current vehicles are getting old, the Tokyo metropolitan government said Wednesday.


The cars are 18 years old and since no other monorail in Japan is quite set up the same way (suspended one-arm type), it’s really hard to find funding. If it used the same type of design as another system, they could just tack a purchase order onto the bigger system. As it’s a one-off design, even if funds were found today it might take three years to manufacture a new unit. The zoo will offer ground transportation such as electric vehicles for free after it halts the monorail system.
 

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Platform door installation update



Platform doors are being installed at a rapid clip around Greater Tokyo these days. They are a necessity in many cases due to platform crowding, inattentive or intoxicated passengers and the occasional suicide. Here’s a quick roundup of some of the installations I’ve noticed the past few months.

* Odakyu Line: Shimokitazawa Underground Section. With works finishing up on the section between Higashi-Shimokitazawa and Setagaya-Daita, they are installing platform doors in all the underground stations. Right now most of the local platforms are in operation while the express platform at Shimokitazawa is just beginning to start installation works.

* Keio Inokashira Line: Shibuya station is mostly installed with Track 2 in operation on the boarding side (there’s no doors on the alighting platform since people aren’t allowed to wait there). Track 1 has doors already installed, but they haven’t turned them on yet. Once Shimokitazawa station is fully built, they will install platform doors there too. Meidai-Mae station has doors in operation on Track 1 (Kichijoji-bound), Looks like they will start the installation on the other side in a few weeks since there are tally marks on the ground indicating where they will drill.

*Keio Main Line/Sagamihara Line: Various stations here have marks on the ground indicating they will install doors here soon such as Inagi and Sengawa Station. Only Keio Shinjuku, Fuda, Kokuryo, and Chofu stations have them so far, the last 3 named are from the undergrounding of that section a few years ago.

* Tokyo Metro
-Chiyoda Line: All stations expected to get them as they are installing at a rapid pace now. In operation at Akasaka and Meiji-Jingu Mae from my observations.

-Ginza Line: All stations expected of course, and since the transition from the 01 series to 1000 series is complete, a few are already running like Aoyama 1-chome, and the section between Asakusa~Toranomon.

-Hibiya Line: Waiting for the transition from 05 series to 5000 series cars to be complete but they are installing the subsystems under the edges of the platforms now, so when it happens, it’ll be pretty quick!
 

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All subway lines and even the most crowded rail stations in Tokyo should have platform door to avoid accidents. I have an experienced before that may baggage bag almost fall inside the track while waiting for next train.
 

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Those half-height platform doors they're installing in Tokyo aren't going to stop the suicidal. But yes, they're very much necessary for other safety reasons.
 

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Those half-height platform doors they're installing in Tokyo aren't going to stop the suicidal.

I beg to differ with you because statistics say otherwise. In my long experience here, exactly 0 people have jumped in front of a train when there’s platform doors installed at a station. However they can always wait at a crossing and instances of those kinds of incidents are on the rise as platform doors get installed. If someone really wants to off themselves, they will find a way.

However accidental falls which are the vast majority of 人身事故 are going down as the installation continues. Accidents like these can be prevented.

https://goo.gl/frzHDD
 

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All subway lines and even the most crowded rail stations in Tokyo should have platform door to avoid accidents. I have an experienced before that may baggage bag almost fall inside the track while waiting for next train.
I agree. Moreover Tokyo is lagging behind other asian metropolis. If I'm not mistaken, in big cities like Singapore, Hong Kong, Seoul, Beijing and Shanghai, there are already platform doors in all metro stations.
 

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Tokyo has the same issue as London, New York, and Moscow do. Lots of older lines that predate platform doors and were not built with them in mind. Which in turn means that each station has to be custom outfitted, in many cases.
 

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That's not the issue. The issue is with door spacing, where there wasn't a consistent space where doors would open. (this is also an issue with subways, thanks Odakyu's Romancecar through-running to the subway)

That's why Tokyo Metro has to wait for the weird 03 series to leave the Hibiya Line before commencing platform door installation. Same goes for the Tube's Piccadilly line, which must receive the NTfL before platform door installation can start there. And in New York, the L train was selected for platform door trials, since it was 1 of 2 lines where door spacing across all trains could be guaranteed.

It's even more complicated on the commuter lines where you have a variety of 3 door and 4 door cars. Just ask Osaka why they have to standardize the Osaka Loop Line on 3 door cars.

As for the Eastern Bloc, St Petersburg has platform doors, both the older Horizontal Lift design and the newer glass types.
 
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