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Japan's Bullet Trains on the Path to Full Automation

Japan's Shinkansen Bullet Trains, Full Automation, Driverless Travel, Automated shinkansen bullet trains, Central Japan Railway Co., East Japan Railway Co., Tokaido Shinkansen, Joetsu Shinkansen, Testing, Automatic train operating system (ATO), Hamamatsu Station, Shizuoka Prefecture, Deviation, Arrival time error, JR Central officials, Challenges, Standardized departure, Transit and arrival times, Passenger comfort, Energy efficiency, Speed fluctuations, Grade 2 automation, Grade 4 automation, Tokyo Metro subway system, Yurikamome line, Toyosu, Odaiba, Command center, Emergencies, Grade 3 automation, Train attendants, Hokuriku Shinkansen, Sea of Japan, Central Japan, Costs, Driver training, Work environment, Tests, Professor Ryo Takagi, Kogakuin University, Railroad engineering, Performance, Abnormalities, Disruptions, Passenger volume, Work-related stress, Automation technology, Railway industry, Commercialize, Coming years, 2028, Mid-2030s, Precision, Accuracy, Optimization, Advancements, Convenience, Revolutionize, Transportation landscape
Automated shinkansen bullet trains could become a reality sooner than expected. Central Japan Railway Co. and East Japan Railway Co. have set their sights on implementing driverless systems for the Tokaido Shinkansen and the Joetsu Shinkansen, respectively. While both companies are making progress in testing these systems, their goals differ due to the characteristics of the routes and the level of cost-cutting they aim to achieve.

In a successful trial on May 11, a test train equipped with an automatic train operating system (ATO) departed from Hamamatsu Station in Shizuoka Prefecture, central Japan. The ATO allowed the train to accelerate, decelerate, re-accelerate, and ultimately stop at Shizuoka Station in response to instructions. The trial demonstrated a deviation of only 0.35 inches in the stop position and an arrival time error of just 2 seconds, prompting JR Central officials to deem it a major success.

 

JR Central's ATO development faces several challenges. They include adhering to standardized departure, transit, and arrival times set in 15-second increments at each station, as well as improving passenger comfort and energy efficiency by optimizing acceleration/deceleration cycles and speed fluctuations. The system also features an advanced capability that allows the train to operate at higher speeds until it reaches designated slowdown sections, compensating for any delays caused by projected slowdowns due to adverse weather or other factors.

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JR Central aims to achieve Grade 2 automation, as recognized by international organizations, which mandates the presence of an operator in the driver's seat at all times. This level of automation, already implemented by the Tokyo Metro subway system and other companies, is not a new concept. JR Central currently has no plans to pursue higher automation grades. For instance, Grade 4 automation eliminates the need for staff on board and is exemplified by Tokyo's Yurikamome line, a fully automated transit system connecting Shimbashi to Toyosu via the artificial island of Odaiba.

 

According to a JR Central official, the presence of a driver is essential for communication with the command center and for handling emergencies. Conversely, JR East is aiming for Grade 3 automation on the Joetsu Shinkansen, allowing train attendants, who don't need to be qualified as drivers, to operate the train. However, a crew member is still required on board for operation. JR East also plans to extend the automated system to the Hokuriku Shinkansen, which runs along the Sea of Japan side of central Japan.

 

By adopting Grade 3 automation, JR East expects to reduce the costs associated with driver training. Compared to Grade 2, where the operator must remain in the driver's seat even during automatic driving, Grade 3 automation provides a more favorable work environment. JR East has been conducting tests since October 2021.

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Professor Ryo Takagi, hailing from Kogakuin University in Tokyo, is an esteemed expert in the field of railroad engineering. He notes that the performance of ATO in Grades 2 and 3 is relatively similar. However, he speculates that JR Central may not see much value in reducing the number of drivers due to the high passenger volume on the Tokaido Shinkansen Line. In situations where abnormalities or disruptions occur, having drivers who can respond quickly becomes crucial.

 

Takagi emphasizes the importance of introducing automation technology to alleviate work-related stress, rather than exploiting train attendants as cheap labor. He hopes that automation will serve as a means to enhance work conditions for employees in the railway industry.

 

The future of bullet trains is rapidly approaching, with Central Japan Railway Co. and East Japan Railway Co. aiming to commercialize driverless systems in the coming years. By 2028, the Tokaido Shinkansen could see the implementation of these automated technologies, while the Joetsu Shinkansen may follow suit in the mid-2030s. Recent successful trials have showcased the potential of automatic train operating systems, achieving remarkable precision and accuracy in arrival times. While challenges remain, such as optimizing passenger comfort and energy efficiency, these advancements mark a significant step towards the realization of fully automated shinkansen travel. As Japan's railway industry embraces automation, passengers can anticipate a future where driverless trains redefine convenience and revolutionize the transportation landscape.

 

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