AUTONOMOUS TRAINS IN JAPAN - TECHNOLOGY POWERED LIFESTYLE CHANGE

 Is there a wave of autonomous driving on railways? Test runs, one after another, are in full swing

The impact of the new coronavirus disaster remained strong, and JR West Japan and JR East Japan announced the deficit balance of local lines that were rarely used, and the year 2022 came to an end. What will happen to the railroads in the next 23 years?

The first topic to pay attention to is the autonomous driving of trains. In addition to JR East Japan and JR Kyushu, which have been vigorously developing in recent years, Tobu Railway will start full-scale test runs on the Daishi Line after FY23, Nankai Electric Railway on the Wakayama Port Line in FY23, and so on.

As I have written so far, automatic driving of trains has already been put into practical use. In particular, vehicles equipped with rubber tires are used in many new transportation systems that run on concrete tracks, and they are not uncommon.

Trains also have "autonomous driving level"

There is a standard called GoA (Grade of Automation) for the autonomous driving level of trains, which is indicated in six stages: "0", "1", "2", "2.5", "3", and "4". Starting with the GoA0, in which the driver drives visually without monitoring the security system, the degree of automation gradually increases depending on the level, and the best GoA4 is autonomous driving in an unmanned state.

The introduction of the GoA4 on domestic railways is part of the new transportation system, as mentioned earlier. The first to take the lead was the Port Liner, which opened on February 5, 1981. This is the world's first practical application of unmanned autonomous driving.

While the train itself is operated automatically, GoA3 is manned by an attendant who is responsible for evacuation and guidance in case of an accident. It can be seen on the monorail of the Maihama Resort Line that runs through Tokyo Disney Resort.

Tobu, which will begin full-scale testing in the future, is targeting GoA3 and Nankai is targeting GoA2.5. GoA2.5 refers to a case in which automatic driving is performed in the same way as GoA3 and GoA4 under normal conditions, while an attendant is stationed in the driver's cab of the lead vehicle and is responsible for operations such as stopping the train in an emergency.

JR East Japan is aiming for GoA3 and JR Kyushu is aiming for GoA 2.5. Despite the fact that the GoA4 has been put to practical use, it may seem outdated to dare to introduce low-level autonomous driving.

The difference between four companies such as JR East and the new transportation / monorail

However, there are differences between JR Japan East, JR Kyushu, Tobu, Nankai, and the new transportation system and monorail. The biggest difference is whether the train runs while checking ahead. The new transportation system and monorail do not check the ahead, but four companies, including JR East Japan, need to check while running.

The difference between the two can be seen from the tracks. There are basically no level crossings on the tracks of the new transportation system and monorails, and because the tracks are laid on viaducts, people and cars cannot easily enter the tracks. The station platform is equipped with platform doors, so there is almost no chance of passengers falling on the tracks.

On the other hand, JR Japan East, JR Kyushu, Tobu, and Nankai trains run on the tracks with many level crossings. Railroad tracks are laid on a ground level, and in some places they are simply separated by a fence or not even a fence, and in some places people and cars can enter relatively easily. Although it has increased in recent years, platform doors have not been introduced at all stations.

AUTONOMOUS TRAINS BEING TESTED IN JAPAN - A LIFESTYLE CHANGE POWERED BY TECHNOLOGY

Obstacle detection ahead

In the case of autonomous driving, it is difficult to operate the vehicle freely. The hurdle of being able to safely stop a train when there is an obstacle ahead is even higher. When a self-driving train approaches a level crossing where cars are stuck, if it continues to drive at the same speed, the consequences will be disastrous. Although collisions occur even on trains with drivers, there are few cases where they do not try to stop.

JR To Japan and Tobu also developed a forward obstacle detection system for GoA3. For example, in the Tobu system, a camera with a fisheye lens and a stereo camera consisting of two sets of cameras and lenses are installed at the front of the vehicle. Each of them is equipped with a detection sensor to enable multifaceted and three-dimensional confirmation of the situation ahead. Although it has not been clarified how far ahead it can be detected, JR Japan East's system can detect obstacles about 200 meters away.

Can't speed up? There are many challenges

GoA3 seems to be ready to be introduced, but there are actually many issues. If the trains were to brake while traveling at 80 kilometers per hour (assuming a deceleration of 4.2 kilometers per hour per second), the distance to stop would need to be around 256 meters according to JR companies' thinking. If you can only detect up to about 200 meters, you have no choice but to drive a little slower. Specifically, the speed is about 70 kilometers per hour. Depending on the section, it may be slower than the train on which the driver was on board.

It is surprisingly difficult to judge whether it is an obstacle or not. Assuming that people and cars stuck at a railroad crossing can be detected, what if, for example, a crow is perched on a railroad crossing or a plastic bag that happens to be blown away by the wind has fallen? If the sensitivity of the sensor is increased, there are cases where the train stops even though there is no particular problem. That being said, if it's dangerous for the train, you have to stop. Although artificial intelligence (AI) is utilized, the amount of adjustment is subtle. High technical skills are required.

Indispensable technology for the future

There are many issues with autonomous driving on general forms of railways such as JR and major private railways, and at this stage, I have no choice but to give a painful evaluation. Nevertheless, autonomous driving will be indispensable for railway companies in the future.

Due to the declining birthrate, it is becoming difficult for railway companies to secure drivers. In the first place, driving a train is hard work, and the older you get, the more you respond to your body. According to one driver, his eyesight deteriorates as he reaches his 40s because he keeps an eye on the road ahead and frequently checks the instruments. It seems that many people get sick due to irregular work. When I interviewed him in 2018, the person in charge of Keikyu Electric Railway had decided that drivers should be up to 45 years old for health reasons, and said that if they reached this age, they would be transferred to another workplace.

From the perspective of so-called work style reform, there is a great need for automatic driving of trains. Even on lines with level crossings, if at least GoA2.5 and eventually GoA4 are put into practical use, the appearance of railways will change significantly. I hope that 23 years will be a turning point for autonomous driving.