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Why AGT is the Only System Capable of Fully Automated Unmanned Operation The Critical Social Issue of Driver Shortages  in Japan's regional cities, the difficulty of securing bus drivers has become a primary cause for the discontinuation of bus routes. This shortage of drivers is not limited to rural areas; it is becoming a severe issue in major metropolitan areas as well, posing an urgent social challenge that could lead to the collapse of the public transportation networks that support our daily lives. A Proven System with a 40-Year Track Record  Automated Guideway Transit (AGT), which was developed from the start as a fully automated unmanned system, has a successful track record spanning over 40 years. It is an essential solution for the future of public transportation as driver shortages continue to worsen. Robust Infrastructure Design  The realization of unmanned operation in AGT is supported by a comprehensive and robust infrastructure design: • Dedicated Guideways:   By completely eliminating railroad crossings, the system remains free from interference from other traffic. • Full-Height Platform Screen Doors:   High-reaching platform doors completely prevent unauthorized access to the guideway. The Decisive Difference in Emergency Evacuation  Even in systems without railroad crossings, such as subways and monorails, achieving fully unmanned operation remains difficult under current conditions. This is due to the legal and safety requirement to have onboard attendants prepared for emergencies, such as fires. In the case of AGT, passengers can evacuate the vehicle during an emergency via the door at the front of the car, Using the built-in stairs (ladder), they can descend to the guideway and walk to the nearest station without the assistance of an attendant . In contrast, Japanese monorails generally do not have evacuation walkways, meaning passengers must essentially wait for rescue inside the vehicle. Therefore, AGT stands as the only system capable of full automation that can truly address the problem of driver shortages. Conclusion: The Future of Urban Development  AGT is indispensable when considering the future of public transportation. As a system that balances both safety and efficiency, expectations are high for how AGT will transform future urban planning. Stay tuned for the next AGT Blog!

What is the greatest benefit of automated, driverless vehicles?   It is more than just operational efficiency; it is about gifting the "best seat in the house"—the front row—to children. In Singapore, there is an AGT line known as the Bukit Panjang LRT.   The CX-100 vehicles on this line feature equipment boxes located beneath large front windows, where children eagerly scramble to sit and take in the view ahead. On Yurikamome  trains in Japan, the front section is designed with windows that extend from waist height all the way down to the floor.  While children may need to crouch to see through them, sitting directly on the floor allows them to have the entire panoramic view to themselves. This design is the realization of a vision by a designer  who was deeply moved by the sight of children on the Bukit Panjang line. Much like a sports car, the closer your viewpoint is to the road surface, the greater the sensation of speed—offering a visual experience unlike any other. The long vertical handrail  next to the boy on the floor is not merely a safety feature to prevent falls. It was intentionally designed as a "bridge" for parents and children to grip the rail together—one high and one low—to share the excitement of the journey. These handrails are proof that public transportation has evolved from a simple means of travel into a space for creating family memories. In traditional rail systems, the front row was the "sacred sanctuary of the driver."  Through automation, it has been opened up as a "place of exploration for everyone, especially children". We hope you enjoy your next ride on an AGT!

Hello everyone, I’m Masukawa from the AGT Research Institute. Welcome back to the AGT Blog! Today’s topic is a fascinating piece of urban engineering: "Going Underground to Reach the Finish Line: Innovative Transit Solutions in Cramped Cities" As you approach the final stop, the train quietly glides beneath the surface and disappears underground. Seeing this, you might wonder: "Wait, why is only this specific section underground?" When building new transit lines in areas crowded with skyscrapers and residential blocks, there’s often zero room for elevated tracks or large stations. In these cases, engineers use a clever trick: they dive underground just before the destination to tuck the station neatly into the limited space available. A perfect example of this is "Fujigaoka Station," the terminus of the Linimo (Aichi High-Speed Transit Tobu Kyuryo Line), Japan’s commercial Maglev (HSST) system. For most of its journey, the Linimo runs on elevated tracks directly above a wide, four-lane road. However, between the final two stations— Hanamizuki-dori and Fujigaoka—the road narrows significantly to just two lanes. To navigate this "bottleneck," the train elegantly descends underground to reach its final destination. Systems like HSST and AGT are lightweight and can handle steep slopes with ease. Furthermore, because they require smaller tunnel dimensions (cross-sections) compared to traditional trains, it’s even possible to build new branch lines directly beneath existing railway stations. How do we expand modern transportation networks within the constraints of a pre-existing city? The "underground shortcut" we’ve explored today holds a vital clue to the future of urban mobility. Stay tuned for the next AGT Blog!

Since its debut on Kobe’s Port Liner in 1981, AGT has become a fixture in urban life. Around 2010, many lines began updating their fleets, and one of the major themes in these new vehicles was universal design. The changes started with spaces for wheelchair users—something almost absent in the earliest trains. Soon after, larger “universal spaces” were introduced, making it easier for people with strollers or bulky suitcases to ride with peace of mind. On Hiroshima’s Astram Line, the latest generation of AGT cars has taken accessibility even further. The very front of the lead car now includes a dedicated space for wheelchair users to enjoy the same forward-facing view as other passengers, creating a shared urban panorama. In the middle cars, fold-down seats have been installed, providing a place for caregivers, parents, or travelers with heavy luggage to rest. These innovations go beyond simply “allowing everyone to ride.” They represent a shift toward ensuring that everyone can ride comfortably and enjoy the experience. Compared with the first-generation vehicles, the transformation is striking. Today, AGT is not just a mode of transport—it is evolving into a part of the cityscape that welcomes everyone with ease. Stay tuned for the next AGT blog!

You might be surprised, but it’s true— Hiroshima does have a line with underground sections. It ’s called the Astram Line , the ninth Automated Guideway Transit (AGT) system to open in Japan. In downtown Hiroshima, the first three stations are fully underground, the fourth is semi-underground, and the remaining 18 are elevated. In other words, the Astram Line is a unique mix of “subway and elevated railway.” AGT subways actually have a distinct advantage over conventional rail subways:the tunnels are smaller in diameter, which means much lower construction costs. Because the vehicles are compact, they don’t need large tunnels. In Japan, the Astram Line is the only AGT that runs underground. But in France, it’s a different story.In Lille, Toulouse, and Rennes, all five AGT lines run entirely underground. These French AGTs use a system called VAL , developed by MATRA. The design philosophy is to make the tunnel diameter as small as possible, so the trains themselves are built to be extremely compact.And the result? The cars are so cramped that there’ s barely any standing space in front of the long benches! In fact, on Korea’s Uijeongbu Light Rail Transit, which also uses the VAL system, one side of the long bench seats was removed just to make room for standing passengers. Compared to that, Japan’s AGT systems feel much more spacious and comfortable. They strike a good balance—plenty of room inside the trains, yet still benefiting from small tunnel diameters. Stay tuned for the next AGT blog!

Have you ever seen a train that turns into a giant moving billboard?　 Full-wrap trains promoting local events or attractions are hard to miss—and when one pulls into the station, many people can’t resist snapping a photo. For AGTs running on elevated tracks, the effect is even stronger. They look like billboards gliding through the sky, blending with the city scenery in a way that fixed signs never could. On Hiroshima’s Astram Line, for example, special wrap designs have featured Asa Zoo, KiPio no Sanpomichi the Hiroshima Carp baseball team, YAHOO! News and Sanfrecce Hiroshima soccer club. Because only one train in the fleet usually gets such a design, catching it feels like a rare treat. Monorails are also well-known for creative wraps: Chiba Monorail with its suspended trains, Chiba City and Osaka Monorail with its straddle- beam type, Itteki/PIXTA both have hosted many eye-catching designs. The long, slender bodies of AGTs and monorails make them perfect canvases for expressing a single theme in bold style. Imagine if there were a “Moving Ad Award” contest. We might see even more playful, full-wrap AGTs and monorails across different cities—turning everyday rides into a traveling showcase of local culture. Stay tuned for the next AGT Blog!

If you look at the roof of a commuter train, you’ll often see large, box- shaped air conditioners sitting on top. Anyone who rides trains regularly has probably noticed them. But if you glance up at an Automated Guideway Transit (AGT) vehicle, you won’t see those units. The roof is perfectly flat and simple in design. So where, exactly, are the air conditioners hiding? The answer lies in a “distributed layout.” Just like a home air conditioner has both an indoor unit and an outdoor unit, AGT cars also split their system: the indoor units are tucked above the ceiling, while the outdoor units are installed beneath the floor. That’s why nothing is visible on the roof. So why not mount them on top, like in conventional trains? The reason comes from the Ministry of Land, Infrastructure, Transport and Tourism’s “Basic Specifications for New Transit Systems.” These rules limit AGT vehicles to a maximum height of 3.3 meters. With such a restriction, there’s no space to add bulky equipment above. Instead, designers prioritize passenger comfort by keeping the ceiling as high as possible within that limit. The result is the clean, flat roofline that characterizes AGT vehicles. What may seem like a simple design choice actually reflects a thoughtful effort to make the ride feel more spacious and comfortable. Stay tuned for the next AGT Blog!

When people think of AGTs, the first image that often comes to mind is an elevated line. But some lines are “curveballs,” running not only on viaducts but also underground or at ground level.One of the best examples is the Yukarigaoka Line  in Sakura City, Chiba Prefecture. Despite being just 2.5 miles (4.1 km) long, it packs in elevated track, ground -level sections, cuttings, and tunnels—almost like a model train layout brought to life. This line was built entirely with private funds by Yamaman, the developer behind the area, and the company has been operating it for more than 40 years since opening. Private railways running AGTs are extremely rare in Japan—there are only two: Seibu Railway’s Yamaguchi Line and the Yukarigaoka Line. The route forms a single-track loop shaped like a tennis racket. A 14-minute ride connects six stations, with scenery that changes dramatically along the way. After leaving Kōen Station, you pass through deep woods surrounding farmland and old shrines, where the trees shift colors with each season. Soon after comes a cluster of mid-rise apartment blocks, followed by quiet neighborhoods of single- family homes. Near the terminus, high-rise towers line the horizon, pulsing with the energy of city life. The variety of landscapes compressed into such a short ride makes it feel as if you’re traveling through a diorama. Each trip offers small discoveries —“I never realized this scenery was here!”—making it a hidden gem among Japan’s AGT lines. Stay tuned for the next AGT blog!

AGTs, which run on rubber tires, are designed to handle gradients as steep as 60 ‰. A 60 ‰ slope means the track rises 60 mm for every meter traveled, while conventional railways are typically limited to about 35 ‰. On mainline sections, the steepest is the New Shuttle at 59 ‰, followed by the Rokko Liner at 58 ‰. The Port Liner, Yurikamome, and Nippori–Toneri Liner each have gradients of 50 ‰, making steep inclines a common feature on many AGT routes. New Shuttle's 59 ‰ slope Thanks to their ability to handle such slopes, AGT lines can rise over or dive under Shinkansen tracks and expressways, with steep gradients found in many places. The planned extension of the Astram Line will include a 65 ‰ gradient. Yard connection tracks linking elevated guideways with ground-level depots—such as those on the Yurikamome—often feature 60 ‰ slopes. Among them, the yard connection track of the Nippori–Toneri Liner has a 65 ‰ grade, making it the steepest gradient on any AGT line in Japan today. Nippori-Toneri Liner's 65 ‰ slope Stay tuned for the next AGT blog!

While elevated guideways are common for AGT (Automated Guideway Transit) systems, some lines—like Hiroshima’s Astram Line—include underground sections as well. In fact, although most AGTs in Japan are built on elevated or underground structures, there are also examples of AGTs that run entirely at ground level. A prime example is the Leo Liner (Seibu Yamaguchi Line), operated by Seibu Railway. This 2.8-kilometer line runs on a gentle slope entirely at ground level, connecting Tamako Station (on the Seibu Tamako Line) with Seibu-Kyūjō-mae Station (on the Seibu Sayama Line). Despite its short length, it plays a vital role in transporting crowds smoothly, especially on days when baseball games or events are held at Seibu Stadium. Ground-level AGTs are not unique to Japan. In the suburbs of Paris, France, the AGT that connects Orly Airport with nearby suburban rail stations runs straight across open green fields, offering passengers a refreshing and scenic ride while serving as an essential airport link. One of the biggest advantages of ground-level AGTs is cost. Compared to elevated or underground systems, they can be built at significantly lower construction costs. This makes them an attractive option for regional cities and areas around airports—places that have long lacked adequate public transportation. For instance, installing a ground-level AGT like the one at Orly could greatly improve accessibility at local airports currently served only by buses, reducing travel time and increasing reliability for users. Not elevated, not underground—ground -level AGTs offer a quiet, efficient, and smart mobility solution that may become a key to improving transportation in underserved areas. Stay tuned for the next edition of our AGT blog!

Among the various AGT route patterns, one notable type is the "loop line," which starts at a major train station, circles through a residential area, and returns to the same station. Much like a neighborhood shuttle bus, this type of AGT line serves as a vital means of everyday transportation. A prime example is the Yukarigaoka Line in Sakura City, Chiba Prefecture. This single-track loop stretches 4.1 kilometers in a anti-clockwise direction from Yukarigaoka Station on the Keisei Line and includes six stations in total. Though compact in scale, it supports about 2,000 daily riders. The AGT’s quiet and smooth operation in close proximity to homes has earned it praise as a transport system that adds value to the town. Yukarigaoka Line Another example is Kobe’s Port Liner. It branches off from the main line at Shimin-Hiroba Station and loops around Port Island before returning to Sannomiya Station. The loop includes nine stations and covers 6.4 kilometers, with some sections operating on a single track. In addition to serving the island, it also functions as a direct link to the city center. Port Liner Although loop-style AGT lines are still rare in Japan, they offer highly reliable service unaffected by road congestion or traffic signals. Thanks to these advantages, AGT loop lines have been adopted in Singapore’s high-density residential areas—Bukit Panjang, Sengkang, and Punggol—where they play a key role as efficient and dependable public transit systems that support daily life. Bukit Panjang LRT Sengkang Punggol LRT Stay tuned for the next AGT Blog!

When people think of Automated Guideway Transit (AGT), they often focus on its quiet operation or flexible service. But the layout of AGT routes is also worth noting. One especially important pattern is the “connector line”—AGT routes that link two different conventional railway lines. These lines serve as vital links, filling in the transportation gaps between existing rail networks. A prime example is the Newtram Line  in Osaka. This 7.9-kilometer, 10-station route connects Cosmosquare Station on the Osaka Metro Chuo Line with Suminoekoen Station on the Yotsubashi Line. It runs through the coastal residential and business districts, carrying about 74,000 passengers daily. In the Tokyo–Saitama area, the Seibu Yamaguchi Line (Leo Liner) serves a similar role. Though just 2.8 kilometers llong with three stations, it connects Tamako Station on the Seibu Tamako Line with Seibukyujomae Station on the Sayama Line. It plays a key role in providing access to the Sayama Hills and the Seibu Dome area. The Yokohama Seaside Line  also functions as a connector. Running 10.8 kilometers with 14 stations, it links JR’s Shin-Sugita Station (on the Keihin-Tohoku Line) with Kanazawa- Hakkei Station on the Keikyu Line. This AGT supports daily life and business in the bay area and serves around 52,000 passengers a day. And in Tokyo’s waterfront area, the Yurikamome Line  connects Shimbashi Station with Toyosu Station on the Yurakucho Line. Spanning 14.7 kilometers and 16 stations, this route supports tourism, office commuting, and residential access. It is one of the busiest AGT lines, with over 130,000 daily riders. All of these connector lines share a common role: they link major rail terminals while unlocking the potential of the areas in between. By providing transportation in zones that conventional rail cannot easily cover, AGT systems help elevate the value of entire districts. In this way, AGT serves not just as a mode of transit, but as a quiet powerhouse that connects cities, stations, and communities.