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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.

Have you ever wondered where automated guideway transit (AGT) systems are typically used?　In fact, AGT routes in Japan generally fall into three broad patterns, based on their purpose and function.　 In this blog, we’ll take a closer look at the first type: the branch line . This type of AGT route connects a major railway station—whether operated by JR or a private railway company—to destinations such as airports, residential suburbs, or newly developed urban areas. For example, Japan’s very first AGT line, the Port Liner  in Kobe, opened in 1981. It runs from Sannomiya Station to Port Island, covering 8.2 kilometers with 12 stations. Around 80,000 people use it every day, and it also serves as an airport access line. Next came the New Shuttle  in Saitama Prefecture. Starting from Omiya Station, this line stretches 12.7 kilometers with 13 stations and serves approximately 52,000 daily riders, primarily commuters from residential areas. Still in Kobe, the Rokko Liner  connects Sumiyoshi Station to Rokko Island. Though just 4.5 kilometers long with 6 stations, it handles about 35,000 passengers daily, many of them commuters and students. In Hiroshima, the Astram Line  connects central Hondori Station to suburban neighborhoods. With a total length of 18.4 kilometers and 22 stations, it’s one of the longest AGT lines in Japan, used by around 66,000 people each day. And in Tokyo, the Nippori–Toneri Liner  links Nippori Station to the Toneri area. It has become a vital commuter route, with roughly 91,000 daily users.　 Many of these AGT lines run at high frequencies during peak hours—every two minutes in some cases—showcasing AGT’s strength as a high-frequency, medium-capacity transit solution. In this way, branch-type AGT lines play the role of transporting people from major stations to areas beyond. They are especially important for commuting to and from places that conventional railways alone cannot fully serve. By observing how AGT systems weave through the gaps in urban spaces, one may catch a glimpse of the fascinating interplay between city planning and transportation design. Stay tuned for the next AGT Blog!

Did you know there's a category of public transportation known as "mid-size" transit systems? These systems support our daily lives through commuting, school travel, and more. In the transportation world, heavy rail handles large passenger volumes, while buses manage smaller-scale demand. Medium-capacity systems like AGT are positioned right in the middle. Other systems in this category include monorails and light rail transit (LRT). In Japan, eight AGT lines serve a combined total of about 500,000 passengers daily, excluding two smaller-scale lines: the Yūkarigaoka Line and the Seibu Yamaguchi Line. The Yurikamome Line carries around 120,000 passengers each day. On average, each AGT line accommodates approximately 63,000 riders daily—a level of demand too high for buses but too low for heavy rail. AGT fits this sweet spot perfectly. One of AGT's defining features is that it operates without drivers. This allows for greater flexibility and significantly lower operating costs. As a result, many AGT lines in Japan turn a profit within a single fiscal year. This is in sharp contrast to similarly sized conventional rail lines, such as the Tobu Nikko Line, the Seibu Tamako Line, the Imazatosuji Line, and the Kobe Kaigan Line, which continue to struggle with profitability despite serving similar levels of ridership. Stay tuned for the next AGT Blog!

When I started high school, I commuted by bus. I still remember the frustration of buses passing by without stopping due to overcrowding or getting caught in traffic jams after accidents—many times I was on the verge of being late. Everything changed in my senior year when a new subway line opened. My commute time was cut by more than half, and for the first time, I experienced the comfort of arriving on time every day. No more traffic jams. It was then that I truly realized how vital punctuality can be in daily life. However, building a subway requires an enormous investment. Since the 1990s, the pace of subway construction in Japan has slowed significantly. Yet, the need to upgrade bus routes to more reliable modes of transport has not disappeared. That’s where AGT (Automated Guideway Transit) comes in—a new solution that offers reduced travel times and reliable operation at a lower cost. For example, the bus route along Okubashi-dori connecting Nippori and Minumadai used to suffer from severe traffic congestion. But that changed with the introduction of the fully automated, driverless Nippori-Toneri Liner AGT system. The congestion issue was effectively resolved. Moreover, AGT significantly reduces not only construction costs but also daily operating expenses. One major advantage is that no drivers are needed , which leads to substantial savings in labor costs.

What is the driver's seat for in an AGT Have you ever asked yourself this question when riding in an unmanned AGT? Why is there a driver's seat?” It is normal that foreign AGTs do not have a driver's seat. Then, why do Japanese AGTs have a driver's seat? In the automobile world, automated driving has attracted attention, and AGTs have achieved automated driving for 40 years. The secret is a dedicated track. It is an environment where neither cars nor people can enter the track, which is why automation was possible from the beginning. Currently, there are 10 AGT lines in Japan, of which the following 6 lines are fully automated.  Port Liner,  New Tram,  Seaside Line,  Rokko Liner,  Yurikamome,  Nippori-Toneri Liner The driver's seat is located at the front of the train on all lines, and is usually covered by the driver's control panel, allowing passengers to sit back and enjoy the scenery. This is a special experience that cannot be had on any other train. So, why do we need a driver's seat on an unmanned train? First, in the event of a malfunction in the automatic operating system, an attendant will board the train to operate it manually. It is also used for driving in the manual operation section of the depot. In addition, Japanese AGTs have a special custom.　 That is, the driver has to drive manually once a month. This is a training to maintain a sense of driving, but this is a uniquely Japanese style that is not found in overseas AGTs. Sitting in the front seat of an AGT, you can enjoy the dynamic scenery while feeling like you are the driver. Next time you ride an AGT, please try to sit in the front seat. There you will find a special place where the future of full automation and Japan's unique attention to detail come together. Stay tuned for my next blog!

Monorails and AGTs have a lot in common in terms of their appearance and rubber-tyred structures, and many people probably feel that they are the same vehicle. In fact, in some foreign countries, AGTs are called monorails. For example, you may have thought, "Is that a monorail? " You may have seen children exclaim, "It's a monorail!" because it looks and moves like a monorail. Monorails have a long history. The Wuppertal Monorail in Germany, which opened in 1901, is still in operation today. Monorails have been adopted around the world as a means of efficiently using limited space in cities. Photo: Jerome Cid/Dreamstime On the other hand, the AGT, which was introduced in the 1970s, has features that take advantage of advanced technology that came later. For example, it can make a 90-degree turn at an intersection, allowing it to be deployed in areas with dense buildings. In addition, AGT has been designed on the premise of automated operation since its inception, and is even attracting attention as a system that meets modern needs such as ensuring safety and reducing operating costs. In my blog, we would like to introduce the strengths of AGT and how it differs from monorails. We will show how AGT supports our way of life and opens up new possibilities. Stay tuned for the next AGT blog!

When people think of automated guideway transit (AGT) systems, they typically think of fully driverless operations. Indeed, most AGT systems worldwide are known for their automatic, unmanned service—a hallmark of modern urban transit. However, Japan presents an intriguing exception. Despite being a technology-forward nation and an early adopter of driverless AGT systems, such as the Port Liner in Kobe and the New Tram in Osaka, Japan is also home to four AGT lines that are manually operated by human drivers: the Yūkarigaoka Line, the New Shuttle, the Leo Liner, and the Astram Line This is rare, even on a global scale. So why does a country known for precision automation still run some of its AGTs with drivers? The answer lies in a mix of safety concerns, infrastructure design, and cost management. For example, the Astram Line in Hiroshima runs partially underground. In the event of a fire or other emergency, it is crucial to have trained personnel on board to guide passengers to safety, which is a key reason the Astram Line opted for crewed operations. In contrast, the other three lines— Yūkarigaoka, New Shuttle, and Leo Liner—were designed on tight budgets. Rather than investing in the expensive signaling systems required for full automation, the operators chose a simpler approach: keeping the vehicles crewed while using the same guided track infrastructure. It’s important to note that these manually operated AGTs are highly safe. Each is equipped with modern train protection systems, such as ATS or ATC, which ensure operational safety comparable to that of driverless counterparts. As Japan and many other countries face growing challenges in recruiting enough train drivers, these lines may gradually transition to full automation.