Tetsudo Musume (鉄道むすめ) started out in 2005 with its figurine and merchandise spreading all over Japan in a frenzied craze. Recently I brought the official novel and manga of the series, aiming to be a true “鉄道むすめ Kee-siao” (Devoted fan of the series). At least in Singapore, its hard to maintain such a hobby and as of now, one level of my cabinet is filled with them.

This time, I purchased the case for storage of the N-gauge cargo containers. As I have yet to get any of those containers, I used the case to keep another N-gauge train of my collection, leaving the enclosed sponge for future usage.

A big packing that contained the A4 sized case…

Resting inside the packing…

Look, how many Amazon trees were destroyed in protecting the Musume cause…

As tall as a wine bottle…

Inside…

In the next post I will feature the shifting in of the models that it isn’t exactly designed to carry… Stay tuned.

春日部しあ (Kasukabe Shia) is a Sales Staff on the Tobu Railways (東武鉄道) Limited Express ‘Spacia’ from Asakusa (浅草) in Tokyo to Nikko (日光) in Gunma Prefecture.  First featured in Tetsudo Musume (鉄道むすめ) 5, she is a popular character featured in her own character CD and official novel. Today I brought her to Sushi Tei, to try out, the sushi!

Sushi Tei has 12 restaurants in Singapore. Minghui and I went to the one at West Coast Plaza. Of course, with Shia-san in tow.

Ambience: 6/10, light music played on the background doesn’t do justice to this Japanese styled restaurant. Given the fact that many Japanese frequent West Coast Plaza, this slight mismatch in ambience may have deterred some from trying out.
Food: 7/10, as expected, the seaweed on sushi products are much to the ‘soggy’ level, owing to the long time on the conveyor belt. Even fresh sushi from the chefs (Temaki) are also facing this problem.  Storage or production? Unagi rice was served hot, a plus point.
Menu: 7/10, some wrongly named/translated food names.
Pricing: 7/10, value for money especially for weekday dinner.
Service: 7/10, attentive, yet lacking the small details. Too much いらしゃいませ (Irashaimase/Welcome) by one of the staff makes it feel flattering.

Total: 68/100 (B rank). Can consider going back.

Some photos of Shia-san and food~!

ああ、幸せ～！

９月、’MRTC蒲田駅’高架化工事は、東西線と、南北線影響出つ。うちの７駅は利用停止あります。

工事の時は、東西線のJOO KOON, PIONEER, BOON LAY, LAKESIDE, CHINESE GARDENと、南北線のBUKIT BATOKとBUKIT GOMBAK駅は運休です。運休の日は、バス振替輸送しています。

＊区間運休予定：９月４、５日と、１８、１９日。

In September, 7 stations on the East-West and North-South Lines may be closed on two weekends due to elevated track works at ‘MRTC Kamata’ station.

These 7 stations are Joo Koon, Pioneer, Boon Lay, Lakeside and Chinese Garden for the East-West, and Bukit Batok and Bukit Gombak for the North-South. On the days of service disruption, buses would be used to ferry passengers between affected stations.

Dates of the works are identified to be 4th, 5th, 18th and 19th.

☆

As comparison, Keikyu Kamata (京急蒲田駅) elevated section works  and joining it to the main line took place for only a night, including installation of switches and signaling system. No stations were closed and services resumed at reduced (later full) speed, Keikyu style. JR East Chuo Line (中央線) also implemented minimal disruptions (early last train and late first train) for its elevated works. MRTC however…

Note: MRTC is my latest pun for SMRT Trains. Not ill-intending, it is a small hope that SMRT Trains could one day return to its heydays of MRTC (Mass Rapid Transit Corporation), a name dropped when it converted to SMRT Corporation. This likely, would require many steps of restructuring…

MRTC Kamata = Jurong East Station, pun-named for the similarity in elevated works as the station on Keikyu Main Line.

All pictures here are copyright their respective owners. Links to their pages are embedded.

The Straits Times 27th July 2010

Daily train rides cross 2 million mark

Abstract: “SMRT will soon start upgrading its train controlling system on the East-West and North-South lines – a multimillion-dollar project that will allow it to increase service frequency.”

So train frequencies are weakened by the 80′s, ATC-4/CS-ATC look-alike, Westinghouse train controlling system? What about this?

Time: 1820h. Location: Clementi Station Westbound. Train: 10M, 049. Load factor: 170 percent. Front train: 4 minutes (4Q-GTO C151). Next train: 5 minutes (VVVF C751B).

As you can see, this is our very own Tozai Line (東西線). Like Tokyo Metro’s, we have commuter type trains, trains that are designed to carry as much people as possible, trains designed to push limits. We also have Electric Chopper trains, 4Q-GTO Chopper to be exact. Unlike Tokyo Metro however, we could still have 5 minutes frequency, slow algorithm programmed driving (ノロノロ運転), during evening rush hour and dry weather!

After this scene this evening, I would rather SMRT not spend this multimillion-dollar on a new ‘train controlling system’, but to employ several JR and ex-JNR scheduling staff to do up schedules and control our trains from the Operations Control Center (OCC).

This is one good example where the human brain can be superior to the computer chips.

Never blame the computers;
never blame the people for abandoning their cars and taking the public transport;
never blame the signaling system for being inadequate for the needs of now.

Because a 5 minute frequency during morning/evening rush is both unacceptable and caused by humans.

Note: All of the passengers you see who are outside the train and on the platform were unable to board the train.

20日午後5時くらい、SMRT南北線、カーティブとヨー・チュー・カン駅間信号トラブルが、ジュロン・イースト行きの電車は減速運行あります。また、数々の電車は、アン・モ・キオ駅折り返す、全線遅延、運転見合わせています。

信号トラブルは、ほぼ落雷の影響です。現在調査中。

20th July 5 pm, a signal fault caused service disruption to SMRT North South Line between Khatib and Yio Chu Kang stations. Jurong East bound trains are affected and some trains are turned around at Ang Mo Kio.

It is believed that lightning had caused signal problems and investigation is underway.

Note: This is not an official document from SMRT. Any inference about this accident is deduced personally and reported according to sources at the scene.

Above images are copyright steps.jp and allatanys.jp, rights reserved.

Recently we have heard of the complaints following the Distance Fare implementation on 3rd July 2010. More commuters voiced their displeasure at SMRT for running their trains with such crammed situations, and ‘where are (our) trains?!’, they shouted. Well, fact is much of the system is already fully jammed by themselves, and nothing much could be done other than;

1. Coupling two 6-car train together, creating a (京急本線 快特) 12-car train (mind which doors will be opened; only 24!),
2. Changing to C-ATS system (forget it, no space for signals!),
3. Using a new CS-ATC system (there may be improvements).

Let me include a small explanation here.

Each train is ran on the ATC (Automatic Train Control) theory. Leaving all the ATO and ATP aside, the ATC is the root of the operating system. The ATC system used on SMRT EWL and NSL is akin to the ATC-4/CS-ATC of Japan, which started operations in 1971 on the JNR Joban Kanko Line (常磐緩行線)/Eidan Chiyoda Line (営団地下鉄千代田線). It consists of signals entirely displayed in the cab (hence CS, Cab-Side) without speed signals at the trackside (in the case of WS-ATC, Way-Side).

ATC speed limits are 0, 20, 30, 40, 60 and 80 km/h, and are consistent through the three types of trains on the system.

Whenever passing over a signal transmitter, the speed limit is transmitted to the cab and the computer slows down the train automatically. The higher the running speed, the larger will be the distance, to create safe separation between trains.

For example, when approaching a station that is occupied (train on the line), the signal would reduce from 80>60>40>30>20 and train will coast the remaining distance to hit the 0 km/h point where brakes will bring the train to a full stop, in this case, 6-car length from the station’s end (another train’s rear). All signals are transmitted via track-side transmitters to the train. When the train in the platform moves off, it must clear 6-car length away from the station’s head in order for the following train to start moving, with signals incrementing 0>20>40 and so on.

When braking, ATC-4 deploys full service brake (B3, about -2.88 km/h/s) to reach speed limit, hence the discomfort when the train slows.

Each block can only accommodate one train. Stations have protective buffers, as mentioned, 6-car in length, forward and rearward of the station. Hence trains cannot be cleared without having this space freed up.

Is it still hard to understand the station block? Here is one photo to illustrate.

A Siemens C651 (Series 200) is stopped in the station with doors opened. A KHI C151 (Series 0) rolls at below 20 km/h and about to stop 6-car length from the Siemens. Now, you could insert another train in between them, and the couplers would just nice be touching each other when the trains become stationary.

One rather illegal way to close up this gap would be to switch to RM (Restricted Manual) mode right after stopping, however, this is counted as an illegal operation during revenue service and will likely endanger passengers and trains.

Chiyoda Line changed to new CS-ATC (1-brake-notch speed control, digital ATC) in 1999. The only ATC-4 zone left in Japan is on the Tokyo Metro Yurakucho Line, between Shin-Kiba (新木場) and Shintomicho (新富町) stations, and this too is slated for progress to new CS-ATC in 2011.

So will the new CS-ATC land in Singapore to hope to improve the running frequency? If our system is still:

1. Three brake notches,
2. Drivers not well trained to stop accurately, stop with specific technique (N>B1>B3>B1>N or similar).

then no ATC system will be sufficient. Go back to the semaphore, not that its bad (it means back to the basics)!

After looking at my cabinet containing books, I found a section at the top storing unused items, so I decided to clear out the cabinet, clean it and rearrange all the stuff!

This cabinet contains all my prized books (a few which are long out of print or carries high market value), so I couldn’t afford for the white ants to get to them before I do! There was once a white ant episode in the same cabinet so I am extra careful.

I don’t have photos before the change, here is one when its in progress.

Moe Moe Kyun~!

All the pop culture books.

Another useful item, the (still) leftover Tokyo Figure Show postcards! Thanks to Danny Choo for these.

Stage 1 complete.

Settled placement, after shifting all the magazines inwards and according to chronological order.

All the railway and bus related books.

Good lighting tool, the Lego Brick Light.

Some photos of the Chitson owned Mercedes-Benz OC 500 LE.

A filling meal at Manhattan Fish Market.

S rank with Keikyu (京浜急行) 1500 Chopper, Haneda Airport to Keikyu Kamata.

18th June 2010, a FOSMRT tour to the SMRT Kim Chuan Depot opened eyes for many folks. Interested in the technical aspects of trains, this is the first visit to a depot which has comprehensive technical coverage. Some pictures to share about the tour.

A C151 (Series 0) 4Q-GTO Chopper entering Paya Lebar Station.
From CCL-EWL connection.

Fellow enthusiast inside the train.
Paya Lebar Station.

A C830 (Series 8000) in Kim Chuan Depot.
Kim Chuan Depot.

Controls explained. C830 Singapore CCL (Series 8000).
Kim Chuan Depot.

Mc2 (Motorized Control Car 2) IGBT type, VVVF inverter voltage controller units (1C4M). C830 Singapore CCL (Series 8000).
Kim Chuan Depot.

T1 (Trailer) Air compressor. C830 Singapore CCL (Series 8000).
Kim Chuan Depot.

T1 SIV. English term: Auxiliary Inverter. Japanese term: Static Inverter (SIV). C830 Singapore CCL (Series 8000).
Kim Chuan Depot.

Mc1 (Motorized Control Car 1) Coupler. C830 Singapore CCL (Series 8000).
Kim Chuan Depot.

Yamakawa store at Tampines One.
Tampines MRT.

*Note: All photos taken in Kim Chuan Depot are pre-authorized. They do not cover sensitive parts of the system and all knowledge seen and explained are public knowledge.

Now that is not Metro-Cammell Weymann.

Its, the Most Costly Week.

And I believe that it is true, just a picture to show you here.

Typing error, Photobook should be Picture-book. There are no real Tetsudo Musume in the World and if there is, most likely I will be staying with them all by now.

Yeah so there you go, the Most Costly Week, SGD 226.50, not including food and consumables.

Next up will be a photo review on the latest edition to bus model fleet, the 1:76 Scale KMB HK Dennis Dragon 9.9-meter Resin Model.

Afterword: I suppose the moon-clock that Nemuru is holding is spoilt, if its red even if the full moon is over. It used to appear red for one day, on the Lunar 15th, then it will go back to the pattern. Guess Konami spoilt the clock and now wolves are always out.

Continuing the tradition of my blog, every day of this year is dedicated to the 107 lives lost and over 1500+ (counting each passenger on board has at least two next-of-kin) changed on this day, April 25th 2005, when a JR Fukuchiyama Line Rapid Service train derailed and crashed into an apartment building’s ground floor area.

Picture from The Golden-toks

The present color for the JR West Series 207 is as above. Series 321 is also colored in the same style.

Every year this accident brings back the same questions; is railway travel safer than before? Are humans still dependent on safety devices to prevent an accident from happening? Are yesterday’s safety devices still valid today?

As the 5-year deadline for civil lawsuits pending to this accident drawing to a close, three ex-JR West Chairmen were charged with operational negligence resulting in fatalities. The charge mentioned “This accident can be foreseen, negligence in informing the Railway Department to install ATS (Automatic Train Stop)”.

Article from Yomiuri News:

ＪＲ西歴代３社長を強制起訴…福知山線事故

２００５年４月、兵庫県尼崎市で起きたＪＲ福知山線脱線事故で検事役の指定弁護士は２３日、ＪＲ西日本の歴代社長３人を業務上過失致死傷罪で神戸地裁に在宅起訴した。

起訴状では「事故の危険性を予見できたのに、自動列車停止装置（ＡＴＳ）の整備を鉄道本部長に指示すべき注意義務を怠った過失がある」と指摘した。同社関係者によると、３人は公判で無罪を主張する意向だ。

改正検察審査会法に基づく「起訴議決」を経て指定弁護士が強制起訴するのは、兵庫県明石市の歩道橋事故に次ぎ全国２件目。

起訴されたのは井手正敬(まさたか)（７５）、南谷(なんや)昌二郎（６８）、垣内剛（６６）の元社長３人。神戸地検が同罪で在宅起訴した山崎正夫・前社長（６６）を含め、社長経験者４人が刑事責任を問われる。

起訴状によると、ＪＲ西は輸送力増強と収益拡大の経営方針から、１９９６年１２月、現場カーブを半径６００メートルから急な３０４メートルに付け替え、ダイヤ改正で快速電車も１日３４本から９４本に増発させ、脱線の危険性が高まっていた。

当時、井手氏は社長、南谷氏は副社長、垣内氏は経営企画部長として、現場の状況や、付け替え直前にＪＲ函館線の半径３００メートルのカーブで貨物列車の脱線事故が起きたことを認識し、危険性を予見できた。さらに、３人はそれぞれの社長在任中、鉄道本部長にＡＴＳ整備を指示すべき注意義務を怠ったとされる。

神戸第１検察審査会の起訴議決を受け、指定弁護士は３月２９日に選任されたばかりだったが、公訴時効（５年）が迫り、１か月足らずでの起訴となった。

指定弁護士は、地裁に公判前整理手続きの適用を要請した。手続きに入れば、争点が多岐にわたり、初公判は来年以降の可能性が高い。
（2010年4月24日01時41分 読売新聞）

Important excerpts:

…JR West, in view of increasing capacity and revenue, reduced the accident curve from R=600 to R=304 in 1996, increased Rapid Service trains from 34 to 94 trains per day, thereby increasing the possibility of derailment.

…The three accused, at that point of time, were in the position of chairman, vice-chairman and COO, given the situation at the site, plus an accident which involved a JR Freight train in Hakodate at a R=300 curve, they were aware of the danger (posed by the R=304 curve). Yet, they did not inform/order the railway department chief to install ATS at the site.

~

- R stands for radius, a curve’s maximum degree of turn. A curve comprises of a gradual turn, the radii turn (where the value is taken), and then a gradual turn back to a straight line.

JR West, in the publics’ eye, did not have any image change over this 5 years despite campaigns to win the commuter’s heart over again. Numerous reports of preventable incidents, staff reforms and recently the EB (Emergency Brake) switch function disabled on some trains caused concerns in Japan again, about the practices and culture that JR West harbors.

After reading complains from train commuters around, from friends or forum users, Stomp and other internet sources, I decided to do an informal train load factor survey at the station closest to my residence; SMRT Bukit Batok Station (NS2).

SMRT Bukit Batok is the last station on the Jurong East-bound North South Line and trains picking up passengers at Yishun, Sembawang, Woodlands and Choa Chu Kang main towns passes by here. The squeezing situation is said to be particularly worse for the through-trains that run direct from the North South Line to the East West Line.

I started off early today, arriving at the station before the 707 am train left for Jurong East.

This is the PDF file containing my findings for today.

Significant remarks:
-Through-train is noted as Commuter in the data.
-At 712 am the north-side escalator jammed, causing the south-side escalator to be changed to the upward direction. This may cause slight discrepancy to data as north side escalator leads to 5th and 6th car area (surveyed) and south side escalator leads to 2nd and 3rd car area for Jurong East direction trains.
-8:16 am scheduled through-train did not arrive.
-Japan Industrial Standards Committee JIS E7103 is used in determining the load factor on the trains. Visual method is adopted.

I managed to leave on the 8:24 am through-train to Bedok.

How do I calculate the load factor?
Calculating the capacity on trains, I take the theoretical values for the Series 200 (C651) Siemens trainset. Three Siemens trainsets appeared during the survey, however, actual train type is not put into consideration for the survey.

The Standard used for this survey is E7103 under the Japan Industrial Standards Committee.

Seats per car: 62 (35% load factor)
100% load of car: 177 passengers
100% load of train: 1062 passengers
Land Transport Authority claims that each train can carry 1920 passengers, based on Metro or some other principle (unknown till date).
1920 passengers is, according to JIS E7103: 1920/1062 x100 = 180.7% load factor.

I use the JISC standard because our Metro trains are built by Japanese firms (Kawasaki/Tokyu Car/Kinki Sharyo), although standards applied vary, electrics and motor systems remain so.

Taking the maximum load factor of 250% at doors, moderating to 220% through six cars and through all areas, each train carries an amazing 2336 passengers, 121% of the standard loading stipulated by LTA for this type of train!

Loading will not be lowered by removing seats (even when using seats as 35% of load, this varies between trains) but by how much personal space each passenger has on a train. Even when the train is empty of seats and/or majority of seats removed, the load factor can still be monitored visually by how much space there is between each commuter.

I hope LTA to revise their loading calculation system for trains (develop a system close to the JIS E7103) and pressurize SMRT Trains to introduce more trains especially during the 5 minute headway periods when loads multiply.

Also named as the Circle Line Stage 2 Discovery, the open house is held on 4th April 2010 by SMRT Corporation and supported by Citibank, National Heritage Board (museum open house), Alstom (train builders), ST Electronics (infrastructure support) and numerous government and private organizations.

There are 11 stations open for viewing. Dhoby Ghaut, Bras Basah, Esplanade, Promenade, Nicholl Highway, Stadium, Mountbatten, Dakota, Paya Lebar, MacPherson and Tai Seng are the stations open for free.

Some selected photos taken at the event.

Visitors checking out the signboards at Dakota Station.

Crowd disembarking at Mountbatten Station.

MacPherson Station.

Paya Lebar Station.

Stadium Station.

Nicholl Highway Station.

Esplanade Station.

Bras Basah Station.

Dhoby Ghaut Station.

Wide Metro-type doors. Still of the hanging-out design…

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An 偶然 (incidental) chance with a foreigner allows me the excuse to advertise my hometown service. Your friendly site admin is the service ‘representative’ for SBS/TIBS/SMRT service 189 since November 1996 (162 months), clocked (an average of) over 3200 trips (since Secondary/High School 1) and 22400 kilometers (7 km on average per trip/mileage more than half of the Earth’s circumference) on this service. TIB1162S is a Mercedes-Benz O 405 G Euro 2 with a ZF 4-speed gearbox and has since been serving permanent S/TQ shifts for 50 months on this service.

News: JR Kyushu tries out Blue Lighting at railroad crossings, attempts to prevent suicides

急増する踏切での飛び込み自殺を防ごうと、ＪＲ九州（福岡市）は管内の踏切の一部に、気持ちを落ち着かせる効果があるとされる青色照明を試験的に設置した。

青色が心に及ぼす影響は科学的には実証されていないが、先に導入した他社では自殺者が減っている。ＪＲ九州は「痛ましい事故を１件でも減らしたい」と効果を期待している。

同社はこれまでも、自殺が多い区間に柵を取り付けたり、白い照明を増やしたりしてきた。しかし、深刻な不況を背景に、２００９年度に管内で起きた飛び込み自殺は約５０件に上り、前年度の２２件から急増。特に夜間の自殺が多かった。

このため、３月下旬、過去３年間で５件の飛び込み自殺が起きた福岡市東区の鹿児島線・九産大前―箱崎駅間の７か所など、福岡、大分両県内の計２０か所の踏切に、蛍光灯や発光ダイオード（ＬＥＤ）の青色照明を設置した。日没から夜明けまで点灯させている。

青色照明は２０００年に英国・グラスゴー市が街路灯に導入したところ、犯罪発生件数が減ったため注目を集めた。国内でも、防犯灯として自治会などによる設置の動きが広がっている。

鉄道会社では、ＪＲ西日本が０６年１２月に導入した。同社は現在、約６０か所に設置しており、広報部は「設置したすべての踏切で、１年くらい自殺が起きていない」と効果を強調する。

ＪＲ東日本も、０９年２月に高崎線の３駅に取り付けたのを始め、中央線の２駅、山手線全２９駅のホームに設置した。京浜急行電鉄も、今年２月までに駅や踏切計１１か所に取り付けた。

国土交通省によると、飛び込み自殺で鉄道のダイヤが乱れるトラブルは年々増え、０８年度は全国で６４７件起きた。後続列車や利用者への影響も大きく、同省が各社に自殺防止策を取るよう呼びかけていることも、青色照明の導入に拍車をかけている。

日本色彩心理学研究所（神戸市）の高橋水木・主任研究員は「色彩と人の心の関係は科学的に証明できるものではない。ただ、青色に人の気持ちを落ち着かせ、緊張を緩める作用があるのは確か。自殺を思いとどまらせる効果も期待できる」と話す。

ＪＲ九州は３年後をめどに効果を検証する方針。鉄道事業本部・技術調査推進室は「青色照明の意義を知ってもらい、社会全体で自殺防止を考えるきっかけになれば」としている。（森洋二）
（2010年4月3日16時10分 読売新聞）

In an initiative to prevent suicides, JR Kyushu (Fukuoka City) is installing Blue Lighting system, which is known for calming effects, at some of their railroad crossings.

Although its not scientifically proven that blue light can affect emotions,  other railway companies that used them have seen a drop in suicide rates. JR Kyushu says “We wish that even one tragic incident can be prevented” and looks forward to the effect of the lighting.

JR Kyushu installed more fences and white lighting at places with high suicide records, but due to the tough economy in 2009, there were 50 cases of suicide, up from 22 in 2008.

Because of this, JR Kyushu installed Blue Lighting at 7 crossings along the Kagoshima Main Line and 20 crossings in Fukuoka and Oita Prefectures. Florescent tubes are changed to blue LED lightings and are programmed to switch on from the evening to dawn.

Blue Lighting system is first used in Glasgow in the United Kingdom in year 2000, and is credited for lowering crime on the streets. In Japan, these lights are also widely used by resident associations.

Railway companies have used them since 2006, with JR West being the first, installing these lights at 60 locations. JR West’s PR department says “No suicide occurred at the crossings with these lights after 1 year they are set up”.

JR East started putting these Blue Lights at three stations along the Takasaki Line in February 2009, two stations on the Chuo Line and all twenty-nine stations along the Yamanote Line. The Keihin Electric Express Railway Co. also installed these lights at 11 spots including stations and crossings up to February this year.

The Transport Ministry says suicides leading to Diagram (schedule) problem have risen over these years, with 647 cases in 2008 alone. The Ministry advises railway companies to implement measures preventing suicides, as this affects trains and lots of passengers. This stimulates the installation of the blue lightings.

Mizuki Takahashi (Chief Researcher) of the Nihon Shikisai Shinrigaku (Color Psychological Research Institute) (Kobe City) says “There is not yet any scientific proof of the relationship between colors and the human psychology, but blue is shown to have lower emotional levels and has a smoothing characteristic, hopefully this will have the effect of lowering suicidal thoughts”.

JR Kyushu plans to review this system after 3 years of use. The Railway HQ, Technical Promotional Board says “It is known about the effects of the blue lights, it will be an opportunity that the society prevents suicides together”.

JR Kyushu installed Blue Lighting system at one of the crossings.

Photo and news article from Yomiuri News Japan.

☆

Dear readers, do you remember the suicide at Chinese Garden a few years back (2006) that kick-started a campaign to install half-height platform doors at elevated MRT stations? Now the solution is here, look no further, why spend so much money and man-hours at hardware, testing and getting used to the slow platform doors, when installing blue lights at platforms (not the whole length, but only the ends where suicide is likely to occur) are shown to lower not only crime on the streets, but suicides in train stations?

The Land Transport Authority and SMRT Corporation (the only rail operator with elevated stations) spent so much cash and talents on these hardware, but as i have experienced, the doors are sluggish to open. At some stations, they don’t match with the existing structure. All the more we should not alter the current structure, but did we ever do any research into installing such lights to attempt to prevent suicide?

Platform doors are not all about safety. A few seconds can be wasted on opening and closing the doors. When these doors decide to slack for the day, workers have to be dispatched to repair them, causing delays and inconvenience to commuters. Platform doors although beneficial in preventing daily accidents, shall not be said to be used to prevent suicides. A determined person can exceed normal human limits, including jumping over the doors.

I would suggest to the LTA and SMRT Corp to try install these Blue Lighting systems at several stations and especially stations with history of suicides to test their effectiveness. Platform doors can go on, but they are not the solution to preventing people giving up their lives.

Society campaigns and preventiveness is the method, software is often better than hardware.

Prevention is the best cure, each life has a value,
Befrienders.Org, Samaritans of Singapore (SoS), 1800-221-4444 (toll-free)

Tokyo Metro Series 03 of Hibiya Line, one of the train types attacked by extremists on 20th March 1995 (Photo by Chabata_k/Wikimedia)

15 years ago, extremists of Aum Shinrikyo (オウム真理教) attacked five trains of the Tokyo Metro system. This attack cost 13 lives (as of 2010) and over 6300 injuries.

JR East cross-over train (train number A725K, JNR Series 203) on the Chiyoda Line.
Marunouchi Line, A777 and B801, both Tokyo Metro Series 02 trains.
Hibiya Line, B711T (Tobu Series 20000) and A720S (Tokyo Metro Series 03, pictured above).

Perhaps long over, but this lesson of domestic terrorism presents the ever changing landscape of violence due to ideology and beliefs.

After watching the videos shown at MRT stations and recalling the above incident, would you attempt to look out more for suspicious persons and items in the public transport? Or just say ‘the Police will handle it’ and dismiss the matter?

*Real names are omitted to protect privacy of participants, oh yes, and the staff too*

One fine evening…

Four Otakus: (Exits XXX Station, asks beautiful ‘moe’ staff with purple hair :O) Where can we find good food?

Airu Haneda: There is a new cafe nearby, A87 Cafe, a new concept of maid cafe in Singapore~!

Otakus: Alright, thats cool, why not we give it a try?

Airu: Yeah I will bring you there then~! (Hey wait, ain’t she still on duty? But heck we have more people joining~!)

The Menu~!

The order list~! Alright lets not disturb Airu-san, she still got work to do at the station~

Yes, Obasan’s Magical Stew, with a magical blessing by the staff. Remember, DUN LAUGH~!

Remember, you can have wordings, but the default will be…

Okay the answer will come next but first, four tall Akibanana Smoothies~!

Nekos (cats), right. Rounds the sentence.

Yup, no flash, and these are the small snacks.

Mini personal-not-so-critique Review:

This my first visit to a Japanese otaku culture-themed cafe. (Cause I have not tried the ‘real-deal at Akihabara, but will one day and I must take the Tsukuba Express Line train to… Yes Tsukuba) Pretty amazing including the smell of Japanese stuff in Singapore, namely the Sunshine Plaza smell (or does the smell come from KKnM exclusively, you get the drift).

Service is amusing and entertaining, well pretty much to a cafe style. However some points did gave me a heart attack;

1. Do you include a closing date for your business? Its like knowing when your life will end. October 1st 2011, written on the menu’s event page, how horrible it is of me to remember the date now and digging at the wound… But well Miki, you can take the date off at least, sounds nicer right~

2. Some basic Japanese language (usage) knowledge? I heard someone saying ‘irashaimase’ (いらつしゃいませ) when we were leaving the cafe. Well for starters, that would mean ‘Welcome’, should be said when entering a shop/cafe/7-Eleven. When customers (not ご主人様/Goshujisama, thanks) leave, it would be ありがとうございます/Arigatou-Gozaimasu. Snippets of stuff are like what I love to look out for and sadly someone’s tail have been stepped on by me again. -_-”

3. OMG to the points system, plus thermal bills. Well I guess that needs sorting out but its been a few months after opening, should it already been settled?

Some funny stuff, this cafe is all about having fun~!

I vaguely remember the Bachelor’s Challenge, the best part is about writing ‘I am Hentai’, using red lipstick, by one of the staff, and then standing at the window and wave to passer-by for 87 seconds. Serious, everything about the cafe has to associate with the number 87. They should have discounts for people born in 1987, right?

Second level, nothing much set up yet and I don’t seem to catch sight of console machines that I supposedly saw on the papers… Nice Macross Frontier twist poster at the staircase area though.

The toilet smells okay, sadly no Japanese style bidet toilet system. I have yet to ask local TOTO dealer if they have the most advanced, bidet/wash-ass/warmer (I need a cooler here in SG) toilet cover system.

Stuff are generally okay priced, well priced for that area. I only had the drink (A87 Smoothie in case you missed it) but the other folks who ate, wow…

Staff are friendly, though a bit quiet. Its had to be niche in Singapore and well, I wish them all the best. And remove the October 1st 2011 please. I don’t wish to see a business going towards a countdown…

Overall I give 8/10 for A87 Cafe. Good job~!

And thanks for not calling me ご主人様/Goshujisama, my bones will fail catastrophically if the brain catches such an electric signal generated by…

Extra: Airu Haneda is a character from the Tetsudo-Musume series 6. Modeled after female staff uniform of Tokyo Monorail (東京モノレール), she is one of the characters in the series focusing on Japanese railway company uniforms. She is a station staff and helps commuters find their way among the railway system in Tokyo.

キハ４０　８００番台 (Diesel Car type 40 sub-type 800), one of the oldest type of diesel cars operating in JR Hokkaido. (11th December 2005, Engaru (遠軽) Station)

列車が除雪車に衝突、１５人が病院へ…富良野駅

２８日午後９時４０分頃、北海道富良野市のＪＲ富良野駅で、滝川発新得行きの快速列車が除雪車に正面衝突した。

この事故で、除雪車の作業員を含む１５人が同市内の病院に搬送された。ほとんどが負傷しているが、いずれも軽傷とみられる。

道警富良野署やＪＲ北海道などによると、同駅のホームの約２００メートル手前で快速列車が除雪車両に衝突した。快速列車の運転士は道警の任意の事情聴取に対し、「前方にライトは見えたが、同じ線路上に（除雪車が）いるとは思わなかった」と話しているという。

旭川地方気象台によると、事故当時は上川南部に大雪・風雪注意報が発令されていたが、同市内で視界不良となるような吹雪は発生していなかったとみられる。

（2009年12月29日09時13分 読売新聞）

http://www.yomiuri.co.jp/national/news/20091228-OYT1T01402.htm
http://sankei.jp.msn.com/affairs/disaster/091228/dst0912282315013-n1.htm

940 PM (2140 hrs) on 28th December, a rapid service train (3441D, キハ40-1741 (Kushiro)) from Takikawa (2036 hrs) to Shintoku (2326 hrs) collided head-on with a snow plough diesel train (DE15) at Furano Station.

15 passengers and crew of both trains were sent to hospital, all were slightly injured.

Hokkaido Police Furano Branch said that both trains collided 200 meters before Furano Station platform. The rapid service train driver told police that “I saw lights in front, but did not expect it to be the snow plough train on the same line”.

Ashaikawa weather service said that there were heavy snow and wind warnings during the accident, but there were no snow storms that affected visibility.

The rate of delays in railways in Tokyo has been going up through the years… And this year, it breaks through 40000 cases with over half being suicide. Other reasons include driver mistake, train problems, railway signal problems, stone-placing and natural causes. Image copyright of Yomiuri News.

鉄道遅れ４万本、半数超が自殺原因…首都圏

首都圏の鉄道の運休や遅れの本数が昨年度、４万６００本に達し、その半数以上が自殺に起因することが、国土交通省の調査で明らかになった。

同省は２１日、ＪＲ東日本や東京メトロなど首都圏の主要１２社を集め、自殺防止に有効とされる「青色照明」の検証などを呼びかけた。

調査は、東京、神奈川、埼玉、千葉の１都３県で、列車の運休や３０分以上の遅れにつながった輸送障害のデータを原因別にまとめた。

全国の輸送障害は２００８年度、０７年度から１０００本ほど減ったものの、首都圏だけで見ると４４００本も増加。首都圏での原因トップは「自殺」で、０７年度から２９００本増えて２万１１００本に上った。自殺に次いで多かった「信号設備などの故障」によるものは７２００本だった。

トラブルそのものの件数は、０５年度をピークに徐々に減っており、０８年度は前年度より２０件少ない６７９件だった。ただ、自殺の場合、０８年度は前年度より１９件多い３０７件となるなど、ほかの原因によるトラブル件数が減る中で唯一増え続けている。

私鉄関係者は「自殺の場合、発生後の対応に時間がかかり、影響本数が多くなってしまう傾向がある」と話している。
（2009年12月22日04時52分 読売新聞）

http://www.yomiuri.co.jp/national/news/20091222-OYT1T00039.htm

Cancellation and delays of railway services in Tokyo has risen up to 40600 cases for the previous year, of which half of them involve suicide, the Transport Authority says in a survey.

The Authority, on 21st December, urges 12 railway companies of the capital, including JR East and Tokyo Metro, to install ‘blue lights’ to deter suicides.

The survey included operators from Tokyo, Kanagawa, Saitama and Chiba. Data are taken from troubles causing 30 minutes or more in delays.

Delays and troubles have went down by 1000 cases nationwide, but there is an increase in 4400 cases in Tokyo alone. The top cause of delays in Tokyo is ‘Suicide’, up 2900 cases from 2007 to hit 21100 cases in 2008. Signal problems is number two at 7200 cases.

Cases that include trouble had gone down from the peak, in first half of the year 2008, there were 679 cases with reduction in 20. On the other hand, suicide has gone up 19 cases to 307 for the same period. Its the only cause that has risen from 2005, while all other causes are reducing.

Private railways personnel say that ‘suicides causes more time loss after the incident and tend to affect more train services’.

☆

Well its obvious that suicide cases are much more difficult to recover from. ‘Diagram chaos’ (schedule problems) can occur long for the rest of the day.

Due to safety, all cases of trouble (ie. crossing after gates are lowered) at railway crossings require full braking to stop, safety recognition and checks before starting off again. Delays such as these would cause domino effects to many other trains behind.

Serangoon Station.

The Circle Line is a fully automated train system in Singapore, which will cover Dolby Ghaut to Harbourfront stations when completed. The five stations prepared for operation by end of May; Marymount, Bishan, Lorong Chuan, Serangoon and Bartley are opened to the public on 23rd May.

Taken during my December 2005 trip to Japan. 8 months after the accident, a train of the same type runs past the spot where its unlucky sistership met its end in an accident that cost 107 lives.

Today (25th April) marks the 4th year after the serious accident that happened on the Fukuchiyama Line (福知山線) near Osaka, Japan. The driver and 106 passengers of the Rapid Service train (5418M, 4+3 JR West Series 207) were killed when it derailed at high speed and crashed into the ground floor level of a apartment block beside the track. 562 passengers were also injured in that accident, the worst since the privatization of Japan National Railways in 1987.

Article of the accident on Yomiuri News today.

福知山線事故から４年、雨の現場で追悼慰霊式

兵庫県尼崎市のＪＲ福知山線で快速電車が脱線し乗客１０６人と運転士１人が死亡、５６２人が重軽傷を負った事故は２５日、発生から丸４年を迎えた。

同市総合文化センターで追悼慰霊式が開かれ、電車がマンションに激突した現場では、降りしきる雨の中、遺族や負傷者らが静かに犠牲者の冥福を祈り、鉄路の安全への誓いを新たにした。

ＪＲ西日本主催の式典は午前９時過ぎに始まり、犠牲者８６人の遺族約４３０人や負傷者ら計約１３３０人が参列。事故発生時刻の同１８分、ろうそくをともした祭壇に向かい、全員で黙とうした。

政府代表として出席した金子国交相は「事故を風化させず、公共交通の安全対策に取り組む」と決意を語り、ＪＲ西の山崎正夫社長（６５）は「突然、人生に終止符を打つことを余儀なくされた皆様のご無念を胸に刻み、安全で信頼される鉄道を築く風土を作り上げたい」と述べた。

一方、事故を巡って業務上過失致死傷容疑で書類送検された山崎社長ら歴代幹部９人と、遺族から同容疑で告訴された井手正敬・元相談役（７４）ら歴 代経営トップ３人について、神戸地検の捜査は大詰めを迎えている。最高検などと協議を重ねたうえで、起訴の可否について判断するとみられる。

地検はこれまで、山崎社長ら幹部を含む社員１５０人らから事情聴取した。遺族や負傷者に処罰感情などを尋ねる異例のアンケートや面談も行っており、処分決定後に、被害者に対する説明会も予定している。

（2009年4月25日11時41分 読売新聞）

This accident brought to light many hidden issues in the transport system of Japan, especially the tight running timetables, driver stress, aging Automatic Train Stop (ATS) systems, mechanical repair and design of trains, all of which contributed to little or to a large extent to the accident.

Such factors go deep and involve various opinions, those of which I shall not go into as they involve various company and personal (workers, family of the deceased) matters.

Nonetheless this is a valuable lesson to the operators of mass transit systems and its workers. Never take smooth day-to-day operations and safety systems for granted. Once they fail, they may cost you and/or your passengers’ lives.

You know my style. I will run this article every year by default. Although you may have seen this last year, or will be seeing it the next, but we should never forget such safety lapses may happen to our daily transport systems.

Official Accident Report in pdf format. From the Aviation and Railway Accident Investigation Bureau (航空・鉄道事故調査委員会).