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> You really need drivers for safety reasons. One incident does not a point prove. There are many completely unattended trains in operation, several of which a

> You really need drivers for safety reasons. One incident does not a point prove. There are many completely unattended trains in operation, several of which are in the United States. http://en.wikipedia.org/wiki/List_of_driverless_trains http://en.wikipedia.org/wiki/List_of_driverless_trains

beedogs 13y ago
None of the systems listed are very complex. One or two lines, or a loop of track, with very few level-grade crossings. Most of the ones in the US are just airport shuttles. Sure, that's easy to do. I wouldn't move the subway systems in New York City to UTO operation, though. Not a chance.
- rrwhite 13y ago
  You may not but the NY MTA does: http://en.wikipedia.org/wiki/Automation_of_the_New_York_City_Subway http://en.wikipedia.org/wiki/Automation_of_the_New_York_City...
- tomflack 13y ago
  What's the difference between an automated train failing to stop at the end of a line in a system with 200 stations to an automated train failing to stop at the end of a line in a system with two stations? Of course in the rest of the system if can be incredibly complex to ensure safety, but that's not where the accident you're relying on to make your case occurred.
- willyt 13y ago
  It's already done. The docklands light railway in London is more complicated than the metro systems of most cities and it's been driverless since the 1980's http://en.wikipedia.org/wiki/Docklands_Light_Railway#Map http://en.wikipedia.org/wiki/Docklands_Light_Railway#Map. On the other hand, it still has a staff member, 'Passsenger Service Agent', on every train to deal with customer service. They are also trained to drive the train at very low speed (I'm guessing <10mph) when the automation fails, which it does occasionally.
  - drakeandrews 13y ago
    "Passenger Service Agents" are on some, not all trains. And on about a third of the trains they are on, they are manually operating the train at full speed (generally for "diagnostic" (read as sanctioned joyriding) purposes, I am informed by a friend at TFL).
- deleted 13y ago
  [deleted]

beedogs 13y ago

None of the systems listed are very complex. One or two lines, or a loop of track, with very few level-grade crossings. Most of the ones in the US are just airport shuttles. Sure, that's easy to do. I wouldn't move the subway systems in New York City to UTO operation, though. Not a chance.

rrwhite 13y ago
You may not but the NY MTA does: http://en.wikipedia.org/wiki/Automation_of_the_New_York_City_Subway http://en.wikipedia.org/wiki/Automation_of_the_New_York_City...
tomflack 13y ago
What's the difference between an automated train failing to stop at the end of a line in a system with 200 stations to an automated train failing to stop at the end of a line in a system with two stations? Of course in the rest of the system if can be incredibly complex to ensure safety, but that's not where the accident you're relying on to make your case occurred.
willyt 13y ago
It's already done. The docklands light railway in London is more complicated than the metro systems of most cities and it's been driverless since the 1980's http://en.wikipedia.org/wiki/Docklands_Light_Railway#Map http://en.wikipedia.org/wiki/Docklands_Light_Railway#Map. On the other hand, it still has a staff member, 'Passsenger Service Agent', on every train to deal with customer service. They are also trained to drive the train at very low speed (I'm guessing <10mph) when the automation fails, which it does occasionally.
- drakeandrews 13y ago
  "Passenger Service Agents" are on some, not all trains. And on about a third of the trains they are on, they are manually operating the train at full speed (generally for "diagnostic" (read as sanctioned joyriding) purposes, I am informed by a friend at TFL).
deleted 13y ago
[deleted]