Chapter 2-6 Electronic Devices / Sustainable Society Prout Village Third Edition

 

○Rare Metal-Free Global Transportation Network

Both gasoline cars and electric vehicles use rare metals. Since Prout Village is not a monetary society, there is no concept of “work” as competition for profit with others. Therefore, there is no need for fast transportation. To enable sustainable travel around the world, airplanes and high-speed cars will disappear.

Basic Policy for a Sustainable Global Transportation Network

⚫︎Within each continent, rail networks connect regions and provide large-capacity, efficient land transport.

⚫︎Intercontinental and island travel uses ferries; airplanes and undersea tunnels are generally not used due to high environmental impact.

⚫︎Ferries are designed and operated sustainably, prioritizing a multi-stage route system that ensures safety by stopping at small islands instead of long direct crossings.

⚫︎Relay points, supply stations, and emergency shelters are established regionally to enhance route flexibility and operational sustainability.

⚫︎Islands with high isolation that lack nearby relay islands and are difficult to access by ferry are not reachable; residents of such islands are encouraged to migrate to Prout Village. (Examples: Easter Island, St. Helena Island, etc.)

●Rare Metal-Free Electric Vehicles (Maximum Speed 20 km/h)

For travel within a Municipality (1st Community) or nearby Municipalities, electric vehicles (e.g., golf cart size) are used. These can be manufactured using motors without rare metals combined with magnesium batteries. However, “lightness, efficiency, and compactness” are sacrificed. Instead, sustainability, repairability, and local manufacturability improve significantly.

The maximum speed of vehicles within a Municipality (1st Community) is set at 20 km/h, aiming to reduce global traffic fatalities to zero. At 20 km/h, braking distance is short, and collisions typically result in minor impacts that cause no deaths but only fractures or bruises in most cases.

Pedestrian Fatality Rates by Vehicle Speed (Approximate)

Vehicle Speed (km/h)	Pedestrian Fatality Rate (Approximate)
20 km/h	About 1–2% or less
30 km/h	About 5–10%
40 km/h	About 15–30%
50 km/h	About 50%
60 km/h	About 80% or more

Source: Estimates based on statistics from WHO, UK Department for Transport, IIHS (Insurance Institute for Highway Safety, USA), etc.

Design Overview of Rare Metal-Free Electric Vehicles

Item	Adoptable Methods / Materials	Description
Motor	Wound-type induction motor / SR motor	No magnets required. Heavy but durable. Output is sufficient.
Power Source (Battery)	Magnesium battery / Sodium-ion battery	No lithium or cobalt used. Can be manufactured from local resources.
Vehicle Body Material	Wood + recycled iron + biodegradable plastic (for interiors)	Assembly possible with local resources. Simple processing.
Control System (Circuit)	Simple transistor logic circuits	Minimal microcontroller needed if no high functions required, reducing component count.
Tires	Natural rubber + recycled fibers	Biodegradable. Reinforced with recycled fibers. Airless tires also considered.
Wheels / Chassis	Recycled metal or synthetic rubber + wooden housing	Strength ensured while using recyclable materials.
Brakes	Mechanical drum or disc brakes	Avoid electromagnetic brakes to exclude rare metals.
Lighting, etc.	Incandescent lamps	Incandescent lamps instead of LEDs. Balance between brightness and power consumption.
Cooling	Ammonia + water absorption cooling (with cold storage tank)	Powered by solar heat or waste heat. No rare metals needed. Suitable for short-distance travel.
Heating	Hot water storage tank (solar thermal hot water) + auxiliary magnesium battery heater	Heat stored at home supplemented by low-power heater when needed. Local heating focus.

●Rare Metal-Free Railway System (Human-Assisted ATO)

In Prout Village, railway operation is conducted using a rare metal-free, driverless ATO system. ATO (Automatic Train Operation) refers to an automatic train control device that manages acceleration, deceleration, and stopping of trains automatically. Although there is no driver, passengers who are residents simply press a departure button to operate the train. Distance and speed are controlled automatically by analog mechanisms. The system is equipped only with obstacle sensors and emergency brakes.

Basic Functions of ATO

Function	Description
Automatic Acceleration	When the departure button is pressed, acceleration starts automatically.
Cruise Control	Maintains a predetermined speed during travel.
Automatic Deceleration	Automatically slows down when approaching stations or curves.
Automatic Stopping	Stops precisely at the designated station position.
Stop Position Control	Aligns the train door with the platform door within several tens of centimeters.

Example of Analog-Based ATO
・Departure button pressed by passenger or station staff

・Timer activates, decelerates and stops after a set time

・Emergency brake activates if obstacle detected

・Manual brake pulling by crew during trouble

Reasons for Continuous Automatic Operation (Low-Resource Design)

Element	Description
1. Because it is guided on rails	Since the railway structure forces the train to run on rails, the system only needs to judge “run straight” or “pass a switch.” Route selection like on roads is unnecessary.
2. Stopping positions are fixed	Station stop positions are always constant. Therefore, with minimal signals or sensors, a mechanical design can ensure “running this distance at this speed will allow stopping.”
3. Distance and speed controlled by analog mechanisms	Using gear-type timers, analog tachometers, and rotary encoders (non-rare metal), the train can operate on a pattern of “departure → decelerate after set time → stop.”
4. Safety stopping with simple sensors	Using rare metal–free infrared or optical reflectors enables obstacle detection and platform presence detection, achieving continuous automatic operation plus stop assistance.
5. Timetable-based operation	After a person presses the “departure button,” the built-in control unit automatically handles acceleration, deceleration, and stopping. Unmanned, no-operation-needed “standard repetitive operation” is possible.
6. Speed is moderate	At around 80–120 km/h, precise control is unnecessary to ensure safe stopping. Millisecond-level control like in aircraft is not required.

Rare Metal-Free Railway System (Human-Assisted ATO) Design Overview

Item	Content / Specification Description
Name	Rare Metal-Free Railway (Human Supervision Type ATO)
Control Method	ATO (Automatic Train Operation with automatic stop assistance) + human on-site supervision (manual override possible)
Maximum Speed	Up to 120 km/h (short distances: 50–65 km/h, medium distances: 80–100 km/h)
Crew System	Two-person crew (driver + supervisor), shift rotation possible; target section length about 2 hours per round trip
Operation Method	Continuous automatic operation + emergency/manual override lever and brake (designed for low-skilled operators)
Supervision Method	Visual monitoring (two-person crew: operator + assistant)
	Simple optical sensors or analog brake assist included
Communication Method	- Wired relay lines along railway + wireless beacons (analog signals or LoRa/BLE)
	- Mesh network for route information transmission (low data rate sufficient)
	- Authentication possible by personal device communication upon boarding
Power Source	Railway electrification (external power) or self-propelled (compressed air / biofuel / human-assist), selectable per section
Material Composition	Main frame: mainly iron and aluminum alloy
	Control devices: very small amount of semiconductors (silicon-based)
	Copper wiring and analog circuits as main components
Circuit Configuration	- Mainly silicon-based transistors and timer ICs
	- Possible substitution with organic substrates and ceramic capacitors
	- Control devices designed as repairable modular units
Passenger Authentication	No ticket gates
	Free boarding system + onboard authentication by device (ID transmission or manual input)

This railway network connects the contiguous landmass of Asia, Europe, and Africa, links within North and South America, and also connects Australia. Therefore, the railway is designed with straight lines to enhance safety and branches out to connect various regions.

Concrete is also a depleting resource, so its use in making railway tracks and related infrastructure needs to be minimized.

Materials for Facilities

Item	Response Without Concrete	Comments
Track foundation (roadbed)	Can be substituted with crushed stone and clay	Feasible if compaction and drainage design are properly done (proven in forest railways, etc.)
Sleepers & rail fastening	Wooden sleepers + dog spikes, etc.	Traditional method; requires measures against decay and moisture
Bridges	Wooden bridges or stone masonry bridges	Possible for small to medium scale (large scale is difficult)
Tunnels	Reinforcement with wood and stone	Concerns remain for long/high-pressure tunnels (small scale is possible)
Platforms	Earth embankment + wooden structures	No problem, though barrier-free design considerations are necessary
Train sheds & maintenance bases	Wooden or earthen floor structures	Can be managed by local workshop style

Due to global warming, rails may deform from high temperatures. The following countermeasures are also considered:

Category	Countermeasure Content	Features / Remarks
Material	Medium carbon steel / wrought iron	No rare metals used; high recyclability; easily obtainable
Structure	Short rail sections + expansion joints	Allows expansion relief; simple construction
Sleepers	Wooden (with preservative treatment)	Reproducible using local resources; no rare metals required
Roadbed	Light-colored crushed stone + water-retentive ballast	Heat shielding and evaporative cooling; can use natural materials
Cooling	Temperature stabilization using geothermal heat and ventilation structures	No electricity needed; sustainable; simple civil engineering works possible
Monitoring	Analog monitoring such as spring-type temperature indicators	No sensors needed; safety confirmed by regular inspections
Operation	Time-restricted operation during summer	Reduces rail load by avoiding high temperatures during daytime

●Rare Metal-Free Electric Ferries

While railway networks connect within each continent, ferries are used to cross the seas. Airplanes and undersea tunnels are not used due to their high dependency on rare metals and heavy maintenance burden, which pose sustainability issues. Instead of making long-distance direct crossings, priority is given to operating by stopping at small islands along the way to enhance safety. Globally, the longest ferry routes that require stops at islands are as follows:

Approximate Route Distances and Travel Times with Stopovers

Route	Maximum Distance Between Stops	Total Distance (Approx.)	Ferry Speed	Travel Time (Approx.)	Main Stopover Route Examples
Japan (Hokkaido) → Eurasian Continent (Southern Kamchatka)	About 40 km	About 450 km	20 km/h	About 22–24 hours	Rausu, Kunashiri, Etorofu, Ureppu, Shikotan, Shikotan (new), Paramushir, Cape Lopatka
Northern France (Calais) → United Kingdom (Dover)	About 42 km	About 42 km	20 km/h	About 2 hours	Calais, Dover (English Channel)
Indonesia (Rote Island) → Northern Australia (Darwin)	About 150 km	About 950 km	20 km/h	About 45–50 hours	Rote Island, Ashmore Reef, Cartier Islands, Browse Island, Adele Island, Kimberley Coastal Islands, Tiwi Islands, Darwin
Entire Aleutian Islands → Alaska Peninsula Mainland	About 150 km	About 1,800 km	20 km/h	About 90 hours	Medny Island, Belling Island, Amchitka Island, Adak Island, Akutan Island, Unimak Island, Alaska Peninsula Mainland

Supplement:
The Bering Strait, which separates the Asian Continent (Chukchi Peninsula of Russia) and North America (western tip of Alaska), is not used due to thick sea ice in winter making navigation difficult and very harsh weather conditions causing safety challenges. Instead, a multi-stage route via the islands of the Aleutian chain is the preferred alternative.

Rare Metal-Free Electric Ferry Design Overview

Item	Content / Specifications
Structure & Materials	Environmentally low-impact materials such as iron, aluminum alloy, recycled wood, bamboo fiber resin, etc. Rare metals are minimized as much as possible. Modular parts for easy maintenance.
Power System	Sustainable secondary batteries such as magnesium batteries as the main power source, supplemented by human-powered generation like hand-crank and pedal generation. Designed for low power consumption.
Propulsion Mechanism	Propeller propulsion driven by electric motors using rare metal-free magnets (such as ferrite types). Energy-saving and quiet design.
Range	Designed with a target maximum range of 350–400 km. Supports stopover distances of 150–300 km with safety margins.
Hull Size & Load Capacity	Basic medium-sized ferry scale (20–60 passengers, 1–2 tons of cargo). Adapted for frequent island stops. Hull length approximately 20–30 meters.
Navigation & Control	Manual operation centered on analog instruments. Minimal electronic control for simple operation. Operation managed under a resident qualification system.
Navigation Support	Electromagnetic simple radar and ultrasonic sensors. Combined use of paper maps and sea route markers. Analog radio and LoRa-based communication mainly used.
Safety Equipment	Manual rudder, manual pump, fire extinguishers, life jackets, smoke signals, emergency hand-crank generator backup.
Repair & Maintenance	Parts replacement and repair system at local workshops. Hull and motor are disassemblable. Batteries designed for easy maintenance.
Environmental Measures	Zero exhaust emissions. Design reduces noise and wave impact during operation. Assisted by renewable energy.
Weather Response	Departure decisions managed by regional control. Strict adherence to wind speed and wave height limits. Operations canceled or delayed in bad weather, with a culture of safety first.
Operation Method	Refueling and recharging at island relay points. Resident-participatory management and training. Operation records managed transparently with individual ID authentication.

Supplementary Notes:

・Design parameters ensure safe operation even at maximum intervals of 150 km.

・Due to frequent island stops, a hull design with good maneuverability and strength for short-distance navigation is preferred.

・Power supply coordinated with renewable energy facilities at relay points.

・Vessel designed for a balance of lightweight and durability, emphasizing safe and sustainable operation.

・Operated with resident participation, a simple and unified "small navigation license" system is proposed globally.

Since travel by ship is assumed, the risk of sinking also increases. Therefore, the following countermeasures are strictly enforced:

Countermeasure Item	Content / Specification
Stopover Interval	Shorten stopover intervals to ensure that, even if the ship sinks, passengers can swim to a nearby island to take refuge.
Lifeboats & Oars	Prepare lifeboats and wooden oars for all crew and passengers.
Electric Screw Propeller	Equip handheld or lifeboat-mounted electric screw propellers using ferrite magnet motors (rare metal-free) and magnesium batteries.
Life Jackets & Survival Thermal Suits	Equip life jackets and survival thermal suits for all onboard.
Simple Float Rings, Air Bags & Rescue Ropes	Provide portable simple float rings, airbags, and rescue ropes in quantities equal to the number of crew members.
Simple Location Transmitters	Prepare simple location transmitters such as underwater-compatible beacons or radio transmitters for each crew member.

●Required Time of the World Transportation Network

The longest distance from one end to the other of the world transportation network is from the southern tip of South America near Ushuaia, Argentina, to near Cape Town, South Africa.

From the southern tip of South America to Cape Town, South Africa

Note: Transfer and waiting times are not included.

Section	Distance (km) approx.	Transport Mode	Assumed Average Speed (km/h)	Travel Time (hours)
Southern tip of South America (near Ushuaia, Argentina) → West coast of North America (near Alaska)	approx. 10,000 km	Dedicated straight railway	80 km/h (high-speed, sustainable design)	approx. 125 hours (about 5.2 days)
West coast of North America → via Aleutian Islands → Kamchatka (Russia)	approx. 3,000 km	Sustainable ferry (multi-stage)	20 km/h	approx. 150 hours (about 6.3 days)
Kamchatka → Europe (Northern France)	approx. 7,000 km	Dedicated straight railway	80 km/h	approx. 87.5 hours (about 3.6 days)
Europe (France) → North Africa (near Morocco)	approx. 1,500 km	Sustainable ferry + railway	40 km/h (mixed)	approx. 37.5 hours (about 1.6 days)
North Africa → southern tip of Africa (near Cape Town, South Africa)	approx. 6,000 km	Dedicated straight railway	80 km/h	approx. 75 hours (about 3.1 days)
Total	approx. 27,500 km	—	—	approx. 475 hours (about 19.8 days)

In reality, travel will involve more frequent transfers, and since this total travel time excludes transfer and waiting times, it is advisable to consider 2 to 3 times this amount as a rough estimate.

Tokyo (Japan) → London (United Kingdom)

Note: Transfer and waiting times are not included.

Section	Distance (km)	Transport Mode	Average Speed (km/h)	Travel Time (hours)
Tokyo → Hokkaido	approx. 1,000 km	Railway	80 km/h	approx. 12.5 hours
Hokkaido → Kamchatka	approx. 250 km	Ferry	20 km/h	approx. 12.5 hours
Kamchatka → Northern France	approx. 8,000 km	Railway	80 km/h	approx. 100 hours
Northern France → London	approx. 70 km	Ferry	20 km/h	approx. 3.5 hours
Total	approx. 9,320 km	—	—	approx. 128.5 hours (about 5.4 days)

Tokyo (Japan) → New York (USA)
Note: Transfer and waiting times are not included.

Section	Distance (km)	Transport Mode	Average Speed (km/h)	Travel Time (hours)
Tokyo → Hokkaido	approx. 1,000 km	Railway	80 km/h	approx. 12.5 hours
Hokkaido → Southern Alaska	approx. 500 km	Ferry	20 km/h	approx. 25 hours
Alaska → Western Canada	approx. 2,000 km	Railway	80 km/h	approx. 25 hours
Western Canada → New York	approx. 4,000 km	Railway	80 km/h	approx. 50 hours
Total	approx. 7,500 km	—	—	approx. 112.5 hours (about 4.7 days)

Tokyo (Japan) → Sydney (Australia)
Note: Transfer and waiting times are not included.

Section	Distance (km)	Transport Mode	Average Speed (km/h)	Travel Time (hours)
Tokyo → Hokkaido	approx. 1,000 km	Railway	80 km/h	approx. 12.5 hours
Hokkaido → Kamchatka	approx. 250 km	Ferry	20 km/h	approx. 12.5 hours
Kamchatka → Northern Australia (near Darwin)	approx. 8,000 km	Railway + Ferry	80 km/h (rail), 20 km/h (ferry)	approx. 100 hours
Northern Australia → Sydney	approx. 3,000 km	Railway	80 km/h	approx. 37.5 hours
Total	approx. 12,250 km	—	—	approx. 162.5 hours (about 6.8 days)

In the Mid-tech, Rare Metal-Free global transportation network of Prout Village, transfers are fundamentally designed for the following reasons:

Reason	Explanation
Direct operation management is complex	Each Municipality manages operation slots individually, making direct train coordination difficult.
Safe and simple management	Having responsibility for short sections helps prevent accidents and confusion.
Regional division of roles	Routes, stations, vehicles, and operation management are shared by regions, enabling completion within sustainable limits.
Small-scale, low-speed operation	High-speed, long-distance direct operation imposes too much burden for rare metal-free design.
Breaks and stays assumed	The concept of “rushing” is minimal; staying for several hours to days in villages or towns along the way becomes part of the culture.

Benefits

・Travel itself becomes part of the “journey” and “exchange.”

・Increased opportunities to talk with locals and experience regional culture.

・Connecting the world at a sustainable pace without rushing.

Premises to accept

・Crossing a single Country will involve multiple transfers.

・Long-distance travel will take days to weeks.

・Cooperation and coordination between each route and Municipality are essential.

●Limited Use of Concrete

In monetary societies worldwide, road pavement typically uses two materials: asphalt and concrete. Asphalt is derived from crude oil, which will eventually face depletion, and its production emits carbon dioxide. Concrete uses cement materials that include limestone; when limestone is heated above 900°C, it becomes quicklime, releasing carbon dioxide. Additionally, fossil fuels like oil and coal are burned in this process, causing a double carbon dioxide emission. Some statistics estimate that carbon dioxide emissions from cement production account for 8% worldwide and 4% in Japan. Therefore, asphalt is not used, and concrete usage is kept limited.

Concrete Use in the Global Transport Network – Summary

Item	Content	Comment / Purpose
Environmental Impact of Concrete	• Firing limestone at very high temperature emits CO₂ (≈ 8 % of global emissions) • Additional CO₂ from burning fossil fuels in the kiln • Shortage of suitable sand for concrete is emerging	One of the major drivers of climate change
Usage Restrictions in Prout Village	• Building structures: not used (stone‐on‐footings + timber & straw) • Highways: unnecessary (max 20 km/h vehicles + railways) • Resident mobility: simple roads + trains	Heavy buildings such as high‑rise apartments are unnecessary, so mass concrete use can be avoided
Situations Where Limited Use Is Allowed	• Railway track beds, tunnels, bridges, levees, dams—places that demand structural durability • A few Municipal roads (stone paving preferred)	Concrete is employed only where structural safety is essential
Alternative ①: Recycled Concrete	Crushing and re‑using existing concrete, cutting CO₂	Highest‑priority option when available
Alternative ②: Choushichi Tataki (Compacted Artificial Stone)	10 parts decomposed granite soil : 1 part lime, rammed to harden; labor‑intensive; used in Meiji‑era harbor works	Natural materials and reversible; suitable for roads and revetments
Alternative ③: Earth‑wall Binding Materials	Soil + sand + slaked lime + brine water; mix adjusted to local soil	Applicable to houses and fences while avoiding Portland cement
Future Options	Technologies that solidify soil without limestone	Potential evolution toward building materials with zero fossil inputs
In Prout Village	• The incentive for “mass construction / vast road grids” disappears • Overall demand for concrete shrinks	Structural design itself enables drastic reduction in concrete use