|Series 7000 (Yurakucho Line and Fukutoshin Line, 8- or 10-car fixed formation, car length 20 m)
Production of the Series 7000 began in 1974, and by 1989, a total of 340 cars, 34 10-car trains, had been built.
The manufacturers were Nippon Sharyo, Tokyu Car Corporation, Kawasaki Heavy Industries, and Kinki Sharyo. 7000 Series cars were manufactured in the same way as Series 6000 cars, including the body, bogies, and equipment, in order to share maintenance work with Series 6000 cars. The main controller was the AVF type (Automatic Variable Field), which was an improved version of the Series 6000’s armature chopper control, but in 1996 it was replaced by the VVVF inverter control using IGBT elements.
The control system is 1C2M4 group VVVF inverter control, the main electric motor is a cage type three-phase AC induction motor ( 160kW), and the train MT ratio is 6M4T.
The safety devices are Tokyo Subway CS-ATC, Tobu ATS, Seibu ATS, and Tokyu ATC-P. Inspection work will be carried out at the Ayase Works.
|Series 8000 (Hanzomon Line, 10-car fixed formation, car length 20m)
The Hanzomon Line started service between Shibuya and Aoyama-itchome stations on August 1, 1978. For about two years before this train was introduced, the Eidan Subway (now Tokyo Subway) had no cars in its fleet, so it borrowed the 8500 Series from Tokyu Corporation, which it operated on the Hanzomon Line.
The 8000 Series was completed and started commercial operation on April 1, 1981. The main controller is an improved version of the Series 7000’s AVF type (automatic variable field) armature chopper controller, and uses reverse-conduction thyristors as elements. The manufacturers are Mitsubishi Electric Corporation and Hitachi, Ltd.
The main electric motor is a cage type three-phase AC induction motor ( 165kW) and the train MT ratio is changed to 5M5T.
The safety devices are Tokyo Subway CS-ATC, Tokyu CS-ATC, and Tobu ATS.
|Series 9000 (Namboku Line, 6-car fixed formation, car length 20m)
The Series 9000 was introduced on November 29, 1991, when the Namboku Line partially opened. Later, when the line was extended between Yotsuya and Komagome, it was converted to a six-car formation. In order to enhance the safety and stopping accuracy of one-man operation, the ATO incorporating Artificial Intelligence (AI) is used for automatic operation from acceleration to stopping at stations by simply pressing the start button.
The main controller is a VVVF in verter with IGBT elements, and the main electric motor is a cage type three-phase AC induction motor ( 190kW).
The safety device is a multi-stage CS-ATC with a single-stage brake control function.
*Photo (4) shows the fifth train manufactured from 2009. The body structure is a “semi-double skin structure” with a double skin structure, the train MT ratio is 3M3T, and the equipment has been redesigned to incorporate the specifications of the 10000 Series.
|Series 10000 (Yurakucho Line and Fukutoshin Line, 10-car fixed formation, car length 20m)
Series 10000 started commercial operation on September 1, 2006 on the Yurakucho Line, and was introduced to the Fukutoshin Line which opened on June 14, 2008.
It is equipped with automatic train operating (ATO) system between Shibuya and Kotakemukaihara stations on the Fukutoshin Line and various equipment for one-man operation compatible with platform doors.
The car body is based on the Series 05-13 car of the Tozai Line, which was completed in 2004, and manufactured by Hitachi, Ltd. in A-train (aluminum alloy all double-skin structure car body). The main controller is a Mitsubishi Electric VVVF inverter control system using IGBT elements, the main electric motor is a cage type three-phase AC induction motor ( 165kW), and the brake system is an electric command type air brake with ATC linked regenerative brake.
It is equipped with CS-ATC (Tokyo Metro), Tobu ATS, and Seibu ATS as safety devices.
|(1)Asakadai Station on the Tobu Tojo Line [2010/10/11].||(2)Fujimidai Station on the Seibu Ikebukuro Line [2010/10/11].||(3)Shakujii-Koen Station on the Seibu-Ikebukuro Line [2010/01/30].|
|(4)Tamagawa Station on the Tokyu Toyoko Line [2014/08/05].||(5)Outside the Shinkiba Rail Yard [2010/03/27].||(6)Near Hibarigaoka Station on the Seibu-Ikebukuro Line [2010/02/07].|
|(7)Fujimidai Station on the Ikebukuro Line [August 7, 2014].||(8)Shibuya Station of Fukutoshin Line [2010/02/25].||(9)Fujimino Station on the Tobu Tojo Line [2011/06/19].|
|(10)Fujimino Station on the Tobu Tojo Line [2011/06/19].||(11)Near Kotesaki Station on the Seibu Ikebukuro Line [2010/06/06].||(12)Fujimidai Station on the Seibu Ikebukuro Line [2010/10/11].|
|Tokyo Subway and Tobu Railway announced the basic specifications of the new Tokyo Subway Series 13000 and Tobu Railway Series 70000 trains for the Hibiya Line and Skytree Line interactive direct service on June 17, 2015. The new trains will debut on the Tokyo Metro Hibiya Line (Nakameguro to Kita-Senju) and Tobu Skytree Line (Kita-Senju to Minami-Kuribashi), which are operated directly by the two companies. The exterior design of the two companies differs, but many parts are common. The new trains will have four doors on each side of the train, instead of the conventional three or five doors on both companies’ trains. The free space and the position of priority seats will also be standardized between the two companies.|
|The unification of door positions will solve one of the problems in the planned installation of platform doors on the Hibiya Line. The following points are common to both companies.
Comfortable inside the train. The following points are common to both companies.
Transparent tempered glass is used for connecting surfaces, partitions next to seats, and cargo racks to create an open interior.
The width of the seat per person has been widened and the cushioning has been improved. The partition next to the seat has been enlarged.
Improved air-conditioning capacity
|Three 17-inch wide LCD in-car display screens will be mounted above the doors in each car. In view of the increasing number of foreign passengers, transfer information and station facility information will be available in multiple languages, and more information such as news and weather forecasts will be provided.
In consideration of passengers in wheelchairs and baby carriages, as well as those traveling with a lot of baggage, all trains will be equipped with free space. All seats at the end of the car will be priority seats, and the number of priority seats will be increased.
These direct trains “13000 series” and “70000 series” are scheduled to be introduced from fiscal 2016 to 2019. Please click here ( PDF) for the official announcement.
|The first commercial operation of the Series 13000 special train was held on December 23, 2016 between Minami Senju and Kasumigaseki stations. This was done as an event ahead of the full-scale commercial operation in March 2017, and the special train will also run on December 24 and 25.|
|Series 15000 (Tozai Line, 10-car fixed formation, car length 20m)
Series 15000 started commercial operation on May 7, 2010 on the Tozai Line. Thirteen 10-car trains were manufactured by Hitachi, Ltd. between the end of FY2009 and FY2011. The characteristics of the train are 1.8m wide door cars, and the body and interior facilities are based on the design concepts of Series 05 Series 13 and Series 10,000, with the concepts of “improved comfort and ease of use, improved recyclability, enhanced fire prevention, increased body strength, cost reduction, and reduced maintenance”.
The main controller is a VVVF inverter control system using two-level IGBT elements of Mitsubishi Electric’s IPM system, and a cage-type three-phase AC induction motor is installed as the main electric motor. The brake system is an air brake combined with an electric command type ATC linked regenerative brake.
The train MT ratio is 5M5T, and the safety devices are CS-ATC (Tokyo Metro), ATS-P type (JR East), and WS-ATC (Toyo Rapid Transit Line).
|Series 16000 (Chiyoda Line, 10-car fixed formation, car length 20m)
The first Series 16000 train, 16101F, was delivered from Kawasaki Heavy Industries on July 29, 2010, and was transported to the Ayase Depot.
The car body uses a double-skin structure made of aluminum alloy, and friction stir welding (FSW) is used to join the side structures to achieve a high-precision finish.
The corner columns at the end of the car are thick-walled triangular section collision columns, which are firmly connected to the side structures. The main controller uses an IGBT element 2-level VVVF inverter control system, and the main electric motor is a permanent magnet synchronous motor ( PMSM) with a rated output of 205 kW per hour. This motor has achieved higher energy efficiency than a three-phase induction motor.
The safety devices are CS-ATC (Tokyo Metro), OM-ATS (Odakyu) and ATS-P type (JR East).
The train has been in service on the Chiyoda Line since November 4, 2010, and direct service on the JR Joban Loop Line since November 24, 2010, and on the Odakyu Line since November 26, 2010. 10 cars and 16 trains are scheduled to be introduced by FY2012 to replace the 6000 Series. This series won the 2011 Laurel Award from the Association of Friends of Railroading.
|Photos (3)-(5) show Odakyu crew training.
Photos (1) and (7) were displayed at the “Tokyo Metro Smile Festa Railroad Base Event 2010 in AYASE.
*Photo (8) shows the fourth train, 16104F, entering Ayase Station on the Joban Loop Line in direct service.
|On November 11, 2019, Tokyo Metro announced the introduction of the new Series 17000 train on its Yurakucho and Fukutoshin Lines, the successor to the Series 7000 introduced in 1974, which combines a highly efficient permanent magnet synchronous motor (PMSM) and silicon carbide (SiC) elements in its control system to save energy. Like the 2000 Series for the Marunouchi Line, the new cars are equipped with the TIMA (Train Information Monitoring and Analysis system) developed by Mitsubishi Electric Corporation, which remotely monitors and analyzes train information from the control center and the train maintenance department. A derailment detection system that automatically stops the train in the event of a derailment and in-car security cameras have also been installed to improve safety and stability.|
|The interior of the train will have 1.2 times more air-conditioning capacity than the 7000 Series, and the seat width will be 30 mm wider. The first 10-car train will be put into service in the second half of fiscal 2020, and 180 cars in 21 trains, consisting of six 10-car trains and 15 8-car trains, will be in service by fiscal 2022.|
|On September 30, 2020, Tokyo Metro announced that it will introduce new Series 18000 trains for the Hanzomon Line starting in the first half of fiscal year 2021. 18000 Series is the successor to Series 8000, which was introduced between 1981 and 1994, and will be the first new Hanzomon Line train since Series 08 It is the first new model for the Hanzomon Line since the Series 08, which was introduced in 2003 when the line opened to Oshiage. The new cars are safer and more stable than their predecessors, and are equipped with a train information monitoring and analysis system called TIMA, which enables remote monitoring of equipment status from the control center or train maintenance department while the train is in motion, and a derailment detection system that can automatically stop the train.|
|Energy efficiency has also been improved, with a highly efficient permanent magnet synchronous motor (motor) called “PMSM” and a control system using silicon carbide (SiC) elements to reduce power consumption. The car body has a floor height of 1140mm, 60mm lower than that of the Series 8000, to reduce the difference in platform level. The Series 18000 is scheduled to be introduced in 19 10-car trains with a total of 190 cars, replacing all the Series 8000s in the fleet.|
|■Hibiya Line ( Line 2)
The main line runs 20.3Kmm between Nakameguro – Ebisu – Roppongi – Hibiya – Akihabara – Ueno – Kitasenju stations. During the daytime, trains run every 5 minutes, with weekday morning rush hour every 2 minutes and 10 seconds, and evening rush hour every 2 minutes and 30 seconds.
The Tobu Toyoko Line and the Tobu Isesaki Line are interconnected, but there is no direct service between the three lines, so direct service from the Tobu Line is available only to Nakameguro Station, and direct service from the Tokyu Line is available only to Kitasenju Station. The main stop within the Tokyu Toyoko Line is between “Kikuna – Musashi Kosugi – Nakameguro” stations, and the main stop within the Tobu Isezaki Line is between “Kitasenju – Takenotsuka – Kasukabe – Tobu Zoo – Minami Kuribashi” stations. Due to construction limitations in the subway line, the car length is 18 m. From March 16, 2013, the Tokyu Toyoko Line will be served by the Fukutoshin Line, and the Hibiya Line will be served only by the Tobu Isesaki Line.
|■Tozai Line ( Line 5)
The main stations on the Tozai Line are Nakano, Takadanobaba, Iidabashi, Otemachi, Toyocho and Nishi-Funabashi (30.8 km), which interchange with the JR Chuo Sobu Line and the Toyo Rapid Railway Line. The service interval is every 2 minutes and 15 seconds on weekday mornings. During the daytime, four of the eight trains run between Mitaka and Nishi Funabashi Station, and the remaining four run between Nakano and Nishi Funabashi/Toyo Katsutadai Stations.
The main stops on the JR Chuo Sobu Line are between Mitaka, Kichijoji, Ogikubo, Koenji and Nakano Stations, and also between Nishi Funabashi and Tsudanuma Stations during morning and evening rush hours. The line between Nishi Funabashi and Toyo Katsutadai is the Toyo Rapid Transit Line. There is no interchange agreement between JR East and Toyo Rapid Transit, so only Tokyo Subway cars operate directly between Mitaka and Toyo Katsutadai Stations.
|■Chiyoda Line ( Line 9)
The Chiyoda Line interconnects with the Odakyu Line and the JR Joban Loop Line. The main stations on the line are Ayase – Kitasenju – Shin-ochanomizu – Otemachi – Omotesando – Meijijingumae – Yoyogiuehara, a distance of 24.0 km. On weekday mornings, trains in the direction of Yoyogiuehara and Kitasenju stop at Kasumigaseki and Meiji-jingumae Station every 2 to 3 minutes, while trains in the direction of Kitasenju start at Kasumigaseki Station and run every 3 to 4 minutes in both directions. On weekends and holidays, trains run every 5 minutes in both directions, every 6 minutes in both directions throughout the day, every 4-5 minutes in the direction of Yoyogiuehara on weekday evenings, every 3-4 minutes in the direction of Kitasenju, and every 5-6 minutes in both directions on weekends and holidays. The main line has a Kita-Ayase branch line, which runs 2.1 km between Ayase and Kita-Ayase stations on an elevated track.
The trains are three-car trains, one-man trains with platform doors. The Odakyu Line’s direct Tama Express (which runs directly to the Chiyoda Line) runs every 30 minutes except at night and on weekday mornings. Odakyu also operates the Limited Express Romance Car MSE (Series 6000) on the Chiyoda and Yurakucho Lines.
The Bay Resort (irregular service) stops at Shinkiba, Toyosu, and Omotesando stations, and passes through other stations. Between Yurakucho Line and Chiyoda Line, No. 8 and No. 9 connecting side lines [connecting line from Sakuradamon Station on Yurakucho Line to Kasumigaseki Station on Chiyoda Line] are used. Metro Hakone, Sagami and Homeway stop at “Kitasenju – Otemachi – Kasumigaseki – Omotesando” station and other stations are passed. The train stops at Yoyogi Uehara Station, where crews from both companies take turns, but passengers are not allowed to get on and off the train.
On the Odakyu Line, the train will stop at Machida – Hon Atsugi – Ebina – Odawara – Hakone-Yumoto stations. Some trains, such as the Home Way, stop at Seijo-gakuen and Shin-Yurigaoka Stations. Trains other than limited express trains stop at Karakida Station on the Odakyu Tama Line as the Tama Kyuko Line. The main stops are Yoyogi Uehara – Shimokitazawa – Seijogakuenmae – Noborito – Shinyurigaoka – (Tama Line) – Karakida Station.
The Odakyu Line between Umegaoka and Noborito stations is a double track, but the trains directly connected to the Chiyoda Line run only on the express line.
The JR Joban Loop Line stops mainly at “Kitasenju – Matsudo – Kashiwa – Abiko – Toride” station, and since JR East and Odakyu Electric Railway do not have a boarding agreement, only Tokyo Subway cars run directly between “Karakida – Toride” station.
|■Yurakucho Line (Line 8)
The Yurakucho Line is crossed by the Tobu Tojo Line and the Seibu Ikebukuro Line. The main stations on the line are Shinkiba – Toyosu – Yurakucho – Nagatacho – Iidabashi – Ikebukuro – Kotake Mukaihara – Wako-shi, a distance of 28.3 km. The service interval in the direction of Wako-shi (directly connected to the Tobu Tojo Line) is every 2 to 4 minutes in the morning and evening, every 5 to 7 minutes during the daytime, and every 6 to 9 minutes in the early morning and nighttime. The Seibu Yurakucho Line (directly connected to the Ikebukuro Line) is every 6 to 9 minutes in the morning and every 6 to 30 minutes during other hours.
The line between Ikebukuro and Kotakemukaihara Station is double-decked with the Fukutoshin Line, and the lines from Kotakemukaihara Station are shared.
The Tobu Tojo Line stops mainly at Wakoishi, Shiki, Kawagoe and Morinokoen stations. The Seibu Line enters the Seibu Yurakucho Line from Kotakemukaihara Station and the Seibu Ikebukuro Line from Nerima Station, with major stops at Kotakemukaihara – Nerima – Shakujii-Koen – Kiyose – Tokorozawa – Kotesashi – Hanno Stations.
The Seibu Line is a double-double track section between Nerima and Shakujii-Koen stations. Tobu Line “Wakoishi – Shiki” station is also a double-double track section.
|Fukutoshin Line ( Line 13)
The Fukutoshin Line is a one-man train operated by ATO. The one-man operation section is between “Shibuya – Kotakemukaihara” station with platform door support.
The main stations on the main line are Shibuya – Meiji-jingumae – Shinjuku Sanchome – Ikebukuro – Kotakemukaihara – Wako-shi, a distance of 20.2 km. The Seibu Yurakucho Line and Ikebukuro Line cross over from Kotakemukaihara Station, which is shared with the Yurakucho Line, and the Tobu Tojo Line from Wako-shi Station.
During the daytime, two express trains run in a 30-minute cycle pattern, one to/from Kawagoe-shi on the Tobu Tojo Line (stop trains at various stations on the Tojo Line) and the other to/from Hanno on the Seibu Ikebukuro Line (rapid trains on the Seibu Line), with 15-minute intervals between both trains. There are four nonstop trains to/from each station, two to/from Wakoichi Station, one to/from Shiki Station on the Tojo Line (nonstop train to/from each station on the Tojo Line), and another to/from Kiyose Station on the Seibu Ikebukuro Line (nonstop train to/from each station on the Seibu Line), but the intervals are not uniform. The Seibu Ikebukuro Line has a connection with the Tokyu Toyoko Line on March 16th, 2013. The route is Motomachi-Chukagai – Yokohama – Kikuna – Musashi-Kosugi – Nakameguro – Shibuya.
Shibuya Station became Shibuya Station on the Fukutoshin Line (under the jurisdiction of Tokyu Corporation), and Tokyu’s Shibuya Station (above-ground station) was abolished. After Tokyu Shibuya Station is abolished, JR East’s Saikyo Line and Shonan Shinjuku Line platforms will be relocated and built almost parallel to the Yamanote Line, utilizing the site.
|■Hanzomon Line ( Line 11)
The Hanzomon Line interconnects with the Tokyu Denentoshi Line and the Tobu Isezaki Line. The main stations on this line are Shibuya-Omotesando-Nagatacho-Otemachi-Kinshicho-Oshiage, a distance of 16.8 kilometers. The line runs at intervals of 2 minutes and 10 seconds between “Shibuya and Hanzomon” stations in the direction of Oshiage during rush hours on weekdays, and at intervals of 5 minutes during the daytime. In the direction of Oshiage, express trains directly connected to the Tobu Line (to/from Kuki Station and to/from Minami Kurihashi Station alternately) and express trains to/from Oshiage are operated alternately, and in the direction of Shibuya, each station stop (waiting for an express train at Saginuma Station), each station stop (waiting for an express train to pass by Sakura Shinmachi Station and waiting for an express train at Nagatsuta Station) and express trains are operated in this order.
During the daytime, express trains on the Tokyu Line run alternately to/from Oshiage Station and directly to/from Tobu Line (to/from Kuki Station and to/from Minami Kurihashi Station). The main stops on the Tokyu Denentoshi Line are Chuo-Rinkan – Nagatsuta – Mizonokuchi – Futakotamagawa – (underground line, former Shin-Tamagawa line) – Shibuya. The Tobu Isezaki Line stops at Oshiage – Hikifune – Kitasenju – Takenotsuka – Kasukabe – Tobu Zoo – Minami-Kuribashi Station, but the 18.9 km stretch between Kitasenju and Kitakoshigaya is double-decker, and trains on the Hanzomon Line run on the express line.
Trains that connect to the Hibiya Line run on the express line, and trains that connect to the Hibiya Line run on the slow line. The Tokyo Subway, Tokyu Corporation, and Tobu Railway companies have a mutual transit agreement, so you can see Tobu cars on the Tokyu Denentoshi Line and Tokyu cars on the Tobu Isesaki Line.
|■North-South Line ( Line 7)
All Namboku Line trains are operated by one-man ATO and all stations are equipped with platform doors. The Tokyu Meguro Line and Saitama Rapid Transit Line interchange with each other. The main stopping stations on this line are Meguro – Shirokane-Takanawa – Yotsuya – Iidabashi – Akabane-Iwabuchi (21.3 km). The line runs every 4 to 5 minutes during the morning rush hour and every 4 to 6 minutes during the daytime.
The distance between Shirokane-Takanawa, Shirokanedai and Meguro stations on the Tokyu Meguro Line is shared with the Toei Mita Line, and the Toei Mita Line also connects to the Tokyu Meguro Line. The main stops on the Tokyu Meguro Line are Hiyoshi, Musashi-Kosugi, Denenchofu and Meguro stations. The Denenchofu – Hiyoshi station is a double-double track section with the Tokyu Toyoko Line, and the Meguro Line has a dedicated line with platform doors. The Meguro Line is a dedicated line and platform doors are available. The Tokyo Subway, Tokyu Corporation, and Saitama Rapid Transit have a mutual transit agreement, so trains from each company operate directly between Hiyoshi and Urawa Misono stations.
|05-103F(Scrapped in 2011)||05-106F(Scrapped in 2011)||05-108F(Out of service/transfer)||05-112F(Out of service/transfer)|
|Series 05 (Tozai Line, 10-car fixed formation, car length 20m)
Series 05 started commercial operation on the Tozai Line on November 6, 1988, and 430 cars in 43 10-car formations were manufactured by 2004.
The main controllers of the 01 to 18 trains use an armature chopper control system (high frequency four-quadrant chopper) with GTO thyristors in the elements, a DC direct-wound motor ( 160kW) as the main electric motor, a train MT ratio of 5M5T, and “high adhesion control” and “constant acceleration control” to achieve a starting and acceleration speed of 3.3km/h/s. The improvement of the power performance was achieved with the issues of “high adhesion control” and “constant acceleration control”.
In order to support the inter-connected operation with East Japan Railway, the main controller is a 2-handle disk type (rotating type), and the brake handle of the initial type is a shape that is interchangeable with the conventional type and can be removed, but it is a fixed type from the 19th formation onwards.
The 14 and 19-24 trains are the first to adopt VVVF inverter control, and the main electric motors are equipped with cage-type three-phase AC induction motors to achieve lower power consumption and higher performance than armature chopper control systems, as well as lower noise and improved ride comfort. The safety devices are CS-ATC (Tokyo Metro), ATS-P type (JR East), and WS-ATC (Toyo Rapid Transit Line). 22 years have passed since the initial type, and this series has already been scrapped or transferred to replace the 15000 series.
108F and 112F in photo (3) and (4) were transferred to KRL Jabotabek Railway in Indonesia.
The 120F-124F in photos (5), (6), and (7) have been upgraded to VVVF control and cage-type three-phase AC induction motors.
|Series 05N (Tozai Line, 10-car fixed formation, car length 20m)
The Series 05N Series is called “Series 05N” after Series 05-25. 05N Series started commercial operation in 1999, and the front design was minor changed. The main control system uses VVVF inverter control, and the main electric motors are cage-type three-phase AC induction motors ( 205kW) with a train MT ratio of 4M6T. The main controller has been changed to a left-hand-operated one-handle mass controller type, and a TIS (Train Information System) has been installed. This device has the function of monitoring the control commands (control transmission) of the mass controller and the normal brake, as well as the operation of the equipment, in case of a failure. Also, a stopover prevention device has been installed and is used east of Toyocho Station or directly connected to the station. The safety devices are CS-ATC (Tokyo Metro), ATS-P type (JR East), and WS-ATC (Toyo Rapid Transit Line).
|(1)Near Nakano Station on the JR East Chuo Line [2010/05/08].||(2)Kasai Station [2010/02/21].||(3)Nishi-Kasai Station [2010/06/01].||(4)Nishi Ogikubo Station on the JR East Chuo Line [2011/01/14].|
05 series modification
|The Chiyoda Line Kita Ayase Branch Line (Ayase – Kita Ayase [2.1Km]) has been operated since June 2014 with Series 05 cars, which were made redundant by the introduction of Series 15000 on the Tozai Line due to the withdrawal of Series 5000 and 6000 from operation, converted to one-man and ATO specification. The lead cars (05-100 and 05-000) and one intermediate car (05-200) were converted to a three-car formation, and ATO equipment was installed.
Series 5000 and 6000 of Kita-Ayase branch line are moved to retired cars.
|Series 07 (Yurakucho Line to Tozai Line, 10-car fixed formation, car length 20m)
A total of 60 Series 07 cars were manufactured in six 10-car trains. All Series 07 cars were transferred to the Tozai Line when the Fukutoshin Line opened in 2008 because they were not equipped with platform doors (between Shibuya and Kotakemukaihara Stations). The design is the same as Series 06 which was completed at the same time.
The main controller is a VVVF inverter control system with IGBT elements, and the main electric motor is a cage type three-phase AC induction motor.
The brake system is an air brake combined with an electric command type ATC linked regenerative brake. After transferring to the new line, the safety devices are digital CS-ATC (Tokyo Metro), ATS-P type (JR East), and WS-ATC (Toyo Rapid Transit Line).
Photo (1) is a model (1/20 scale). Photos (2), (3) and (4) are Series 07 in regular operation on the Tozai Line.
|Series 08 (Hanzomon Line, 10-car fixed formation, car length 20m)
The Series 08 was manufactured by Nippon Sharyo on March 19, 2003 in six 10-car trains of 60 cars to meet the increased number of trains required for the opening of the Hanzomon Line between Suitengumae and Oshiage Stations and the start of direct service with Tobu Railway’s Isesaki Line and Nikko Line.
The design of this series is based on the 05N series, with a train MT ratio of 5M5T and a maximum speed of 120 km/h. The main controller is an IGBT device. The main control system is a VVVF inverter control system manufactured by Mitsubishi Electric Corporation using IGBT elements, and the main electric motor is a cage type three-phase AC induction motor ( 165kW).
The brake system is an air brake combined with an electric command type ATC linked regenerative brake. The safety devices are CS-ATC (Tokyo Metro), CS-ATC (Tokyu), and TSP (Tobu ATS). The Hanzomon Line cars are registered at the Tokyu Denentoshi Line’s Saginuma rail yard together with the Series 8000 cars.
|(1)Mizonokuchi Station on the Tokyu Denentoshi Line [2010/02/24].||(2)Tokyu Denentoshi Saginuma Station [2010/04/17].||(3)Tobu Isesaki Line Tanizuka Station [2010/06/02].|
|(4)Tobu Isesaki Line Tanizuka Station [2010/06/02].|
Ginza Line 1,435mm gauge, third gauge (DC600V)
|Series 1000 (Ginza Line, 6-car fixed formation, car length 16m)
On February 17, 2011, Tokyo Metro announced on its official website that it would introduce the new Ginza Line Series 1000 train in the spring of 2012. The new Series 1000 to be introduced is a full-fledged replacement of Series 01 from 2013, and its new features include the permanent magnet synchronous motor ( PMSM) installed in Series 16000 and Series 02-B repair cars, and the steering bogies that ste er the train by moving the wheel axle when it passes through a curve.
|The new rolling stock Series 1000, which left the Toyokawa Works of Nippon Sharyo Mfg. on September 17, 2011, was transported to the Kawasaki Freight Station by the first class train, and was land-carried from the Kawasaki Municipal Wharf to the Nakano Depot on September 21, 2011.
This series won the “Blue Ribbon Award” in 2013, the first time for a subway car. The official announcement by Tokyo Metro is here ( PDF).
|Series 1000 started commercial operation on the Ginza Line on April 11, 2012. This series is a reproduction of the Type 1000 cars that were used when the line first opened in 1927 as “the first subway in the Orient”. Compared to previous cars, the seats are approximately 2 centimeters wider per person, and the height of the cargo rack has been lowered by 10 centimeters to make it easier to load and unload.
In 2012, one train will make more than a dozen round trips a day, and a total of 38 trains are scheduled to be replaced between fiscal 2013 and 2016.
The photo on the left (Jiji Press) shows actress Saki Takei giving the signal for the departure of the first train at the departure ceremony. (Asakusa Station)
|On May 21, 2015, Tokyo Metro announced that it had won the National Commendation for Invention (Japan Institute of Invention and Innovation) Invention Award for its invention of a steering bogie for rolling stock (Series 1000). The two steering bogies are installed on each railway car, and since the two axles are fixed in parallel, noise and vibration are caused by friction between the wheels and rails when the train passes through a curve. The steering bogie that received the award is equipped with a steering device on the inner two axles of the two bogies, which automatically steers the train when it passes through a curve. As a result, friction between the wheels and rails is reduced and noise and vibration are suppressed, enabling the bogie to travel more smoothly on curves than conventional bogies.
The announcement is here ( PDF).
Marunouchi Line 1,435mm gauge, third gauge (DC600V)
|Series 02 (Marunouchi Line, 6-car fixed formation, car length 18m)
Series 02 started commercial operation on Marunouchi Line on October 17, 1988.
The maximum speed was increased from 65km/h to 75km/h and the armature chopper control system (high frequency divided winding chopper type) was adopted for the running equipment of the third gauge system. The element of the armature chopper is GTO thyristor, but the device was changed to high-voltage power transistor to reduce the size and weight of the equipment.
|Nakano Inspection District|
|The braking system is electric command regenerative braking with delay-loading control.
The Marunouchi Line started one-man operation on March 28, 2009, and platform doors were installed at all stations. For this reason, the security devices are equipped with ATO transponders (transmitter/receiver) integrated withATC andATC-ATO.
In the driver’s cab (left photo), the mass controller handle was changed to T-shape one-handle mass controller with dead man (made by Mitsubishi Electric), and ATO departure button, emergency stop button, notch indicator light, manual-ATO changeover switch, etc. were added.
Please click here for Nakano Inspection Area.
|On March 26, 2018, Tokyo Metro announced that the first new Marunouchi Line 2000 Series train in about 30 years will be put into service in February 2019, with 53 trains and 318 cars to be introduced by fiscal 2022.
In terms of systems, the company will test the CBTC (wireless train control system), which is effective in delay recovery and is the first of its kind on a Japanese subway, with the aim of putting it into full operation in fiscal 2022.
The interior of the train will be equipped with round windows for the first time in the Tokyo Metro, and all six cars in each train will be equipped with two power outlets for recharging small batteries such as mobile phones for the first time. A high-quality stereo audio system has been introduced for in-train announcements, and free WiFi is available in the trains. Security cameras will also be installed to deter crime. Safety features include a battery that can run on its own in an emergency, a derailment detection device that automatically stops the train in the event of a derailment, and a vehicle information management device that constantly transmits the status of various devices while the train is in motion. The single axle steering type bogies are used for safety on curves and to reduce the noise generated by the train.
Saitama Rapid Transit Railway 1,067mm gauge
|Series 2000(Namboku Line, Saitama Rapid Transit Line, 6-car fixed formation, car length 20m)
Series 2000 is a train of Saitama Rapid Transit Railway which started commercial operation on March 23, 2001 on Namboku Line.
The performance is based on the VVVF inverter control system of the IPM 2-level method manufactured by Mitsubishi Electric Corporation, which uses IGBT elements.
The 1C4M system controls four cage-type three-phase AC induction motors with a rated output of 190 kW each. The car body is based on the Tokyo Metro Series 9000, but the main difference is that the Series 9000 consists of two electric cars (M) in one unit, whereas the Series 9000 consists of an electric car (M) and an accompanying car (T) in an MT unit. Periodic inspections are carried out at the Ayase Works. Sixty cars in ten six-car trains belong to the Urawa Misono rail yard.
The connecting line is located near Yotsuya at Ichigaya Station on the Namboku Line and connects with the Yurakucho Line.
|(1)Shin-Maruko Station on the Tokyu Meguro Line [2011/09/10].||(2)Tamagawa Station on the Tokyu Meguro Line [2010/08/16].||(3)Shin-Maruko Station on the Tokyu Meguro Line [2011/09/10].|
|(4)Musashi Kosugi Station on the Tokyu Meguro Line [2011/01/21].|
Toyo Rapid Transit 1,067mm gauge
|Series 2000 (Tozai Line and Toyo Rapid Transit Line, 10-car fixed formation, car length 20m)
Series 2000 is the rolling stock of Toyo Rapid Transit which started commercial operation on Tozai Line on December 7, 2004.
It was jointly developed with the Tokyo Subway Series 05 and Series 13 cars based on the concept of reducing costs, improving the quality of the car body, fire prevention, collision safety, recyclability, and comfort.
|The main controller is an IPM type 2-level VVVF inverter control system using IGBT elements manufactured by Mitsubishi Electric Corporation.
The main controller is a left-hand-operated one-handle mass controller with a dead man device. This series is not equipped with the ATS-P type safety equipment for the JR East Chuo Loop Line. There are 110 cars in 11 trains of 10 cars.
|(1)Nakano Station [2010/06/02].||(2)Nishi-Kasai Station [2010/06/01].|
Eidan Subway Era
|Series 3000 (Hibiya Line, 8-car fixed formation, car length 18m)
The Series 3000 was introduced on the Hibiya Line in 1961, and 304 cars were manufactured until 1971.
It was a train that realized high acceleration/deceleration performance (both starting acceleration and deceleration were 4.0km/h/s) by using 75kW class DC DC direct-wound motors with super multi-stage resistance control and generator brakes.
|Series 3000 (Model: 1/80)||3001 and 3002|
|Series 3000 operated on the Hibiya Line until July 1994, but after its retirement, it was transferred to Nagano Electric Railway, Toyama Chiho Railway, Hitachi Electric Railway, Choshi Electric Railway, Fujikyuko Line, Ichibata Electric Railway and others, and was scrapped.
Cars 3001 and 3002 in the photo (2) were transferred to Nagano Electric Railway and operated until 2006.
The Tokyo subway decided to preserve this train as a technical heritage vehicle, and the first class train was transported from Nagano Electric Railway to Ayase inspection section in January, 2007, and the Nagano Electric Railway specification which had become a one-man driver was restored to the initial configuration at the time of manufacture, and it was exhibited in “Ayase rail yard tour & train photo session” in December, 2007. It was shown at the “Ayase Rail Yard Tour & Train Photo Event” in December 2007. The train was then exhibited at the Tokyo Metro Smile Festa from 2009 to 2011, where visitors were able to see the inside of the train.
|(1)Tobu Railway Museum [2010/02/21].||(2)Ayase Rail Yard [2010/11/28].|