Trains Of Keihin Electric Express Railway

Keihin Electric Express Railway
type 800 (blood cells, etc.)
802F (Scrapped in June 2011) 814F 815F 827F
Type 800 (3- and 6-car fixed formation, car length 18m) The 800 class started commercial operation on December 27, 1978. It was the first Keikyu train to be equipped with an armature chopper control system, a direct current DC motor as the main electric motor, and a regenerative brake system. The train was awarded the Laurel Prize in 1979 for its one-handle master controller and FRP interior, which had a great influence on later railcars. This series does not support subway service. A total of 132 Type 800s were built as surface-only cars. The special feature of the Type 800 is that it was designed as a four-door car with four doors on the side of the car for boarding and alighting. Like the Type 700 that preceded it, the Type 800 was built with more doors than the (former) Type 1000, which was designed for direct subway service, in order to shorten the time required to get on and off the train during rush hours. The photo (2) shows the car undergoing periodic inspection at the Kurihama Works of Keikyu Finetech.
1000 series
1348F 1381F 1305F 1345F
Type 1000 (2-, 4-, 6-, and 8-car fixed formation, car length 18 m) The 1000 class started commercial operation in January 1960. 356 cars and 72 trains were manufactured between 1959 and 1978. This series is the most numerous train in the Keikyu fleet, and was planned to serve the Asakusa Line (No. 1 line) of the Toei Subway. The M1 series cars were equipped with a resistance control system and the M2 series cars with auxiliary equipment.
2000 series
2411F 2421F
Type 2000 (4- and 8-car fixed formation, car length 18m) Type 2000 started commercial operation on December 27, 1982, and will leave the service in late March, 2018. 72 cars were manufactured by 1987, and won the Blue Ribbon Award of the Japan Railfan Club in 1983. It was used mainly for express trains, and was “downgraded” from 1998 to 2000. 2411F 2411F
The main control unit is an armature chopper control unit and the main electric motor is a DC DC direct-wound electric motor. The Keikyu’s signaling system is designed on the premise that the lead car is an electric bogie, so in the case of a 4-car formation, this series has one accompanying car with a control circuit device between the three electric car units, and both lead cars are electric cars. The event is scheduled to be held on March 25, 2018.
Seibu Railway
101 series
Series 101 (4-car fixed formation, car length 20m) The former Series 101 was introduced in 1969 when the Seibu Chichibu Line started operation. 101 Series is a commuter train with 3-door body and has a wide range of train performance from mountainous section operation to rush transportation. The main controller is resistance control, and the DC DC winding motor with 150KW output is powerful, and together with the braking system of the HSC-D, which is an electromagnetic direct current air brake combined with a power generation brake equipped with a speed reducing brake, it can run safely in mountainous sections. The drive system uses a hollow shaft parallel cardan drive system, and the design maximum speed is set at 120 km/h and the maximum operating speed is set at 105 km/h. The maximum speed of the 10000 Series is 120 km/h, and the maximum speed of the 10000 Series is 105 km/h. These performance characteristics will be followed up to the 10000 series limited express trains. It was manufactured at Seibu Tokorozawa Rolling Stock Works. The former Series 101 cars were withdrawn from the Shinjuku and Ikebukuro Lines in December 2004, and were withdrawn from the Tamagawa Line in March 2008. The last 101 Series was retired on November 9, 2010. Photos (9), (10), (11) and (12) were taken on the day the 101 Series was withdrawn from operation. Photo (3) shows the Series 101 resistance control equipment. Photo (6) is the driver’s cab of Series 101.
10000 series
Series 10000 [New Red Arrow: NRA] (7-car fixed formation, car length 20m) The Series 10000 is Seibu Railway’s limited express train which was introduced in 1993. 12 7-car trains (84 cars) were in service, and all cars were manufactured by Hitachi, Ltd. (See the train formation chart below.) With the introduction of its successor, the new express train series 001 “Laview”, the regular operation of this series on the Ikebukuro Line and Seibu Chichibu Line was terminated on March 13, 2020.
In order to operate in the mountainous section of Seibu Chichibu line, this train is equipped with a 150kW DC DC motor and a generator brake with speed brake. The train is a 7-car formation of 4M3T, and the control system has been upgraded to VVVF inverter control with IGBT elements since 10112F. The photo (3) shows the “Hoshi no Aru Machi☆Chichibu Nagatoro” train that ran from July 19 to September 4, 2011. 10107F trains were assigned to the train. The official announcement by Seibu Railway is here ( PDF). Photos (7) and (8) show the “Red Arrow Classic” Series 5000 first Red Arrow wrapped trains that started running on November 27, 2011. 10105F trains were assigned to this train.
Odakyu Electric Railway
Type 5000 series
Type 5000 10-car farewell run 5268F formation Type 5000 10-car Farewell Train Poster
Type 5000 and 5200 (4- and 6-car fixed formation, car length 20m) The Type 5000 started commercial operation in 1969. 4-car trains of the newly built Type 5000 and 6-car trains of the newly built Type 5200 are shown in the table below. The main controller is a vernier resistance controller, and the main electric motor is the same as that of the former 2400 type, the MB-3039-B type DC direct current winding motor ( 135kW) manufactured by Mitsubishi Electric Corporation. The drive system is a WN parallel cardan system, and the gear ratio is set to 5.3 to improve acceleration, resulting in a starting acceleration of 2.4 km/h/s. The brake system has no power regeneration. The brake system is a direct electromagnetic brake with power generation brake without power regeneration. This train was designed by combining the body of the former 2600 type and the electrical equipment of the former 2400 type. The 5000 type was manufactured up to the 5th car and the 5200 type up to the 8th car with minor changes, and the production continued until 1982.
At the end of December 2010, Odakyu officially announced that the last Type 5000 six-car train, 5268F, would be out of service on January 30, 2011. To commemorate its retirement, the company held a Type 5000 10-car farewell run on January 29 and 30, 2011, with four Type 5000 cars and a 5065F train. The service time was from Shinjuku station at 11:22 to Karakida station at 12:16 ( both on 29 and 30 January). Please click here for the official announcement of the day.
The farewell run of the Type 5000 10-car train on January 29, 2011. Type 5000 10-car farewell run 5268F formation Photo location: Near Yoyogi-Hachiman Station
5054F (Scrapped in December 2010) 5054F (Scrapped in December 2010) 5062F (Scrapped in January 2011) 5062F (Scrapped in January 2011)
5062F (Scrapped in January 2011) 5063F (Scrapped in May 2012) 5064F (Scrapped in August 2011) 5064F (Scrapped in August 2011)
5065F (Discontinued in October 2011) 5065F (Discontinued in October 2011) 5065F (Discontinued in October 2011) 5255F (Scrapped in January 2012)
5255F (Scrapped in January 2012) Car No. 5555 (Scrapped in January 2012) 5255F (Scrapped in January 2012) Car No. 5555 (Scrapped in January 2012)
5255F (Scrapped in January 2012) 5255F (Scrapped in January 2012) 5256F (Scrapped in May 2011) 5256F (Scrapped in May 2011)
5258F (discontinued in September 2011) 5258F (discontinued in September 2011) 5263F (Scrapped in October 2010) 5263F (Scrapped in October 2010)
5268F (Scrapped in January 2011) 5270F (Discontinued in November 2010) 5270F (Discontinued in November 2010) 5270F (Discontinued in November 2010)
Type 5000 Series 5255F formation This is the 5255F waiting at the Ebina rail yard on October 31, 2011. It was taken by the camera of the cellular phone, so it cannot be enlarged. It was scrapped on January 8, 2012.
Type 7000 (LSE)
Type 7000 (LSE)[11-car fixed formation with interconnecting system]. Type 7000 is called LSE (Luxury Super Express) and started commercial operation in December 1980. In 1981, it received the 24th Blue Ribbon Award from the Japan Railfan Club. The design maximum speed is 140 km/h, but it is limited to 110 km/h in commercial operation. The train consists of 11 articulated cars of 9M (electric cars) and 2T (auxiliary cars). With the introduction of all-electric command brakes, the driver’s cab is equipped with Odakyu’s first one-handle mass control system, and the main controller is equipped with Toshiba’s MM-39A type resistance control system. In fiscal 2007, which marked the 80th anniversary of the company’s opening, Odakyu Electric Railway restored the fourth 7004F train to its former paint scheme and began commercial operation, but the second 7002F train was scrapped in January 2010 and the first 7001F train was scrapped in March 2010. *Photographs (1) to (6) show the discontinued burgundy and white painted trains. On January 31, 2012, Odakyu Electric Railway announced that the Romance Car “LSE” 7000 class will be painted in the same style as when it first appeared on February 20, 2012. The LSE is now in service with 3 trains, 2 of them are painted in burgundy and white since 1996, and the other one is painted in vermilion orange and gray with white lines since 1980. The LSEs were painted with the original paint after February 20, 2012, and two trains, 7003F and 7004F, were put into service. The 7003F will be withdrawn from service on 15 March 2018 and scrapped, and the 7004F will be withdrawn from regular service on 10 July 2018 and scrapped on 13 October 2018 with a last run event train. These two trains were replaced by the newly built Type 70000 (GSE).
Type 10000(HiSE)
Type 10000 (HiSE) [11-car fixed formation with interconnecting system]. Type 10000 is called HiSE (High-decker/High-grade/High-level Super Express ) and started commercial operation in December 1987. It won the 31st Blue Ribbon Award of the Japan Railfan Club in 1988. The maximum speed is 140 km/h, but the commercial operation is limited to 110 km/h. It has a high-decker structure with a high floor outside the observation deck, based on the basic structure of the 7000 class (LSE). The first and third trains were built by Nippon Sharyo, and the second and fourth trains by Kawasaki Heavy Industries.
The main controller is MM-39A type resistance controller made by TOSHIBA, and the driving system is TD parallel cardan drive system, and the brake system is electric command type brake with power generation brake. In 2006, the train was converted from an 11-car train to a 4-car train at the Toyokawa Works of Nippon Sharyo Manufacturing Co. The composition was 10021F and 10061F. 10041F articulated bogie
It has been in service on the Nagano Line “Nagano – Yudanaka” station A limited express “YUKEMURU” since December 9, 2006. On June 16, 2011, 10041F was taken out of service and scrapped, and the last 10001F train was taken out of service on March 16, 2012, making this train series completely obsolete. The photo above shows the 10041F formation displayed at the Odakyu Family Railway Exhibition 2011 held on October 15 and 16, 2011.
Type 20000(RSE)
Type 20000(RSE)[7-car fixed formation]. The 20000 class is called RSE ( Resort Super Express) and started commercial operation on March 16, 1991. The composition, length, capacity, performance, safety equipment, etc. are basically the same as those of JR Tokai’s 371 Series in accordance with the agreement with JR Tokai, with which the two trains interchange. The number of cars in the fleet is 14 cars in two 7-car trains, and in 1992 it received the 35th Blue Ribbon Award from the Japan Railfan Club. Final operation timetable on March 16, 2012
The main controller adopts SP operation command type resistance control ( resistance camshaft control) device, and the brake system is equipped with electric command type air brake, power generation and speed suppression brake. The safety devices are equipped with OM-ATS ( Odakyu) and ATS-ST (JR Tokai). On December 16, 2011, Odakyu Railway officially announced the retirement of all two trains in this series, and they will be taken out of service on March 16, 2012. The official announcement is here ( PDF). On October 11, 2013, Odakyu Electric Railway announced that it will transfer one 7-car Limited Express Romance Car Type 20000 to Fujikyuko. Fujikyuko converted it from a 7-car train to a 3-car train as the successor to the “Fujisan Limited Express” train it currently operates from now on; it began operation on July 12, 2014 as a train between Otsuki and Kawaguchiko on the Fujikyuko Line. (Photo below left)
JR Tokai, Gotemba Line
371 series
Series 371 (JR Tokai Gotemba Line, 7-car fixed formation, car length 20m) Series 371 “Asagiri-go” ran on the Odakyu Odawara Line from Odakyu Shinjuku Station to the Gotemba Line connecting line junction in front of Shin-Matsuda Station, and on the JR Tokai Gotemba Line between “Matsuda and Numazu” Station via the Matsuda connecting line. Commercial operation started on March 16, 1991. The car body was designed by the JR Tokai Car Division and TDO, and was awarded the Good Design Product of the Ministry of International Trade and Industry in 1991.
The manufacturing was done by three companies, Nippon Sharyo, Kawasaki Heavy Industries, and Hitachi, Ltd. The basic specification of Series 371 is the same with Odakyu Type 20000 (RSE) such as running performance and capacity, etc. However, when it was not able to run for inspection etc. because JR Tokai had only one train of 7 cars, RSE was borrowed from Odakyu. The main controller is a resistance controller (series-parallel combination control field additive excitation control), and the DC direct current winding motor ( C-MT61A, C-MT64A type 120kW) is installed as the main electric motor, and the maximum operating speed is 120km/h.
Series 371 transferred to Fujikyu Line was renewed as “Fuji View Express” Series 8500. The interior and exterior design was done by Eiji Mitooka of Dawn Design Laboratory, the modification of running gear was done by JR East Technology, and the interior was done by Nagasaki Ship Equipment. The composition is No. 1 (Kuro-8551) of the first car of the Fuji direction, No. 2 (MOHA8601) of the middle car and No. 3 (KUMOHA8501) of the first car of the Otsuki direction, and the former number in the 371 series era is KUMOHA371-1 for Kuro-8551 of No. 1, MOHA370-101 for MOHA8601 of No. 2, and KUMOHA371-101 for KUMOHA8501 of No. 3. The four cars that were not incorporated into the 8500 series were dismantled.
The train MT ratio is 5M2T, and the train can achieve an equilibrium speed of 100km/h on a 25‰ steep gradient in the Gotemba Line, and can be started up with one unit cut off on a 33‰ gradient. The brake system is an electric-command pneumatic brake with regenerative braking, and the main train controller is JR Tokai’s first one-handle mass controller. The safety devices are ATS-ST (JR Tokai) and OM-ATS ( Odakyu). On October 17, 2011, JR Tokai announced that they plan to retire Series 371 on March 16, 2112. After this, JR Tokai’s trains will no longer operate on Odakyu Line and “Asagiri-go” will continue to be operated by Odakyu trains only (Odakyu Type 60000 MSE) stopping at Gotemba Station. This train series was not scrapped, but was used for JR Tokai’s special trains after refurbishing Series 371 to be used for group trains, but the operation was terminated at the end of November 2014. Fujikyu Line announced in late March 2015 that it would convert the 7-car Series 371 into a 3-car train and make it the successor to the old “Fujisan Express” Series 2000, scheduled to be in operation from April 23, 2016. *Photographs (6) and (7) show Series 371 entering the Matsuda Liaison Line from the Odakyu Odawara Line. *The category “JR Tokai” has been moved to the archive. Please see here.
Hakone Tozan Railway
MOHA1 type
MOHA1 class [103](3-car formation, car length 14.6m) MOHA1 class was built in 1950 when Odakyu Electric Railway started direct train operation between Odawara and Hakone-Yumoto stations (the overhead line voltage was increased to 1,500V DC). The predecessor of the wooden bogie car “Chiki 1” was built in 1919 when the line between “Hakone-Yumoto and Gora” was opened. The bogie and the main electric motor were diverted, and the car body and the control unit were newly manufactured. Currently, three cars of No. 108, 109 and 110 are in operation, but Hakone Tozan Railway announced on July 14, 2016 that MOHA2 type 110 will be retired in February 2017. Near the Sculpture Forest Station [2010/04/08].
The MOHA1 was converted from the Chiki1 type that had been used since its opening in 1919 to a fixed two-car formation in 1993, and the driver’s cab on the coupling side was removed. The 103-107 formation was the last Hakone Tozan Railway train to use the “suspension drive system”. The suspension drive system is one of the systems that transmit power from the motor to the wheels, and is characterized by its unique driving sound. This method used to be the mainstream, but due to improvements in train performance, most of the trains in Japan have been replaced by the Cardan drive system. All trains of this type were taken out of service on July 12, 2019.
Keio Electric Railway
6000 series
6416F (Discontinued in February 2011) 6416F (Discontinued in February 2011) 6722F (Scrapped in March 2011) 6722F (Scrapped in March 2011)
6715F (Discontinued in January 2010) 6715F (Discontinued in January 2010) 6717F (discontinued in August 2010) 6717F (discontinued in August 2010)
6712F (Discontinued in January 2011) 6716F (Discontinued in February 2011) 6716F (Discontinued in February 2011) 6716F (Discontinued in February 2011)
Series 6000 (2-, 4-, 5-, 6-, and 8-car trains, 20m in length) Series 6000 is a 20m class 4-door car (some are 5-door cars) which adopted the first one-handle main transmission system in Keio Electric Railway. It was manufactured by Nippon Sharyo and Tokyu Sharyo by 1991. The train for the Toei Shinjuku Line was called the 6030 Series because its car number was classified as the 30th series. It was operated in an 8-car formation with the MT ratio changed to 6M2T, which has a higher ratio of electric cars than 5M3T of the formation for ground use. Photos (2), (11) and (12) are of the Racecourse Branch Line, and photos (3) and (4) are of the Zoo Branch Line. Both are one-man trains and currently operated by Series 7000.
The 6000 Series trains, which were introduced in 1972 and have been at the forefront of passenger transportation for 39 years, were retired in mid-March 2011. To commemorate the retirement, Series 6000 cars were operated on the Racetrack Line (Higashifuchu Station to Fuchu Keiba Shomon-mae Station) from January 14 to late January 2011, and on the Zoo Line (Takahatafudo Station to Tama Zoo Park Station) from February 1 to early March 2011, with a ” Thank you Series 6000″ head mark. 6416F 2-car formation and 6417F 2-car formation were retired and scrapped on February 1, 2011. The last 6722F 4-car formation was completely retired and scrapped on March 13, 2011.
6416F (Discontinued in February 2011) 6416F (Discontinued in February 2011) 6416F (Discontinued in February 2011) 6416F (Discontinued in February 2011)
6722F (Scrapped in March 2011) 6722F (Scrapped in March 2011) 6722F (Scrapped in March 2011) 6722F (Scrapped in March 2011)
Keio Electric Railway (Inokashira Line)
3000 series
3728F(out of service) 3728F(out of service) 3728F(out of service) Thank you 3000 Series Festa
3728F(out of service) 3728F(out of service) 3728F(out of service) Kuha3719 (out of service)
3729F(out of service) 3729F(out of service) 3729F(out of service) 3729F(out of service)
3729F(Out of service, land transportation) 3729F(Out of service, land transportation) 3729F(Out of service, land transportation) 3729F(Out of service, land transportation)
Series 3000 (Inokashira Line, 5-car fixed formation, car length 18m) The Series 3000 was manufactured by Tokyu Sharyo from 1962 to 1991, and won the Laurel Prize of the Japan Railroad Friendship Society in 1963. The body is made of stainless steel and the front is made of FRP. The main controller was changed from resistance control to armature chopper control, and the main electric motor was DC DC winding electric motor. In 2009, Keio Electric Railway announced the policy to unify the use of VVVF inverter control cars and the policy not to use ATC for the 3000 Series, which is scheduled to be introduced. As of the end of June 2011, Keio Electric Railway’s last 18-meter-long train had two trains and 10 cars at the Fujimigaoka rail yard. On July 5, 2011, 3729F was taken out of service and sent overland, and as of August 10, 2011, the last 5 cars of 3728F train are in service. The table below shows the transfer destination after they were taken out of service. Photos (9) to (12) show the 3729F being taken out of service and sent overland on July 5, 2011. Photos (5) to (7) show 3728Fs that were taken out of service on July 22, 2011 and stored at the Fujimigaoka rail yard.
Thank you 3000 Series Festa Keio Electric Railway announced on October 14, 2011 that “Arigatou 3000 series Festa” will be held on November 20. The contents were the event at Fujimigaoka rail yard and the operation of the train with head mark by Series 3000 3728F [November 3 (Thu, holiday), 6 (Sun), 13 (Sun)]. The official announcement is here ( PDF).
Thank you 3000 Series Festa” of 3000 Series which finished its operation on November 13, 2011 was held at Fujimigaoka rail yard on November 20. The venue was more orderly than other railway events because of the admission ticket restriction, and the photographing was also carried out without any confusion. The talk show by the people involved with the 3000 series was especially interesting and valuable. There was also a G gauge model train running event and an in-train panel exhibition, and we regretted the retirement of the Series 3000. Photos (17)-(24) are the last 3000 Series 3728F.
The land transportation of the last 3000 Series 3028F started on December 10, 2011 at the detention line in Eifukucho Station. Kuha3728 and Deha3028 were transported first, and Deha3728, 3078 and 3128 were transported by December 15. Kuha3728 and Deha3028 will be transferred to Iyo Railway after remodeling. Photos (23) and (24) were taken on December 15, 2011.

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transferee	Date of transfer	number of vehicles	Renamed from Series 3000, etc.
Hokuriku Railway	1996-2006	12 cars	The train was renamed the Hokuriku Railway Series 8000. 1M1T2-car formation with an MT ratio of 1M1T.
Jomo Electric Railway	1998-2000	16 cars	Renamed Jomo Electric Railway Type 700, MT ratio 1M1T2-car formation.
Gakunan Railway	1996-2002	5 cars	It is renamed to Gakunan Railway Type 7000. (3100 type was converted to double-drive) 1-car formation. 8000 type 3-car formation.
Matsumoto Electric Railway	1999-2000	8 cars	It was renamed to Matsumoto Electric Railway Series 3000. (The mass controller of the scrapped 6000 series is adopted.) 2-car formation.
Iyo Railway (Oita-Kumamoto Railway)	2009-2012	30 cars	Renamed Iyo Railway Series 3000. 3-car formation.

Tokyu Corporation

Tokyu Deya 7200 and Deya 7290

Toyoko Line (between Tokyo and Yokohama)	Ikegami Line	Oimachi Line	Oimachi Line

Denentoshi Line (Tokyo-Tokyo Railway)	Tamagawa Line	Tamagawa Line	Oimachi Line

Electrical Inspection Cars Deya 7200 and Deya 7290 Deya 7200 and Deya 7290 are lorries that inspect all electrical equipment such as signals and overhead wires on all Tokyu lines except the Setagaya Line of Tokyu Corporation and the Minatomirai Line and Kodomonokuni Line of Yokohama Rapid Transit. The 7200 Series is equipped with ATC, ATS, and other equipment necessary for operation on all lines, and is also equipped with a traction system for transporting Ikegami and Tamagawa Line cars to the Nagatsuta Works. The base 7200 Series started commercial operation in March 1967 and operated on the Denentoshi Line and Oimachi Line with other 7200 Series trains, but later became a Kodomonokuni Line exclusive train and operated until 1989. In 1991, Deha 7200 was remodeled as Deya 7200 with double-drivers and power cars, and Kuha 7500 (aluminum prototype) was remodeled as Deya 7290 with double-drivers, electric cars (recycled electrical components of Deha 7402 which were used for remodeling to Deha 7673) and overhead line test cars. Both cars are equipped with ATC onboard equipment, and the mass control system is the one-handle type common to other trains. The brake system differs from the electric command type (HRD) of other trains in the series, and the electromagnetic direct-command type HSC-R from the new construction was equipped with a mechanism similar to HRD. With the introduction of the new type inspection car “TOQi” in March 2012, the train was taken out of operation on February 26, 2012, by conducting a farewell run. Photos (1) to (8) show the farewell operation.

7600 series

7601F(Renewal in 1986)	7602F(Renewal in 1986)

Series 7600 (Ikegami line, Tamagawa line, car length 18m, 3-car fixed formation) The 7200 Series was transferred from the Oimachi Line and changed from a 6-car formation to a 3-car formation, and a new formation was made by electrical equipment from surplus cars. This series is the 7600 series. This series has been running on Tokyu Electric Railway for more than 40 years, but it will be retired at the end of February 2015. On February 7, an event was held at Kamata Station to commemorate the retirement of this train, which has been running on Tokyu Corporation trains for more than 40 years.

(1)Near Kamata Station [2010/01/23].

(2)Near Kamata Station [2012/02/03].

7700 series

7901F (Scrapped in June 2011)	7902F(updated in 1987)	7905F(updated in 1987)	7907F(updated in 1988)

7908F(updated in 1988)	7910F(updated in 1988)	7912F(updated in 1989)	7913F (Scrapped in July 2011)

7914F(updated in 1991)

Series 7700 (Ikegami Line, Tamagawa Line, car length 18m, 3-car fixed formation) Series 7700 is a remodeled version of Japan’s first all-stainless steel car, Series 7000, which was introduced in 1962 and started commercial operation in 1987. The main controller was changed from resistance control to VVVF inverter control using GTO thyristor elements, and the main electric motors were changed from DC double-winding commutator motors to three-phase AC cage type induction motors ( 170kW). The main equipment was installed by Tokyu Sharyo Manufacturing and Toyoko Sharyo Densetsu (now Tokyu Techno Systems) at the Nagatsuta Rolling Stock Works, and the Ikegami Line one-man operation modification (one-handle master controller, on-board ITV platform monitoring monitor, automatic broadcasting equipment, outside speakers, TASC information transmission equipment) was installed in 1995. In 2002, the surplus cars were transferred to Towada Kanko Electric Railway. 7000 series cars have been scrapped since 2010. The Series 7700, which has been in operation on the Ikegami Line and Tokyu Tamagawa Line in recent years, is a Series 7000, Japan’s first all-stainless steel train, which was created in 1962, and was modified in terms of undercarriage and interior between 1987 and 1991 when it was introduced to the Oimachi Line and the Megama Line (currently part of the Meguro Line and the Tokyu Tamagawa Line). The last run was on November 24, 2018. The photo (9) shows the 7914F formation (Deha 7714, Deha 7814, Kuha 7914) that was transferred from the Meguro Line (discontinued) to the Ikegami Line in 1996.

8090 series

8088F (manufactured in 1985)	8090F (manufactured in 1985)	8093F (manufactured in 1988)	8097F (manufactured in 1984)

Series 8090 (Oimachi Line, each stop, 20m long, 5-car fixed formation) Series 8090 started commercial operation on December 27, 1980 on the Oimachi Line. This series is Japan’s first mass-produced lightweight stainless steel train. The main controller is an armature chopper control system with an increased number of control stages to improve riding comfort. A total of 90 cars were manufactured by Tokyu Sharyo between 1980 and 1989. The safety device is Tokyu CS-ATS. The 8090 and 8590 Series, which created an era, began to be partially scrapped in 2007, and all of the cars that ran on the Oimachi Line were retired in 2013. In 2013, all the cars running on the Oimachi Line were retired, leaving only two 8590 Series trains on the Denentoshi Line, which left service on February 27, 2019. The last of the trains has already been transferred to Toyama Chiho Railway, and the lead car of the last train will be transferred to Toyama Chiho Railway.

(1)Mizonokuchi Station [2010/08/16].

(2)Mizonokuchi Station [2010/08/16].

(3)Ookayama Station [2010/01/23].

(4)Near O-okayama Station [2010/01/23].

Keisei Electric Railway

3300 type

3312F Senju Ohashi Station [2010/02/05].	3344F Takasago Station [2010/06/02].

Type 3300 (4-, 6-, and 8-car fixed formation, car length 18 m) The 3300 class was manufactured in 54 cars between 1968 and 1972, and started operation in November 1968. The cars are more than 35 years old, and more than 15 years have passed since the renewal. Photo (1) was taken out of service in March 2014. Photo (2) shows the second train (3344 train) that was taken out of service in February 2013 and was used on the Kanamachi Line. Kanamachi line is a branch line which connects “Keisei Takasago – Shibamata – Kanamachi” station for 2.5Km. The remaining Type 3300 is two 4-car trains, but it was consolidated into an 8-car train and ended its service on February 28, 2015 on the “Naritasan” special express train from Ueno, displaying the “Sayonara Type 3300” head mark. This was the end of the Keisei Electric Railway Type 3300’s 56-year history.

AE-1 type

The first AE-1 class (6 to 8 cars fixed formation, car length 18m) This express train was operated by “Skyliner” from 1973 to 1993. The main control system adopted Keisei’s first armature chopper control, and it was equipped with a constant speed operation system that allowed it to run at any speed above 50 km/h. The main electric motor was TDK8500-A type DC direct current winding motor ( 40kW) made by Toyo Denki, the formation MT ratio was 4M2T, and one-handle type mass controller was adopted for the main trunk controller.

Micro Ace Model (1/150 scale)

It won the 17th Blue Ribbon Award of the Japan Railfan Club in 1974. After it was taken out of service, the Type 3400 was introduced with the same control system and running equipment as the Type 3400. The only car body of this series, AE61, is still preserved at the Sogo Depot.

AE100 type

Senju Ohashi Station [2010/02/05].	Aoto Station [2010/01/26].	Around Keisei Tsudanuma [2015/01/26].

Type AE100 (8-car fixed formation, car length 19m) The AE100 class started commercial operation on June 19, 1990, and was the first newly-built train of Keisei to adopt VVVF inverter control system with GTO elements. The main electric motor is a TDK-6170-A cage type three-phase AC induction motor ( 130KW) manufactured by Toyo Denki. This combination was later succeeded by the 3700 type, which was equipped with a constant-speed operation system. The design maximum speed is 130km/h, but the maximum operating speed is 110km/h. With the opening of the Narita Skyliner on July 17, 2010, the AE100 class was replaced by the “City Liner”. The AE100 class was taken out of service on November 29, 2015.

Tokyo Subway [Chiyoda Line Kita Ayase Branch Line].

5000 series

Series 5000 (Chiyoda Line, car length 20m) Series 5000 cars were manufactured from 1964 to 1981. 428 cars were built. It was the first 20-meter class car of the Eidan subway, and was in service on the Tozai Line until March 17, 2007. The series was then converted to one-man service with three fixed aluminum prototype cars, and operated on the Kita Ayase branch line of the Chiyoda Line (between Ayase and Kita Ayase Station) until the end of March 2014.

The 5000 Series, which had been in operation since 1964, is now out of service on all Tokyo Metro lines.

6000 series

Series 6000 first prototype (Chiyoda Line, car length 20m) The first prototype of Series 6000 was a three-car fixed formation with one-man operation and ATO equipment, and operated on the Chiyoda Line Kita Ayase Branch Line (between Ayase and Kita Ayase Stations) until the end of May 2014. At present, many Series 6000s are in operation on the main line of the Chiyoda Line.

6102F	6104F	6109F	6111F

6122F	6122F	6127F	6128F

6131F	6132F	6134F	6135F (scrapped in 2011)

Series 6000 (Chiyoda Line, 10-car fixed formation, car length 20m) Series 6000 appeared in 1968. The body is an aluminum alloy car body of 20m and 4 doors. The control system adopted the armature chopper control system with regenerative braking. From 1968 to 1990, a total of 36 trains (353 cars) were built, including both prototype and mass production cars. From 1990, the main control system was upgraded to an armature chopper control system using GTO, and from 1995 to 1999, the VVVF inverter control system using IGBT elements was installed, and the main electric motors were upgraded with cage-type three-phase AC induction motors ( 160kW). After the privatization of the Tokyo Metro in 2004, the control system was changed to IGBT-VVVF inverter control system. The safety devices are CS-ATC (Tokyo Metro), OM-ATS (Odakyu) and ATS-P type (JR East). This series started to be replaced by 16000 Series in November 2010. On September 28, 2018, Tokyo Metro announced that the regular service of subway Chiyoda Line Series 6000 cars (last two trains = 6102F or 6130F) will end on October 5, 2018. Also, from September 13 to November 11, a special daily round-trip service is scheduled between Ayase and Kasumigaseki stations with a headmark on the lead car only on Saturdays and holidays.

01 series

Series 01 (Ginza Line, 6-car fixed formation, car length 16m) The Series 01 of the Ginza Line, Japan’s first subway, began commercial operation in January 1984. The main control system, which uses 600 VDC input power from a third-gauge system, uses a high-frequency divided-winding armature chopper control system for the first to 36th trains (1983-1992), and a VVVF inverter control system using IGBT elements for the fifth and sixth trains (1993-1997). The main electric motor is a cage type three-phase AC induction motor ( 120kW). The car body length of 16m class has been operated by 6 cars and 38 trains.

01-127F

The new Tameike-Sanno station on the Ginza Line opened in September 1997. The last remaining 2000 and 1500N trains ceased commercial operation, and all Ginza Line trains were unified into this series, which began operation reflecting the new CS-ATC system and TASC, and the maximum speed was increased to 65 km/h. A total of 228 cars and 38 trains of the Series 01 on the Ginza Line were built in one 6-car formation, and in August 1985 they were awarded the Laurel Prize; their numbers were reduced by scrapping and other means with the introduction of the Series 1000 from 2012, and their 33-year history came to an end with the commercial operation on March 10, 2017.

Ginza Line Asakusa Station [2010/03/06].

03 series

03-113F	03-114F	03-124F	03-133F

Series 03 (Hibiya Line, 8-car fixed formation, car length 18m) Series 03 started commercial operation on July 1, 1988 on the Hibiya Line, and all the train sets are now used on the Tokyu Toyoko Line and the Tobu Isesaki Line. In December 1989, it received the 1989 Gloria Award from the Association of Friends of Railways. The main control system of the 1st to 4th cars and the first half of the 5th car adopts armature choppercontrol and uses large-capacity GTO thyristors as elements. The main electric motor is a cage type three-phase AC induction motor (190kW). The safety devices are WS-ATC (ground signal type), Tobu ATS and Tokyu CS-ATC. This is the first train in this series to adopt TIS (Train Information System), which has become a standard feature on all newly built trains since then. After the Senju factory was closed down, periodic inspections have been carried out at the Saginuma factory since 2004. In such cases, the trains are sent to “Musashi Kosugi Station (Tokyu Meguro Line)” – “Ookayama Station (Tokyu Oimachi Line)” – “Futakotamagawa Station (Tokyu Denentoshi Line)” – “Saginuma Station (Tokyu Denentoshi Line)”, which are usually not in service. The service on the Hibiya Line was terminated on February 28, 2020.

(1)Tamagawa Station on the Tokyu Toyoko Line [2010/05/31].	(2)Outside the Takenotsuka Inspection District[2010/04/19].	(3)Musashi Kosugi Station on the Tokyu Toyoko Line [2011/01/21].
(4)Matsubaradanchi Station on the Tobu Isesaki Line [2010/01/30].

06 series

06-101F	06-101F	06-101F	06-101F

Series 06 (Chiyoda Line, 10-car fixed formation, car length 20m) Series 06 started commercial operation on March 18, 1993. There was only one train of 10 cars on the Chiyoda Line. The main controller is a VVVF inverter control system using IGBT elements, and the main electric motor is a cage-type three-phase AC induction motor. The brake system is an air brake with an electric command type ATC linked regenerative brake. The safety devices are CS-ATC (Tokyo Subway ATC-10 type), OM-ATS (Odakyu), and ATS-P type (JR East), and they operated on the Odakyu Electric Railway and JR East Joban Loop Line, which have a direct connection with the Chiyoda Line. This Series 06 was taken out of service in early August 2015, and was sent back to Shinkiba late at night on August 9, and dismantled and scrapped in September.