1.
Tokyo Metro 1000 series
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The Tokyo Metro 1000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro in Japan on the Tokyo Metro Ginza Line since April 2012. The first trainset was delivered in September 2011 ahead of entry into service from 11 April 2012. The design of the new 1000 series trains is a rendition of the original 1000 series trains. The new 1000 series uses newly developed bogies with steerable axles to reduce noise on sharp curves. Toshiba PMSM are used, offering 20% energy savings compared to the VVVF inverter controlled motors used in earlier 01 series trains, the trains are lit entirely with LED lights, including the headlights, offering energy savings of 40% when compared to fluorescent lighting. The LED lighting is supplied by Panasonic Electric Works, the design was awarded the 2013 Blue Ribbon Award, presented annually by the Japan Railfan Club, and a presentation ceremony was held at Nakano Depot on 12 October 2013. The sets are formed as follows, with car 1 at the Shibuya end, the trains are finished in a lemon yellow livery applied using vinyl sheets, evoking the appearance of the original 1000 series trains introduced on the line in 1927. Sets 1139 and 1140 were finished to more resemble the original 1000 series trains. Internally, the new trains feature pairs of 17-inch LCD passenger information displays above each door, seat width is increased from 430 mm to 460 mm. Luggage racks and strap handles have been lowered by 100 mm compared to the 01 series trains. Sets 1139 and 1140 have retro-style interiors, with brass-coloured handrails and wood-grain effect walls, the LED lighting in these two sets can be altered to give an old-fashioned tungsten-lighting effect when used on special-event services. The first set was delivered from Nippon Sharyo in Toyokawa, Aichi on 17 September 2011 and it entered service on the Ginza Line from 11 April 2012. The second set was delivered from Nippon Sharyo in April 2013, the 40th and final set entered service on 12 March 2017. By 12 March 2017, all 40 sets were in operation, official website Nippon Sharyo 1000 series information
2.
Tokyo Metro
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Tokyo Metro Co. Ltd. commonly known as Tokyo Metro, is a rapid transit system in Tokyo, Japan. The company replaced the Teito Rapid Transit Authority, commonly known as Eidan or TRTA, Tokyo Metro is operated by Tokyo Metro Co. Ltd. a private company jointly owned by the Japanese government and the Tokyo metropolitan government. The company replaced the Teito Rapid Transit Authority, commonly known as Eidan or TRTA, TRTA was administered by the Ministry of Land, Infrastructure and Transport, and jointly funded by the national and metropolitan governments. It was formed in 1941, although its oldest lines date back to 1927 with the opening of the Tokyo Underground Railway the same year, the other major subway operator is Tokyo Metropolitan Bureau of Transportation which is owned solely by the government of Tokyo. Tokyo Metro and Toei trains form completely separate networks, though, most Tokyo Metro line offer through service to lines outside of central Tokyo run by other carriers, and this can somewhat complicate the ticketing. Much effort has made to make the system accessible to non-Japanese speaking users. Announcements also provide connecting line information, ticket machines can switch between English and Japanese user interfaces. Train stations are signposted in English and Japanese, there are also numerous signs in Chinese and Korean. Train stations are now also numbered on each color-coded line. In addition, some trains have interior LCD displays which display station names in Japanese, English, Chinese, Many stations are also designed to help blind people as railings often have Braille at their base, and raised yellow rubber guide strips are used on flooring throughout the network. Tokyo Metro stations began accepting contactless Pasmo stored value cards in March 2007 to pay fares, both these passes also can be used on surrounding rail systems throughout the area and many rail lines in other areas of Japan. Due to the complexity of the systems in Japan, most riders converted to these cards very quickly even though there is an additional charge to be issued a card. The Tokyo Metro is extremely punctual and has trains arriving less than five minutes apart most of the day. However, it not run 24 hours a day. While through service with other companies complicates this somewhat, the last train generally starts at midnight and completes its service by 01,00, Tokyo Metro indicated in its public share offering that it would cease line construction once the Fukutoshin Line was completed. That line was completed in March 2013 with the opening of the connection with the Tōkyū Tōyoko Line at Shibuya Station, allowing through service as far as Motomachi-Chūkagai Station in Yokohama. There are several such as the Hanzōmon Line that still have extensions in their official plans, and in the past. There are also some other rail project proposals in Tokyo which would involve large-scale tunneling projects and this line is often described as a bypass of the current Toei Asakusa Line
3.
Kumamoto Electric Railway
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The Kumamoto Electric Railway is a public transport company in Kumamoto Prefecture, Japan. It is abbreviated as Kumamoto Dentetsu or Kumaden, the company was founded in 1909. The company operates railway and bus lines, Kikuchi Line Kami-Kumamoto — Miyoshi,10.8 km Fujisaki Line Kita-Kumamoto — Fujisakigū-mae,2.3 km A short section of the Fujisaki Line shares its track with public road, like a tram line. On 27 August 1913, the line between Ikeda and Waifu Station was opened, from 31 August 1923, the line was converted to 1,067 mm gauge and electrified at 600 V DC. In June 1953 the original line from Kami-Kumamoto to Fujisakigū-mae closed, the 13.5 km Miyoshi to Kikuchi section closed on 16 February 1986 due to falling patronage. List of railway companies in Japan Official website
4.
Tokyo Metro Ginza Line
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The Tokyo Metro Ginza Line is a subway line in Tokyo, Japan, operated by the Tokyo subway operator Tokyo Metro. The official name is Line 3 Ginza Line and it is 14.3 km long and serves the wards of Shibuya, Minato, Chūō, Chiyoda, and Taitō. The line holds the distinction of being the oldest subway line in Asia, on maps, diagrams and signboards, the line is shown using the color orange, and its stations are given numbers using the letter G. Almost all Ginza Line trains operate on the full length from Asakusa to Shibuya. However, two trains depart in the morning from Toranomon, and some late-night trains from Shibuya are taken out of service at Ueno. Along with the Marunouchi Line, it is self-enclosed and does not have any through services with other railway lines. On weekdays, trains run every two minutes in the peak, every 2 minutes and 15 seconds in the evening peak. The first trains start from Shibuya and Asakusa at 05,01, and the last ones reach Shibuya at 00,37, being the oldest line on the Tokyo Metro, stations are also the closest to the surface—generally no more than one and a half stories underground. The western end of the line emerges to the surface and enters Shibuya Station located on the third-floor of a building that is located in a depression. The Ginza Line was conceived by a businessman named Noritsugu Hayakawa and he founded the Tokyo Underground Railway in 1920, and began construction in 1925. The portion between Ueno and Asakusa was completed on December 30,1927 and publicized as the first underground railway in the Orient, upon its opening, the line was so popular that passengers often had to wait more than two hours to ride a train for a five-minute trip. On January 1,1930, the subway was extended by 1.7 km to temporary Manseibashi Station, the Great Depression slowed down construction, but the line finally reached its originally planned terminus of Shinbashi on June 21,1934. In 1938, the Tōkyō Rapid Railway, a company tied to the predecessor of todays Tokyu Corporation, the two lines began through-service interoperation in 1939 and were formally merged as the Teito Rapid Transit Authority in July 1941. The Ginza Line name was applied in 1953 to distinguish the line from the new Marunouchi Line, in the postwar economic boom, the Ginza Line became increasingly crowded. Automatic train control and Train automatic stopping controller were activated on the Ginza Line on July 31,1993 and this allowed for an increase in the maximum operating speed limit from 55 km/h to 65 km/h, which came into effect on August 2,1993. The newest station on the line, Tameike-Sannō Station, opened in 1997 to provide a connection to the newly built Namboku Line, since April 2012, the Ginza Line uses a fleet of 40 six-car Tokyo Metro 1000 series EMUs which have a maximum speed of 80 km/h. Each car is 16 m long and 2.55 m wide and they are powered by a third rail electrified at 600 V DC. The facility is capable of holding up to 20 6-car formations, major inspections are carried out at Tokyo Metros Nakano depot on the Marunouchi Line, forwarding over a connecting track at Akasaka-Mitsuke
5.
Acceleration
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Acceleration, in physics, is the rate of change of velocity of an object with respect to time. An objects acceleration is the net result of any and all forces acting on the object, the SI unit for acceleration is metre per second squared. Accelerations are vector quantities and add according to the parallelogram law, as a vector, the calculated net force is equal to the product of the objects mass and its acceleration. For example, when a car starts from a standstill and travels in a line at increasing speeds. If the car turns, there is an acceleration toward the new direction, in this example, we can call the forward acceleration of the car a linear acceleration, which passengers in the car might experience as a force pushing them back into their seats. When changing direction, we call this non-linear acceleration, which passengers might experience as a sideways force. If the speed of the car decreases, this is an acceleration in the direction from the direction of the vehicle. Passengers may experience deceleration as a force lifting them forwards, mathematically, there is no separate formula for deceleration, both are changes in velocity. Each of these accelerations might be felt by passengers until their velocity matches that of the car, an objects average acceleration over a period of time is its change in velocity divided by the duration of the period. Mathematically, a ¯ = Δ v Δ t, instantaneous acceleration, meanwhile, is the limit of the average acceleration over an infinitesimal interval of time. The SI unit of acceleration is the metre per second squared, or metre per second per second, as the velocity in metres per second changes by the acceleration value, every second. An object moving in a circular motion—such as a satellite orbiting the Earth—is accelerating due to the change of direction of motion, in this case it is said to be undergoing centripetal acceleration. Proper acceleration, the acceleration of a relative to a free-fall condition, is measured by an instrument called an accelerometer. As speeds approach the speed of light, relativistic effects become increasingly large and these components are called the tangential acceleration and the normal or radial acceleration. Geometrical analysis of space curves, which explains tangent, normal and binormal, is described by the Frenet–Serret formulas. Uniform or constant acceleration is a type of motion in which the velocity of an object changes by an amount in every equal time period. A frequently cited example of uniform acceleration is that of an object in free fall in a gravitational field. The acceleration of a body in the absence of resistances to motion is dependent only on the gravitational field strength g
6.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
7.
Third rail
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A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
8.
Automatic train control
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Automatic train control is a general class of train protection systems for railways that involves a speed control mechanism in response to external inputs. ATC can also be used with automatic operation and is usually considered to be the safety-critical part of the system. Over time there have many different safety systems labeled as automatic train control. The first was used from 1906 by the Great Western Railway, the term is especially common in Japan, where ATC is used on all Shinkansen lines and on some conventional rail lines as a replacement for ATS. The accident report for the 2006 Qalyoub accident mentions an ATC system, aTC-1 is used on the Tōkaidō and Sanyō Shinkansen since 1964. The system used on the Tōkaido Shinkansen is classified as ATC-1A, variants include ATC-1D and ATC-1W, the latter being used exclusively on the Sanyō Shinkansen. Since 2006, the Tōkaidō Shinkansens ATC-1A system has been superseded by ATC-NS, used on the Tōhoku, Jōetsu and Nagano Shinkansen routes, it utilized 0,30,70,110,160,210 and 240 km/h trackside speed limits. In recent years, ATC-2 has been superseded by DS-ATC, the Japanese ATC-2 system is not to be confused with the Ansaldo L10000 ATC system, which is similar to the EBICAB ATC system and both systems are used in parts of Continental Europe. Actually the first implementation of ATC in Japan, it was first used on Tokyo Metro Hibiya Line in 1961, both lines converted to New CS-ATC in 2003 and 2007 respectively. WS-ATC is also used on 5 Osaka Municipal Subway lines, first used on the Tokyo Metro Chiyoda Line in 1971, CS-ATC, is an analogue ATC technology using ground-based control, and, like all ATC systems, used cab signalling. CS-ATC uses trackside speed limits of 0,25,40,55,75 and 90 km/h and its use has extended to include the Tokyo Metro Ginza Line, Tokyo Metro Marunouchi Line, and most recently, the Tokyo Metro Yurakucho Line. It is also used on all Nagoya Municipal Subway lines and 3 Osaka Municipal Subway lines, introduced on the Sōbu Line and the Yokosuka Line from 1972 to 1976, it utilized trackside speed limits of 0,25,45,65,75 and 90 km/h. ATC-5 was deactivated on both lines in 2004 in favour of ATS-P, introduced in 1972, used on the Saikyō Line and Keihin-Tōhoku Line and Yamanote Line. Some freight trains were fitted with ATC-6 as well, in 2003 and 2006, the Keihin-Tōhoku and Yamanote Lines replaced their ATC-6 systems with D-ATC. Used on the Chikuhi Line in Kyushu, developed from ATC-4, ATC-10 can be partially compatible with D-ATC and completely compatible with the older CS-ATC technology. ATC-10 can be seen as a hybrid of analogue and digital technology and it is used on the Tokyo Metro Hanzomon Line, Tokyo Metro Hibiya Line, Tōkyū Den-en-toshi Line, Tōkyū Tōyoko Line and Tsukuba Express. Used on the Kaikyō Line along with Automatic Train Stop since 1988, Digital ATC is a digitized form of automatic train control in use on a few Japan Railway lines. The following forms of Digital ATC are in existence, used on non-high speed lines on some East Japan Railway Company lines
9.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
10.
Electric multiple unit
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An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using electricity as the motive power. An EMU requires no separate locomotive, as traction motors are incorporated within one or a number of the carriages. An EMU is usually formed of two or more semi-permanently coupled carriages, but electrically powered single-unit railcars are also classed as EMUs. EMUs are popular on commuter and suburban rail networks around the world due to their fast acceleration, being quieter than DMUs and locomotive-drawn trains, EMUs can operate later at night and more frequently without disturbing residents living near the railway lines. The first EMUs were used on the elevated Liverpool Overhead Railway in 1893, the southern terminal of the railway was underground, giving the LOR the distinction of also being the first to use EMUs underground. Each carriage had a traction motor and was specifically designed and constructed to be light in weight while running on elevated steel sections. The first EMUs were two-carriage trains later graduating to three carriages, with the front and rear carriages powered, Liverpool Museum retains an example of the Liverpool Overhead Railway EMU carriage. An early proponent of EMUs was the American engineer Frank J. Sprague, the cars that form a complete EMU set can usually be separated by function into four types, power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a car or power-driving car. A power car carries the equipment to draw power from the electrified infrastructure, such as pickup shoes for third rail systems and pantographs for overhead systems. Motor cars carry the traction motors to move the train, and are combined with the power car to avoid high-voltage inter-car connections. Driving cars are similar to a cab car, containing a drivers cab for controlling the train, an EMU will usually have two driving cars at its outer ends. Trailer cars are any cars that carry little or no traction or power related equipment, on third rail systems the outer vehicles usually carry the pick up shoes, with the motor vehicles receiving the current via intra-unit connections. Many modern 2-car EMU sets are set up as married pair units, while both units in a married pair are typically driving motors, the ancillary equipment are shared between the two cars in the set. Since neither car can operate without its partner, such sets are permanently coupled, advantages of married pair units include weight and cost savings over single-unit cars while allowing all cars to be powered, unlike a motor-trailer combination. Disadvantages include a loss of flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak, also featured high-speed electric multiple-unit cars, diesel multiple unit Battery electric multiple unit British electric multiple units Media related to Electric multiple unit at Wikimedia Commons
11.
Train automatic stopping controller
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A Train automatic stopping controller, is a train protection system currently used only in Japan. It allows trains equipped with TASC to stop automatically at stations without the need for the operator to operate the brakes manually. It has also been useful at preventing SPADs, TASC is also compatible with automatic train operation and automatic train control. The TASC system is used on the following lines
12.
Brushless DC electric motor
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The controller times commutation and creates current waveforms. In a well designed PMSM the air gap magnetic flux is spatial sinusoidal, the motor structural elements of a brushless motor system is typically permanent magnet synchronous motor, but can also be a switched reluctance motor, or induction motor. Brushless motors may be implemented as stepper motors as well, however and they are frequently stopped with the rotor in a defined angular position while still producing torque. A well design power supply/controller/PMSM can also be held at zero rpm, two key performance parameters of brushless DC motors are the motor constants Kt and Ke. Brushed DC motors develop a maximum torque when stationary, linearly decreasing as velocity increases, some limitations of brushed motors can be overcome by brushless motors, they include higher efficiency and a lower susceptibility to mechanical wear. These benefits come at the cost of potentially less rugged, more complex, a typical brushless motor has permanent magnets which rotate around a fixed armature, eliminating problems associated with connecting current to the moving armature. An electronic controller replaces the brush/commutator assembly of the brushed DC motor, the controller performs similar timed power distribution by using a solid-state circuit rather than the brush/commutator system. This in turn means that the motors internals can be enclosed and protected from dirt or other foreign matter. Controller software can be customized to the motor being used in the application. The maximum power that can be applied to a motor is limited almost exclusively by heat, too much heat weakens the magnets. When converting electricity into mechanical power, brushless motors are more efficient than brushed motors and this improvement is largely due to the frequency at which the electricity is switched determined by the position sensor feedback. Additional gains are due to the absence of brushes, which reduces energy loss due to friction. The enhanced efficiency is greatest in the no-load and low-load region of the performance curve. Under high mechanical loads, brushless motors and high-quality brushed motors are comparable in efficiency, because the controller implements the traditional brushes functionality it needs the rotors orientation/position. This is automatic in a brushed motor due to the geometry of rotor shaft. Some designs use Hall effect sensors or a rotary encoder to directly measure the rotors position, others measure the back-EMF in the undriven coils to infer the rotor position, eliminating the need for separate Hall effect sensors, and therefore are often called sensorless controllers. In a brushless DC motor, two coils are energized at a time with equal and opposite polarities, one pushes the rotor away from it while the other attracts the rotor towards it. This increases the torque capacity of the motor and Hall effect sensors or a rotary encoder determine which two coils have to be energized to achieve this strategy
13.
LED lamp
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An LED lamp is a light-emitting diode product which is assembled into a lamp for use in lighting fixtures. The LED lamp market is projected to grow by more than twelve-fold over the decade, from $2 billion in the beginning of 2014 to $25 billion in 2023. As of 2016, LEDs use only about 10% of the energy an incandescent lamp requires, the initial cost of LED is usually higher. Degradation of LED dye and packaging materials reduces light output to some extent over time, Some LED lamps are made to be a directly compatible drop-in replacement for incandescent or fluorescent lamps. LEDs are adversely affected by temperature, so LED lamps typically include heat dissipation elements such as heat sinks. LED drivers are the components of LED lamps or luminaries. A good LED driver can guarantee a life for an LED system and provide additional features such as dimming. The LED drivers can be put inside lamp or luminaire, which is called a type, or be put outside. Before electric lighting became common in the early 20th century, people used candles, gas lights, oil lamps, humphry Davy developed the first incandescent light in 1802, followed by the first practical electric arc light in 1806. By the 1870s, Davys arc lamp had been successfully commercialized, the first LEDs were developed in the early 1960s, however, they were low-powered and only produced light in the low, red frequencies of the spectrum. The first high-brightness blue LED was demonstrated by Shuji Nakamura of Nichia Corporation in 1994, isamu Akasaki, Hiroshi Amano and Nakamura were later awarded the 2014 Nobel prize in physics for the invention of the blue LED. The EISA legislation established basic requirements and prize amounts for each of the two categories, and authorized up to $20 million in cash prizes. The competition also included the possibility for winners to obtain federal purchasing agreements, utility programs, in May 2008, they announced details of the competition and technical requirements for each category. Lighting products meeting the requirements could use just 17% of the energy used by most incandescent lamps in use today. That same year the DOE also launched the Energy Star program for solid-state lighting products, the EISA legislation also authorized an additional L Prize program for developing a new 21st Century Lamp. Philips Lighting ceased research on compact fluorescents in 2008 and began devoting the bulk of its research, on 3 August 2011, DOE awarded the prize in the 60 W replacement category to a Philips LED lamp after 18 months of extensive testing. Early LED lamps varied greatly in chromaticity from the incandescent lamps they were replacing, a standard was developed, ANSI C78. 377-2008, that specified the recommended color ranges for solid-state lighting products using cool to warm white LEDs with various correlated color temperatures. In June 2008, NIST announced the first two standards for lighting in the United States
14.
Kumamoto Electric Railway 01 series
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The Kumamoto Electric Railway 01 series is a DC electric multiple unit train type operated by the private railway operator Kumamoto Electric Railway in Japan, since 16 March 2015. As of 1 April 2016 two two-car sets are in operation, formed as follows with one motored car and one non-powered trailer car, the Mc cars have two single-arm pantographs. Passenger accommodation consists of longitudinal bench seating, former Tokyo Metro 01 series driving cars 01-136 and 01-636 were sold to the Kumamoto Electric Railway in February 2015. The modified two-car set entered service on 16 March 2015, two more cars, 01-135 and 01-635, were acquired during fiscal 2015
15.
Edogawa, Tokyo
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Edogawa is a special ward located in Tokyo Metropolis, Japan. It takes its name from the Edo River that runs north to south along the eastern edge of the ward. In English, it uses the name Edogawa City, the easternmost of the wards, it shares boundaries with the cities of Urayasu and Ichikawa in Chiba Prefecture and with the wards of Katsushika, Sumida and Kōtō. It meets the city of Matsudo in Chiba at a point, Edogawa has a sister-city relationship with Gosford, New South Wales, Australia. Domestically, it has ties with the cities of Azumino in Nagano Prefecture. As of May 1,2015, the ward has an population of 682,418. The total area is 49.90 km², Edogawa Boat Race Course Edogawa Stadium Kasai Seaside Park Seiya Ando, basketball player Estelle Asmodelle – Former model, belly dancer, activist. Currently, musician, abstract artist and academic and she is known as Australias first legal transsexual. Public high schools are operated by the Tokyo Metropolitan Government Board of Education.7 Komatsugawa Route B Bayshore Route Edogawa City official website Edogawa City Guide for Foreign Residents
16.
University of Tokyo
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The University of Tokyo, abbreviated as Todai, is a research university located in Bunkyo, Tokyo, Japan. The university has 10 faculties with a total of around 30,000 students,2,100 of whom are foreign and its five campuses are in Hongō, Komaba, Kashiwa, Shirokane and Nakano. It is the first of Japans National Seven Universities, the university was chartered by the Meiji government in 1877 under its current name by amalgamating older government schools for medicine and Western learning. It was renamed the Imperial University in 1886, and then Tokyo Imperial University in 1897 when the Imperial University system was created, in September 1923, an earthquake and the following fires destroyed about 700,000 volumes of the Imperial University Library. The books lost included the Hoshino Library, a collection of about 10,000 books, the books were the former possessions of Hoshino Hisashi before becoming part of the library of the university and were mainly about Chinese philosophy and history. In 1947, after Japans defeat in World War II, it re-assumed its original name, although the university was founded during the Meiji period, it has earlier roots in the Astronomy Agency, Shoheizaka Study Office, and the Western Books Translation Agency. These institutions were government offices established by the 徳川幕府 Tokugawa shogunate, kikuchi Dairoku, an important figure in Japanese education, served as president of Tokyo Imperial University. For the 1964 Summer Olympics, the university hosted the running portion of the pentathlon event. On 20 January 2012, Todai announced that it would shift the beginning of its academic year from April to September to align its calendar with the international standard, the shift would be phased in over five years. But this unilateral announcement by the president was received badly and the university abandoned the plans, according to the Japan Times, the university had 1,282 professors in February 2012. In 2014, the School of Science at the University of Tokyo introduced an undergraduate transfer program called Global Science Course. Academic Ranking of World Universities ranked the University of Tokyo 1st in Asia, Times Higher Education World University Rankings ranked the University of Tokyo 27th in the world in 2013 and 1st in the Asia University ranking in 2013. In 2015, Times Higher Education World University Rankings ranked the institution 23rd in the world and it ranks 12th in the world according to the Times Higher Education World Reputation Rankings 2016. QS World University Rankings in 2011 ranked the University of Tokyo 25th in the world, in the 2011 QS Asian University Rankings, which employs a different methodology, the University of Tokyo came 4th. Currently, University of Tokyo holds ranks 9th & 11th respectively for Natural Sciences & Engineering, Times Higher Education World Reputation Rankings ranked the University of Tokyo 12th in the world also 1st in Asia in 2016. Global University Ranking ranked the University of Tokyo 3rd in the world, Human Resources & Labor Review, a human competitiveness index & analysis published in Chasecareer Network, ranked the university 21st internationally and 1st in Asia in 2010. Mines ParisTech, Professional Ranking World Universities ranked the University of Tokyo 2nd in the world on the basis of the number of alumni listed among CEOs in the 500 largest worldwide companies, nature Publishing Index ranked the University of Tokyo 5th in the world in 2011. The main Hongo campus occupies the estate of the Maeda family
17.
Chiba Prefecture
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Chiba Prefecture is a prefecture of Japan located in the Kantō region and the Greater Tokyo Area. The sixth most populous prefecture, and 27th largest by area, Chiba is on the east coast of Honshu and largely consists of the Bōsō Peninsula. The name of Chiba Prefecture in Japanese is formed from two kanji characters, the first, 千, means thousand and the second, 葉 means leaves. The name first appears as an ancient kuni no miyatsuko, or regional command office, the name was adopted by a branch of the Taira clan, which moved to the area in present-day Chiba City in the late Heian period. The branch of the Taira adopted the name and became the Chiba clan and this compound is used in terms such as the Keiyō Line, Keiyō Road, Keiyō Rinkai Railway Rinkai Main Line, and the Keiyō Industrial Zone. Chiba Prefecture was settled in times, as evidenced by the Jōmon period remains in every part of the region. The prefecture holds the largest kaizuka sea shell mounds in Japan, evidence of a population in the prefecture that relied on the rich marine products of the Pacific Ocean. Kofun burial mounds are found across the prefecture, with the largest group being in Futtsu along Tokyo Bay, in the Asuka period, under the Taika Reform of 645, the administrative structure of present-day Chiba Prefecture changed significantly. Awa Province at the south of Chiba Prefecture, was separated from Kazusa Prefecture in 718 and these administrative units existed until they were abolished and merged into Chiba Prefecture after the Meiji restoration. The central government established a provincial temple in each province. The imperial court gradually extended its authority over the three provinces in the Nara and Heian periods, shōen feudal estates were established across the three provinces, and the region became an important source of tax revenue, agricultural and other products to the capital in Kyoto. As the Heian period progressed, however, the provincial governors came to exert military power independent of the central government in Kyoto. The Chiba clan broke entirely with the court and was instrumental in the establishment of the Kamakura shogunate. Chiba Prefecture was established on June 15,1873 with the merger of Kisarazu Prefecture, the 1923 Great Kantō earthquake caused widespread destruction in Chiba Prefecture, notably in the southernmost part of the Bōsō Peninsula, where 1,300 residents were killed. Koreans in several neighborhoods of Yachiyo were killed, and a tower was erected in 1972 near Yachiyodai Station to memorialize those killed in the incident, the militarization of Chiba Prefecture dates to the Russo-Japanese War. Coastal fortifications were built along Tokyo Bay as far south as Tateyama to protect the capital of the Japanese Empire from attack, after the United States took control of Saipan the northern part of the prefecture, most notably the city of Chiba and Chōshi, were firebombed. Much of the north of the prefecture was destroyed. Operation Coronet, one of two parts of Operation Downfall, was the land invasion of Tokyo in March 1946 by the United States
18.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
19.
Tokyo Metro 02 series
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The Tokyo Metro 02 series is an electric multiple unit train type operated since 1988 by Tokyo Metro on the Tokyo Metro Marunouchi Line in Tokyo, Japan. Its design is based on the Tokyo Metro 01 series, a total of 336 cars were introduced into service from 17 October 1988 in 8 batches. 53 six-car trainsets operate on the section of the Marunouchi Line. The 53 six-car sets are formed as shown below, with car 6 at the Ikebukuro end, the 6 three-car Hōnanchō branch line sets are formed as shown below, with car 3 at the Nakano-Sakaue end. The first trains entered service from 17 October 1988, the 02 series fleet is undergoing major refurbishment, with the first treated trains returning to service from February 2010. Refurbishment includes the use of new Toshiba PMSM, as fitted to the new Chiyoda Line 16000 series trains, internally, pairs of 17-inch LCD passenger information monitors are installed above the passenger doors. Tokyo Metro Marunouchi Line 02 series information Tokyo Metro Marunouchi Branch Line 02 series information
20.
Tokyo Metro 03 series
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The Tokyo Metro 03 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro in Tokyo, Japan. A total of 42 eight-car trainsets were built, entering service on 1 July 1988, the 03 series trains operate on the Tokyo Metro Hibiya Line, with through-running to and from the Tobu Skytree Line. As of 1 April 2012, the fleet consists of 42 eight-car sets, formed as shown below, sets consist of four motored cars and four non-powered trailer cars. The M1 cars each have two lozenge-style pantographs, cars 1,2,7, and 8 in sets 09 to 28 have five pairs of doors per side instead of three. Tokyo Metro Hibiya Line 03 series information
21.
Tokyo Metro 05 series
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The Tokyo Metro 05 series is an electric multiple unit train type operated on the Tokyo Metro Tozai Line and Tokyo Metro Chiyoda Line Ayase Branch in Japan by the subway operator Tokyo Metro. Some sets have also been shipped to Indonesia, where they operate on the KRL Jabodetabek system in Jakarta, a total of 43 10-car trainsets were built from 1988 to 2004, with a number of variants. Sets 05-125 onward have a front end, and are called 05N series. Sets 05-114 to 05-118 have wide doors, a further four sets were due to be built, but the plan was changed to use 07 series transferred from the Yurakucho Line, so no further 05 series trains were built. The master controller includes a system in which the brakes are applied if the driver releases the master controller. The partition between the cab and passenger saloon has three windows. Two of the windows are usually screened by curtains on the Tozai Line, as of 1 April 2014, a total of 34 sets were in operation in Japan. 30 x 10-car sets based at Fukagawa Depot and used on the following lines, Tokyo Metro Tozai Line Tōyō Rapid Line between Nishi-Funabashi Station and Tōyō-Katsutadai Station. JR Chūō-Sōbu Line between Nakano Station and Mitaka Station, JR Chūō-Sōbu Line between Nishi-Funabashi Station and Tsudanuma Station. Four x three-car sets based at Ayase Depot for use on Chiyoda Line Kita-Ayase Branch Line services since 2014, note, Sets 05-135 to 139 use 3 pantographs. 05-101 to 05-113 Built 1988 to 1991, from 05-104 front end glass is slightly extended. Control system same as sets 05-101 to 05-113, 05-119 to 05-124 Built 1993 to 1994. Control system is similar to 06 series and 07 series, set 05-124 contains recycled aluminium components. 05-125 to 05-133 Built 1999 to 2001, performance is similar to sets 119 to 124. 05-134 to 05-139 Built 2002 to 2003, control system is similar to 08 series, with increased performance. Uniform window size 05-140 to 05-143 Built 2004, control system is similar to sets 134 to 139, but uses pure electric braking. Body fabrication changed to adopt Hitachi A-Train concept, the refurbished sets are formed as shown below, with four motored M cars, and with car 1 at the Nishi-Funabashi end. Each motored car is fitted with one single-arm pantograph, Sets 05-101, 05-103, 05-106 and 05-113 have been moved to the Chiyoda line
22.
Tokyo Metro 07 series
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The Tokyo Metro 07 series is an electric multiple unit train type operated by Tokyo Metro on the Tokyo Metro Tōzai Line in Tokyo, Japan. Cars 2,4,7, and 9 each have one lozenge-type pantograph, the front ends have an emergency exit. These were modified on sets transferred to the Tōzai Line, the trains originally had a two-handle control system. Tōzai Line sets were modified with a system on transfer to the Tōzai Line. The Tōzai Line sets have a controller which incorporates a deadman system which applies the brakes if the master controller is released by the driver. The first sets were introduced in 1992, four more sets were delivered in 1994. The two remaining Yurakucho Line sets were stored out-of-use from October 2007, set 07-101 was subsequently repainted into the Tōzai Line colours at Shin-Kiba Works, and temporarily reallocated to the Tokyo Metro Chiyoda Line from September until December 2008. Tokyo Metro Tōzai Line 07 series information
23.
Tokyo Metro 6000 series
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The Tokyo Metro 6000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro on the Tokyo Metro Chiyoda Line in Tokyo, Japan since 1971. A number of trainsets have been exported to Indonesia for use by KA Commuter Jabodetabek following their withdrawal in Japan, the trains have 20 m aluminium 4-door cars, with chopper control and regenerative braking. They are used on the Chiyoda Line, Odakyu Odawara Line, the sole three-car set is used on the Chiyoda Line Kita-Ayase Branchline. Trains are formed as follows, with car 1 at the southern end, cars 1 and 3 each have one lozenge-type pantograph, and cars 5 and 9 each have two. Cars 2,5, and 9 each have two lozenge-type pantographs, cars 3,7, and 9 each have two lozenge-type pantographs. Cars 1 and 2 each have one lozenge-type pantograph, the fleet was retro-fitted with air conditioning between 1988 and 1994. The fleet then underwent a programme of refurbishment between 1988 and 2007, a number of 6000 series sets have been shipped to KRL Jabotabek in Jakarta, Indonesia, as listed below. Six more sets were scheduled to be shipped to Indonesia in mid-2016, all of them are VVVF refurbished sets. The first three arrived at the Port of Tanjung Priok in Jakarta on 29 July 2016. The three-car prototype set 6000, used on the Kita-Ayase branch line until 2014, is used as a training unit at Shin-Kiba Depot in Koto. The individual set histories are as shown below, Tokyo Metro Chiyoda Line 6000 series information
24.
Tokyo Metro 7000 series
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The Tokyo Metro 7000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro in Tokyo, Japan, since 1974. The design is based on the earlier Tokyo Metro 6000 series trains used on the Tokyo Metro Chiyoda Line,7000 series trainsets operate on the following lines. They are formed as shown below with car 1 at the northern end, cars 2,4, and 8 are each fitted with two lozenge-type pantographs. Cars 3 and 7 are each fitted with two lozenge-type pantographs, passenger accommodation consists of longitudinal bench seating throughout. Cars 2 and 9 in the 10-car sets and cars 2 and 7 in the 8-car sets each have a wheelchair space, priority seating is provided at the end of each car. Four 7000 series 10-car sets were shipped to Indonesia in 2010 for use on services operated by KRL Jabotabek in Jakarta. The four sets were reduced to 8-car formations and are formed as follows, the two M1 cars in each set are equipped with two pantographs. The front two carriages of set 7121 as well as the truck were both destroyed in the ensuing fire. As a result of the accident, set 7121 was finally scrapped
25.
Tokyo Metro 8000 series
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The Tokyo Metro 8000 series is an electric multiple unit train type operated by Tokyo subway operator Tokyo Metro on the Tokyo Metro Hanzomon Line in Tokyo, Japan. A total of 190 cars were built between 1980 and 1994 by Kawasaki Heavy Industries, Kinki Sharyo, Nippon Sharyo, and Tokyu Car Corporation, cars 2,4, and 8 each have two lozenge-type pantographs. Cars 2,4, and 8 each have two lozenge-type pantographs, cars 3 and 9 in the refurbished sets have a wheelchair space. The first 8000 series trains were introduced in 1981, from 2004, a programme of refurbishment commenced, with some sets receiving VVVF control and three-phase motors. In February 2016, set 8114 received full-colour LED destination indicators, Tokyo Metro Hanzōmon Line 8000 series information
26.
Tokyo Metro 9000 series
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The Tokyo Metro 9000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro on the Tokyo Metro Namboku Line in Tokyo, Japan, since 1991. As of 1 April 2015, the fleet consists of 23 six-car sets, a prototype four-car set was built by Kawasaki Heavy Industries in 1990 for testing on the Chiyoda Line prior to the opening of the Namboku Line in 1991. Full-production four-car sets 02 to 07 were delivered in 1991 ahead of the Namboku Line opening, followed by a set in 1992, set 08. The original four-car sets were reformed as six-car sets coinciding with the opening of the extension of the line from Yotsuya to Komagome on 26 March 1996. This was achieved by renumbering the cars of sets 02,04,06, and 08 as 9600 and 9700 cars which were inserted into sets 01,03,05. New-build intermediate cars were inserted into sets 02,04,06. The resulting minor differences led to odd-numbered sets 01 to 07 being classified as A sets, floor height was reduced by 5 mm compared with the 1st-batch sets from 1,155 mm to 1,150 mm. Seat width was increased from 440 mm to 450 mm. Two new six-car sets were built by Tokyu Car Corporation to coincide with the opening of the extension of the line from Yotsuya to Tameike-Sannō on 20 September 1997, externally and internally, these were identical to the 2nd-batch trains. Six new six-car sets were built by Nippon Sharyo between 1999 and 2000 ahead of the opening of the extension of the line from Tameike-Sannō to Meguro on 26 September 2000. The motored cars 3 and 4 in these sets have only one powered bogie, friction stir welding was used in the construction of these sets to produce a more attractive exterior finish. Two new six-car sets entered service from 22 May 2009 and these include a number of design improvements over earlier sets, including a redesigned front end, single-arm pantographs, and improved air-conditioning. The number of motored cars is reduced from four to three per 6-car set, with car 3 numbered in the 9400 series, Car 4 has both bogies powered. Seat width is increased 10 mm to 460 mm, and floor height is reduced 10 mm to 1,140 mm. The 1st to 4th batch sets are formed identically as follows, with four motored cars, motored cars 3 and 4 in sets 16 to 21 each have only one motored bogie. Cars 2 and 4 each have two lozenge-type pantographs, cars 2 and 5 have wheelchair spaces. Car 4 is designated as a mildly air-conditioned car, the two fifth-batch sets are formed as follows, with three motored cars and three non-powered trailer cars, and car 1 at the northern end. Car 2 has one pantograph, and car 4 has two. Cars 2 and 5 have wheelchair spaces, Car 4 is designated as a mildly air-conditioned car
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Tokyo Metro 13000 series
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A total of 44 seven-car 13000 series trains are scheduled to replace the 03 series EMUs used on Tokyo Metro Hibiya Line and Tobu Skytree Line inter-running services. This will allow platform edge doors to be installed at Tokyo Metro Hibiya Line stations once the older train fleets have been replaced, the trains use PMSM, offering 25% energy savings compared to the motors used in earlier 03 series trains. The 13000 series trains are formed as seven-car sets, as shown below, each car is motored, with only the outer axle on each bogie motored. Car 4 has two single-arm pantographs, and cars 2 and 6 each have one, internally, the trains use LED lighting throughout. Three 17-inch LCD passenger information displays are provided above each doorway, seating consists of longitudinal bench seats throughout, with a seat width of 460 mm per person. Wheelchair spaces are provided at one end of each car, Tokyo Metro announced its plans to introduce a new fleet of trains with 20 m long cars and four sets of doors per side on each car in April 2014, jointly with Tobu Railway. Details of the new 13000 series trains on order were announced on 17 June 2015. The entire fleet of 44 trains is scheduled to be delivered between fiscal 2016 and fiscal 2020. The first set,13101, was delivered from the Kinki Sharyo factory in Osaka to Tokyo Metros depot at Ayase in June 2016, the trains entered full revenue service on 25 March 2017. Official press release Kinki Sharyo press release
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Tokyo Metro 15000 series
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The Tokyo Metro 15000 series is an electric multiple unit train type operated by Tokyo subway operator Tokyo Metro on the Tokyo Metro Tozai Line in Tokyo, Japan, since May 2010. As of 1 April 2016, the fleet consists of 13 ten-car sets, numbered 51 to 63, cars 2 and 8 each have two single-arm pantographs. Car 5 has one single-arm pantograph, passenger accommodation consists of longitudinal bench seating throughout, with six-person seats between the doors, and two-person seats at the car ends. Passenger information is provided by pairs of 17-inch LCD information screens above each doorway, the first set was delivered from Hitachis Kudamatsu factory in February 2010. The first 15000 series sets entered service on 7 May 2010. Thirteen sets were delivered by 2011, with a three sets scheduled to be delivered during fiscal 2016
29.
Tokyo Metro 16000 series
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The Tokyo Metro 16000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro on the Tokyo Metro Chiyoda Line in Tokyo, Japan, since November 2010. As of 1 April 2015, sixteen 10-car sets are in operation, the 16000 series sets are used on the following lines. Tokyo Metro Chiyoda Line Odakyu Odawara Line Odakyu Tama Line Joban Line The 16000 series uses Toshiba PMSM, the first 12 sets were manufactured by Kawasaki Heavy Industries in Hyogo Prefecture, but sets 16113 to 16116 were built by Hitachi in Yamaguchi Prefecture. Sets from 16106 onward feature a front end design with the emergency door offset to the left-hand side away from the drivers position. As of 1 April 2015, the fleet consists of 16 10-car sets, formed as shown below, cars 2,4,7, and 9 each have one single-arm pantograph. The first 16000 series set was delivered in early August 2010, the type entered service on 4 November 2010. In May 2011, the 16000 series was awarded the 2011 Laurel Prize, in April 2012, car 8 of set 16107 was experimentally fitted with LED interior lighting replacing the normal fluorescent tubes used. A further 20 10-car sets are on order, with eight sets to be delivered during fiscal 2015
30.
TRTA 3000 series
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The TRTA3000 series was an electric multiple unit train type operated by TRTA on the then TRTA Hibiya Line from 1961 to 1994. This train was fitted with safety systems compatible with the Tokyu Toyoko Line and this train was also compatible with driverless operation on the Hibiya Line section experimented starting from February 1962 by retrofitting car no. The 3000 series ran as full 8-car sets, the first 3000 series trains were built as two-car sets, but the fleet was gradually lengthened to four-car, six-car, and finally eight-car formations, as shown below. The Mc cars had small driving cabs for use in depot shunting, the 3000 series trains were gradually phased out from 1988 following the introduction of new 03 series EMUs. Some trains were sold to the Nagano Electric Railway where they operate as three-car sets reclassified as 3500 and 3600 series, pantographs and traction motors from withdrawn 3000 series cars were also reclaimed for use on Choshi Electric Railway 1000 series electric cars. Two cars,3001 and 3002, were returned to Tokyo Metros Ayase Depot in 2007 following their withdrawal from service on the Nagano Electric Railway, the two cars were moved to Senju Depot in 2015 where they are undergoing further renovation
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Tokyo Metro 5000 series
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The Tokyo Metro 5000 series is an electric multiple unit train type first built 1964, which currently operates as 3-car sets on the Tokyo Metro Chiyoda Line branchline in Tokyo, Japan. 10-car sets were used on the Tokyo Metro Tōzai Line until March 2007, some sets have also been shipped to Indonesia, where they operate on the KRL Jabodetabek system in Jakarta. As of 1 April 2014, two 3-cars sets are in operation, sets 61 and 62 and these two aluminium-bodied sets are used on the Chiyoda Line branch between Ayase and Kita-Ayase, and are formed as shown below. Cars 2 and 3 are each fitted with one single-arm pantograph, 10-car 5000 series sets operated on the Tokyo Metro Tōzai Line from December 1964 until March 2007. Ten former Tōzai Line sets were converted in 1995 to Tōyō Rapid 1000 series EMUs for use on the Tōyō Rapid Railway extension of the Tōzai Line. Three former Tōzai Line 10-car sets were sold to Indonesia in 2007, car 5833 in Shin-Suna Ayumi Park, Koto, Tokyo Tokyo Metro Chiyoda Line 5000/6000 series information
32.
Tokyo Metro 06 series
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The Tokyo Metro 06 series was an electric multiple unit train formerly operated by the Tokyo subway operator Tokyo Metro on the Tokyo Metro Chiyoda Line in Tokyo, Japan, from 1993 until 2015. The 06 series set operated on Tokyo Metro Chiyoda Line services, with running to. The sole 06 series set, numbered set 71, was based at Ayase Depot and is formed as shown below with four motored cars and six non-powered trailer cars, cars 2,4,7, and 9 each had one lozenge-type pantograph. Car 4 was designated as a mildly air-conditioned car, cars 2 and 9 had wheelchair spaces. Built by Kawasaki Heavy Industries, the set was delivered in December 1992. From January 2015, the set was removed from regular service and it was moved to Shinkiba Depot in August 2015, where cutting up commenced in September 2015. Tokyo Metro Chiyoda Line 06 series information at the Wayback Machine
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Tokyo subway rolling stock
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Tokyo Metro and Toei Subway own or use the following types of rolling stock. The maximum operating speed is 100 km/h, numbers in parentheses are of formations currently in service. Therefore, the list of former stock includes the following, a variety of rolling stock is in use due to the large number of through service operators on the line
