1.
Kawasaki Heavy Industries
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/kaʊ. əˈsɑːki/ is a Japanese public multinational corporation primarily known as a manufacturer of motorcycles, heavy equipment, aerospace and defense equipment, rolling stock and ships. It is also active in the production of industrial robots, gas turbines, boilers, the company is named after its founder Shōzō Kawasaki, and has dual headquarters in Chūō-ku, Kobe and Minato, Tokyo. KHI is known as one of the three major industrial manufacturers of Japan, alongside Mitsubishi Heavy Industries and IHI. Prior to World War II, KHI was part of the Kobe Kawasaki zaibatsu, after the war, KHI became part of the DKB Group. Kawasaki is active in a range of the aerospace industry. It is currently developing two large, next-generation aircraft, the XP-1 maritime patrol airplane and the XC-2 transport aircraft, Kawasaki also builds helicopters, including the BK117, jointly developed and manufactured with MBB. It also produces the CH-47J / JA helicopter, in the commercial aviation business, the company is involved in the joint international development and production of large passenger aircraft. It is involved in joint development and production of the Boeing 767, Boeing 777 and Boeing 787 with The Boeing Company, and the 170,175,190 and 195 jets with Empresa Brasileira de Aeronáutica. It is also involved in the joint international development and production of engines for passenger aircraft such as the V2500, the RB211/Trent, the PW4000. Kawasaki also works for the Japan Aerospace Exploration Agency, the Company was responsible for the development and production of the payload fairings, payload attach fittings and the construction of the launch complex for the H-II rocket. It continues to provide services for the H-IIA rocket, main products Aircraft Space systems Helicopters Simulators Jet engines Missiles Electronic equipment Kawasaki is Japan’s largest manufacturer of rolling stock. It began operations in the industry in 1906 and it manufactures express and commuter trains, subway cars, freight trains, locomotives, monorails and new transit systems. Kawasaki is also involved in the development and design of high-speed trains such as Japan’s Shinkansen and its product range include high-performance LNG and LPG carriers, container ships, bulk carriers and VLCCs, as well as submarines. The Company is also involved in the development of offshore structures, Kawasaki also produces marine machinery and equipment, including main engines, propulsion systems, steering gears, deck and fishing machinery. It also offers industrial plant engineering from design to sales, main products Industrial plants Industrial robots Aerodynamic machinery Hydraulic equipment Kawasaki is involved in the development of equipment that prevents pollution in a wide range of industries. Among the leading products are fuel gas desulfurization and denitrification systems, the Company also supplies municipal refuse incineration plants, gasification and melting systems, sewage treatment and sludge incineration plants. Kawasaki has also been developing systems that enable a range of municipal and industrial waste to be recovered, recycled. The company offers of storage solutions for LNG, Kawasaki’s portfolio also includes retractable roofs, floors and other giant structures, for construction, Kawasaki produces products such as wheel loaders, tunnel machines, rollers, snowplows and purpose specific loaders
2.
Nippon Sharyo
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Nippon Sharyo, Ltd. formed in 1896, is a major rolling stock manufacturer based in Nagoya, Japan. In 1996, it abbreviated its name to 日本車両 Nippon Sharyō and its shortest abbreviation is Nissha 日車. It was a company on Nikkei 225 until 2004. It is listed on the Tokyo Stock Exchange and Nagoya Stock Exchange as ticker 7102, in 2008, Central Japan Railway Company became the majority shareholder of the financially struggling Nippon Sharyo making the firm a consolidated subsidiary of JR Central. In July 2012 Nippon Sharyo USA started production in their new facility in Rochelle, shinko Diesel Multiple Units for short distance line like Surabaya-Lamongan, Surabaya-Sidoarjo, etc. The DMU made in 1982 upwards are refurbished with Cummins Engine and this restored steam engine now sits in the foyer of the Yasukuni War Museum in Tokyo. Japanese veterans groups raised funds to return the locomotive from Burma to Japan in 1979, during World War II, Nippon Sharyo, like many major Japanese companies, drew upon prisoner of war labour to maintain war production. The POW camp at Narumi provided Allied POW forced labour for Nippon Sharyo
3.
Japan Transport Engineering Company
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Japan Transport Engineering Company is a manufacturer of heavy rail cars in Japan, formerly known as Tokyu Car Corporation. The company is based in Kanazawa-ku, Yokohama, and a member of East Japan Railway Company group, J-TREC manufactures rail vehicles not only for JR East and Tokyu Corporation but for other Japanese operators, including various Japan Railways Group companies and international operators as well. Tokyu Car Corporation, the root of J-TREC, was founded on 23 August 1948, Tokyu Car was a licensee of early-generation stainless-steel commuter EMU train body and related bogie technology from the Budd Company of the United States. Since then, Tokyu Car has specialised in stainless-steel body car technology and it is to be subsequently split into two companies, Tokyu Car Engineering and Keihin Steel Works. Both companies will be subsidiaries of JR East, the remaining parts and machinery manufacturing division will be sold to ShinMaywa Industries. On 2 April 2012, divisions were sold and renamed, with Mitsui Iarnród Éireann/Irish Rail InterCity fleet replacement. Tokyu Car was the supplier for a fleet of high specialist 22000 Class DMUs capable of 160 km/h operation. Coaches were built by Rotem and specialist diesel-hydraulic power packs were built by MTU Friedrichshafen, Japan, Kōyūsha Co. Ltd. pp. 110–113. Japan Transport Engineering Company Tokyu Car Corporation Profile
4.
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
5.
Tokyo Metro Namboku Line
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The Tokyo Metro Namboku Line is a subway line owned and operated by the Tokyo subway operator Tokyo Metro in Tokyo, Japan. Its name literally means South-North Line, the line runs between Meguro in Shinagawa and Akabane-Iwabuchi in Kita. The Namboku Line was referred to as Line 7 during the planning stages, trains run through onto the Tokyu Meguro Line for Hiyoshi and the Saitama Railways Saitama Rapid Railway Line for Urawa-Misono. The portion between Shirokane-Takanawa and Meguro is shared with the Toei Mita Line, the right-of-way and stations between Shirokane-Takanawa and Meguro are shared with the Toei Mita Line - a unique situation on the Tokyo subway where both operators share common infrastructure. On maps, diagrams and signboards, the Namboku Line is shown using the color emerald, all stations are located in Tokyo. Although the line was proposed in 1968, construction did not begin until the 1980s. The first segment from Komagome to Akabane-Iwabuchi opened on November 29,1991, the line initially operated with four-car EMUs. Upon its extension to Yotsuya in March 1996, the formations were extended to six cars, all stations are able to accommodate eight-car trains, but this length is not yet used. Through service with the Saitama Rapid Railway Line commenced when it opened in March 2001 and accommodated traffic to, although the Saitama Line is more or less a northern extension of the Namboku Line, it nevertheless remains a private entity to which the Namboku Line offers through services with
6.
Saitama Rapid Railway Line
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The Saitama Railway Line is a mostly underground rapid transit line in Japan operated by the third sector operating company Saitama Railway Corporation. It was completed on March 28,2001, ahead of the 2002 FIFA World Cup, except for the Urawa-Misono Station, the rest of the line is underground. Services inter-run over the Tokyo Metro Namboku Line to Meguro and the Tokyu Meguro Line to Hiyoshi in Kanagawa Prefecture, ridership figures for the line are as follows. The third sector company, Saitama Railway Corporation, was established on 25 March 1992, the entire line from Akabane-Iwabuchi to Urawa-Misono opened on 28 March 2001. Through services to and from Hiyoshi on the Tokyu Meguro Line commenced on 22 June 2008, list of rapid transit systems Official website Saitama Prefectural Government information
7.
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
8.
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
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Current collector
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Those for overhead wires are roof-mounted devices, those for third rails are mounted on the bogies. Typically, they have one or more spring-loaded arms that permit the working engagement with the rail or overhead wire, the collector arm pushes the contact shoe against the contact wire or rail. As the vehicle moves, the shoe slides along the wire or rail to draw the electricity needed to run the vehicles motor. The current collector arms are electrically conductive but mounted insulated on the vehicles roof, an insulated cable connects the collector with the switch, transformer or motor. The steel rails of the act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, the current collection device presses against the underside of the lowest wire of an overhead line system, which is called a contact wire. Most overhead supply systems are either DC or single phase AC, three phase AC systems use a pair of overhead wires, and paired trolley poles. Electric railways with third rails, or fourth rails, in tunnels carry collector shoes projecting laterally, or vertically, the contact shoe may slide on top of the third rail, on the bottom or on the side. The side running contact shoe is used against the bars on rubber-tired metros. A vertical contact shoe is used on power supply systems, stud contact systems. A pair of shoes was used on underground current collection systems. The contact shoe on a contact system is called a ski collector. The ski collector moves vertically to accommodate variations in the height of the studs. Contact shoes may also be used on overhead conductor rails, on bars or on trolley wires. Most railways use three rails, while the London Underground uses four rails
10.
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
11.
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
12.
Tokyo Metro Chiyoda Line
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The Tokyo Metro Chiyoda Line is a rapid transit line owned and operated by Tokyo Metro in Tokyo, Japan. The 21.9 km main line serves the wards of Adachi, Arakawa, Bunkyō, Chiyoda, Minato and Shibuya, a 2.1 km branch line between Ayase and Kita-Ayase is located in Adachi. Its official name, rarely used, is Line 9 Chiyoda Line, on maps, diagrams and signboards, the line is shown using the color green, and its stations are given numbers using the letter C. Trains have through running onto other lines on both ends. More than half of these are trains to the northeast beyond Ayase onto the East Japan Railway Company Joban Line to Toride, the rest run to the southwest beyond Yoyogi-Uehara onto the Odakyū Odawara Line to Hon-Atsugi and to Karakida on the Odakyu Tama Line. Distance,24.0 km Main line,21.9 km Branch line,2.1 km Double-tracking, Entire line Railway signalling, stopping patterns, Local trains stop at every station. Odakyū Romancecar limited express stop at stations marked ● and does not stop at those marked ｜. The Odakyū Bay Resort limited express service does not stop at stations marked ▲, both stations are located in Adachi, Tokyo. Listed below are used, all are 10-car formations unless otherwise indicated. Numbers in parentheses are of formations currently in service, in 1964, the plan was changed slightly so that through service would be offered on the Joban Line north of Tokyo, and the number was changed to Line 9. Line 9 was designed to pass through areas in Chiyoda, and also intended to relieve the busy Ginza Line and Hibiya Line. The first stretch was opened on December 20,1969 between Kita-Senju and Ōtemachi, the line was almost completed by October 10,1972 when it reached Yoyogi-Kōen, although the 1 km section to Yoyogi-Uehara was not completed until March 31,1978. The branch line to Kita-Ayase was opened on December 20,1979 and this branch primarily serves as a connection to Ayase Depot, but also serves Kita-Ayase station constructed in the area. A three-car shuttle service operates between Ayase and Kita-Ayase, the Chiyoda Line was one of the lines targeted in the Aum sarin gas attack on 20 March 1995. On May 15,2006, women-only cars were introduced on early-morning trains from Toride on the Joban Line to Yoyogi-Uehara, trains also run from/to Shin-Kiba using tracks connecting to the Yurakucho Line
13.
Yotsuya Station
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Yotsuya Station is a railway station in Shinjuku, Tokyo, Japan, operated jointly by East Japan Railway Company and Tokyo Metro. Yotsuya Station is served by the JR East Chūō Main Line with both Chūō Line and Chūō-Sōbu Line local services stopping here and it is also served by the Tokyo Metro Marunouchi Line and Tokyo Metro Namboku Line subway lines. The station is 13.7 km from the Marunouchi Line terminus at Ikebukuro, the JR East part of the station consists of two island platforms serving four tracks. The station has a Midori no Madoguchi staffed ticket counter and View Plaza travel agency, the Marunouchi Line station is elevated with two side platforms serving two tracks. The Namboku Line station is underground with one platform serving two tracks. Yotsuya Station opened on 9 September 1894 as a station on the Kobu Railway, although the line was originally single-track, the section passing through Yotsuya was double-tracked in 1895 and quadruple-tracked in 1929. The Marunouchi Line station opened on 15 March 1959, and the Namboku Line station opened on 26 March 1996, Yotsuya was the southern terminus of the Namboku Line until the opening of Tameike-Sannō Station in 1997. In fiscal 2013, the JR East station was used by an average of 92,431 passengers daily, in fiscal 2013, the Tokyo Metro station was used by an average of 110,217 passengers per day, making it the 27th-busiest station operated by Tokyo Metro. The average daily passenger figures for each operator in previous years are as shown below, note that JR East figures are for boarding passengers only. The station is situated in the Yotsuya neighborhood on the boundary between Shinjuku and Chiyoda wards
14.
Komagome Station
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Komagome Station is a railway station in Toshima, Tokyo, Japan, operated by the East Japan Railway Company and the Tokyo subway operator Tokyo Metro. Komagome Station is served by the circular Yamanote Line and by the Tokyo Metro Namboku Line subway line, chest-height platform edge doors were installed on the Yamanote Line platforms during fiscal 2013. November 15,1910, This station was opened by Japanese Government Railways as a station of the Yamanote line, april 13,1945, The station building was burned down by an air raid during World War II. April 1,1987, The subway station was opened by TRTA, rikugien Garden can be accessed by walking from this station. List of railway stations in Japan JR East station information Tokyo Metro station information
15.
Meguro Station
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Meguro Station is a railway station in Tokyos Shinagawa ward close to the boundary with Meguro ward. The station is just south of Meguro Dori and it also has a Midori no Madoguchi staffed ticket office and a View Plaza travel agency. The combined Tokyu, Tokyo Metro, and Toei part of the consists of an island platform located on the 4th basement level. The JR East station opened on 16 March 1885, the Namboku Line and Mita Line subway station opened on 26 September 2000. Half-height platform edge doors were installed on the two Yamanote Line platforms from 28 August 2010, in fiscal 2013, the JR East station was used by an average of 106,538 passengers daily, making it the 31st-busiest JR East station. Over the same year, the Tokyu station was used by an average of 248,074 passengers daily. In fiscal 2013, the Toei station was used by an average of 42,647 passengers daily, in fiscal 2013, the Tokyo Metro station was used by an average of 102,998 passengers daily. Note that the statistics consider passengers who travel through Meguro station on a service as users of the station. The daily passenger figures for JR East, Tokyu and Tokyo Metro in previous years are as shown below, note that JR East figures are for boarding passengers only. List of railway stations in Japan JR East Meguro Station information Tokyu Meguro Station information Tokyo Metro Meguro Station information Toei Metro Meguro Station information
16.
Friction stir welding
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Friction stir welding is a solid-state joining process that uses a non-consumable tool to join two facing workpieces without melting the workpiece material. Heat is generated by friction between the tool and the workpiece material, which leads to a softened region near the FSW tool. It is primarily used on wrought or extruded aluminium and particularly for structures which need very high weld strength and it was invented and experimentally proven at The Welding Institute in the UK in December 1991. TWI held patents on the process, the first being the most descriptive, the probe is slightly shorter than the weld depth required, with the tool shoulder riding atop the work surface. After a short time, the tool is moved forward along the joint line at the pre-set welding speed. Frictional heat is generated between the wear-resistant tool and the work pieces and this heat, along with that generated by the mechanical mixing process and the adiabatic heat within the material, cause the stirred materials to soften without melting. As the tool is moved forward, a profile on the probe forces plasticised material from the leading face to the rear. This process of the tool traversing along the line in a plasticised tubular shaft of metal results in severe solid state deformation involving dynamic recrystallization of the base material. The solid-state nature of the FSW process, combined with its unusual shape and asymmetric speed profile. The microstructure can be broken up into the following zones, The stir zone is a region of heavily deformed material that roughly corresponds to the location of the pin during welding. The grains within the zone are roughly equiaxed and often an order of magnitude smaller than the grains in the parent material. A unique feature of the zone is the common occurrence of several concentric rings which has been referred to as an onion-ring structure. The precise origin of these rings has not been established, although variations in particle number density, grain size. The thermo-mechanically affected zone occurs on either side of the stir zone, in this region the strain and temperature are lower and the effect of welding on the microstructure is correspondingly smaller. Unlike the stir zone the microstructure is recognizably that of the parent material, although the term TMAZ technically refers to the entire deformed region it is often used to describe any region not already covered by the terms stir zone and flow arm. The heat-affected zone is common to all welding processes, as indicated by the name, this region is subjected to a thermal cycle but is not deformed during welding. The temperatures are lower than those in the TMAZ but may still have a significant effect if the microstructure is thermally unstable, in fact, in age-hardened aluminium alloys this region commonly exhibits the poorest mechanical properties. The solid-state nature of FSW leads to several advantages over fusion welding methods as problems associated with cooling from the phase are avoided
17.
Pantograph (transport)
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A pantograph is an apparatus mounted on the roof of an electric train, tram or electric bus to collect power through contact with an overhead catenary wire. It is a type of current collector. Typically, a wire is used, with the return current running through the track. The term stems from the resemblance of some styles to the mechanical pantographs used for copying handwriting, the pantograph was invented in 1879 by Walter Reichel, chief engineer at Siemens & Halske in Germany. A flat slide-pantograph was invented in 1895 at the Baltimore and Ohio Railroad The familiar diamond-shaped roller pantograph was invented by John Q. Brown of the Key System shops for their commuter trains ran between San Francisco and the East Bay section of the San Francisco Bay Area in California. They appear in photographs of the first day of service,26 October 1903, for many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The most common type of today is the so-called half-pantograph. Louis Faiveley invented this type of pantograph in 1955, the half-pantograph can be seen in use on everything from very fast trains to low-speed urban tram systems. The electric transmission system for electric rail systems consists of an upper. The pantograph is spring-loaded and pushes a contact shoe up against the underside of the wire to draw the current needed to run the train. The steel rails of the act as the electrical return. As the train moves, the shoe slides along the wire and can set up standing waves in the wires which break the contact. This means that on some systems adjacent pantographs are not permitted, pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. However, many of these networks, including Torontos, are undergoing upgrades to accommodate pantograph operation, as a precaution against loss of pressure in the second case, the arm is held in the down position by a catch. For high-voltage systems, the air supply is used to blow out the electric arc when roof-mounted circuit breakers are used. Pantographs may have either a single or a double arm, double-arm pantographs are usually heavier, requiring more power to raise and lower, but may also be more fault-tolerant. On railways of the former USSR, the most widely used pantographs are those with a double arm, some streetcars use double-arm pantographs, among them the Russian KTM-5, KTM-8, LVS-86 and many other Russian-made trams, as well as some Euro-PCC trams in Belgium
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.
Japan Railfan Magazine
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Japan Railfan Magazine is a Japanese-language monthly magazine for railfans covering the mainly Japanese railways published by Koyusha. It has been published in Japan since 1961, issues go on sale on the 21st of each month, two months before the cover month. Each copy sells for between ¥1,100 and ¥1,200 depending on the number of pages, the magazine reports on railway prototypes, complete with technical plans, photos, maps, graphs, and tables. List of railroad-related periodicals Official website
20.
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
21.
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
22.
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
23.
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
24.
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
25.
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
26.
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
27.
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
28.
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
29.
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
30.
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
31.
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
32.
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
33.
Tokyo Metro 01 series
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The Tokyo Metro 01 series was an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro on the Tokyo Metro Ginza Line subway in Tokyo, Japan, from 1983 until March 2017. A total of 38 six-car trainsets were built between 1983 and 1997 in five batches, and the received the 25th Laurel Prize of the Japan Railfan Club in 1985. The trains used a Train Automatic Stopping Controller system allowing them to stop at stations. The six-car sets were formed as shown below, with three motored cars and three non-powered trailer cars, and car 1 at the Shibuya end, passenger accommodation consisted of longitudinal bench seating throughout. Each car had priority seats at one end, and wheelchair spaces were provided in car 2 and 5 in sets 32 onward, in 2007, car 01-238 of set 38 was experimentally fitted with permanent-magnet synchronous motors. From January 2011, the four cars of set 38 were experimentally fitted with LED lighting. The 01 series trains began to be replaced by new 1000 series trains from spring 2012, the first set to be withdrawn, set 38, was removed for scrapping in August 2013. By 1 April 2016, nine remained in service. The last remaining 01 series train was withdrawn from service on 10 March 2017. Two more cars, 01-135 and 01-635, were sold to the Kumamoto Electric Railway during fiscal 2015, three cars of former set 1, withdrawn from revenue service in 2013, are kept for training purposes at Nakano Depot in Tokyo. The cab end of car 01-129 is preserved inside the Metro Museum in Edogawa, Tokyo Metro Ginza Line 01 series information
34.
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
35.
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
