Tokyo Metro


The Tokyo Metro is a major rapid transit system in Tokyo, Japan, operated by the Tokyo Metro Co., Ltd. under the Tokyo Metro Co., Ltd. Act. The system opened in 1927 as the Tokyo Underground Railway, becoming the first underground railway in Asia. It is the larger of Tokyo's two subway operators, with an average daily ridership of 6.52 million; the other operator, the Toei Subway, carries approximately 2.85 million passengers per day as of 2023.
Tokyo Metro Co., Ltd. is a special company established on April 1, 2004, through the privatization of the Teito Rapid Transit Authority. It is now one of Japan's major private railway operators. Tokyo Metro operates a network comprising 9 distinct subway lines and 11 routes with 180 stations totaling 195.0 km. Eight of these lines were inherited directly from the TRTA, including the historic Ginza Line which was once operated by Tokyo Underground Railway and the Tokyo Rapid Railway. The ninth line, the Fukutoshin Line, opened in 2008 after the launch of the new private company.
The company has been a member of the Japan Private Railway Association and it is formally recognized as Japan's 16th major private railway company.
Operating exclusively within Tokyo and Tokyo metropolitan area with massive commuter and student populations, Tokyo Metro is positioned uniquely among its peers. The company owns and manages nine essential subway lines, leading all other major private railways in total number of train carriages, railway operating revenue, annual passenger numbers.
Tokyo Metro Co., Ltd. was initially wholly owned by the Japanese government specifically the Minister of Finance and the Tokyo Metropolitan Government. Following a public offering where half of the shares were sold to private investors, the company was listed on the Tokyo Stock Exchange's Prime Market on October 23, 2024. The company was scheduled to be listed on the stock exchange following the opening of the Fukutoshin Line on June 14, 2008. However, after several postponements it was finally listed on October 23, 2024, becoming a public company. Although the company initially aimed for full privatization, even after the 2024 listing, the national government and the Tokyo Metropolitan Government continue to hold a combined 50% of the shares, meaning the company remains a special company subject to the Tokyo Metro Co., Ltd. Act.
The proceeds from the sale of the government-owned shares will be allocated to the reconstruction budget for the Great East Japan Earthquake, while the proceeds from the sale of the Tokyo Metropolitan Government-owned shares will be used to fund railway network strengthening projects such as subway extensions for the [Tokyo Metro Tokyo Metro Namboku Line|Namboku Line|Namboku] and [Tokyo Metro Tokyo Metro Yūrakuchō Line|Yūrakuchō Line|Yurakucho Lines] and urban resilience projects like disaster prevention measures.
Among the 23 special wards of Tokyo, only Ōta, Setagaya, and Katsushika lack Tokyo Metro lines or stations. Despite this, Tokyo Metro provides service to all three wards through through-running arrangements with other operators.
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History

Early years

The first plan to build a subway in Tokyo dates to 1906, when the Tokyo Underground Electric Railway, founded by Momosuke Fukuzawa, applied for licenses to construct lines between Takanawa and Asakusa and between Ginza and Shinjuku. However, the proposal was rejected by the Tokyo City government due to budgetary constraints. In 1915, an underground railway exclusively for mail transport was opened beneath Tokyo Station by the Ministry of Communications.
In 1917, the Imperial Railway Association and the Japan Society of Civil Engineers, acting on commission from the Ministry of Home Affairs, established the Tokyo City and Area Transportation Research Committee. The committee proposed five subway lines connecting major private railway terminals along the Yamanote Line.

Tokyo Underground Railway era

The origin of Tokyo Metro traces back to the Tokyo Underground Light Rail which was officially established in 1917. On November 17, 1919, the Tokyo Underground Light Rail was granted licenses with other privaet railway companies for its proposed sections, Takanawa-Minamimachi and Asakusa Kōen Hirokōji, as well as between Kurumazaka and Minamisenju. In August 1920, the Tokyo Underground Railway was established by Tokuji Hayakawa, inheriting the original licenses.
The Great Kantō Earthquake of 1923 profoundly altered subway planning. Several private operators abandoned their plans, and their licenses expired by 1924. The Tokyo Underground Railway submitted new applications to build an expanded network, but most were withdrawn or rejected, and some existing licenses expired due to missed deadlines. In 1925, Tokyo City asserted control over subway development and secured licenses for most planned routes, leaving the Tokyo Underground Railway with only Ueno–Asakusa section.
Following a period of preparation, construction on the city's first subway tunnel commenced on September 27, 1925. This section, connecting Asakusa and Ueno stations opened on December 30, 1927. Marketed as "the only underground railway in the Orient," it became the foundation of what is known today as the Ginza Line. Later that year, the line was extended to Kanda in 1931 and to Kyobashi in 1932. Subsequently, the line was extended to Shimbashi Station on June 21, 1934.

Tokyo Rapid Railway

Encouraged by the commercial success of the Tokyo Underground Railway, a group of private entrepreneurs concluded that subway operations in Tokyo could be profitable and petitioned for the transfer of subway construction licenses held by Tokyo City. The city approved the request, and on September 5, 1934, Tokyo Rapid Railway was established to construct and operate the lines. Although the license conditions required the company’s establishment by the previous year, its founding was delayed due to funding difficulties. Keita Gotō, president of the Tokyo–Yokohama Electric Railway, later joined as a promoter and assumed a central role in the company’s management.
The transferred licenses covered the Shibuya–Tokyo and the Shinjuku–Tokyo. Construction began from Shibuya, where the Tokyo–Yokohama Electric Railway terminated. On November 18, 1938, the section between Aoyama-Rokuchōme and Toranomon opened, followed by the Shibuya–Aoyama-Rokuchōme section on December 20. Due to financial constraints, stations were built to accommodate only three-car trains, leading to operational issues when train lengths increased after World War II. Plans for through service with the Tokyo Underground Railway initially met resistance, but government mediation resulted in an agreement in the mid-1930s. On January 15, 1939, the extension to Shimbashi was completed.
On September 16, 1939, through services between the Tokyo Underground Railway and the Tokyo Rapid Railway commenced via Shimbashi Station, effectively forming what is now the [Ginza line|Tokyo Metro Tokyo Metro Ginza Line|Ginza Line].

Teito Rapid Transit Authority era

Under the State General Mobilization Law of 1938, enacted to consolidate transport during the Second Sino-Japanese War, bus and tram services were transferred to the Tokyo Metropolitan Government. Its establishment was originally conceived as a form of “transportation adjustment,” a system intended to integrate and stabilize transportation operators struggling with competition during the Great Depression. On September 1, 1941, the city's two private subway companies, Tokyo Underground Railway and Tokyo Rapid Railway were absorbed by the newly established Teito Rapid Transit Authority.
While most other TRTA organizations were dissolved by the Supreme Commander for the Allied Powers after Japan's defeat in the World War II, the TRTA was permitted to continue. This exemption was granted because its purpose was recognized as the long-term development of urban transit rather than purely for military objectives. In the postwar era, the TRTA functioned as a unique public corporation, utilizing fiscal investment and loans to fund the expansion of new subway lines. Uniquely for a state-affiliated body, it also joined the Japan Private Railway Association, reflecting its hybrid nature of public mission and private-style management.
In the post-war period, the TRTA operated as a special corporation jointly funded by the Japanese government and the Tokyo Metropolitan Government, leading to rapid expansion in the post-World War II era, including the completion of key lines like the Marunouchi and Hibiya. By 1969, TRTA's network exceeded 100 kilometers, and further growth in the 1970s added modern lines such as the Yurakucho.
The process for the privatization of the TRTA was initiated by a report from the Temporary Council for Administrative Reform Promotion on June 10, 1986. Following subsequent cabinet decisions in February 1995 and December 2001, the necessary legislation was prepared.

Tokyo Metro Co., Ltd. era

The Tokyo Metro Co., Ltd. Act was promulgated on December 18, 2002. This act facilitated the transition of the TRTA into a private entity, which officially became Tokyo Metro Co., Ltd. on April 1, 2004.
Tokyo Metro Co., Ltd., a joint-stock company majority-owned by national and Tokyo metropolitan governments to enhance operational flexibility and service quality. Significant milestones followed, including the opening of the Fukutoshin Line on June 14, 2008, extending connectivity in central Tokyo, and the start of through-service operations with Sotetsu and Tokyu lines on March 18, 2023, improving regional connectivity. In a major financial step, Tokyo Metro conducted an initial public offering on October 23, 2024, raising ¥348.6 billion through 2.32 billion shares priced at ¥1,200 each, marking Japan's largest IPO since 2018 and signaling confidence in its role serving an average of 6.84 million daily passengers.
The logo was designed by the British brand consultancy agency Wolff Olins.

Chronology

Lines

Altogether, the Tokyo Metro is made up of nine lines operating on of route.
Tokyo Metro operates nine subway lines, each identified by a unique color code and letter symbol for easy navigation. These lines form the core of the network, spanning a total operating length of 195.0 km with 180 stations. Service on all lines runs daily from approximately 5:00 a.m. to midnight, with peak-hour headways of 2 to 5 minutes to accommodate high passenger volumes. The two oldest lines use 600 V DC third rail electrification, while the remaining seven employ 1,500 V DC overhead catenary for higher capacity and speed.

List of Tokyo Metro lines

  • The route numbers established in Urban Transportation Council Recommendation No. 10, submitted to the Minister of Transport on April 10, 1968, remain in use today. The recommendation did not designate specific construction or operating entities. As a result, other operators, including the Tokyo Metropolitan Bureau of Transportation and Tokyu Corporation, applied for licenses based on the recommendation, leading to the existence of route numbers not listed in the table above, including Lines 1, 6, 10, and 12. The route numbering system differed from that used in the earlier Urban Transportation Council Recommendation No. 6, submitted on June 8, 1962. Between Recommendations No. 6 and No. 10, several route numbers were reassigned: the Chiyoda Line was renumbered from Line 8 to Line 9, the Yurakucho Line from Line 10 to Line 8, and the Toei Shinjuku Line from Line 9 to Line 10.
  • The section of the Chiyoda Line between Kita-Ayase Station and Ayase Station is treated as a branch line in some sources; however, for passenger information purposes it is regarded as part of a single line. This treatment is consistent across official materials, including the Tokyo Metro website and the Railway Directory.
  • The section between Wakōshi Station and Kotake-Mukaihara Station is listed as part of the Yurakucho Line in the official website and in the Railway Directory. However, in the Tokyo Metropolitan Area Railway Network Development Plan and other planning documents, it is classified as part of Line 13. For passenger information purposes, this section is treated as a shared segment of both lines, with station numbering assigned separately for the Yurakucho Line and the Fukutoshin Line.
  • When the Fukutoshin Line opened, the section between Kotake-Mukaihara Station and Ikebukuro Station was initially treated as a quadruple-track extension of the Yurakucho Line, known as the Yurakucho Line New Line. This section was subsequently incorporated into the Fukutoshin Line upon the opening of the line's southern section from Ikebukuro Station.

Through services to other lines

Through-running operations allow Tokyo Metro trains to continue beyond their own network and travel directly onto tracks owned by other railway companies. This arrangement enables passengers to ride seamlessly from suburban districts, through central Tokyo, and onward without the need to change trains. Such services are made possible through cooperative agreements among Tokyo Metro, East Japan Railway Company, the Tokyo Metropolitan Bureau of Transportation, and several private railway operators, including Seibu Railway, Tobu Railway, and Tokyu Corporation.
One example is the Chiyoda Line, which runs northeast onto JR East’s Jōban Line as far as Ayase Station, providing a direct link between residential neighborhoods in northern Tokyo and Saitama Prefecture and the city’s major employment centers. The Tōzai Line similarly offers through services eastward onto the JR East Sōbu Line to Nishi-Funabashi in Chiba Prefecture, using 10-car train sets to handle heavy passenger volumes. On the western side, the Yūrakuchō Line extends onto the Seibu Ikebukuro Line, reaching Kotesashi Station and serving commuters from western Tokyo and Saitama.
The Hanzōmon Line also participates in through-running, continuing south onto Tokyu’s Den-en-toshi Line toward Chūō-Rinkan, which connects Shibuya with southern suburban areas and supports large residential developments such as Tama New Town. A particularly significant expansion of this practice occurred in March 2013, when the Fukutoshin Line began operating through services with the Seibu, Tobu, Tokyu Toyoko, and Yokohama Minatomirai lines, creating Japan’s first interconnection involving five separate railway companies.
These extensions enhance connectivity across Greater Tokyo's approximately 1,000 km of shared tracks involving 18 operators, reducing travel times, alleviating congestion at transfer stations, and promoting regional economic integration by enabling direct access to employment centers. Operationally, through services require compatible infrastructure, such as standardized 1,435 mm gauge tracks and voltage systems, with Tokyo Metro coordinating schedules to ensure seamless integration.
LineThrough Lines
Hibiya Line Tobu Skytree Line
Tōbu Nikkō Line
[Tokyo Metro Tokyo Metro Tozai Line|Tōzai Line|Tōzai Line] JR East Chūō-Sōbu Line
Tōzai Line JR East Chūō-Sōbu Line
Toyo Rapid Line
Chiyoda Line Odakyu Odawara Line
Odakyu Tama Line
Chiyoda Line JR East Jōban Line
Yūrakuchō Line Tōbu Tōjō Line
Seibu Ikebukuro Line via Seibu Yūrakuchō Line
[Tokyo Metro Tokyo Metro Hanzōmon Line|Hanzōmon Line|Hanzōmon Line] Tōkyū Den-en-toshi Line
Hanzōmon Line Tobu Skytree Line
Tobu Nikkō Line
Tobu Isesaki Line
Namboku Line Saitama Rapid Railway Line
Namboku Line Tōkyū Meguro Line, then Tōkyū Shin-Yokohama Line, then Sōtetsu Shin-Yokohama Line, then Sōtetsu Main Line or Sōtetsu Izumino Line
Fukutoshin LineTōbu and Seibu line
Fukutoshin Line Tōkyū Tōyoko Line
Minatomirai Line Or Tōkyū Shin-Yokohama Line, then Sōtetsu Shin-Yokohama Line, then Sōtetsu Main Line or Sōtetsu Izumino Line

  • Namboku Line shares of track of between Meguro and with Toei Mita Line.
  • Some of the Tōkyū Tōyoko Line express trains, instead of continuing towards Yokohama/Motomachi-Chūkagai, change course at Hiyoshi for Tōkyū Shin-Yokohama Line and share all of the through services downstream just as Tōkyū Meguro Line.

Stations

There are a total of 180 unique stations on the Tokyo Metro network. Most stations are located within the 23 special wards and fall inside the Yamanote Line rail loop — some wards such as Setagaya and Ōta have no stations, as rail service in these areas has historically been provided by the Toei Subway or any of the various major private railways.
Most stations are built at depths of approximately 20 to 30 meters below ground level; the Fukutoshin Line, in particular, averages a depth of about 27 meters in order to pass beneath existing railway and utility infrastructure. Escalators are installed at over 90% of stations, while elevators and related facilities are provided in accordance with Japan’s Barrier-Free Transportation Law, enabling step-free access between street level and platforms at most locations.
Several major interchange stations illustrate the network’s role in metropolitan connectivity. Shinjuku Station, where the Marunouchi and Fukutoshin Lines connect with JR East and other railway operators, handles a combined daily passenger volume exceeding 3.6 million. Ikebukuro Station functions as another major hub, served by the Marunouchi, Yurakucho, and Fukutoshin Lines, with extensive connections to JR and private railways used by millions of commuters. Shibuya Station, a key transfer point for the Ginza, Hanzomon, and Fukutoshin Lines as well as Tokyu and JR services, accommodates roughly 3 million users per day across all rail operators. At Tokyo Station, the Marunouchi Line provides direct connections to JR lines, supporting heavy transfer demand within the central business district. Together, these interchange stations demonstrate the high degree of integration among Tokyo Metro’s nine lines and their role in facilitating passenger movement across the metropolitan area.
Station safety measures include the installation of platform screen doors, which had been completed at approximately 88% of stations by fiscal year 2022, with full network coverage planned by 2025 to reduce accidents and prevent suicides. In addition, multilingual guidance—provided in English, Chinese, and Korean—is displayed on platforms, ticket machines, and through onboard and station announcements to assist both international visitors and residents.
Tokyo Metro’s accessibility efforts are aligned with national barrier-free policies, with most stations equipped with elevators, ramps, and step-free routes connecting entrances and platforms. The operator aims to achieve full wheelchair accessibility throughout the network by 2025 as part of its mid-term management strategy. Priority seating is available in every train car, and women-only cars are operated on all lines during weekday peak periods, clearly identified by pink signage to improve comfort and safety for female passengers.
Among notable features of the system, Kokkai-gijidōmae Station on the Chiyoda Line is the deepest station on the Tokyo Metro network, situated at a depth of approximately 37.9 meters, highlighting the technical challenges of subway construction in central Tokyo. Meanwhile, older stations such as Ueno, served by the Ginza and Hibiya Lines, retain architectural elements from the 1920s and 1930s, including original entrances associated with the opening of Japan’s first subway line in 1927.
Major interchange stations, connecting three or more Tokyo Metro lines, include the following:
  • /
  • /
Other major stations provide additional connections to other railway operators such as the Toei Subway, JR East, and the various private railways, including the following:
*

Operation

Fares

Tokyo Metro uses a distance-based fare system. When paying with IC cards such as PASMO or Suica, adult fares range from ¥178 to ¥324, while fares for paper tickets are slightly higher, ranging from ¥180 to ¥330. Fare levels are determined by distance traveled, calculated in set kilometer brackets. Discounted fares apply to children aged 6 to 11, who are charged approximately half the adult fare, rounded down to the nearest whole yen. IC card payments are deducted in 1-yen increments, whereas paper tickets are sold in fixed denominations and include a ¥10 barrier-free surcharge. PASMO and Suica cards are accepted throughout the Tokyo Metro network, enabling contactless entry and exit at all ticket gates.
In addition, passengers transferring between Tokyo Metro and Toei Subway services at designated interchange stations within a 120-minute window receive a ¥70 transfer discount, which lowers the combined fare. For example, a journey costing ¥252 on Tokyo Metro and ¥220 on the Toei Subway is reduced to a total of ¥402 rather than ¥472. The same proportional transfer discount applies to child fares.
For visitors, the Tokyo Subway Ticket provides unlimited travel on all Tokyo Metro and Toei Subway lines for fixed periods of 24 hours, 48 hours, or 72 hours. Validity begins at the time of first use, and tickets may be purchased in advance. As of 2025, standard Tokyo Metro fares have remained unchanged; however, JR East announced an average fare increase of 7.1% on its lines, including the Yamanote Line, effective from March 2026, with short-distance fares rising by ¥10. Tickets and passes are available through multilingual ticket vending machines at all stations, as well as via mobile applications such as Mobile PASMO and Mobile Suica, which support IC card issuance and balance recharging. Certain products can also be purchased at Metro Pass Offices. Discounted fares are offered for organized groups consisting of eight or more passengers, providing reductions of approximately 17–30% when arrangements are made in advance at a station office. Larger groups may also receive complimentary tickets, typically at a rate of one free ticket for every 25 to 50 paying passengers.

Overcrowding

Overcrowding is a persistent issue on the Tokyo Metro, particularly during weekday peak commuting hours, due to the high population density of the Tokyo metropolitan area and the concentration of employment and educational institutions in central Tokyo. Tokyo Metro, which serves millions of passengers daily, routinely experiences passenger loads well above its designed capacity on several lines.
Congestion rates in Japan are measured as the ratio of passenger load to designed capacity, with 100 % representing full occupancy where all passengers can sit or stand while holding onto a strap or handrail. Higher percentages indicate increasingly crowded conditions. Sustained congestion rates above 150 % are typical during rush hours on many Tokyo Metro lines, with some segments historically reaching extreme levels. The Tokyo Metro Tōzai Line has long been notorious for overcrowding, with pre-pandemic surveys recording peak congestion rates approaching 199 %, indicating conditions where passengers are pressed tightly together with limited mobility. Other busy lines such as the Hibiya Line also frequently exceed 150 % capacity during morning peak periods.
According to government data, sections of the Tokyo Metro network remain among the most crowded in the Tokyo area. For example, the section of the Hibiya Line between Minowa and Iriya stations was measured at approximately 163 % congestion during morning rush hours in a 2024 survey. In the broader Tokyo metropolitan rail network—of which Tokyo Metro is a major part—average congestion rates across key commuter sections hovered around 136 % in 2023, nearing levels typical before the COVID-19 pandemic as ridership recovered.
To mitigate overcrowding, Tokyo Metro has implemented measures such as increasing service frequency during peak hours, introducing women-only cars, installing platform screen doors, deploying station staff to manage passenger flow, and promoting off-peak travel through demand-management initiatives.

Traffic

According to the company, an average of 6.33 million people used the company's nine subway routes each day in 2009. The company made a profit of ¥63.5 billion in 2009.
In fiscal year 2024, Tokyo Metro averaged approximately 6.84 million passenger trips per day, representing a year-on-year increase of about 5% from the 6.52 million daily average recorded in FY2023. This rise in usage resulted in a total annual ridership of roughly 2.5 billion journeys across the network.
Passenger numbers continued to recover following the COVID-19 pandemic, reaching around 95% of pre-pandemic levels by early 2025. This rebound has been attributed largely to the return of regular office commuting as well as increased leisure travel. Peak usage occurs during the morning rush period between 7:00 and 9:00 a.m., which accounts for approximately 40% of total daily ridership, underscoring the system’s importance to Tokyo’s commuter population. By line, the Tōzai Line carries the largest volume of passengers, with about 1.2 million daily users, whereas the Ginza Line records the lowest usage at roughly 0.6 million per day.
Operational reliability remains high, with on-time performance reported at 99.8% and mean delays averaging under one minute per train. Ridership by overseas visitors has increased, partly due to external factors such as the surge in tourism in 2025, when inbound arrivals to Japan surpassed 31 million during the first nine months of the year; this contributed to an estimated 10% rise in foreign passenger usage. Despite this growth, congestion levels on heavily used sections during peak hours averaged around 139%, indicating continued capacity constraints.
According to official forecasts published in the FY2025 Fact Book, average daily ridership is expected to reach approximately 7 million passengers by 2027, driven by planned network expansions and a continuing economic recovery.

Infrastructure and Maintenance

Depots

Tokyo Metro maintains nine principal depots and rail yards throughout its network, which are essential to sustaining efficient daily operations. Approximately 80% of the rolling stock is stabled overnight at these facilities, allowing for rapid deployment during the morning peak. Major maintenance work, including wheel reprofiling and full-scale inspections conducted at intervals of roughly 100,000 kilometers is concentrated at these sites to meet strict safety and regulatory requirements.
These depots are positioned strategically near line termini or central sections to maximize operational accessibility. Ueno Depot, located in Taitō Ward, mainly supports the Ginza and Marunouchi Lines and is responsible for routine inspections and minor repairs. Ayase Depot in Adachi Ward, the largest facility at 14.18 hectares, serves the Chiyoda Line and contains specialized inspection areas and workshops for extensive maintenance. Nakano Depot, occupying 5.9 hectares in Nakano Ward, handles stabling and scheduled maintenance for the Tōzai Line. Shibuya Depot, situated in Shibuya Ward, services the Hanzomon and Yūrakuchō Lines, with an emphasis on rapid turnaround operations. Other facilities include Koishikawa Depot for the Marunouchi Line, Otsuka Depot for the Namboku Line, Toride Depot for training-related functions, Kasai Depot supporting the Fukutoshin and Namboku Lines, and Shin-Kiba Depot, which functions as a shared inspection center for multiple lines.
NameLocationCurrent assigned fleetFormer assigned fleetLines served
UenoTaitō, north of Ueno Station100001, 2000, 1500, 1400, 1300, 100, 1200, 1100, 1000Ginza
ShibuyaShibuya, west of Shibuya StationNone Ginza
NakanoNakano, south of Nakano-Fujimichō Station200002, 02-80, 300, 400, 500, 100, 2000 Marunouchi
KoishikawaBunkyō, between Myōgadani Station and Kōrakuen StationNone Ginza, Marunouchi
SenjuArakawa, north of Minami-Senju Station1300003, 3000Hibiya
TakenotsukaAdachi, south of Takenotsuka Station1300003, 3000Hibiya
FukagawaKōtō, south of Tōyōchō Station05, 07, 150005000Tōzai
GyōtokuIchikawa, south of Myōden StationNone Tōzai
AyaseAdachi, north of Kita-Ayase Station16000, 05 6000, 06, 5000 Chiyoda, Namboku, Yūrakuchō, Saitama Rapid
WakōWakō, north of Wakōshi Station10000, 1700007, 7000Fukutoshin, Yūrakuchō
Shin-KibaKōtō, southeast of Shin-Kiba StationNone Chiyoda, Hanzōmon, Namboku, Tōzai, Yūrakuchō, and Fukutoshin
SaginumaKawasaki, inside Saginuma Station08, 8000, 18000Hanzōmon
ŌjiKita, north of Ōji-Kamiya Station9000Namboku

Rolling stock

Tokyo Metro’s rolling stock is organized according to the two different electrification systems used on its network. The Ginza and Marunouchi lines operate on a 600 V DC third-rail system and use 1,435 mm standard-gauge track, while the remaining lines, the Hibiya, Chiyoda, Tōzai, Yūrakuchō, Hanzōmon, Namboku, and Fukutoshin lines, employ a 1,500 V DC overhead catenary system on 1,067 mm Cape-gauge track.
The third-rail network accounts for roughly 740 railcars as of March 2019, all assigned to services on the Ginza and Marunouchi lines. On the Ginza Line, trains of the 1000 series operate in six-car sets, each capable of carrying approximately 720 passengers. This series entered service in 1993 and was designed to improve operating efficiency on the line, which is the oldest subway route in Asia. The Marunouchi Line is served by the 2000 series, also formed into six-car sets, which were introduced from 1996 onward with an emphasis on accessibility, incorporating universal design features intended to better accommodate elderly and disabled passengers., Tokyo Metro operates a fleet of 2,728 electric multiple unit vehicles, the largest fleet for a private railway operator in Japan.
As of fiscal year 2024, Tokyo Metro’s fleet comprises 2,708 electric multiple-unit cars, all equipped with automatic train control and automatic train operation systems to enhance operational safety and efficiency. In October 2025, the company transferred decommissioned rolling stock components, including bogies and traction motors formerly used on the Hanzōmon Line’s 8000 series, to the Far Eastern Air Transport and Technical Institute in the Philippines as part of its international technical cooperation activities.

600 V third rail / 1,435 mm gauge lines

1,500 V overhead / 1,067 mm gauge lines

The majority of Tokyo Metro’s rolling stock operates under a 1,500 V DC overhead electrification system, with approximately 1,968 vehicles in service as of March 2019 on the Hibiya, Chiyoda, Tōzai, Yūrakuchō, Hanzōmon, Namboku, and Fukutoshin lines. The Tōzai Line is served by the 05 and 15000 series, which run in 10-car formations designed for high-capacity operations and can accommodate up to about 1,500 passengers per train. These sets were introduced from 1988 onward to support intensive through-service operations. The Chiyoda Line primarily uses the 16000 series, also formed into 10-car trains.
On the Yūrakuchō Line, 10-car sets of the 10000 series have been in operation since 2008, facilitating interline services with the Seibu and Tōbu railway networks. The Hanzōmon Line is operated by the 08 series, introduced in 1993 and configured as eight-car trains to ensure compatibility with Tokyu Corporation’s Den-en-toshi Line. The Namboku Line’s 9000 series has been undergoing refurbishment and conversion to the 9000-5000 subseries from 2025, with performance improvements such as enhanced acceleration to better suit the line’s operating characteristics.

Future expansion

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 lines such as the Hanzōmon Line that still have extensions in their official plans, and in the past, these plans have tended to happen, though often over several decades.
In March 2022, Tokyo Metro received permission to add two new extensions to the network. Under these plans, the Yūrakuchō Line would receive a new branch from Toyosu Station to Sumiyoshi Station with three new stops to better serve the Toyosu urban development zone, and the Namboku Line would receive an extension from Shirokane-Takanawa Station to Shinagawa Station, where it would connect with the Tokaido Shinkansen and the under-construction Chūō Shinkansen in addition to serving the surrounding business district. Both extensions are expected to open in the 2030s.