Toei Subway
A Toei 12-000 series train at Kiba Depot
Overview
Native name	都営地下鉄
Locale	Tokyo, Japan
Transit type	Rapid transit
Number of lines	4[1]
Number of stations	106[1]
Daily ridership	2.85 million (FY2014)[1]
Operation
Began operation	4 December 1960; 65 years ago (4 December 1960)
Operator(s)	Tokyo Metropolitan Bureau of Transportation
Technical
System length	109.0 km (67.7 mi)[1]
Track gauge	1,435 mm (4 ft 8+1⁄2 in)[a] 1,372 mm (4 ft 6 in)[b] 1,067 mm (3 ft 6 in)[c]
Electrification	Overhead line, 1,500 V DC[1]
System map

The Toei Subway (Japanese: 都営地下鉄, romanized: Toei chikatetsu, lit. 'metropolis-operated subway'^[2]) is a major rapid transit system in Tokyo, Japan, operated by the Tokyo Metropolitan Bureau of Transportation under the Tokyo Metropolitan Government Ordinance on Underground High-Speed Trains^[3]. The Toei Subway lines were originally licensed to the Teito Rapid Transit Authority (the predecessor of Tokyo Metro) but were constructed by the Tokyo Metropolitan Government following transfers of the licenses for each line in 1958.^[4]

It is the one of Tokyo's two subway operators, with an average daily ridership of 2.85 million; the other operator, the Tokyo Metro, carries approximately 6.52 million passengers per day, as of 2023. The subway has run at a financial loss for most of its history due to high construction expenses, particularly for the Oedo Line. However, it reported its first net profit of ¥3.13bn ($26.9 mil) in FY2006.

Tokyo Metro and Toei Subway form completely separate networks. While users of prepaid rail passes can freely interchange between the two networks, regular ticket holders must purchase a second ticket, or a special transfer ticket, to change from a Toei line to a Tokyo Metro line and vice versa. The sole exceptions are on the segment of the Toei Mita Line between Meguro and Shirokane-Takanawa, where the platforms are shared with the Tokyo Metro Namboku Line, and at Kudanshita on the Shinjuku Line, where the platform is shared with the Tokyo Metro Hanzomon Line. At these stations, it is possible to change between the networks without passing through a ticket gate. It is one of only two rapid transit systems operating on 3 track gauges, the other being the Barcelona Metro, Spain, using narrow, standard and broad gauge.

The Toei Subway is operated by the Tokyo Metropolitan Bureau of Transportation, a public entity under the Tokyo Metropolitan Government responsible for managing the subway network along with buses and trams.^[5] The Bureau was established on August 1, 1911, following the Tokyo City government's acquisition of the Tokyo Railway Company to consolidate streetcar operations, evolving into its current form as part of the metropolitan administration after the 1943 reorganization of Tokyo governance.^[4]

In 1920, Tokyo City, the administrative predecessor of today’s 23 special wards, announced its first formal subway development proposal through Tokyo City Notification No. 2 of 1920 (大正9年東京市告示第2号). This plan designated seven routes as the Tokyo City Urban Improvement–Planned High-Speed Railway Network (東京市区改正設計高速鉄道網), outlining an ambitious vision for an underground rapid transit system. Consistent with the city’s broader policy of public ownership and operation of urban transportation, the network was intended to be constructed and managed municipally.^[6][7]

Despite this early initiative, the Tokyo City Government ultimately proved unable to participate directly in the realization of the subway system it had proposed, largely due to financial and administrative constraints. As a result, private railway interests began to take the lead in preparing subway construction projects. Before these plans could fully materialize, however, the Great Kantō Earthquake struck on September 1, 1923, inflicting catastrophic damage on central Tokyo and profoundly altering the city’s urban and transportation planning priorities.^[8]

In 1925, the Ministry of Home Affairs issued Ministry of Home Affairs Notification No. 56 of 1925 (大正14年内務省告示第56号), which formally designated five routes as the Tokyo Urban Planning High-Speed Transportation Network (東京都市計画高速度交通機関路線). Under this framework, Tokyo City successfully obtained operating licenses for four of the five proposed subway lines.^[8]

As part of the first phase of its municipally operated subway project, Tokyo City planned to initiate construction on Line 3, running between Shibuya and Sugamo, and Line 5, connecting Ikebukuro and Susaki. However, the project ultimately failed to move forward. Burdened by substantial public debt in the aftermath of earthquake reconstruction and urban redevelopment, the city faced strong opposition from both the Ministry of Home Affairs and the Ministry of Finance, which expressed concerns over further fiscal deterioration. As a result, Tokyo City was unable to secure final approval to commence construction, effectively halting its early municipal subway ambitions.^[8]

In October 1932, Tokyo City transferred partial route licenses for Line 3 and Line 4 to the Tokyo Rapid Railway. Subsequently, the Shibuya to Shinbashi section of Line 3 was developed and opened by the Tokyo Rapid Railway, forming the basis of what is now known as the Tokyo Metro Ginza Line, Japan’s first subway line.

After the outbreak of World War II, the Japanese government integrated these two companies in 1941 to form the Teito Rapid Transit Authority (TRTA), commonly known as Eidan, which later became the predecessor of today's Tokyo Metro.

In Tokyo during the 1950s, post–World War II economic expansion led to rapid population growth and a sharp increase in road traffic. As a result, the effectiveness of existing public transport infrastructure, such as the Tokyo Toden (tram) system, steadily declined due to chronic road congestion, while the existing Teito Rapid Transit Authority subway network alone was unable to keep pace with rising transportation demand.^[9][10]

In 1954, the Tokyo Metropolitan Assembly adopted a resolution to construct a public subway system in addition to the network operated by the Teito Rapid Transit Authority. In accordance with urban planning directives, the Tokyo Metropolitan government Tokyo Metropolitan Bureau of Transportation and Keikyu corporation obtained a license from the Teito Rapid Transit Authority to build its first line between Kuramae and Magome, and began construction of the line as part of the Toei Subway system in 1958.^[4][9]

After the completion of early postwar reconstruction, the Toei Subway entered a major phase of expansion during the late 1960s. A milestone in this process was the opening of the Mita Line on December 27, 1968, establishing the system’s second operational route. The initial 10.4-kilometer section connected Takashimadaira with Sugamo (near present-day Shimura-Sakaue) and was intended to relieve overcrowding on existing rail corridors while supporting residential growth in western Tokyo. The line was constructed using a 1,067 mm narrow gauge, which was well suited to underground construction in densely built areas. Subsequent extensions were carried out in stages, culminating on September 26, 2000, when the southern extension from Mita to Meguro opened and enabled through services with the Tokyu Meguro Line, bringing the Mita Line to its present length of 26.5 kilometers.^[11]

Continued network growth during the 1970s and 1980s was marked by the development of the Shinjuku Line. Service commenced on December 21, 1978, with the opening of the initial section between Iwamotochō and Higashi-Ōjima, which had originally been planned as a branch line to improve access to the Shinjuku area. Built to a 1,372 mm gauge, the line was extended incrementally, including a westward expansion to Shinjuku on March 16, 1980. This extension enabled reciprocal through-running with the privately operated Keio Line to stations such as Sasazuka, significantly improving access to Tokyo’s western suburbs. The final extension to Motoyawata opened on March 19, 1989, completing the line’s current 23.5-kilometer route and providing connections with the Keisei Main Line. Expansion policies during this period emphasized operational cooperation and through services with private railways rather than organizational consolidation, allowing the effective reach of the Toei network to expand without changes in ownership structure.^[11][9]

A further major milestone in the development of the Toei Subway was the construction of the Ōedo Line, work on which began in 1985. Conceived as a loop line encircling central Tokyo, the line incorporated linear induction motor (LIM) propulsion, enabling steeper gradients and reduced tunnel diameters compared with conventional rotary-motor subways. Revenue service began on December 20, 1991, with the opening of the initial section between Hikarigaoka and Nerima. Subsequent extensions were completed in stages throughout the 1990s, culminating in the opening of the full 40.7-kilometer route on December 12, 2000. The completed line forms a loop with a branch and provides direct access to major activity centers, including Tochōmae Station adjacent to the Tokyo Metropolitan Government Building.^[12][13]

The completion of the Ōedo Line, together with the final extension of the Mita Line to Meguro in 2000, brought the total length of the Toei Subway network to approximately 101 kilometers by the early 2000s. This expansion firmly established the system as a core component of Tokyo’s integrated urban rail network, complementing JR East, Tokyo Metro, and numerous private railway operators through extensive interchange and through-service arrangements.^[14][15]

The Toei Subway comprises four lines serving central Tokyo and adjacent districts, offering key transportation links for both daily commuters and visitors. Each line differs in technical specifications, including track gauge and operational characteristics, reflecting the varied requirements of Tokyo’s urban environment. Collectively, the Asakusa, Mita, Shinjuku, and Ōedo lines function as a complementary network to other railway operators, with through-services to private railways further improving network connectivity and passenger access.^[1][16]

As of 2025, the Toei Subway's total network measures 109 km and includes 106 (99) stations, reflecting ongoing optimizations for urban mobility.^[16]

Name	Color	Icon	No.[A]	Route	Stations[1]	Length km (mi)[1]	Opened	Last extension	Daily ridership (FY2024)[17]	Gauge[1]
Asakusa	Rose		1	Nishi-magome – Oshiage	20	18.3 (11.4)	1960	1968	1,457,778	1,435 mm (4 ft 8+1⁄2 in)
Mita	Blue		6	Meguro – Nishi-takashimadaira	27	26.5 (16.5)	1968	2000	1,292,710	1,067 mm (3 ft 6 in)
Shinjuku	Lime		10	Shinjuku – Moto-Yawata	21	23.5 (14.6)	1978	1989	1,480,760	1,372 mm (4 ft 6 in)
Ōedo	Magenta		12	Hikarigaoka – Tochōmae via Tochōmae, Roppongi and Ryōgoku	38	40.7 (25.3)	1991	2000	1,777,914	1,435 mm (4 ft 8+1⁄2 in)
Total					106	109.0 (67.7)			5,281,532

The Asakusa Line is a principal north–south corridor extending 18.3 kilometers and serving 20 stations on a 1,435 mm standard-gauge track. It runs between Oshiage Station, near Tokyo Skytree, and Nishi-Magome Station in Ota, southern Tokyo. Opened progressively from 1960 onward, the line supports through-services to both Narita and Haneda airports, making it a commonly used route for air travelers. Its use of standard gauge permits wider rolling stock than that of narrow-gauge lines, contributing to improved passenger comfort across both its elevated and underground sections.^[18][16]

The Mita Line extends 26.5 kilometers and includes 27 stations, operating on a 1,067 mm narrow-gauge track. It runs from Meguro Station in the south to Nishi-Takashimadaira Station in the north. The route is largely underground and serves a mix of residential and commercial areas across Minato, Shinjuku, and Itabashi wards, with limited above-ground sections contributing to its varied infrastructure. The line is designed for through-running with the Tokyo Metro Namboku Line, facilitating convenient travel to northern parts of Tokyo.^[18][16]

The Shinjuku Line spans 23.5 kilometers and serves 14 stations, operating on a 1,372 mm track gauge. It runs east–west from Shinjuku Station to Motoyawata Station, providing cross-city connectivity through wards such as Shinjuku, Chūō, and Sumida. The use of this less common gauge, which is shared with certain private railway lines, allows for through-services beyond the Toei network, including direct operation to Motoyawata. Designed to support fast travel through major commercial districts, the line offers express services to shorten journey times.^[18][16]

The Ōedo Line is the longest route in the Toei Subway network, extending 40.7 kilometers and incorporating both loop and radial sections. It serves 38 stations, running between Hikarigaoka Station in the northwest and Tochōmae Station adjacent to the Tokyo Metropolitan Government Building. Since its completion in 2000, the line has operated using fully automated, driverless trains. Much of the route is constructed at significant depths, often exceeding 20 meters below ground and employs linear motor technology to achieve smooth acceleration and efficient operation. The line encircles central Tokyo and provides direct access to major destinations such as Roppongi and Shinjuku.^[18][16][13]

The different gauges of the Toei lines arose in part due to the need to accommodate through services with private suburban railway lines. Major interchange stations on the Toei network, including Shinjuku and Ōtemachi, accommodate large volumes of transferring passengers. In fiscal year 2023, the Asakusa Line recorded an average daily ridership of approximately 680,000 passengers, a significant proportion of whom transferred to Tokyo Metro services for onward travel.^[9] These transfer patterns highlight the Toei Subway’s function within Tokyo’s integrated rail network, where an estimated 40% of Asakusa Line users at central stations such as Nihombashi continue their journeys by connecting to nearby Tokyo Metro lines.^[19][20]

Through services currently in regular operation include:

Line	Through Lines
A Asakusa	KK Keikyū Kurihama Line and KK Keikyū Airport Line both via the KK Keikyū Main Line (Sengakuji to Haneda Airport Terminal 1·2 or Misakiguchi)
	KS Keisei Oshiage Line, KS Keisei Main Line, KS Keisei Narita Airport Line, HS Hokusō Line, KS Keisei Higashi-Narita Line and SR Shibayama Railway (Oshiage to Narita Airport Terminal 1, Imba Nihon-idai or Shibayama-Chiyoda)
I Mita	MG Meguro Line (Meguro to Hiyoshi), then SH Tōkyū Shin-Yokohama Line (Hiyoshi to Shin-Yokohama), then Sōtetsu Shin-Yokohama Line (Shin-Yokohama to Nishiya), then Sōtetsu Main Line (Nishiya to Futamata-gawa to Ebina) or Sōtetsu Izumino Line (Futamata-gawa to Shōnandai)
S Shinjuku	KO Keiō New Line and KO Keio Sagamihara Line both via the KO Keiō Line (Shinjuku to Hashimoto or Takaosanguchi)

• Mita Line shares tracks of the section from Meguro to Shirokane-takanawa with Tokyo Metro Namboku Line, 2.3 kilometres (1.4 mi).

• 
  Station signboard at Shinjuku Station, serving through services between the Keio New Line and the Toei Shinjuku Line
• 
  Station signboard at Oshiage Station, serving through services between the Keisei Oshiage Line and the Toei Asakusa Line
• 
  Station signboard at Meguro Station, serving through services between the Tokyu Meguro Line and the Toei Mita Line
• 
  Station signboard at Sengakuji Station, serving through services between the Keikyu Main Line and the Toei Asakusa Line

Note: All financial figures are in million yen.

Passenger fares represent the principal source of income for the Toei Subway, accounting for roughly 87% of total revenue and totaling about ¥355 billion in fiscal year 2023. Fare income is generated through conventional ticket sales, contactless IC card systems such as PASMO and Suica, and shared multi-day passes used in coordination with other railway operators, supporting the day-to-day operation of the four subway lines.^[23] In addition to fare revenue, the system benefits from substantial public financial support. Contributions from the Tokyo Metropolitan Government are recorded as external revenue and are used to offset operating expenses and fund capital investments.[54] This funding plays a key role in maintaining service levels and affordability, particularly for routes with lower profitability and for systemwide initiatives such as platform safety enhancements.^[24][25]

Apart from its own logo, a stylized ginkgo leaf used as the symbol of the Tokyo Metropolis, Toei Subway shares a design language in common with Tokyo Metro. Lines are indicated by a letter in Futura Bold on a white background inside a roundel in the line color, with signs indicating stations adding the station number as well. Line colors and letter-designations are complementary with Tokyo Metro's, with none overlapping (e.g., the Mita Line's letter-designation is “I”, rather than “M”, which is used by the Tokyo Metro Marunouchi Line). Informational signage is also designed identically, with platform-level station placards differing only in the placement of the bands in the line color: Toei Subway has two thin bands at the top and bottom, while Tokyo Metro has one wider band at the bottom (or, in the case of long, narrow placards, in a continuous band extending to the left and right along the wall itself).

There are a total of 99 unique stations (i.e., counting stations served by multiple lines only once) on the Toei Subway network, or 106 total stations if each station on each line counts as one station.^[1] Almost all stations are located within the 23 special wards, with many located in areas not served by the complementary Tokyo Metro network.

Stations on the Toei Asakusa Line reflect a functional modernist style characteristic of mid-20th-century subway design, featuring simple geometries and tiled wall finishes chosen for durability and ease of maintenance. By contrast, the Ōedo Line which constructed largely at deep underground levels as part of its 40.7-kilometer loop-and-branch configuration opened in 2000 employs expansive cavern-style stations. These spaces were designed by 15 different architects, each incorporating locally inspired themes and materials such as stainless steel, exposed concrete, stone, and glass to create a sense of openness and contemporary depth while reducing the enclosed feeling often associated with deep-level transit environments.^[15]

Artistic elements are a defining feature of the Ōedo Line’s station architecture. Many stations integrate public art and lighting installations, including LED-based designs that produce dynamic visual effects. At the Akabanebashi Station, for example, optical fibers and LEDs are used to evoke the movement of fireflies, creating a rhythmic illumination within the large underground platform space.^[26][15] Additional design features—such as segmented spatial layouts and distinctive color treatments, including the red, wave-shaped ceiling at Kasuga Station—enhance station identity and passenger orientation while emphasizing comfort and visual interest throughout the fully underground line.

• Asakusa Line – 5500 series and E5000 series (electric locomotives)
• Mita Line – 6300 series and 6500 series^[27]
• Shinjuku Line – 10-300 series
• Oedo Line – 12-000 series and 12-600 series^[28]

• 
  5500 series
• 
  6300 series
• 
  6500 series
• 
  10-300 series
• 
  12-000 series
• 
  12-600 series
• 
  E5000 series

• Asakusa Line – 5000 series, 5200 series and 5300 series
• Mita Line – 6000 series and 10-000 series
• Shinjuku Line – 10-000 series and 10-300R series

• 
  5000 series
• 
  5200 series
• 
  5300 series
• 
  6000 series
• 
  10-000 series
• 
  10-300R series

The Toei Ōedo Line has operated as a fully automated, driverless railway since its completion in 2000, making it one of the earliest large-scale automated metro lines in Japan. Ongoing system upgrades focus on enhancing signaling compatibility across the Toei Subway network to improve operational interoperability and resilience.

Safety technologies have been progressively strengthened through the adoption of advanced platform control systems. In 2024, QR code–based platform door synchronization was introduced on a trial basis at selected stations on the Asakusa Line. This system uses two-dimensional QR codes affixed to train doors, which are detected by platform-mounted cameras to precisely align platform screen doors with train stopping positions. The approach reduces reliance on manual adjustments, mitigates human error during peak-hour operations, and enhances passenger safety.^[29][30] Seismic preparedness is supported by an early earthquake warning system that automatically initiates emergency braking and delivers real-time alerts to passengers in the event of seismic activity.^[31]

Efficiency and passenger experience initiatives include the deployment of 5G mobile infrastructure, first implemented at Tochōmae Station on the Ōedo Line in 2022, with phased expansion planned across the network to improve connectivity and support future digital services.^[32] Energy efficiency has been enhanced through the widespread adoption of variable voltage variable frequency (VVVF) inverter control and LED lighting throughout the rolling stock since the 2010s, contributing to lower electricity consumption and reduced maintenance requirements.^[11]

Digital transformation efforts are further reflected in the launch of the Toei Kotsu Application in 2020, which provides passengers with real-time train operation information and service updates.^[33] Contactless fare payment options were significantly expanded in 2025, beginning with pilot demonstrations in January at 26 stations on the Asakusa, Mita, and Ōedo Lines. By September of the same year, availability had increased to 55 stations, enabling passengers to enter and exit gates using contactless credit cards or smartphones without the need for dedicated IC cards.^[34][35]

Station	Japanese	Lines	Opening date
Doshida	土支田		2040 (planned)[36]
Oizumicho	大泉町
Oizumi-gakuencho	大泉学園町

In October 2025, the Tokyo Metropolitan Government announced plans to extend the Toei Ōedo Line northwestward by approximately 4 kilometers from its current terminus at Hikarigaoka Station in Nerima Ward.^[37] The proposed extension includes three new stations—provisionally named Doshida, Ōizumimachi, and Ōizumigakuenchō—intended to improve rail accessibility to residential neighborhoods and emerging development areas in northwestern Tokyo.^[38][39]

The extension is designed to relieve congestion on parallel rail corridors, support ongoing urban redevelopment initiatives, and reduce automobile dependency by strengthening public transportation coverage in suburban districts.^[40] Planning efforts emphasize integration with existing bus networks and pedestrian infrastructure to maximize last-mile connectivity.

Construction is expected to begin following the completion of regulatory approvals and coordination with local governments, residents, and utility operators. The new section is projected to open around 2040.^[41] The total project cost is estimated at approximately ¥160 billion, with funding to be secured through a combination of national government subsidies and municipal bonds issued by the Tokyo Metropolitan Bureau of Transportation.^[37] Preliminary environmental impact assessments and feasibility studies conducted in recent years have informed route alignment and station placement, with the objective of minimizing disruption to surrounding communities, natural habitats, and existing infrastructure while maintaining operational efficiency.

• List of Toei Subway stations
• Tokyo Metro
• List of Tokyo Metro stations
• List of urban rail systems in Japan
• List of metro systems

Wikimedia Commons has media related to Tokyo Toei Subway.

• Official website (in Japanese)
• Official website (in English)