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Osaka Metro

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Osaka Metro
A 400 series train on the Chuo Line.
A 400 series train on the Chuo Line.
Overview
Native name大阪メトロ[a]
OwnerOsaka Metro Co., Ltd.
LocaleKeihanshin region, Japan
Transit typeTram[1] and rail[b] (de jure)
Metro; AGT (de facto)
Number of lines8 (+ 1 People Mover)
Number of stations124[2]
134 (incl. People Mover)[2]
Daily ridership2,464,000 (FY2013)[3]
Operation
Began operation20 May 1933; 92 years ago (1933-05-20)
Operator(s)Osaka Municipal Transportation Bureau (1933–2018)
Osaka Metro Co. (2018–present)
Technical
System length133.1 km (82.7 mi)[2]
141 km (88 mi) (incl.
People Mover)[2]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification750 V DC third rail
1,500 V DC overhead catenary[c]
600 V 3-phase AC 60 Hz third rail [d]
Top speed70 km/h (43 mph)

The Osaka Metro (大阪メトロ[a], Ōsaka Metoro) is a major rapid transit system in the Osaka metropolitan area of Japan, operated by Osaka Metro Co., Ltd., and originally opened in 1933 as the Osaka Municipal Subway.[4]

Osaka Metro forms an integral part of the extensive mass transit system of Greater Osaka (part of the Kansai region), having 123[2] out of the 1,108 rail stations in the Osaka-Kobe-Kyoto region.[5] As of 2025, the network transports approximately 2.5 million passengers daily, functioning as the primary urban transport backbone for Osaka City and surrounding municipalities including Higashiosaka, Kadoma, Moriguchi, Sakai, Suita, and Yao.[6][7][8]

Osaka Metro is the only subway system in Japan to be partially legally classified as a tram system (Transport in Keihanshin) ,[b] whereas all other subway systems in Japan are legally classified as railways. Despite this, it has all the characteristics typical of a full-fledged metro system.[1] Major routes within the network include the Midosuji Line, which runs north–south beneath the Midosuji Boulevard and is the busiest subway line in the system, carrying approximately 1.3 million passengers per day as of 2015. Other key corridors include the east–west Chūō Line, as well as the Tanimachi and Yotsubashi lines, which provide important links across Osaka’s central commercial and residential areas.[9][10]

The subway system is closely integrated with regional rail networks operated by JR West and private railway companies such as Hankyu and Keihan. Major interchange stations, including Umeda, Namba, and Tennōji, enable convenient transfers and support Osaka’s function as a major economic center, offering direct and indirect access to Kansai International Airport and neighboring cities such as Kyoto and Kobe.[7]

Following lessons learned from the 1995 Great Hanshin earthquake, the network has undergone extensive safety upgrades. These include the introduction of enhanced earthquake-resistant structures and the implementation of flood and tsunami countermeasures from 2014 onward. In addition, accessibility improvements, such as the installation of elevators at all stations and platform screen doors on selected lines, reflect an emphasis on passenger safety and universal access.[4]

History

[edit]

In 1903, the Osaka Municipal Transportation Bureau began operating its municipal tram system between Hanazonobashi and Chikkō-Sambashi. As the city expanded, the streetcar network grew to provide service across most of Osaka, eventually reaching a total length of 118 km, making it one of Japan’s largest tram systems, second only to the Tokyo Metropolitan Tram.[11]

Midosuji Line in the 1930s.
Midosuji Line Yodoyabashi Station in 1933

The First World War prompted rapid growth in Osaka’s commerce and industry. However, existing transportation systems primarily streetcars and the municipal bus network proved insufficient to meet rising demand. In response, Osaka City formulated a plan in 1925 for a subway network consisting of four lines totaling 54.5 km. Because construction commenced during the Great Depression, the city government deliberately adopted labor-intensive policies as an economic countermeasure, prioritizing the employment of large numbers of unemployed workers in order to alleviate joblessness and stimulate the economy.[12][13] As part of this plan, Japan’s first publicly operated subway line, Line 1 (now the Midosuji Line), opened in May 1933, initially operating between Umeda and Shinsaibashi.[10][14]

As a north–south trunk route, it is the oldest and busiest line in the whole network.[15][16][2] Both it and the main east–west route, the Chūō Line, were later extended to the north and east, respectively. These extensions are owned by other railway companies, but both Osaka Metro and these private operators run their own set of trains through between the two sections.

Subway construction was temporarily halted during World War II but resumed vigorously in the postwar period. During the 1950s, transportation demand increased alongside intensified socio-economic activity, particularly as motorization accelerated. Under these circumstances, subway development was strongly promoted, resulting in the completion of a 64.2 km network of six lines forming a grid pattern across the city center by 1970, the year of the World Expo. Subsequent extensions to the outskirts of the city and into the surrounding prefecture continued, and by 1987 the network had expanded to a total length of 99.1 km.[10]

In 1990, in conjunction with the International Garden and Greenery Exposition, Japan’s first linear motor subway line, Line 7 (the Nagahori Tsurumi-ryokuchi Line), opened between Kyobashi and Tsurumi-ryokuchi, and was later extended into the city center.

In July 2005, the Osaka Port Transport System became the unified operator of the Cosmosquare–Osaka Port section of the Osaka Port Transport System.

In December 2006, the second linear motor subway line, Line 8 (the Imazatosuji Line), opened between Itakano and Imazato. This line connects with four existing subway lines, the Keihan Main Line, and the JR Gakkentoshi Line, significantly improving network connectivity. As a result, the Osaka Municipal Subway expanded to eight lines, with 129.9 km of track and 123 stations.[10]

On April 1, 2018, the system was privatized as Osaka Municipal Subway Co., Ltd., commonly known as Osaka Metro Co., Ltd.

In January 2025, in preparation for the 2025 Osaka–Kansai Expo, the Osaka Port Transport System is scheduled to open the Hokko Technoport Line, a 3.2 km section between Cosmosquare and Yumeshima, and will operate passenger services as a Class II railway operator.[10]

Today

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All but one of the remaining lines of the network, including the Yotsubashi Line, Tanimachi Line, and Sennichimae Line, are completely independent lines with no through services. The lone exception is the Sakaisuji Line, which operates through trains to existing Hankyu Railway lines and is the only line to operate through services to existing railway lines that are not isolated from the national rail network (which is the case with the Midōsuji and Chūō Lines). As such, it is not compatible with the rest of the lines.

Nearly all stations have a letter number combination, the letter identifying the line served by the station and the number indicating the relative location of the station on the line. For example, Higobashi Station on the Yotsubashi Line is also known as Y12. This combination is heard in bilingual Japanese-English automated next-station announcements on board all trains, which also provide information on local businesses near the station. Only Hankyu stations served by the Sakaisuji Line do not follow this convention.


Lines

[edit]
Chūō Line in Minato ward.

Currently, there are eight lines, operating on 133.1 kilometers (82.7 mi) of track and serving 124 stations; there is also a 7.9-kilometer (4.9 mi)-long, 10-station automated guideway transit line known as the "New Tram".[2]

A notable operational characteristic of the system is the provision of through-services with private railway operators. For example, Kintetsu Railway trains operate via the Chūō Line and continue beyond the subway network toward destinations in Nara and Kyoto, allowing passengers to travel across networks without the need for transfers. The network is structured around several major interchange stations, including Umeda served by the Midosuji, Tanimachi, and Yotsubashi lines and Namba, where the Midosuji, Sennichimae, Sakaisuji, and Yotsubashi lines intersect. These hubs facilitate smooth transfers between subway routes as well as connections to external rail services.[2]

To accommodate heavy demand, high-traffic routes such as the Midosuji Line operate at short headways of approximately 2 to 5 minutes during peak periods. As a result, the system handled an average daily ridership of around 2.4 million passengers by late 2024, rising to approximately 2.52 million during the April–October 2025 Expo period.[17][18][19]

Name Line color Line icon Line number Japanese First Opened Last Extension Length[2] Stations[2] Train Length
Rapid transit
Kitakyū Namboku Line Red align="center" Via trackage rights 北大阪急行電鉄 1970 2024 8.4 km (5.2 mi) 6[Note 1] 10 cars
Midōsuji Line Line 1 御堂筋線 1933 1987 24.5 km (15.2 mi) 20
Tanimachi Line Purple align="center" Line 2 谷町線 1967 1983 28.1 km (17.5 mi) 26 6 cars
Yotsubashi Line Blue align="center" Line 3 四つ橋線 1942 1972 11.4 km (7.1 mi) 11 6 cars
Chūō Line (Yumehanna) Green align="center" Line 4 中央線 1997[Note 2] 2025 5.6 km (3.5 mi) 3[Note 3] 6 cars
1961[Note 4] 1985 15.5 km (9.6 mi) 13
Keihanna Line (Yumehanna) C Via trackage rights 近鉄けいはんな線 1986 2006 18.8 km (11.7 mi) 8[Note 5]
Sennichimae Line Pink align="center" Line 5 千日前線 1969 1981 12.6 km (7.8 mi) 14 4 cars
Hankyu Senri Line Brown align="center" Via trackage rights 阪急千里線 1969 N/a 13.6 km (8.5 mi) 11[Note 6] 8 cars[Note 7]
Hankyu Kyoto Main Line 阪急京都本線 1969[Note 8] N/a 41.1 km (25.5 mi) 22[Note 9]
Sakaisuji Line align="center" Line 6 堺筋線 1969 1993 8.5 km (5.3 mi) 10 8 cars
Nagahori Tsurumi-ryokuchi Line Lime Green align="center" Line 7 長堀鶴見緑地線 1990[20] 1997[20] 15.0 km (9.3 mi) 17 4 cars
Imazatosuji Line Orange align="center" Line 8 今里筋線 2006 N/a 11.9 km (7.4 mi) 11 4 cars
Total (Subway only – not incl. trackage rights portions): 133.1 km (82.7 mi) 124
Subway incl. Kitakyu and Keihanna trackage rights portions: 157.8 km (98.1 mi) 136
Automated guideway transit
Nankō Port Town Line Light Blue New Tram 南港ポートタウン線 1997[Note 10] N/a 0.7 km (0.43 mi) 1[Note 11] 4 cars
1981[Note 12] 2005 7.2 km (4.5 mi) 9
Total (Subway, incl. AGT): 141 km (88 mi)[2] 134[2]
Table notes
  1. ^ Including Esaka Station
  2. ^ Owned by Osaka Port Transport System between Yumeshima Station and Ōsakakō Station
  3. ^ Including Ōsakakō Station
  4. ^ Between Ōsakakō Station and Nagata Station
  5. ^ Including Nagata Station
  6. ^ Including Tenjimbashisuji Rokuchōme Station
  7. ^ All through trains onto the Sakaisuji Line are 8 car trains. Trains on the Hankyu lines terminating at Hankyu Umeda can be 7 or 8 cars.
  8. ^ Between Awaji Station and Kawaramachi Station
  9. ^ Including Awaji Station
  10. ^ Owned by Osaka Port Transport System between Cosmosquare Station and Trade Center-mae Station
  11. ^ Including Trade Center-mae Station
  12. ^ Between Trade Center-mae Station and Suminoekoen Station

Planned line and extensions

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In addition, there are five line extensions and one entirely new line that are planned. However, on August 28, 2014, the Osaka Municipal Transportation Bureau met about creating the extensions of the later five of the six lines listed below, and have stated considering the current cost of the new extensions (and the possibly of privatization at the time), the government has also considered using light rail transit or bus rapid transit instead.[21] Osaka Metro is now experimenting with bus rapid transit on the route of the Imazatosuji Line extension, with "Imazato Liner" service between Imazato and Yuzato-Rokuchōme slated to begin in April 2019.

With Osaka being the host of Expo 2025, a northwest extension to Yumeshima (the event's planned site) opened on 19 January 2025, with long-term plans envisioning a further extension to Sakurajima north of Universal Studios Japan via Maishima Sports Island. Provisions were put in place for such an extension when the Yumesaki Tunnel between Cosmosquare and Yumeshima was built in the late-2000s, but the then-state of the artificial island at the time of the bid (with only industrial facilities and a single convenience store for the workers) meant it would have been unlikely to proceed had Osaka not won said bid.

Line color Line icon Line number Name Start Terminus Length
Blue align="center" Line 3 Yotsubashi Line Nishi-Umeda Jūsō, later towards Shin-Ōsaka 2.9 km (1.8 mi) (to Jūsō)
Green align="center" Line 4 Chūō Line Yumeshima Sakurajima (TBD)
Morinomiya Morinomiya Depot 0.8 km (0.50 mi)
Pink align="center" Line 5 Sennichimae Line Minami-Tatsumi towards Mito (TBD)
Lime Green align="center" Line 7 Nagahori Tsurumi-ryokuchi Line Taishō Tsurumachi Yonchōme (vicinity) 5.5 km (3.4 mi)
Orange align="center" Line 8 Imazatosuji Line Imazato Yuzato Rokuchōme 6.7 km (4.2 mi)
(TBD) - Line 9 Shikitsu–Nagayoshi Line (provisional) Suminoekōen Kire-Uriwari 6.9 km (4.3 mi)

Stations

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Main article: List of Osaka Metro stations
Daikokucho Station platforms

Osaka Metro stations are designed to integrate efficiently into a dense urban environment, emphasizing compact yet highly functional layouts capable of handling heavy passenger volumes. Station designs typically feature wide island or side platforms, multiple escalators, and vertically layered concourses to optimize circulation and facilitate direct connections with adjacent commercial facilities and other transport modes. Major interchange stations exemplify this approach; Umeda Station, for instance, functions as an expansive multi-level underground complex seamlessly linked to shopping arcades and multiple railway operators. Its design enables the handling of exceptionally high passenger volumes exceeding two million daily users across the wider Umeda area while minimizing disruption at street level.[22][23]

Universal accessibility forms a central component of Osaka Metro’s station infrastructure. The operator achieved full compliance with Japan’s Act on Promotion of Smooth Transportation without Causing Inconvenience to Persons with Disabilities by 2010, ensuring barrier-free access at all 134 stations. Each station provides at least one continuous wheelchair-accessible route (“one-route” access) from platform level to street level, supported by elevators and escalators. Additional accessibility features include tactile paving (braille blocks) for visually impaired passengers, Braille-equipped signage and route maps, wide automatic ticket gates suitable for wheelchairs and strollers, and multipurpose restrooms designed for users with mobility needs. Priority seating areas, nursing rooms, and rest facilities further enhance usability for elderly passengers and families with children.[24][25]

Underground LED screens at Umeda Station.

Ongoing modernization initiatives place strong emphasis on passenger comfort, information accessibility, and environmental sustainability. Energy-efficient LED lighting has been progressively installed throughout stations and tunnels, including on newer infrastructure such as the Chūō Line extension to Yumeshima Station, which opened in 2025. Passenger information systems have been upgraded with large-scale digital displays offering real-time train data and wayfinding support; notable examples include one of Japan’s largest underground LED screens at Umeda Station and multi-screen platform installations at Hommachi Station. Platform screen doors have been introduced at more than 90 percent of stations, improving passenger safety while contributing to smoother crowd distribution. Additional crowd management measures include extensive CCTV monitoring and advanced ticket gate systems. Contactless entry technologies, including facial recognition systems first trialed in 2023, were deployed at approximately 130 stations by March 2025 to improve throughput during peak periods and reduce physical contact.[26][27][28]

Rolling stock

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Osaka Municipal Subway rolling stock use two types of propulsion systems. The vast majority of lines use trains with conventional electric motors, but the two newest lines, the Nagahori Tsurumi-ryokuchi Line and Imazatosuji Line, use linear motor-powered trains, which allow them to use smaller trains and tunnels, reducing construction costs. These two lines have half-height automatic platform gates installed at all station platforms, as does the Sennichimae Line, the Midosuji Line, and the Sakaisuji Line.[29][30]

Also, unlike most other rapid transit networks in Japan (but like the preceding Tokyo Metro Ginza Line [the only rapid transit line in Asia at the time], and the subsequent Marunouchi line, the early lines in Nagoya and the Blue line in Yokohama), most Osaka subway lines use a third rail electrification system for trains. Only three lines use overhead catenary: the Sakaisuji Line, to accommodate through services on Hankyu trackage; and the linear-motor Nagahori Tsurumi-ryokuchi and Imazatosuji Lines. Also unusually, all lines use standard gauge; there are no narrow gauge sections of track due to the network being almost entirely self-enclosed (although Kyoto and Kobe also have entirely standard gauge metros with through services to private railways).

Osaka Metro’s conventional rolling stock consists mainly of electric multiple units (EMUs) powered by rotary traction motors, which are used on most lines other than those equipped with linear induction motor systems. These trains operate on 1,435 mm standard gauge track. Electrification varies by route: the majority of lines are supplied with 750 V DC via a third rail, while the Sakaisuji, Nagahori Tsurumi-ryokuchi, and Imazatosuji lines use 1,500 V DC overhead catenary, enabling through-running with interconnected railway networks. Depending on the train series, maximum operating speeds typically fall between 70 and 80 km/h, with per-car passenger capacities generally ranging from approximately 130 to 150.[31]

Series Image Note
New 20 series 21 series – Midosuji Line

22 series – Tanimachi Line

23 series – Yotsubashi Line

24 series – Chūō Line (later transferred to the Tanimachi and Yotsubashi lines and reclassified as the 22 and 23 series)

25 series – Sennichimae Line

Power supply: Third rail system

66 series Operated on the Sakaisuji Line; overhead line system
70 series Operated on the Nagahori Tsurumi-ryokuchi Line; overhead line, linear motor system
80 series Operated on the Imazatosuji Line and Nagahori Tsurumi-ryokuchi Line; overhead line, linear motor system (image shows Imazatosuji Line)
30000 series 31 series: Midosuji Line

32 series: Tanimachi Line

(image shows Midosuji Line); third rail system

30000A series Operated on the Chuo Line and Tanimachi Line (image shows Chuo Line); third rail system[32]

Service began on July 22, 2022. Ten six-car trainsets (60 cars) were introduced to provide additional capacity for the 2025 Osaka–Kansai Expo. Following the Expo, the trains are scheduled to be transferred to the Tanimachi Line.

200 series AGT rolling stock used on the Nanko Port Town Line
400 series Operated on the Chuo Line; third rail system[33]

Service began on June 25, 2023. The series was introduced to increase capacity ahead of the 2025 Osaka–Kansai Expo and to replace aging 20 and 24 series trains, which are being reassigned to other lines.

Technology

[edit]
Nagahori Tsurumi-ryokuchi Line tunnel using linear induction motor (LIM) technology; small-diameter tunnel excavated with a tunnel boring machine

Osaka Metro employs linear induction motor (LIM) propulsion on two of its subway lines, a system that offers advantages such as smooth acceleration, precise speed control, and the ability to operate on steep gradients without the use of conventional mechanical transmissions.

The Nagahori Tsurumi-ryokuchi Line was Japan’s first revenue-service subway line to adopt LIM technology. It is operated using 70 series rolling stock, which entered service in 1990. Trains run in four-car formations powered by a 1,500 V DC overhead catenary and are designed for a maximum operating speed of 70 km/h. Compared with traditional rotary-motor systems, the LIM configuration reduces noise and vibration, improving ride quality and environmental performance within urban tunnels.[34][35]

LIM technology was later introduced on the Imazatosuji Line, which opened in 2006. This line uses 100 series trainsets, also formed as four-car units and supplied by a 1,500 V DC overhead system. The trains share similar performance characteristics with those on the Nagahori Tsurumi-ryokuchi Line, including a top speed of 70 km/h, along with the operational benefits of energy efficiency and enhanced traction control suited to dense urban alignments.[36]

Port Town (view toward the southeast), with the “New Tram” viaduct visible

Beyond its use of linear induction motor technology, Osaka Metro also operates a fully automated transit system on the Nankō Port Town Line, commonly branded as the New Tram. The line has been driverless since opening in 1981, making it one of Japan’s earliest automated guideway transit systems.The New Tram runs on a 7.9-kilometre elevated alignment and is equipped with rubber-tyred rolling stock. Services are operated using four-car trainsets of the 200 series, which draw power via a three-phase AC side-contact electrification system and are designed for a maximum operating speed of 60 km/h. As of recent years, the fleet comprises 20 trainsets, or 80 vehicles in total, optimized for dependable operation and reduced maintenance requirements under fully automated conditions.[37] While the New Tram demonstrates the feasibility of unattended train operation within the Osaka Metro network, similar automation has not been implemented on the system’s conventional subway lines as of 2025, which continue to rely on staffed operations.

Fares

[edit]
Ticket machines and fare maps at Shinsaibashi Station

Osaka Metro charges five types of fares for single rides, based on the distance traveled in each journey.[38] Some discount fares exist.

Fare payment on the Osaka Metro is designed to prioritize ease of use and compatibility with Japan’s wider public transport network. While single-journey paper tickets remain available from automated ticket machines at all stations, most passengers use contactless IC cards for their convenience. The ICOCA card, introduced in the early 2000s, offers tap-and-go access and can be recharged as needed; it requires a refundable ¥500 deposit.[39]

ICOCA is fully interoperable with other major IC card systems, including Suica and PASMO, enabling seamless travel across JR lines, private railways, and metro systems nationwide. In addition to IC cards, Osaka Metro supports direct contactless payment at all ticket gates using credit, debit, or prepaid cards, as well as mobile wallets such as Apple Pay and Google Pay, eliminating the need for a dedicated transit card.[40]

Distance
travelled 		Rates (in yen)[38]
Adult Child
1–3 km ¥190 ¥100
4–7 km ¥240 ¥120
8–13 km ¥290 ¥150
14–19 km ¥340 ¥170
20–25 km ¥390 ¥200

Incidents

[edit]

On April 8, 1970, a gas explosion occurred during an expansion of the Tanimachi Line at Tenjimbashisuji Rokuchōme Station, killing 79 people and injuring 420.[41][42] The gas leaked out from a detached joint and filled the tunnel and exploded when a service vehicle's engine sparked over leaking gas, creating a fire column over 10 metres (33 ft) tall that burned around 30 buildings and damaged or destroyed a total of 495 buildings.[43]

Safety

[edit]

Since the 1990s, Osaka Metro has implemented automatic train control (ATC) systems throughout its network, providing continuous speed monitoring and automated braking to reduce the risk of collisions and overspeed incidents. The system enforces compliance with signal aspects and safe train separation, contributing to stable and reliable operations. In parallel, platform screen doors have been progressively installed at stations, creating a physical barrier between platforms and tracks to enhance passenger safety and improve boarding efficiency.[44][45]

Safety management is further supported by comprehensive staff training programs. Employees participate in regular emergency preparedness exercises, including evacuation drills and simulated incident responses, often conducted in cooperation with municipal agencies. Osaka Metro also promotes passenger awareness through digital platforms, onboard and station announcements, and multilingual signage, encouraging safe behavior such as remaining behind platform markings and promptly alerting staff to irregular situations.[46] Osaka Metro’s safety framework places strong emphasis on preventive measures. Operating policies include strict controls on passenger density, with peak-period load factors maintained below 150 percent to limit discomfort and reduce stress on both passengers and infrastructure. In response to operational challenges that emerged in 2020, including those associated with the COVID-19 pandemic, the company also introduced dedicated mental health support initiatives for train operators, such as access to counseling services, stress-reduction training, and adjustments to work schedules aimed at reducing fatigue-related risks.

The effectiveness of these policies is reflected in Osaka Metro’s comparatively low accident rate. Compliance with national railway safety requirements is regularly assessed through inspections and audits conducted by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), with findings used to inform continual updates to safety procedures and technical systems.

Network map

[edit]

Map

See also

[edit]

References

[edit]

Endnotes

[edit]
  1. ^ a b The official name of the network in Japanese is still written as Osaka Metro (in English).
  2. ^ a b The Osaka Metro Company de jure operates transit that is subject to both the Tram Act and Railway Business Act.
  3. ^ Sakaisuji, Nagahori Tsurumi-ryokuchi and Imazatosuji lines
  4. ^ Nankō Port Town Line

Footnotes

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  1. ^ a b Kokudo Kōtsū Shō Tetsudō Kyoku (2005). Tetsudō Yōran (Heisei 17 Nendo) (in Japanese). Tokyo: Denkisha Kenkyūkai. p. 228. ISBN 4-88548-106-6.
  2. ^ a b c d e f g h i j k l 営業線の概要 [Overview of operating lines] (in Japanese). 大阪市営交通局 [Osaka Municipal Transportation Bureau]. Archived from the original on January 11, 2014. Retrieved June 7, 2014.
  3. ^ "交通局の予算・決算について" [For budget and balance sheet of Transportation Bureau] (in Japanese). 大阪市営交通局 [Osaka Municipal Transportation Bureau]. Archived from the original on December 18, 2014. Retrieved December 18, 2014.
  4. ^ a b "Osaka Municipal Subway｜Japanese subway｜JAPAN SUBWAY ASSOCIATION". www.jametro.or.jp. Retrieved 2026-01-13.
  5. ^ MiSoL ASP会員サービス・アプリケーション概要 Archived 2007-10-27 at the Wayback Machine
  6. ^ "Archived copy" (PDF). Archived (PDF) from the original on 2018-05-08. Retrieved 2011-10-26.{{cite web}}: CS1 maint: archived copy as title (link)
  7. ^ a b "SkyDrive and Osaka Metro Unveil Plans for a Future eVTOL Network in Osaka Introducing Plans for the "Osaka Diamond Routes" - SkyDrive Inc". 2024-12-17. Retrieved 2026-01-13.
  8. ^ GRRR.nl. "Urban Benchmark". World Benchmarking Alliance. Retrieved 2026-01-13.
  9. ^ "路線別駅別乗降人員｜Osaka Metro". Osaka Metro (in Japanese). Retrieved 2026-01-13.
  10. ^ a b c d e "大阪市営地下鉄｜日本の地下鉄｜日本地下鉄協会". www.jametro.or.jp. Retrieved 2025-12-27.
  11. ^ "1903 （明治36）年 築港大道路（現みなと通）開通。築港大桟橋完成。大阪市電開通". 大阪市 (in Japanese). Retrieved 2025-12-27.
  12. ^ ドゥイツ・キエルト (2008-06-06). "１９３０年代の大阪 • 御堂筋の地下鉄建設". 日本の古写真 (in Japanese). Retrieved 2026-01-23.
  13. ^ "御堂筋の歴史". 大阪市 (in Japanese). Retrieved 2026-01-23.
  14. ^ "公営地下鉄在籍車数ビッグ3 大阪市交通局 (One of the big three public subway operators: Osaka Municipal Subway)". Japan Railfan Magazine. Vol. 49, no. 576. April 2009. pp. 88–99.
  15. ^ Rogers, Krista. "The most crowded train lines during rush hour in Tokyo, Osaka, and Nagoya are..." Rocket News 24. Archived from the original on September 8, 2014. Retrieved September 8, 2014.
  16. ^ 大阪府内で働く人の通勤時間は「52分」——理想の路線は？. bizmakoto.jp (in Japanese). September 9, 2014. Archived from the original on September 7, 2014. Retrieved September 8, 2014.
  17. ^ "Osaka Metro Subway First ＆ Last Train Time | Osaka Metro NiNE". metronine.osaka. 2019-05-29. Retrieved 2026-01-13.
  18. ^ McNabb, Miriam (2024-12-18). "SkyDrive and Osaka Metro Announce eVTOL Plans for Osaka". DRONELIFE. Retrieved 2026-01-13.
  19. ^ "Osaka Metro Posts Record Interim Profit on Expo Boom". newsonjapan.com. Retrieved 2026-01-13.
  20. ^ a b Subway 2018, p. 44.
  21. ^ 地下鉄4線延伸「採算厳しい」 有識者審議会. Yomiuri Online (in Japanese). August 29, 2014. Retrieved September 1, 2014.
  22. ^ "Osaka Umeda Twin Towers South / Takenaka Corporation". ArchDaily. 2023-11-30. Retrieved 2026-01-15.
  23. ^ "Umeda｜Osaka Metro". Osaka Metro. Retrieved 2026-01-15.
  24. ^ "Subway accessibility (station facilities)｜Osaka Metro". Osaka Metro. Retrieved 2026-01-15.
  25. ^ "Information on accessibility (creating an accessible city)｜Osaka Metro". Osaka Metro. Retrieved 2026-01-15.
  26. ^ Guinness World Records. "Largest underground LED screen display".
  27. ^ "Osaka Metro Hommachi Station Signage Launches Digital OOH Advertising Based on Impressions (VAC) | News". LIVE BOARD (in Japanese). Retrieved 2026-01-15.
  28. ^ "Osaka Metro to deploy biometric ticketing, Japan - Global Mass Transit Report -". globalmasstransit.net. Retrieved 2026-01-15.
  29. ^ "Osaka subway's Sennichimae Line to have platform screen doors installed in every station Chinese translation to follow". Asian Public Transport. February 13, 2014. Archived from the original on September 8, 2014. Retrieved September 8, 2014.
  30. ^ "【堺筋線】日本橋駅にホームドア設置開始 | Osaka-Subway.com". osaka-subway.com (in Japanese). 2022-08-14. Retrieved 2024-03-20.
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Citations

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