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Linimo
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Linimo
Overview
Other nameAichi Rapid Transit Tobu Kyuryo Line
Native nameリニモ
愛知高速交通東部丘陵線
OwnerAichi Rapid Transit Co., Ltd.[a]
LocaleAichi Prefecture, Japan
Termini
Stations9
WebsiteOfficial website
Service
TypeRapid transit
Rolling stockAichi Rapid Transit 100 series
Daily ridership16,500
History
Opened6 March 2005 (2005-03-06)
Technical
Line length8.9 km (5.5 mi)
Number of tracks2
Minimum radius75 m (246 ft 1 in)
Electrification1,500 V DC Third rail
Operating speed100 km/h (62 mph)
Route diagram

Legend
 Fujigaoka
Hanamizuki-dōri
Irigaike-kōen
Nagakute Kosenjō
Geidai-dōri
Kōen-nishi
Aichikyūhaku-kinen-kōen
Tōji-shiryōkan-minami
Yakusa
This diagram:

Linimo (リニモ, Rinimo), formally the Aichi Rapid Transit Tobu Kyuryo Line (愛知高速交通東部丘陵線, Aichi Kōsoku Kōtsū Tōbu Kyūryō-sen), is a magnetic levitation train line in Aichi Prefecture, Japan, running between the cities of Nagoya, Nagakute, and Toyota. While primarily built to serve the Expo 2005 fair site, the line has since operated to serve the local community.

Linimo is owned and operated by Aichi Rapid Transit Co., Ltd. [ja] and is the first commercial maglev in Japan to use the High Speed Surface Transport (HSST) type technology.[1] It is also the world's first uncrewed commercial urban maglev.[2] Linimo was the fourth overall commercial urban maglev operated in the world, predated by the Birmingham Maglev (1984–1995), the Berlin M-Bahn (1989–1991) and the Shanghai Maglev (opened in 2004).

Specifications

[edit]

The linear motor magnetic-levitated train has a top speed of 100 kilometres per hour (62 mph), floating 8 millimetres (0.31 in) above the track when in motion, and is intended as an alternative to conventional metro systems, not high-speed operation. The line has nine stations and is 8.9 kilometres (5.5 mi) long, with a minimum operating radius of 75 metres (246 ft) and a maximum gradient of 6%. The line uses automatic train control (ATC) and automatic train operation (ATO).[1] Construction of the track cost ¥60 billion (US$575 million) while the Linimo trains themselves, built by Nippon Sharyo, cost ¥40.5 billion (US$380 million).[3] The construction cost came to roughly $65 million per km without rolling stock.

Rolling stock

[edit]

The trains for the line were designed by the Chubu HSST Development Corporation, which also operated a test track in Nagoya.[1] They were built by Nippon Sharyo, cost ¥40.5 billion (US$380 million).[3] The trains are fixed 3-car train sets (Mc1+M+Mc2). The end cars (Mc Car) are 14.0 metres (45 ft 11 in) long and the middle car (M Car) 13.5 metres (44 ft 3 in), giving a total train set length of 43.3 metres (142 ft 1 in).[1] The cars are 2.6 metres (8 ft 6 in) wide. The Mc car has a capacity of 34 seated and 46 standing, and the M car 36 seated and 48 standing, for a total capacity per train set of 244.[1] The cars have a semi-monocoque construction of welded aluminum, with two emergency doors at each car end and two 1,200-millimetre (47 in) doors per side.[1]

100 Series formations

[edit]

The line operates eight three-car sets which are formed as follows.[4]

Car No. 1 2 3
Designation Mc1 M Mc2
Numbering 1x1 1x2 1x3

Technical and financial difficulties

[edit]

Being the first commercial implementation of a new type of transport system, the line suffered a number of highly publicized technical breakdowns during the Expo, with far higher demand during peak hours than the line's carrying capacity of 4,000 passengers per direction per hour. On March 19, 2005, the train stopped departing when it detected an overload of passengers, but this was immediately corrected when a later inspection revealed that the weight-detecting sensors were oversensitive. The line also has to be shut down for safety reasons when wind speed exceeds 25 m/s (56 mph), a relatively common occurrence in the area.

During the Expo, the line carried an average of 31,000 passengers per day, but ridership dropped to only 12,000 in the first six months after the Expo, and the line lost over ¥3 billion in 2006. While ridership gradually increased to 16,500 passengers per day in 2008,[5] the line still made a financial loss of ¥2.1 billion in fiscal year 2009.[6] In 2016, the line started turning a profit, making a net profit of ¥83.4 million that year. [7]

History

[edit]

Aichi Rapid Transit gained permission to build the line on October 3, 2001.[8] The line's nickname, "Linimo" was revealed on November 2002. The names of the stations were decided in December 2003, and the entire line opened to the public on March 6, 2005.[9] After the end of the 2005 Expo, both Yakusa Station and Aichikyūhaku-kinen-kōen Station were renamed from their former names, translated as Expo Yakusa Station and Expo Site Station, respectively.

Stations

[edit]
No. Icon Name Japanese Distance (km) Transfers Location
L01 Fujigaoka 藤が丘 0.0 The logo of the Higashiyama Line of the Nagoya Municipal Subway. Higashiyama Line Meito-ku, Nagoya Aichi Prefecture
L02 Hanamizuki-dōri はなみずき通 1.4   Nagakute
L03 Irigaike-kōen 杁ヶ池公園 2.3  
L04 Nagakute Kosenjō 長久手古戦場 3.4  
L05 Geidai-dōri 芸大通 4.5  
L06 Kōen-nishi 公園西 6.0  
L07 Aichikyūhaku-kinen-kōen ("Expo Memorial Park")[Note 1] 愛・地球博記念公園 7.0  
L08 Toji-shiryokan-minami 陶磁資料館南 8.0   Toyota
L09 Yakusa[Note 2] 八草 8.9 Aichi Loop Line (18)
Footnotes
  1. ^ Formerly named Bampaku Kaijo Station ("Expo Site")
  2. ^ Formerly named Bampaku Yakusa Station

Cancelled plan in Taiwan

[edit]

In 2006, there was a plan to use the system for the Xinyi LRT, a proposed line in Xinyi, Taipei, Taiwan.[10] The line was cancelled in 2007.[11]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Linimo

View on Grokipedia
from Grokipedia
Linimo, formally known as the Tōbu Kyūryō Line, is an 8.9-kilometer () train line in , , connecting Fujigaoka Station in to Yakusa Station in via nine stations. Operated by Aichi Rapid Transit Co., Ltd., it employs normal conducting electromagnets for levitation and linear induction motors for propulsion, allowing the three-car unmanned trains to float 8 millimeters above the guideway and reach a maximum speed of 100 km/h over a journey time of approximately 17 minutes. Launched on March 6, 2005, as 's first commercially operated system, Linimo was constructed to support the Aichi and has since become a vital daily commuter route serving universities, research facilities, and residential areas while promoting eco-friendly transportation by reducing reliance on automobiles. The line's innovative technology enables a remarkably quiet and vibration-free ride, with 1.5 times faster than conventional bullet trains and the ability to navigate steep gradients up to 6% and tight curves with a minimum radius of 75 meters, thanks to its modular "centipede-like" car design featuring air springs and hydraulic brakes. During the 2005 Expo, Linimo functioned as a "moving pavilion," transporting around 20 million passengers and showcasing sustainable urban mobility. Today, it operates with trains departing every 8 minutes during peak hours, integrating with Nagoya's subway and networks to facilitate access to attractions like the Aichi Commemorative Park, , and , while emphasizing low-carbon "Eco-Mobility Life" principles.

Overview and Route

Description and Operations

Linimo, formally known as the Aichi Rapid Transit Tobu Kyuryo Line, is an 8.9 km elevated (maglev) railway that connects Fujigaoka Station in City, through City, to Yakusa Station in City, all within , . The line facilitates efficient urban transit across these areas, providing a direct link between eastern suburbs and the northern outskirts toward . It opened in 2005 to support Aichi and continues to serve as a vital component of the region's public transportation network. Owned and operated by Aichi Rapid Transit Co., Ltd., Linimo represents the world's first uncrewed commercial urban system, employing High Speed Surface Transport (HSST) technology for fully automated operations without onboard crew. This innovative setup allows for seamless, driverless service, enhancing reliability and reducing operational costs in an urban environment. The system integrates with the broader transit network, notably connecting at Fujigaoka Station to the for easy transfers to central . Linimo operates daily from approximately 5:30 a.m. to midnight, with trains running every 6 minutes during peak hours to accommodate commuter demand. Fares are distance-based, ranging from 170 to 380 yen for adults, making it an affordable option for local travel. As of 2019, the line had an average daily ridership of approximately 25,000 passengers, increasing further with the 2022 opening of and reflecting enhanced usage for both daily commutes and regional connections to attractions like the Aichi Commemorative Park.

Stations

The Linimo line features nine stations spanning 8.9 km between Fujigaoka in and Yakusa in , providing key access points to residential areas, parks, cultural sites, and industrial zones in eastern . Each station is designed for seamless integration with the system, offering elevated platforms and connections to local transport networks.
CodeStation NameDistance from Fujigaoka (km)Key Features and Connections
L01Fujigaoka0.0Serves as the western terminus and primary interchange with the , facilitating easy access from central .
L02Hanamizuki-dōri1.4Located in a residential area of Nagoya's Meitō ward, offering proximity to local shopping and community facilities.
L03Irigaike-kōen2.3Adjacent to Irigaike Park, providing access to green spaces and recreational areas in .
L04Nagakute Kosenjō3.4Near the historic Nagakute Battlefield site (Kosenjō Park), connecting to walking trails and historical landmarks.
L05Geidai-dōri4.5Close to Aichi Prefectural University of Fine Arts and Music, serving students, faculty, and visitors to cultural institutions.
L06Kōen-nishi6.0Positioned near western entrances to local parks and residential developments in .
L07Aichikyūhaku-kinen-kōen7.0Direct access to the Commemorative Park (Moricoro Park), including attractions like the Expo Memorial Pavilion and .
L08Toji-shiryokan-minami8.0Southern gateway to the Aichi Prefectural (Toji Shiryokan), supporting visits to collections and exhibits.
L09Yakusa8.9Eastern terminus with interchange to the Aichi Loop Line; located near Motor Corporation's Bōbi Plant and related automotive facilities.
Following the closure of , two stations underwent renaming in 2006 to better reflect their ongoing roles beyond the event: Yakusa Station (formerly Banpaku Yakusa Station) and Aichikyūhaku-kinen-kōen Station (formerly Banpaku Kaijō-mae Station). These changes removed Expo-specific references while emphasizing local landmarks and functions.

History

Planning and Construction

The planning phase for Linimo, officially known as the Tobu Kyuryo Line, originated in the early as a response to transportation needs in Nagoya's eastern hilly region. In January 1992, Japan's Council of Transportation Policy identified it as a medium-capacity system, with studies leading to its approval as a state-subsidized project in April 1999. Aichi Rapid Transit Co., Ltd. was established in February 2000 to manage development, and administrative procedures, including the granting of railway permission by the Ministry of Land, Infrastructure, and on October 3, 2001, were completed by March 2002. In November 2002, the project's popular name "Linimo"—short for ""—was announced to evoke its innovative technology. The nine station names were finalized in December 2003, reflecting local landmarks and the line's role in connecting urban and suburban areas. Designed primarily to provide efficient access to the Aichi site, the 8.9 km route incorporated tight curves (minimum radius of 75 m) and steep gradients (up to 6%) to navigate the terrain. Construction began with groundbreaking in 2003, focusing on an elevated guideway structure combining steel girders and concrete piers for durability and minimal land impact. The total cost for the guideway and infrastructure reached approximately ¥60 billion (equivalent to about $575 million USD in 2005 exchange rates), funded through public subsidies and private investment. The High Speed Surface Transport (HSST) system was selected in 1999 over alternatives such as straddle-type monorails and other new transport technologies, due to its better cost-effectiveness, ability to handle steep slopes and curves, and proven reliability from prior prototype testing at development facilities since the 1970s. Key milestones included the completion of the full track and all stations by late 2004, enabling trial operations ahead of the scheduled public opening.

Opening and Expo 2005

Linimo officially opened on March 6, 2005, just weeks before the start of Aichi, which ran from March 25 to September 25 under the theme "Nature's Wisdom." The line's launch was timed to provide seamless access to the Expo site in , with Aichikyūhaku-kinen-kōen Station serving as the primary gateway for visitors arriving via the system. This integration positioned Linimo as a key infrastructural element of the event, enhancing connectivity from Nagoya's subway network at Fujigaoka Station. During the Expo period, Linimo achieved an average daily ridership of approximately 46,000 passengers, contributing to a total of 8.54 million riders over the event. The system operated as a fully automated, uncrewed service, demonstrating its technology at speeds up to 100 km/h while ensuring smooth and silent rides for crowds. Public trials and demonstrations prior to full operations highlighted its reliability, with test runs confirming the line's capacity to handle high volumes without onboard staff at most stations. Promotional efforts emphasized Linimo's role as a futuristic aligned with the Expo's "Nature's Wisdom" theme, which celebrated harmony between technology and the environment. A for the train's car bodies invited submissions that reflected the theme's sub-elements, such as "Nature's Matrix" and "," to visually integrate the with the event's eco-focused narrative. For Expo visitors, Linimo featured special access integrations, including bundled ticketing options with Expo admission and dedicated crowd management measures like CCTV monitoring and roving attendants to accommodate surges in attendance.

Post-Expo Developments

Following the closure of Aichi on September 25, 2005, Linimo's role shifted from event transport to routine commuter service, with ridership quickly stabilizing at levels suited to local needs. To facilitate this transition, two stations underwent renaming on April 1, 2006: Bōbi Yakusa Station became Yakusa Station, and Bōbi Kyūjō-mae Station was changed to Aichikyūhaku-kinen-kōen Station, removing Expo-specific references in favor of permanent community identifiers. Ridership, which had averaged 31,000 passengers daily during the Expo, dropped sharply to about 12,000 daily in the first six months after the event as tourist volumes declined. Over time, usage rebounded with increasing residential and workplace integration along the route, reaching 16,500 daily passengers by 2008. This gradual recovery continued into the 2020s, stabilizing at approximately 24,900 daily passengers by 2022. The line has received minor upgrades to support ongoing operations, including enhancements to station accessibility features like elevators and ramps, as well as improved timetabling for connections with local bus services at endpoints such as Fujigaoka and Yakusa. As of 2025, Linimo remains in active service as an essential commuter artery in eastern and surrounding areas, maintaining consistent operations without notable interruptions.

Technical Features

System Specifications

The Linimo system features an elevated guideway spanning 8.9 kilometers, connecting nine stations in , . This infrastructure supports the HSST-type technology, enabling smooth transit along an urban route designed for efficiency and minimal environmental impact. The system's top operational speed reaches 100 km/h, with acceleration capabilities 1.5 times greater than a conventional train, 4.0 km/h/s. Power is supplied at 1,500 V DC via overhead , facilitating reliable via linear induction motors. is maintained at a precise of 8 mm above the track using . The guideway is constructed primarily from steel box girders, providing structural integrity for the elevated sections, while rubber-tired elements assist in lateral guidance for stability. The total infrastructure cost amounted to approximately ¥60 billion, excluding rolling stock expenses.

Maglev Technology

Linimo employs the High Speed Surface Transport (HSST) maglev system, which utilizes electromagnetic suspension (EMS) for levitation through attractive forces generated by normal conductive electromagnets mounted on the vehicle and the guideway. These electromagnets maintain a precise levitation gap of 8 mm, controlled by gap sensors that automatically adjust the magnetic field to ensure stability during operation. This EMS approach provides reliable levitation without the need for cryogenic cooling systems required in superconducting variants. Propulsion in the HSST system is achieved via a (LIM), where the primary coils on the vehicle interact with a reaction plate (typically aluminum) embedded in the guideway to generate thrust. The LIM operates with a variable voltage variable frequency (VVVF) inverter, enabling smooth acceleration up to a top speed of 100 km/h, suitable for urban transit. Guidance is provided by a combination of electromagnetic forces and auxiliary wheeled modules on the side rails, which incorporate rubber-tired platforms for lateral stability and to facilitate sharp curves with a minimum radius of 75 meters. The system is fully automated, eliminating the need for onboard crew through an (ATO) and continuous position detection via ground-based sensors. Safety features are integrated into the LIM and control systems, including automatic train protection (ATP) to prevent by modulating propulsion power, and emergency braking capabilities achieving deceleration rates of up to 4.5 km/h per second through the motor itself, supplemented by hydraulic backups. In the event of power failure, onboard batteries sustain until the vehicle stops safely. Compared to high-speed systems like those using superconducting magnets, the HSST design emphasizes surface-level urban deployment with lower maximum speeds but supports higher service frequencies for commuter demand. Energy efficiency is enhanced by in the LIM, which recovers during deceleration, and the low-friction that minimizes wear and energy loss relative to wheeled rail systems.

Rolling Stock

The Linimo line operates with nine three-car trainsets of the Aichi Rapid Transit 100 series, manufactured by at its Toyokawa plant. Each formation consists of two motorized end cars (Mc1 and Mc2) and one intermediate car (M), with a total length of 43.3 meters and an empty weight of approximately 52 tonnes per set. The aluminum-bodied vehicles are designed for the line's 1,500 V DC overhead electrification system. These trainsets accommodate 244 passengers per set, with 104 seated positions across the three cars (34 in each end car and 36 in the intermediate car) and space for 140 standing, including provisions for two wheelchairs via folding seats in the end cars. Interior highlights include large windows offering panoramic views and features such as doors with folding steps and push-button intercoms in each car. Originally procured as nine sets for the line's opening, the fleet was temporarily reduced to eight after the Expo when one unit was sold, but it was repurchased in to restore full capacity, with no new since the order. Maintenance occurs at the Fujigaoka depot, equipped with a two-road automated shed that scans components like brake pads and collector shoes, a dedicated washing track, and three stabling roads.

Challenges and Future

Technical Difficulties

In the early years of operation, Linimo's sensors proved oversensitive, triggering false alarms that led to frequent service halts and minor delays. These sensors, designed to detect any deviation in the vehicle's position relative to the guideway, were calibrated to prioritize but initially reacted to minor vibrations or environmental factors, causing unnecessary interruptions. Operators addressed this by recalibrating the sensors in 2006 to reduce false positives while maintaining reliability, which significantly improved operational stability. The lightweight design of Linimo's vehicles, a key feature of its HSST maglev technology, also made it susceptible to strong winds, resulting in automatic shutdowns when gusts exceeded 25 m/s. This threshold was set to prevent instability in and guidance, as high winds could affect the 8 mm levitation gap. Such events were relatively common in the hilly terrain, leading to occasional service suspensions, particularly during seasons. To mitigate this, wind barriers were installed along portions of the guideway, enhancing aerodynamic stability and reducing the frequency of wind-induced stops. Initial operations also faced noise complaints from the linear induction motors (LIMs), which generated audible humming and vibration during acceleration, peaking around 98 dB at higher speeds. These issues stemmed from the electromagnetic interactions in the short-stator LIM system, noticeable to nearby residents despite the overall low-friction quietness of maglev travel. Mitigation involved upgrading enclosures around motor components to dampen sound transmission, along with optimizations in suspension frames to minimize vibration propagation, effectively lowering perceived noise levels. Overall, these technical difficulties resulted in minor delays but no major accidents throughout Linimo's operation, with ongoing monitoring and adjustments ensuring as of 2025. The system's robust fail-safes, including redundant sensors and controls, have maintained a strong safety record, underscoring the maturity of HSST technology despite early challenges.

Financial Performance

Linimo's financial performance has been marked by significant initial challenges following its opening, primarily due to a sharp decline in ridership after the 2005 Expo. During the Expo period, daily ridership averaged around 31,000 passengers, but it dropped to approximately 12,000 passengers per day in the six months post-Expo, leading to operating losses. In 2006, the line recorded a net loss of approximately ¥3 billion, driven by high costs exceeding ¥37 billion against operating of about ¥9 billion. By 2009, losses persisted at ¥2.1 billion, as ridership stabilized around 16,500 daily but remained below projections, exacerbating the gap between and fixed costs including debt servicing. Efforts to achieve and profitability began with stabilization measures, including subsidies and cost controls. The first support plan from 2008 to 2013 provided ¥115 billion from and local municipalities, while the second plan from 2014 to 2016 injected ¥163 billion from the prefecture, cities, and private entities, enabling full repayment of long-term debt that stood at ¥163 billion by the end of 2013. These interventions, combined with rising commuter ridership to 25,100 daily by 2017 and reduced depreciation through asset adjustments, led to the line's first net profit of ¥83.4 million in 2016. Profitability has been sustained since, supported by ongoing cost efficiencies and stable operations. Revenue primarily derives from passenger fares, supplemented by subsidies from and residual tourism linked to Expo legacy sites like the Aichi Expo Memorial Park. The construction cost of approximately ¥60 billion, referenced in planning phases, has seen gradual recovery through these revenues and supports, though full investment recoupment remains ongoing. By 2025, stable operations have further reduced debt burdens, positioning Linimo as a viable urban transit option despite underperforming initial Expo-era estimates.

International and Expansion Plans

Linimo's HSST-based technology has positioned it as a pioneering example for low-speed urban transit systems globally, demonstrating the feasibility of for short-distance, high-frequency routes in densely populated areas. Opened in , the line's quiet operation, energy efficiency, and ability to navigate steep gradients up to 6% have informed subsequent developments in medium-low-speed maglev applications outside . For instance, its design principles contributed to the planning and implementation of urban maglev lines in , highlighting advantages like reduced and smoother rides compared to conventional rail. The system's influence extends to studies in , where Linimo served as a reference for low-speed projects aimed at and city-center connections. China's , operational since 2016, draws parallels in its use of for urban integration, achieving speeds around 100 km/h over an 18.55 km route while emphasizing environmental benefits similar to those observed on Linimo. In , research into urban viability has cited Linimo's long-term operational data as a benchmark for assessing costs and passenger comfort in potential short-haul networks, though no direct adoptions have materialized. Linimo operates without announced extension plans, maintaining its original 8.9 km route between Fujigaoka and Yakusa stations amid stable ridership. The line's integration with the Aichi Loop Line and subway networks supports regional connectivity, but fiscal and infrastructural priorities have favored enhancements to existing projects like the Chuo over low-speed expansions. Increased from attractions like has contributed to higher peak-hour usage and occasional crowding. This status quo reflects Linimo's role as a specialized Expo legacy rather than a scalable template for broader domestic growth. Efforts to HSST post-2005 have been limited, with demonstrations focused on Asian markets yielding no commercial adoptions to date. The Chubu HSST Development Corporation, responsible for Linimo's , has prioritized and minor upgrades over international bids, underscoring the challenges of adapting the system to diverse regulatory and economic contexts. Linimo's sustained operations into the 2020s, achieving profitability since 2016, affirm its viability as a niche urban solution without necessitating further global outreach.

References

  1. https://www.linimo.jp/language/en/company/
  2. https://linimo.pref.aichi.jp/en/about/
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  4. https://www.linimo.jp/language/en/
  5. http://www.hsst.jp/linimo_e.htm
  6. https://www.japan-experience.com/plan-your-trip/travel-by-train/train-in-japan/linimo
  7. http://www.maglev.ir/eng/documents/papers/conferences/maglev2004/topic2/IMT_CP_M2004_T2_5.pdf
  8. https://www.linimo.jp/language/en/ride/timetable.php
  9. https://www.pref.aichi.jp/uploaded/life/329843_1341156_misc.pdf
  10. https://linimo.pref.aichi.jp/en/spot/
  11. https://www.linimo.jp/language/en/spot/map.php
  12. https://www.aichi-fam-u.ac.jp/en/access.html
  13. https://www.linimo.jp/language/en/spot/
  14. https://global.toyota/en/newsroom/corporate/29534374.html
  15. https://link.springer.com/content/pdf/10.1057/978-1-137-57128-1.pdf
  16. http://www.maglev.ir/eng/documents/papers/conferences/maglev2004/topic2/IMT_CP_M2004_T2_6.pdf
  17. http://www.expo2005.or.jp/en/newstopics/2004/040830_linimo.html
  18. http://www.maglev.ir/eng/documents/papers/conferences/maglev2006/topic1/IMT_CP_M2006_T1_11.pdf
  19. https://www.railwaygazette.com/news/linimo-hovers-close-to-take-off/30523.article
  20. https://www.intechopen.com/chapters/1206683
  21. https://aichinow.pref.aichi.jp/en/spots/detail/191/
  22. http://www.expo2005.or.jp/en/pdf/previewinfo2.pdf
  23. https://eprints.soton.ac.uk/427209/2/maglev_line.pdf
  24. http://www.expo2005.or.jp/en/report/data.html
  25. http://www.expo2005.or.jp/en/newstopics/2005/050128_linimo.html
  26. http://www.expo2005.or.jp/en/newstopics/2004/pdf/040830_linimo1.pdf
  27. http://www.expo2005.or.jp/en/ticket/ticket.html
  28. https://www.bie-paris.org/site/en/latest/infocus/entry/expo-2005-aichi-and-the-ongoing-development-of-the-expo-movement-in-the-21st-century
  29. https://train.spottingworld.com/Linimo
  30. http://www.red.pe.org.pl/articles/2025/6/5.pdf
  31. https://www.pref.aichi.jp/uploaded/attachment/452780.pdf
  32. https://www.linimo.jp/language/en/ride/
  33. https://www.maglev.ir/eng/documents/papers/conferences/maglev2004/topic1/IMT_CP_M2004_T1_10.pdf
  34. http://www.hsst.jp/mechanism_e.htm
  35. https://www.cee.hawaii.edu/wp-content/uploads/2016/05/UHM-CEE-17-01.pdf
  36. https://en.japantravel.com/aichi/linimo-the-mag-lev-train/385
  37. https://www.n-sharyo.co.jp/business/tetsudo_e/prod_newtraffic.htm
  38. https://www.chunichi.co.jp/article/563442
  39. https://www.fujielectric.co.jp/about/technology/detail/jihou_2006_contents2006_03.html
  40. https://www.mdpi.com/1996-1073/15/23/9061
  41. https://www.rtri.or.jp/eng/publish/newsletter/pdf/21/RTA-21.pdf
  42. https://www.pref.aichi.jp/soshiki/kotsu/0000081014.html
  43. https://aska-r.repo.nii.ac.jp/record/6803/files/0029012201603017029.pdf
  44. https://www.jcp-aichi.jp/2006/0730/367.html
  45. https://www.worldkings.org/news/asia-records-institute/worldkings-worldkings-news-asia-records-institute-asri-linimo-the-world-s-first-unmanned-commercial-urban-maglev
  46. https://www.britannica.com/technology/maglev-train
  47. https://www.maglevboard.net/en/facts/18-projects
  48. https://global.jr-central.co.jp/en/company/data-book/_pdf/2025.pdf
  49. https://www.researchgate.net/publication/291665520_Commercialization_of_HSST_Linimo_an_access_line_for_the_2005_world_exposition_in_Aichi_Japan
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