Tokyo Monorail

The officially the is a straddle-beam Alweg-type monorail line in Tokyo, Japan. It provides a connection between Tokyo International Airport and the city's Ōta, Shinagawa, and Minato wards. The line runs predominantly elevated along the western shore of Tokyo Bay and serves 11 stations between Hamamatsuchō and Terminal 2. The line is operated by the Tokyo Monorail Co., Ltd., a joint venture of JR East, Hitachi, and ANA Holdings. It carried an average of 107,871 passengers per day in Japanese fiscal year 2023.
Plans for Japan's first airport rail link emerged in 1959 as Tokyo prepared to host the 1964 Summer Olympics. That year a company was created to build the line. Construction began in 1963, and service opened on 17 September 1964, 23 days ahead of the Olympic opening ceremony. The original line ran nonstop between Hamamatsuchō and Haneda Airport and was later expanded with infill stations and extensions.
The Tokyo Monorail is one of two rail lines serving the airport, alongside the Keikyū Airport Line. At Hamamatsuchō, passengers may transfer to the Keihin–Tōhoku and Yamanote lines of JR East, as well as the Asakusa and Oedo lines of the Toei Subway via nearby Daimon Station. The monorail also connects with Tokyo Waterfront Area Rapid Transit's Rinkai Line at Tennōzu Isle Station.
In November 2025, Tokyo Monorail began using the nickname Tokyo Panorama Line for its route.

Early history

By the early 1950s, Tokyo's Haneda Airport had become Japan's primary international gateway as the nation's commercial aviation sector recovered from World War II. In 1959, the airport handled roughly 910,000 passengers and expected significant increases ahead of the 1964 Summer Olympics. That year, the government unveiled plans for an airport rail link to central Tokyo; a competing proposal to extend the Tokyo Expressway was briefly considered but rejected over concerns that it would worsen traffic congestion.
In August 1959, Yamato Kankō Co., Ltd. was established to build the line and was renamed Japan Elevated Railway Co., Ltd. the following year. The company applied in January 1961 for permission to construct a straddle-beam, Alweg-type monorail, selecting the system partly because company president Tetsuzō Inumaru had a long-standing friendship with Alweg founder Axel Wenner-Gren and partly because Hitachi—tasked with building the system—was eager to develop the technology further. The Ministry of Transport authorized the project in December 1961, a groundbreaking ceremony followed on 1 May 1963, and construction progressed rapidly.
Planners originally intended to extend the line from the airport to Shimbashi or Tokyo Station, and the license granted permitted construction to either location. However, local opposition near the Shibaura Canal, along with government budget constraints caused by cost overruns on the Tōkaidō Shinkansen, resulted in a shorter initial route terminating at Hamamatsuchō Station. To reduce costs further, the alignment was routed over public waterways donated by local municipalities, avoiding private land acquisition but requiring the monorail to run over reclaimed areas of Tokyo Bay and several rivers and canals. This resulted in the removal of several fishing and aquaculture operations, including a long-established seaweed field in Ōta Ward that had produced Omori no nori, a premium nori brand dating to the Edo period.
In May 1964, the company adopted its current name, Tokyo Monorail Co., Ltd. The project cost , including ¥20 billion for construction and ¥1.1 billion for rolling stock. Hitachi manufactured the first-generation vehicles in Japan under license from Alweg through a joint venture, and the Tokyo Monorail opened as the world's first commercial monorail and Japan's first airport rail link.
Service commenced on 17 September 1964, 23 days before the Olympic opening ceremony on 10 October. The initial line was long, served only two stations, Hamamatsuchō and the airport, and ran almost entirely over open water, as most of Tokyo Bay's artificial islands had not yet been reclaimed. A one-way fare cost was, making the monorail more expensive than other options; for example, a group of four could reach the airport by taxi for less than the cost of four monorail tickets. A recession following the Olympics reduced airport traffic, causing a sharp decline in ridership. In 1966, fares were lowered to in an effort to attract more passengers. An overpass linking the monorail platforms with the JR lines at Hamamatsuchō opened in November 1967, improving transfers.

Infill stations and later expansions

As the area of Tokyo Bay underneath the monorail was gradually filled in and developed, new stations were added to serve these emerging districts. Ōi Keibajō Mae became the first of these infill stations when it opened in May 1965. However, because land reclamation had not yet reached the beamway, the station was built as a temporary platform suspended above the water and used only on event days at Ohi Racecourse. It was replaced by a permanent structure two years later, and the reclaimed land around it was eventually developed into the housing complex. Between 1967 and 1993, four more stations were constructed along the original alignment as reclamation and development progressed: Haneda Seibijō in 1967, Shin Heiwajima in 1969, Shōwajima in 1985, and Tennōzu Isle in 1992.
By the 2000s, the cumulative addition of stations had extended travel time between Hamamatsuchō and Haneda to nearly 25 minutes. In response, Shōwajima was rebuilt in 2007 as a four-track station with a passing loop, allowing express services to overtake local trains and restoring faster end-to-end operations.
The monorail has also been extended and modified in line with the relocation and expansion of Haneda Airport's terminals. When the line opened, the airport's sole passenger terminal was located on the west side of the airfield near the present-day Tenkūbashi station, and was the line's the southern terminus. With the opening of a new passenger terminal—now Terminal 1—in 1993, the monorail was extended to the new facility. Three new stations were constructed: the new terminal station, Shin Seibijō, serving nearby aircraft maintenance facilities, and Tenkūbashi, near the location of the former Haneda Station, but on the new alignment located farther west. The original airport terminal was later demolished for a runway extension, leaving the former monorail tunnel beneath it abandoned. Although its rails were removed and the entrance sealed, the tunnel remains structurally intact beneath the Runway B extension. A extension to the then-new Terminal 2 opened on 1 December 2004, prompting the renaming of the existing Haneda Airport Station to Haneda Airport Terminal 1 Station. A new infill station serving the International Terminal opened on 21 October 2010. On 14 March 2020, all three airport stations were renamed to coincide with the redesignation of the International Terminal as Terminal 3. From north to south, the stations are now Haneda Airport Terminal 3, Haneda Airport Terminal 1, and Haneda Airport Terminal 2.
In June 2009, Tokyo Monorail Co., Ltd. announced plans to replace the single-track terminal at Hamamatsuchō—unchanged since the line opened in 1964—with a dual-track, dual-platform facility. The ¥26 billion project, expected to take six and a half years, was intended to increase capacity from 18 to 24 trains per hour and support a potential extension toward Shimbashi Station. However this terminal renovation evolved into the construction of an entirely new monorail station at Hamamatsuchō, scheduled for completion in 2027, as part of the redevelopment of the World Trade Center Building.
In August 2014, additional plans were announced to extend the line from Hamamatsuchō to Tokyo Station, running alongside the Yamanote Line between Shimbashi and Tokyo at a cost of ¥109.5 billion, with construction projected to take roughly ten years. However, in 2021 JR East unveiled the Haneda Airport Access Line, which will connect Tokyo Station to Haneda Airport using conventional rail, placing the monorail extension in doubt.

Route

The Tokyo Monorail is long and runs through Tokyo's Minato, Shinagawa, and Ōta wards. From its northern terminus at Hamamatsuchō, the line travels southbound, crossing above the Yamanote, Keihin–Tōhoku, Ueno–Tokyo, Tōkaidō Main, and Tokaido Shinkansen lines. Entering Shibaura, it follows the edge of canals surrounded by artificial islands. On an artificial island within just east of Shinagawa Station and the main campus of Tokyo University of Marine Science and Technology, the monorail starts to follow the Shuto Expressway Haneda Route alignment with a stop at Tennōzu Isle.

Service patterns

Three service patterns operate on the line:

Trains run at an average headway of four minutes, with intervals as short as three minutes and 20 seconds during peak hours.
Local trains stop at all stations and complete the line in 24 minutes. A small number of Rapid services operate each day, bypassing Shōwajima, Seibijō, Tenkūbashi, and Shin Seibijō, reducing end-to-end travel time to 21 minutes. Haneda Express trains run non-stop between Hamamatsuchō and Haneda Airport, reaching Haneda Airport Terminal 3 in 13 minutes, Terminal 1 in 16 minutes, and Terminal 2 in 18 minutes. Shōwajima Station features a four-track layout, allowing Local trains to wait while Rapid and Haneda Express services overtake them.
service was introduced in December 2001 for late-night departures from Haneda Airport at 11:50 pm. The service was expanded to all-day operation three years later. In March 2007, the original Rapid service was reorganized into the current Rapid and Haneda Express patterns.''''''

Stations

●	Stops at this station
	Does not stop at this station

No.	Image	Name	Distance	Local	Rapid	HanedaExpress	Connections and notes	Location
		Monorail Hamamatsuchō		●	●	●		Minato
				●	●		Rinkai Line	Shinagawa
				●	●		—	Shinagawa
				●	●		—	Ōta
				●			—	Ōta
				●			—	Ōta
				●			Keikyū Airport Line	Ōta
				●	●	●	Keikyū Airport Line	Ōta
				●			—	Ōta
				●	●	●	Keikyū Airport Line	Ōta
				●	●	●	Keikyū Airport Line	Ōta