Ueno Zoo Monorail: the demise of the first monorail in Japan

Ueno Zoo Monorail is a 0.2 mile-long monorail operated by the Tokyo Metropolitan Bureau of Transportation, connecting west and east areas of the Zoo. This is the first monorail in Japan, which was opened in 1957. The line lies almost entirely within the Zoo, but the line was constructed in accordance with former Regional Railway Act 1919. Even today, the line is operated and maintained on the basis of Railway Business Act 1986, which means that this Monorail is registered as a genuine railway despite it looks a kind of amusement ride.

Ueno Zoo Monorail was built as a test line of "alternative means of transportation" which must be more efficient and punctual than trams. It is based on German Wuppertal Suspension Railway system with some modifications. However, it became clear that monorail is not always suitable for the city of Tokyo, as it is expensive to build while it is capable to have only limited number of passengers. The Bureau decided not to make any new monorail, and instead started expanding underground and bus networks.

In January 2019, the Bureau announced to suspend the operation of the Monorail from 1st November, as the current rolling stock got old. Its future is bleak as it costs 1.8 billion yen (approx. 17 million USD) to introduce a new fleet. The Bureau intends to have discussions with specialists, visitors and local residents, but the Monorail is likely to be closed permanently.

Currently, one unit of 40 series (built in 2001) runs every 7 minutes during opening hours of the Zoo. It costs 150 yen for an adult and 80 yen for a child, but note that admission fee is required to get into the Zoo. It takes about 90 seconds from east to west areas and vice versa. The last service is scheduled to be held on 31st October.

The last loco-hauled train in regular service

Sapporo, 29 Aug 2013

In Japan, there is no regular train served by coach. Japanese National Railway adopted the Modernisation Programme in 1960, aimed for more efficient and less costly train services. It decided to replace coaching stock with EMUs and DMUs, resulting in the decline of locomotive-hauled train. After the privatisation of JNR, all JR companies continued the Programme until 2016, when the last train Hamanasu was withdrawn.

Aomori, 2 Nov 2011

Hamanasu was a night express train which ran daily from Aomori to Sapporo (approx. 300 miles, 7.5 hrs). Hamanasu was introduced in 1988 when Seikan Tunnel was opened and ferry services were discontinued, and it was regarded as an alternative means of transportation.

It consisted of seven coaches in off-peak season; two Class B (standard) berth coaches, one "carpet coach" for passengers sleeping on the floor and four standard-class seated coaches. More carriages were added in peak seasons by up to 14 coaches in total.

Sapporo, 29 Aug 2013

All carriages and locomotives were built in 1970s. The train was hauled by Class ED79 electric locomotive (between Aomori and Hakodate) and Class DD51 diesel locomotive (between Hakodate and Sapporo). Coaches were mixture of 24 series (berth) and 14 series (seated).

Hamanasu had been well known as the last loco-hauled train and the last "express" among all JR regular services. In 2010s, many railway enthusiasts predicted that they would soon meet its demise as conditions of locomotives and coaches were deteriorated. Furthermore, night train is no longer popular among Japanese people so that it was inevitable to be discontinued. The last day of the service was 21st March 2016, several days before a new bullet train line was opened.

Urawa - Akabane (near Higashi-Jujo station), 26 Mar 2013

It should also be noted that the Programme is still ongoing. JR Central had already demolished all locomotives and JR East will follow it by 2025. These facts suggest that even coach trains for tourists (including preserved trains) cannot last long.