Rail-integrated Urban Development
Japanese Experience and Its Implications

October 10, 2016

中分毅/Takeshi NAKAWAKE
Executive Vice President
NIKKEN SEKKEI Ltd.

Metoropoliya

NIKKEN SEKKEIA Professional Services Firm covering
Architectural Design, Urban Planning/Design, &Environmental Engineering

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NIKKEN SEKKEI

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Self-introduction
Profession:
Environmental Engineering & City
PlanningProjects:
••
•
•
•

Strategic Plan for Whole City
Brownfield Redevelopment
City Center Redevelopment
New Town Development
Japan, China, Malaysia, Russia, KSA
Vietnam, India

Current concerns:••••

TOD(Transit Oriented Development)
Brownfield Regeneration
LVC(Land Value Capture)
Economic Value of GreenDevelopment
4Traffic congestion is a major Headache that spoils
Economic Efficiency & Citizen Mobility

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The transportation Sector is one of the major
sources of GHG & Air pollution
Worldwide 2014

SOURCE:IPCC(2014)
SOURCE:TOKYO METROPOLITAN GORVERNMENT

6Urban Density & Transportation-related EnergyConsumption

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TOD is now one of promising approaches for
GREERN DEVELOPMENT
What is TOD?

Transit Oriented Development

SOURCE:NS INTERNAL
Transit Oriented Development (TOD) refers to residential and Commercial Centers designed to maximize access by
Transit and Nonmotorized transportation, and with other features to Encourage Transit Ridership. A typical TOD has a railor bus station at its center, surrounded by relatively high-density development, with progressively lower-density spreading
outwards 300 to 800 meters, which represents pedestrian scale distances.

8TOD is now one of promising approaches forGREERN DEVELOPMENT
In the US, TOD is considered to be important

SOURCE: BART HP
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COLOMBO & TOKYO
Scale Comparison: COLOMBO District & TOKYO 23 Wards

Fort
5km

10km

15km

15km

10km

Kotte
Parliament

5km

15km

Mt. Lavinia

Area（㎢)

COLOMBO
Populat ion

TOKYO
Populat ion Densit yArea（㎢)
Met ropolit an Area

Dist rict699

2,309,809

Cit y

37

752,993

5km

10km

Populat ion

Populat ion Densit y

2,191

13,613,600

6,214

3,304 23 Wards

621

9,360,390

15,073

20,182 Cent ral 3 Wards

42440,724

10,461

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COLOMBO & TOKYO
Scale Comparison: Central COLOMBO District & TOKYO

Fort

Kotte
Parliament

COLOMBO
Area（㎢)
Populat ion

TOKYO
Populat ion Densit yArea（㎢)
Met ropolit an Area

Dist rict699

2,309,809

Cit y37

752,993

Populat ion

Populat ion Densit y

2,191

13,613,600

6,214

3,304 23 Wards

621

9,360,390

15,073

20,182 Cent ral 3 Wards

42440,724

10,46111

How about Walkable Cells in TOKYO?,
TOKYO 23 Wards: Distance to the nearest Rail Station【データ】
国土交通省国土政策局国土情報課
国土数値情報「平成24年 鉄道時系列データ」

to the nearest
An Agglomeration Distanceof TODs
Rail Station

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City Structure of TOKYO is poly-centric

IKEBUKURO

YAMANOTE
LINEUENO.
oxrp
Ap 5k mSHINJUKU
PALACE
MARUNOUCHII CBDTokyo Station

KASUMIGASEKI

SHIBUYA

RINKAIOSAKI

It is an agglomeration of TODs, each with its own uniquecharacteristics
This diversity enabled the speedy recovery of TOKYO after thecrash of the bubble economy.

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Problems with Conventional type Terminal Stations
Low utilization of economic
potential
Barriers between stations
and neighboring districts
Uncomfortable, unsafe,inconvenient pedestrian
circulation
Less attractive place
Less contributions to railbusiness

TRAIN STATIONPLAZA for MODAL CHANGE

DISTRICT

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Practices of Hub Station Redevelopment
TOKYO STATION Rehabilitation

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Iconic composition of the old and the new15

TOKYO STATION Rehabilitation
TOKYO STATION CITYDevelopment

Planning with awareness ofthe city axis

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TOKYO STATION Rehabilitation
Traditional TOKYO STATION BUILDING Restoration &Realignment of Traffic Plaza for Pedestrian Circulation
Elevation: Before

Elevation: After

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TOKYO STATION Rehabilitation
Traditional TOKYO STATION BUILDING Restoration
Air-rights Transfer to adjacent plots

Tokyo Station district

Tokyo Station

MARUNOUCHI
Park Bldg

1.3ha

JP Tower

1.3ha

3.97ha2.56ha2.15ha3.97haTokyo Station City

TOKYO STATION Rehabilitation
Rearrangement ofYAESU SIDE

BeforeAfterGran Roof Project and Reshaping of the traffic plaza

Iconic roof and plaza defines a recognizable station frontTOKYO STATION Rehabilitation
Traffic Plaza Reconfiguration

BuildingCar
Pedestrian

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TOKYO STATION Rehabilitation
Underground Pedestrian Network Rennovations
One of the largest undergroundnetwork in the world

Underground
Street Mall

300,000sqm.

JR Station
Underground
Parking

Underground Walkway

Metro Station

Common Utility Tunnel

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Typical Rail-integrated Urban Development
in TOKYO along Private Commuter Lines
IKEBUKURO
YAMANOTE
LINEUENO.
oxpr
Ap 5 k m

SHINJUKU
PALACE
MARUNOUCHII CBDTokyo Station

KASUMIGASEKI

SHIBUYA

RINKAIOSAKIBusiness Model A

Spreading Urban Area

New-Town Development in Suburb Areas
City Center withBusiness / Retails

Ring RailBusiness Model B
Terminal Developments in both Ends
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Business Model A
 Constant Income for Rail Sectors from Population Increase in RailAreas Real Estate Profits by Land Value Increase in Residential Areas
Commuter Pass Profits
Suburban Terminal

Rail Business

Way Station

City Center Terminal

Construction of New Line

Improvement Direct Connectionof Old Partto Metro
High Quality Residential Development
Life Supporting Services（Shopping, Medical, Athletic, Cultural,Educational）

Development

・ Differentiation from other lines
・ Value Increase in Residential Areas
・Increase of Area Population
・Profits from Real Estate BusinessCommuters to City CenterOnWeekdays

23Business Model B Encourage brand image of Rail Line and Areas through TerminalDevelopment
 Population Fluidity with Development of Attractive Function inStations brings Rail Profits
Normal Ticket Sales Profits
Suburban TerminalTransportswith Train

Way Station

Students

City Center Terminal

Shoppers to department storesOn
Weekdays
On Holidays

Visitors to leisure facilities

24Rail Integrated Urban Development Projects
TOKYU-DENENTOSHI LINE

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SHIBUYA: Hub Station Redevelopment
 9 rail lines, 2.5 million daily ridership Urban Redevelopment &Reorganization of Rail/Station Arrangementin progress

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SHIBUYA: Hub Station Redevelopment
Infrastructure Improvement by Urban
Redevelopment Projects
 Relocation of Stations for easy Transfer
 Reshaping of Traffic Plazas Improvement of Pedestrian Network
 Improvement of Car Access

PresentFuture

至 新宿至 新宿※事業化に向けて

至 品川

27検討中

至 品川

SHIBUYA: Hub Station Redevelopment
Consecutive Urban Redevelopments Through Restructuring Stationrelated Infrastructure

涩谷新文化街区
Shibuya HIKARIE

涩谷站南街区
Shibuya Station-south涩谷站 Shibuya Station
东急涩谷蓝塔大酒店
Shibuya Cerulean Tower Hotel涩谷道玄坂街区
Shibuya Dogenzaka Dev.

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HIKARIE: The First Redevelopment Project

 Completion of construction: 2012
 Owner: Tokyu Corporationet.al
 Total floor area: 144,000㎡ approx.
 Component: Office, Retail, Theater,
Exhibition and Urban Core29

HIKARIE: The First Redevelopment Project
Diversity of Activities brings Cultural Diversity of Areas and Encourages
Urban Vitality

OfficeMulti-use Theater serves as acultural information dispatchingbase

SKY GARDEN serves as apublic interactive open space

CultureRetailMetro Interior Design, with thetheme of ‘Underground Starship’

URBAN CORE unites station,development and the area.

Station30

HIKARIE: The First Redevelopment Project
Vertical Pedestrian Connector : “URBAN CORE” completed in HIKARIE
project

SKYWAY (4F)
Pedestrian Bridge (2F)

Metro Concourse (B2F)
URBAN CORE

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PPP Project: Integration of 3 Project Types
1. Rail/Station Construction &Improvement- JR lines, TOKYU line, Metro lines

2. Infrastructure Improvement- Land Rearrangement led by UR- Road/Infra Improvement by TMG, NRA

3. Real Estate Development- JR, TOKYU, Metro, Private Developers, OtherLandowners

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Development project at the Periphery
NIKOTAMA DEVELOPMENT Mixed-use Development at Urban Edge
 Venture-type Business are becoming established here

Futakotamagawa

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Development project at the Periphery
NIKOTAMA DEVELOPMENT34Suburban Development projectTama-Plaza station
NIKOTAMASHIBUYATama Plaza station is located in the middle of Shibuya and Suburbanterminal.
The new town development with the planned population of 0.5million
started in the late 60’s in this area. Tama Plaza area has been one of themajor town centers along this railway corridor.
1968

1974

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Suburban Area Development
Integrated Rail & Bus Services enhance mobility of residents and enable
development areas to be enlarged

Bus Services
Development
Area36

Suburban Area Development
TAMA-PLAZA STATION AREA DEVELOPMENT
 Construction Completion: 2010 Owner; Tokyu Corporation et. al BUA: about 111,000㎡
 73,000 persons per day37

Suburban Area Development
TAMA-PLAZA STATION AREA DEVELOPMENT: Enhancing Connectivity ofDistricts through Rail Integrated Urban Development3838

LVC: Land Value Capture Financing
Land Price Map of TOKYOIKEBUKURO
UENO
AKIHABARASHINJYUKUTOKYOSHIBUYA

Warm color means high price,cool color low price.
You can see that land priceof train intersections are highand public transit networks
are strongly supporting
economic activities in Tokyo.

TOYOSUSHINAGAWA
HUTAKOTAMAGAWA

LVC: Land Value Capture Financing
TRANSBAY TRANSIT CENTER, USA
Key Investment in San
Francisco’s Future
Expected Property Value Enhancement
Lower Left
TRANSBAY PROJECT VALUE PREMIUM AREAS
Lower Right
APPLICABLE TRANSIT LITERATURE VALUE PREMIUM RESULTS

LVC: Land Value Capture Financing
Property Value Enhancement in HONG KONG MRT TOD

Rail + Property Development（A Model of Sustainable Transit Finance and Urbanism）, Robert Cervero and Jin Murakami, 2008, P91～10141

LVC: Land Value Capture Financing

LVC INSTRUMENTS
Tax- or Fee-based•Property and Land Tax•Betterment Levies and Social Assessments•TIF: Tax Increment Financing•Exactions/Impact Fees

Zoning change

Mixed-use
maximum FAR: 6.0
Developerfloor area rights

Development-Based•Land Sale or Land Lease•Air Right Sale
•Land Readjustment•Urban Redevelopment Financing“Consolidated” owners
A, B, C, D, E, F, & G
New owner
X

Government
subsidy

New xSalesa, b, c, d&f

Publicfacilities)

Metro (open)

Source: Financing Transit With Land Values (the World Bank)
42CONCLUSIONS 01
Advantages of Rail Integrated Urban Development
1. Maximum utilization of economic potential
2. Capture economic profit from increased land value
3. Integration of a station and neighboring districts
4. Smooth modal transfer
5. Comfortable, safe and convenient pedestrian circulation
6. Attractive places to motivate train-use in off-peak
7. Contributions to rail-business8. Less car traffic

Triple Win Structure forCitizens, Environment and Business43

CONCLUSIONS 02
Toward a COLOMO-style TOD
Strategically Integrated Plan of Transportation &Urban Development
Pilot Projects• Projects Consist of Infrastructure Development and Real EstateDevelopment• Develop an Integrated Railway Corridor Master Plan• Timeline planning that incorporates the development timeline intothe plan• Development of Frameworks for Public-Private-Partnerships
including LVC• Institutional Approaches Covering Regulations and Incentives toEncourage Green Developments• Feasibility Studies Covering both Economic and Technical Matters
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From “Terminal” to “City”
Thank you