Urban Rail Development in Tokyo: Integrated Public Transportation Planning
Dr. Hironori KatoDepartment of Civil Engineering
The University of Tokyo
Presentation at a IGES‐ERI Policy Research WorkshopOn October 18, 2012
Contents
• Introduction• Urban Rail Network in Tokyo• Towards Better Service Quality in Urban Rail Service
• Conclusion
Introduction
3
• Motorization has been linked with increasing demands for mobility.
• This mobility is mainly supported by the internal combustion engine that consumes vast quantities of energy, mainly petroleum.
• Environmental impacts is a cost mostly assumed by the society.
4
Mobility and Environment
Business carincl. taxi andtruck Passenger car
Air transport
Bus
Railway
g‐CO2 per passenger kmSource: MLIT, Japan (2005)
5
CO2 Emissions by Transportation Mode
Car‐dependent lifestyle(car‐oriented
way‐of‐thinking)
More car‐use/Public transport
declining
Car‐oriented urbanstructure
6
Motorization Spiral
Typical Problems in Urban Transportation
7Urban density (Population per hectare)
0 25 50 75 100 125 150 175 200 225 250 275 300 325
70000
60000
50000
40000
30000
20000
10000
0
HoustonSan Diego
Portland
PhoenixSan FranciscoDenver
Los AngelesDetroit
ChicagoBoston
Washington DCNew YorkCanberra
Calgary MelbourneWinnipegPerthEdmontonToronto
AdelaideBrisbane
VancouverMontrealSydney
Ottawa HamburgBrussels
StockholmFrankfurt
ZurichParisCopenhagenLondon
WienMunich
AmsterdamKuala Lumpur Tokyo
SingaporeBangkok
Surabaya
Jakarta
ManilaSeoul Hong KongTr
ansport‐related Energy Con
sumption
(Gigajou
les pe
r capita
per year)
Source: Newman and Kenworthy (1989)
Urban Density vs. Transportation‐related Energy Consumption
8
Source: MLIT, Japan
Concept of Compact CityCompact city is a design concept that promotes relatively high residential density with mixed land uses
Bus or transit
Residential areaCBD
Offices and commercial zone
9
Transit‐oriented Development (TOD)
Integrated Approach: TOD
A mixed‐use residential and commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership
Urban Rail Network in Tokyo
10
11
Bike6%Walk
10%Car9%
Bus 2%
Rail73%
‐ ‐ ‐ ‐ ‐Travel time (Min.)
Travel time (M
in.)
1970 1975 1980 1985 1990 2000 2005 2010
Modal share of commuters to CBD in Tokyo in 2000
Source: Tokyo MetropolitanTransport Census (2000) Source: Tokyo Metropolitan Transport Census (2010)
Timeline of distributions of rail‐use travelers (1970‐2010)
Home‐to‐work Home‐to‐school Total
Rail‐Use Commuters to Central Tokyo
12
Rail Network and Land‐use Pattern in Tokyo
Map of Tokyo
13
Example of land‐use pattern around rail station
Map of Tokyo
14
Example of TOD (1): Development of Den‐en‐chofu
• Den‐en‐chofu was built based on the "Garden City" idea.• In the early 1900s Mr. Eiichi Shibusawa bought, named and
developed the area with the suburban rail development.
Map of Den‐en‐chofu and photos
Examples of TOD (2): Recent Development of Commercial Facilities near Rail Stations
Photos of recent developments in Tokyo
Towards Better Service Quality in Urban Rail Service
16
The Latest Urban Rail Master Plan in Tokyo
Council for Transport Policy Report No.18 (2000)
(A1) Routes that are suitable for operation by the target year(A2) Routes that are suitable for starting development by the
target year (B) Routes that must be developed or studied in the future
Background• Rapid aging in population• Globalization• Decline of urban rail demand
Plan (Five Targets)• Reduction of in‐vehicle congestion
– Average congestion rate at major 31 links: 150%
• Speed‐up of rail service– Travel time saving from suburban to
CBD – High‐speed connections between
major business cities.• Contribution to urban development• Improvement of accessibility to
airports/high‐speed rail stations • Development of the seamless rail
network– Up‐grading of station facilities for
transfer. 17
• Rail network has been gradually developed since 2000.
• In 2006, Tsukuba Express started its service connecting Akihabara with Tsukuba.
56.5 56.566.9 71.0 71.0
129.3 129.3142.3 151.2 151.2
161.9
0
50
100
150
200
250
Monorail, LRT etc.
ImprovementDouble tracking
New construction
221.2
59.9 61.975.1
79.286.5
147.6 147.6
177.6
200.1202.1
2000 01 02 03 04 05 06 07 08 09 10 11
Year
Length of developed rail network in the Tokyo Metropolitan Area after 2000
Network of Tsukuba Express
Recent Development of Rail Network in Tokyo After the Latest Master Plan
18
km
• MLIT will commission a committee for the next urban rail master‐plan in Tokyo from November 2012.
• The preparatory committee has discussed the current /expected problems and future directions in urban rail service of Tokyo.
• Major issues discussed– Rapid aging in suburban areas– Expected changes in travel
behavior– In‐vehicle congestion– Service delay– Improvement of accessibility
to airport– Improvement of accessibility
to rail stations at CBD– Rail service under the
emergency
19
Current Discussion on Planning
20
2005
2025 (Estimation)
2015 (Estimation)
2035 (Estimation)
Rapid Aging in Suburban Areas
Percentage of senior population over 65 years old
(%)0~2020~2525~3030~3535~4040~4545~
21
Development of Seamless Rail Network
2000 01 02 03 04 05 06 07 08 09
Share of stations with over 5,000 passengers/day that have introduced the non‐step route in Tokyo
• A number of barrier‐free facilities have been introduced into rail stations.
Photo
In‐vehicle Congestion
定員乗車(座席につくか、吊革につかまるか、ドア付近の柱につかまることができる)。
広げて楽に新聞を読める。
折りたたむなど無理をすれば新聞を読める。
体がふれあい相当圧迫感があるが、週刊誌程度なら何とか読める。
電車がゆれるたびに体が斜めになって身動きができず、手も動かせない。
100% 150% 180% 200% 250%
(%)
Target: 150%
221214 212
202197
183
171 171 170 170 171 171 167 166
124
136
149156
161
164 163 163 163 163 162 162163
121131
137 140 133127 127 126 126 126 125 123 122
70
90
110
130
150
170
190
210
230
197580 85 89 93 98 03 04 05 06 07 08 09 10
Congestion rateTraffic capacity (1975=100)Traffic volume (1975=100)
Timeline of in‐vehicle rail congestion in Tokyo: Average in 31 sections
• In‐vehicle congestion has been reduced during the past ten years.– This is not because of the
increase of traffic capacity but because of the decrease of traffic volume.
• However, the target of the national government has not been achieved yet.
22
23
Service Delay of Urban Rail in Tokyo
The wide‐spread impact of service delay due to direct‐through operation Average service delay time during the observed
days in 2010
Commuter Train Subway
Before Direct‐through Operation
Transfer
After Direct‐through Operation
No Transfer
DirectCommuter Train Subway
station
Direct‐through operation of urban rail service
23
155
414 532
691 878
19701980199020002010
Total operation length of direct‐through operated rail lines
Graphs
• One of the possible solutions for service delay is the reduction of the in‐station congestion at subway stations in CBD.
• Examples at Kachidoki Station– Installation of new platform and new exit (A2b)– Separation of platform by direction– Integration of concourse floors
• One of critical issues is the allocation of construction cost among stakeholders including rail operator and developers.
24
Reduction of In‐station Congestion
Kachidoki Station
2.8
6.26.7 6.4 6.4 6.6 7.0
7.6
0.0
3.0
6.0
9.0
2000 01 02 03 04 05 06 07
X 10,000 Passengers per day
Photo
Map of stationMap of station
• Traffic information contributes to better departure time choices of rail users. – Mobile phones enable individuals to
access traffic information even during travel.
– The possibilities of providing dynamic traffic information through mobile phones and/or personal digital assistants should be explored.
25
Smart Traffic Information
Collection of traffic information before departure 195 49.4%From TV programs 89 (45.6%)From the internet using mobile phones 49 (25.1%)From radio programs 16 (8.2%)From the internet using personal computer 6 (3.1%)
Earlier departure from home everyday 262 66.3%Earlier departure from home particularly when an important meeting is planned 212 53.7%
Others 21 5.3%
Example of in‐vehicle integrated information system for smart‐phone users
Source: JR East
Type of behavior to avoid delays (Kato et al, 2012)
Conclusion
26
1895 1920 1940
1955 1970 1990
History of Rail Network Development in Tokyo
• Basic rail network in Tokyo was completed around in 1930s.• Private rail companies led the construction of suburban rail
network with suburban development.
28
1900 First Railway Master‐plan of Tokyo by Haraguchi, K.1925 Official Master‐plan by Ministry of Domestic Affairs
1946 A Plan proposed by Postwar Rehabilitation Agency1956 Urban Transport Committee’s Plan No.11962 Urban Transport Committee’s Plan No.6
1968 Urban Transport Committee’s Plan No.101972 Urban Transport Committee’s Plan No.151985 Council for Transport Policy Deliberation Report No.7
2000 Council for Transport Policy Deliberation Report No.18
History of Rail Master‐plans in Tokyo (Morichi, 2000)
Initial Stage
Growing Stage
Quantitative‐Investment Stage
Qualitative‐Investment Stage
Timeline of Population in Tokyo
Central Tokyo Sta.
Congested Station in 70s
Photo
Photo
29
Planning Stages of Rail Development
Graph
• Quantitative investment is, of course, required for dealing with growing traffic demand.
• However, at some point, an improvement of quality of service will become essential for more attractive public transport.– Less congestion/better comfort– Higher speed/less travel time– Easy connection at station– Useful traffic information
• Additionally the integrated planning of land‐use and public transport could be one of key issues for achieving low‐carbon urban society.
30
Concluding Remarks