Hub station oriented, highly integrated complex development model Jessy Yu-Hsuan Yang
涉 谷 再開發。
Shibuya Station Redevelopment
CONTENT
I. Overview of Japanese Railway Systems History of Japanese Railway Systems and Real Estate Developers The Split of JNR Private Railway Companies Subway and Tram Systems Subsidies
II. Tokyo Railway Systems+Japanese Style of TOD development Model Tokyo Railway Systems Area and population of Greater Tokyo Railway tracks and passengers demographics Railways and Subway Operators
Development Scheme: "Integrated Station-city Development" Two models of Integrated Station-city Development Types for Model A: Hub station-oriented development with a highly integrated complex
III.Shibuya Station Redevelopment Shibuya Station: Context Operators of Shibuya Station The Tokyu Corporation Problems in Shibuya Central Area Development Process Basic Scheme and Tokyu Revenue Model Details fo Shibuya Station Redevelopment
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Overview of Japanese Railway Systems History of Japanese Railway Systems and Real Estate Developers Urban railway services in Japan are provided by a large number of entities with that range within a spectrum of private to public entities: private sector, mixed public-private, public corporations, incorporated administrative agencies, and semi-governmental corporations. Since the opening of the first railway line in 1872, built by the Japanese government through the utilization of British technology to run steam engines between Tokyo and Yokohama, the railway network in Japan has been owned and operated by both the public sector and private sector. Japan Railway (Nihon Tetsudo), was the first private railway in Japan and was founded in 1883. While the growth of the inter-urban railway net-work was slow over the next decade, construction boomed in the latter half of the 1880s, with the network extending to most of Japan by 1900. This period is often referred to as "railway mania”, as it was a time where many private lines were built. By 1893, Japan had 3010 km of railways, of which 2125 km were private and 885 km were government-owned. In March 1906, the national government passed the Rail-way Nationalization Act, which saw the nationalization of 17 out of the 37 existing private railways between 1906 and 1907. Prior to this nationalization, private railways owned 68 percent of all rail trackage in the country. Private railway operators thus started to diversify their investment to other areas such as real estate, as it could not solely rely on the limited revenue provided by the railway. This was as they could only build railway lines that weren’t in competition with the government. The president of Osaka’s Hanshin Electric Railway, a private railway company in Osaka and Tokyo, was the pioneer of developing and selling residential land along their train lines. The company started an initiative which saw the development and sale of residential land along their lines, the building of department stores at terminal stations, and a transformation of stations into tourist attractions. As the result, private railway development in west Tokyo created residential growth and the traffic flow that was concentrated at the stations on the Yamonote Line in 1920-1930, especially at the Shibuya, Shinjuku, and Ikebukuro stations. It was the beginning for those subcenters to become the multiple anchor structure which later constituted Tokyo City. The other two railway operator of west Tokyo—Mekama, and Tokoyo, were also real estate developers who merged to form Tokyu Corporation in later years. In 1949, the government reorganized its railways into a public corporation, which is currently known as the Japanese National Railways (JNR). JNR almost monopolized the nation's intercity rail passenger services and freight transport, until privatization and division occurred in. 1987. Currently, there are 211 companies and entities registered with the Japan Ministry of Land, Infrastructure, Transport and Tourism as railway operators. Several of the railway operators have also participated in other activities, such as real estate, construction and life services. The railway market dominated by those private operators, especially for those on the main island of Honshu, concentrated around the metropolitan areas of Tokyo, Nagoya and Osaka since the privatization and division of JNR (Which later became Japan Railways Group) in 1987. 3
The Split-Up of JNR The division of JNR led to the formation of six independent passenger railway companies (JR Hokkaido, JR East, JR Central, JR West, JR Shikoku, and JR Kyushu) and one freight railway company (JR Freight). The passenger JRs own the infrastructure and JR Freight carries freight led to the formation of JRs. The privatization of some of the companies began in the early 1990s. By 2006, all of the shares of JR East, JR Central and JR West had been offered to the market, and they are now publicly traded. However, all the shares of JR Hokkaido, JR Shikoku, JR Kyushu and JR Freight are still owned by the Japan Railway Construction, Transport and Technology Agency, an independent administrative institution of the state. Private Railway Companies There are multiple other private railway companies, in addition to the JRs, that offer only local services in most cases. The decrease of the population in rural areas and urbanization forced many private railways to stop serving the rural areas, beginning from the 1970s; Consequently, these private railway operators have shifted their focus towards operations in urban areas as the high population density makes it possible for better profit margins. As a result, private railways play an important role in urban transit. The MLIT classifies private railways into different groups, and 15 of the most important companies within these groups are classified as major private railways. Among the Fifteen, 13 of them serve Tokyo and Osaka, while one serves Nagoya, and one serves Fukuoka. There are also operators funding that occurs through the private sector and national or local governments. The Tsukuba Express is one such example— it was established through funding from the Tokyo Metropolitan Government, Saitama, Chiba, and Ibaraki prefectures, municipalities along the line, and the private sector. This mixed funding style of the railway operators is often utilized by small-scale railways, new transport systems, and monorails. Subway and Tram Systems Subway and tram systems that are owned by municipal governments are classified as private railways and it is customary to classify Tokyo Metro (former Teito Rapid Transit Authority, TRTA) as a private railway. This is despite the fact that it is jointly funded by the Tokyo Metropolitan Government (TMG) and the central government. In 1998, Tokyo Metro was carrying 9% of all the rail passengers nationwide, thus making it Japan's most important private railway. . 1
1Tokyo
Metro is considered as other Major Private Railways under MLIT regulations as there are plans to privatize it. 4
Subsidy The subsidy system for investment is altered and defined by ownership and management. National and local governments subsidize a percentage of investment or provide interest-free loans for public corporations, mixed public-private companies, and incorporated administrative agencies( such as The Japan Railway Construction, Transport and Technology Agency, which does not operate railways as a rule, but is a semi-governmental corporation that constructs and owns railways in certain cases.) to construct railways. Yet, for the corporations in the private sector and the JR group, the government usually does not provide this kind of subsidies. Railways in Japan, therefore, expected to be financially independent.
5
東 京。
Railways System in Tokyo + the integrated station-city development 6
Tokyo Railway Systems Area and population of Greater Tokyo Greater Tokyo includes Japan’s capital of Tokyo, parts of Kanagawa, Saitama, Chiba, and Ibaraki prefectures. A clear border is not defined in relation to Greater Tokyo, as its size generally varies based on the different statistics and plans. It extends up to 60 km from the center of Tokyo, covering an area of 70 kilometers, and has a population of 37 million. Railway tracks and passengers The length of railway tracks in Greater Tokyo is 2409 kilometers with 887 km for JR East, 1164 km for other private railways, and 358 km for subways. There is also 17 km of tram tracks. Railways and Subway Operators There are approximately 30 companies that provide railway services in Greater Tokyo. The privatesector corporations in Tokyo include major private railways, such as Tokyu Corporation, along with JR East, the operator that has a network spanning across east Japan and was altered from being a public corporation to one in the private sector after the break-up and privatization of the Japanese National Railways. As for the subway systems, public corporations have taken over the operations in Tokyo and Yokohama ( a municipality of Japan that is tightly connected with Tokyo and lies on Tokyo Bay, which is south of Tokyo). Tokyo Metro is the Tokyo subway operator which operates as a semigovernmental corporation with Tokyo Metropolitan Government and the national government as shareholders. It was originally established as Teito Rapid Transit Authority to build railways within Tokyo’s Yamanote loop line but switched to being a stock corporation for privatization purposes. The railway in the Tokyo metropolitan area is categorized as follows: 1.Inter-city high-speed railways (Shinkansen) 2. Inter-city railways (JR lines, formerly JNR companies) 3. Suburb bound commuter rail (mainly private railway companies) 4. Subways in the city centers.
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Development Scheme: "Integrated Station-city Development" Tsutomu Doi of Kyoto University has indicated the use of the Transit-Oriented Development Model in Japan and this uses the concept of a “joint development structure" as a background for integrated station-city development from a social and economic perspective. Toward the end of the industrial revolution, a new urban structure was formed through the transportation of large amounts of material and people into cities. The railway facilitated the expansion of cities and the limit of cities was no longer defined and constrained to castle walls, thereby giving shape to a new "urban core and suburb" form and to the modern urban lifestyle of the daily round trip that came along with it. As a result, the railway inadvertently synchronized urban and railway station development: • •
• •
Railway infrastructure makes urban areas to expand through a regular flow of commuters Diversified businesses and services are built for a growing population, which in turn attracts more people, thereby creating more growth, opportunities and all kinds of economic, cultural, and social activities. Urban space is limited and land value steadily increases. For public administration, this also creates a large amount of revenue through tax and rising land values, which can in turn fund urban infrastructure and other government services.
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Two models of theIntegrated Station-city Development Based on the "joint development structure", there are two models in Japan and these are organized according to locational factors and railway station characteristics: Model A: Hub station-oriented highly integrated complex development Central urban stations and stations with heavy foot traffic form shopping and commercial districts around the station. Development based on this model utilizes this behavior by focusing on urban development around railway stations. The main characters of Model A include: • Being the pivot point where people gather and disperse into the surrounding district, a hub station possesses high real estate values and multi-functional developments generally are focused on to utilize and push the potential value of the land. • As a transport node that is symbolic and reorganized through the inclusion of pedestrian and leisure space, a hub station is the “face of the city.” Model B: Development synchronized with railway infrastructure construction Railway lines extend radially toward the suburbs to serve a larger number of residents that live along the route, and the return on the capital gain that accompanies railway development makes this model the ideal model for integration of railway construction and urban district development along railway routes.
In both models, railway development plays as a “population generator”, which is the pivot point for the comprehensive development. The synergies are generated from the structure forms cities and communities with a series of activities. As such, a continuation of development would stimulate and provide more development incentives for railway companies developers, local government who are administering town development, urban planning and public services, and allow local citizens and users to benefit from the conveniences and amenities provided, therefore allowing the generation of more revenue to generate more revenue to support the developments. In Japan, The Hankyu Corporation and Tokyu Corporation (railway companies) have utilized model A and model B as their business approach to generate profits and capital gain. In the suburban area, which is usually tight to metropolitan, railway lines and residential development are planned for enacted by these railway companies to create revenue. Increased urban concentrations around hub stations also increase the real estate values and make the destination city more attractive; as the population grows along the railway route, the ridership will also grow, thus providing a reliable source of revenue to the railway business. The growing city centers also get to release their population pressure for the expansion of satellite towns.
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Types for Model A:Hub station-oriented highly integrated complex development Classified by its typology and the progression of the city, there are three types within Model A (see illustrations below)hub station-oriented developments that serve as a highly integrated complex. The focus of this case study, Shibuya Station Redevelopment, is categorized as Type C. This typology uses vertical and horizontal expansion to integrate the station and surrounding city areas, and is utilized by major railway hub station, where station plazas are heavily deployed for urban infrastructure and buildings and require to be redesigned or realigned to respond to social or physical changes. The multi-level of urban planning approach releases the land, and thereby make it more efficient to be utilized when dealing with heavy traffic, and allows for plazas and buildings to be rearranged in order to preserve sufficient urban space.
Source: Nikken Sekkei ISCD Study Team( 2013),Integrated Station-City Development : the next advances of TOD
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Source: Nikken Sekkei ISCD Study Team( 2013),Integrated Station-City Development : the next advances of TOD
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涉 谷。
Ｓhibuya Station Redevelopment
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Comparison of the passengers among the busiest stations in the world
Shibuya Station: Context Shibuya is a special ward in Tokyo and a major commercial and business center. Two of the world’s busiest railway stations situated in Shibuya ward—Shinjuku Station and Shibuya Station. With an estimated population of 221,801 and a population density of 14,679.09 people per km2 in 2016, the total area of 15.11 km2 is also the home to fashion centers, sub-cultures, nightlife, and in recent years, a hub for IT startups. Shibuya also refers to the shopping district around Shibuya Station. The 109 department store ( pronounce similar to “Tokyu”—as the department store is solely funded by the Toky Corporation) is the symbolic fashion center that leads the fashion phenomenon of “109 hotties” across Asia back in the 90s. Due to the highly centralized commercial area and the pedestrian flow around Shibuya Station, it has led to the creation of the famous “Shibuya Crossing” — the busiest intersection in Japan and maybe in the world. Indeed, with every light change, thousands of people cross the intersection from all directions.
109 hotties
“Shibuya Crossing” Note that the building situated on the upper right part of the block is the 109 department store owned by Tokyu.
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Operators of Shibuya Station Shibuya Station is jointed operated by the East Japan Railway Company (JR East), Keio Corporation, Tokyu Corporation, and Tokyo Metro. As mentioned in the previous section, the 8 lines running through Shibuya Station could be categorized based on the ownership, as can be seen in the chart below: Lines
Service
Operator
Funding
Catagorized
Note Please refer to previous overview section for “The Split-Up of JNR” for the ownership status and how it is define by public or private.
Saikyō Line
Shōnan–Shinjuku Line
Inter-city railways
JR east
Fully private ownership＊
JR＊
Suburb bound commute railway
Keio Corporation
Private
Private
Suburb bound commute railway
Tokyu Corporation
Private
Private
Yamanote Line
Keio Inokashira Line
Tokyu Den-en-toshi Line
Tokyu Toyoko Line
Tokyo Metro Ginza Line
Tokyo Metro Hanzomon Line -
Subway in city centers
Tokyo Metro
Tokyo Metro Fukutoshin Line
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Tokyo Metropolitan Government (TMG) and the central government
Private＊
Please refer to previous overview section of “Subway and Tram Systems” for the ownership status and how it is defined as a public or private entity.
Tokyu Corporation Despite being only the thirteenth-largest railway network in Japan, Tokyu’s network carries the most passengers amongst any of the private railways¹⁸ (Ibid). In 2006, its record of 2.79 million riders daily gave it the highest average daily ridership of any of the suburban railway companies, and this was only surpassed by the Tokyo Metro and JR East (Japanese Ministry of Land, Infrastructure, Transport and Tourism (2005a); Tokyu Corporation (2007)). Ridership was 1.02 billion passengers in 2006 (Association of Japanese Private Railways 2007). Tokyu is one of the most profitable railway operators in the country, with net profits of ¥58.72 billion (US$587 million, €441 million), and operating revenue of ¥263.7 billion (US$2.63 billion, €1.98 billion) in 2006 (Tokyu Corporation 2007). Real estate and transportation each bring in an equal share (33.5%) of net profit, with the rest coming from retail (20.2%) and other sources.
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駅施設や駅ビルの老朽化 西口バスターミナルの乗降場が車道の中央部にある 駅外周の交差点では、交通事故が多発 駅周辺は谷地形であるため、浸水・冠水被害を受けやすい
出典：東京都総合治水対策協議会「水害のないまちづくり」H18.4
西口バスターミナル
渋谷地下街の浸水(H11.8)
乗換え通路やコンコースが狭くてわかりにくく、バリアフリー施設も丌十分 鉄道とバス・タクシーとの乗り継ぎに、車道の横断が必要な箇所が多い 駅周辺における自動車交通の混雑 多層にわたる駅施設、国道２４６号の横断、駅周辺の坂道など、歩行者の上下移動が多い
国道２４６号
銀座線渋谷駅 駅前広場における歩行者の滞留空間の丌足 まちとのかかわりが薄い渋谷川
ハチ公広場
渋谷川
Source: 渋⾕駅街区基盤整備都市計画変更のあらまし/渋⾕駅街区
Problems in Shibuya Central Area There are several issues regarding Shibuya Station and the surrounding area: 1. The irregular pattern of the city makes the spatial structure of Shibuya’s central area too complicated to direct; as the results, destinations are hard to reach. 2. Historical planning has led to an insufficient amount of space in the central area, and this has led to limited development. Both old and new buildings and facilities are clustered into one area without proper management, and this has led to the low-efficiency land use. 3. Being the pivot point for the commuters, transportation is extremely convenient in Shibuya. However, the spatial construction of the station building is complex and confusing. 4. There is a large bus terminal near the station. The poor connection between both types of public transportation and the narrow roads in Shibuya lead to the creation of traffic jams and cases of illegal parking.
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Ministry of Land, Infrastructure, Transport and Tourism Kanto Regional Development Bureau Tokyo National Highway OfďŹ ce
*1Urban Renaissance Agency
Tokyo City
*semipublic Independent Administrative Institution
Shibuya Ward
govermental ofďŹ ces
Players in Redevlopment *funding structure- public but usually being referred as private for it is going to be privatized.
Shibuya Station district Community Development Committee Shibuya Station Precinct City Development Coordination Conference
academic + community
Shibuya station front area management council
Private developer *completely privatized but it is a custom to refer JR group sepreratly
Development Process The Shibuya Station was designated as the area for Urban Renaissance Emergency Development Area in December 2005. Public and private sectors began a partnership to form an urban renaissance agency, where academics, government officials and railway companies gathered to set up the Shibuya Station District Infrastructure Development Committee. The aim of this committee was to resolve the issues around Shibuya Station. The Shibuya Station Precinct City Development Guidelines 2007, which was delivered by the Shibuya Ward, was compiled to set out the city's future vision, and the Shibuya Station District Infrastructure Development Policy was set in June 2008 by the Shibuya Station District Infrastructure Development Committee to respond to the policy of railway and urban infrastructure development within the area.
Shibuya Station Area Land Readjustment Project in 2009 also saw another major step towards the redevelopment. Designed for the urban planning, Shibuya Station Area Land Readjustment Project formed the framework of Shibuya Station's realignment, and the Shibuya Station Precinct City Development Forum (currently Shibuya Station Precinct City Development Coordination Conference) was established to discuss further development. Shibuya Ward then complied with the Shibuya Station Precinct City Development Guideline 2010 to specify measures for the City Development Guideline 2007. In October 2012, the Shibuya Station Precinct Infrastructure Development Policy provided a blueprint and urban infrastructure policy that was in accordance with the maturity of the city development movement.
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The public- and private-sectors worked in partnership and under these policies to explore development options. The synergy of the policy and development process was dynamic. With urban renaissance approaches, such as the opening of Shibuya Hikarie in April 2012, the subterranean action of the Tokyu Toyoko Line and operation of the Tokyo Metro Fukutoshin Une (March 2012) is being realized.
Urban Renaissance Urgent Redevelopment Area In June 2002, the Act on Special Measures Concerning Urban Reconstruction was posed to permit the designation of the Urban Renaissance Urgent Redevelopment Areas. The district improvement policies for each urgent redevelopment area were provided to guide urban development in the utilization of funds and to provide know-how from the private sectors. Under the policy, the category of the Special Urban Renaissance Districts was formed to provide a high level of flexibility and freedom in order to help them break the restrictions of conventional city planning such as land use, building regulations, and FAR within urgent redevelopment areas. Also, developers who intend to execute urban redevelopment projects within urgent redevelopment areas are allowed to propose city plans to the authority of city planning. The government is then required to respond within six months of the proposal. In Tokyo, seven Urban Renaissance Shibuya Stations have been designated as the Urban Renaissance Emergency Development Area, along with other urban renaissance urgent redevelopment areas. Within these areas, the TMG intends to redevelop the urban environment in order to reinforce Tokyo’s international competitiveness through highquality development plans that utilize proposals raised by the private sector.
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Tokyo Metropolitan Government
Source: nikken. jp
The Public-Private Partnership of Shibuya Redevelopment integrates different sectors to allow for a comprehensive construction and renovation of the surrounding area. Railway and state constructions and improvements can be taken by the JR, private railway company Tokyu, or Tokyo Metro. The Infrastructure Improvement is also responsible by the public sectors(for example, the land rearrangement by UR or the road or infrastructure by Tokyo Metropolitan Government). As for the Real Estate Development, JR or Tokyu, along with other private developers and landowners, would be the major participants. As the graphic above has shown, the vertical buildings are taken by private railway companies that act as private developers; whereas the horizontal connection related to the railway or station is responsible by the railway companies that operate within the station, the other infrastructures are under the change of the public sector.
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Basic Project Scheme and Tokyu Revenue Model The basic project scheme is to utilize value generation through public investment through private redevelopment. The cost, including the railway improvement, infrastructure improvements, and real estate development are covered by private real estate development and public subsidies, investment and value that have been generated through the taxing of these real estate developments (see graph on the right for the structure). Source: nikken. jp
Tokyo Shibuya
Place Value Increasing the urban quality and attractiveness of a location
Market Potential Value Increasing market demand and supply
Node Value Increasing the connectivity and accessibility of a location by investing in transit
In the case of Shibuya Station Redevelopment, Tokyu Group acts as the major developer for the real estate. As a result, local people often consider Tokyu as the owner of Shibuya. Tokyu applies this strategic approach for the purpose of allowing Tokyu to generate revenue by increasing the node value, market potential value, and place value. This will allow them to not only generate profits through transportation but by using it as a business model that keeps adding value for its railway, real estate, and construction asset. (Also see previous chapter: Development Scheme: Two models of the "integrated station-city development�) 21
Source: Tokyu Corporation
Tokyu as the major property owner around Shibuya Sation.
Source: Tokyu Corporation The Cash flow and investment Plans of Tokyu Cooperation, indicates the investments on Shibuya redevelopment will be accumulated to 180 (1,594,980,000 usd)billion
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The network of Tokyu carries the most number of passengers in comparison to any of the other private railways despite only being the thirteenth-largest railway network in Japan. According to MLITT, the 2.79 million riders that use it daily gave it the highest average daily ridership of any of the suburban railway companies, bested only by the Tokyo Metro and JR East . In fact, the ridership of the Tokyu network increased to 1.02 billion passengers in 2006. Being one of the most profitable railway operators in the country, Tokyu had a net profit of 짜82.9 billion (US$733 million) on operating revenues of 짜1138.6 billion (US$10.07billion) in 2018. Real estate brought in 짜32.3 billion (38.9%of total net profit) while transportation garnered 짜29 billion (34.9 %of total net profit), and the rest of the revenue stemming from life services, along with hotels and resorts.
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Redevelopment of the Area Around Shibuya Station (Plan view) Before Redevelopment
Dohgen-zaka
Traffic Place Bus, Taxi
Li Ginza
Traffic Place Bus
t t Exi Eas Place i ffic Tra , Tax Bus
xit
oL ine
Traffic Place Bus
M eij i
auy ib Sh
46 te 2 Rou
DohgenDohgen-zaka 1-chome Area project
w ga a
St re et
ne
uya Shib Area on Stati ject Pro
e Lin yo ine te L ano
Yam
E West
Route 246
Saik
uya Shib City Mark
k yo To
ks rac s k er T Inn r Trac ine te te L e Ou ano Lin Yam anote Yam
東横 線 (2F)
East Exit
Hachiko Square
rie Hika uya Shib
su-zaka Miyama
46 te 2 Rou
iv er Skyway
Height approx. 30 m tral Cen tower t) (fron ht heig . ox appr 20 m
r owe st T We eight m h 76 rox. app
er Tow tral Cen height m 61 rox. app
Route 246
Shibuya Station South Area Project
R
ine oL iky Sa
* Shibuya Station Area Infrastructure Development Policy, October 2012 (Shibuya ward)
West exit station plaza
East exit station plaza
arie Hik uya Shib
e Lin oko To y
Ginza
t t Exi W es c Place i ffi Tra , Tax Bus
Tokyu Plaza
Line
t Store partmen Tokyu De Line
Den-en Toshi Line, Hanzomon Line
Line
hin utos Fuk
Hachiko Square
uya Shib City Mark
Future
su-zaka Miyama
Den-en Toshi Line, Hanzomon Line
hin utos Fuk
Dohgen-zaka
Details fo Shibuya Station Redevelopment
M eij iS
tre et
Sakuragaoka Area Project za L Gin etro oM Toky
ay Skyw
アーバン・コア Urban Core
er Tow East eight m h 230 rox. app
JR
20
Y
Facility layout plan for the Shibuya Station Area
Source: Tokyu Corporation
1.
According to Nikken Sekkei ISCD Study Team( 2013)/ Integrated Station-City Development, the next advances intended for TOD include the upgrading and realignment of the railway along with recomposing land use by Land Readjustment. As such, this larger scale development being aimed towards the urban renaissance within the Shibuya Station precinct. The following measures are enacted:
Coordinate the upgrading of existing buildings with the redevelopment by layering urban infrastructures, such as station facilities: Land Readjustment projects are planning to move the Tokyo Metro Fukutoshin Line with the Tokyu Toyoko Line to the basement level, underneath Meiji-Dori Avenue to create the Metro Station. As a leading project for Shibuya Station Precinct Development, the Tokyo Metro Ginza Line's station space is set up within the compound of Shibuya Hikarie, which is also included in the direct vertical connection known as the “urban core”. These multiple urban cores will be placed in future development projects to allow multiple points of access to the subway from the buildings to the underground subway system, and thereby freeing the land and creating better pedestrian flow. In short, the
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relocation of the railway tracks, and the establishing of underground station facilities, the rearranging of platform systems will all cohesive serve to provide a systematic horizontal space to free the plaza and avoid disconnection on the ground. In addition, the vertical urban cores not only provide the connection to the horizontal layers of the transportation system but also to facilitate in generating more traffic flow into the buildings.
Shibuya Station Area Land Readjustment Project Contribute to enhancing public welfare by developing and improving public facilities and increasing the use of land. This is to be done by a realignment of urban infrastructure and city blocks together with a realignment of Shibuya Station and updating of its functions as well as the redevelopment of the station building.
◆Purpose
◆Overview
・Period: Fiscal 2010 – fiscal 2026 ・Area: Approx. 5.5 hectare ・Project cost: 57.7 billion yen
・Land owners:
・Project carrier: Tokyu Corporation, Urban Renaissance Agency ・Progress rate:
◆Details
6.6% (as of the end of fiscal 2011) Explanatory note
Above ground
West exit (underground level)
West exit plaza
Traffic square of city planning road (above ground)
East exit plaza
underg
ro
Traffic square of city planning road (underground)
t East exi
Hachiko Square Shibuya
Tokyu Corporation, East Japan Railway Company, Tokyo Metro Co., Ltd.
Traffic square (above ground) (solid city plan)
Relocation of 明 治 bridge support 通 ofりGinza Line
l und mal
Free pathway
Area scheduled for improvement in re-demarcation project
West exit J
Relocation of Shibuya river R
Ga t
e
46 e2 out
Gate
* Outline of Changes in the Shibuya Station Area Infrastructure Development City Plan: revised version issued by Shibuya ward.
Line
下水 道
East exit underground plaza
toshin
Ｎ
East exit (underground level)
Hanzomon Line
Fuku
West exit Taxi pool
ine RL
Underground storage tank Source: Tokyu Corporation
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The graphic above indicates the underground plan and the ground level plan for the Shibuya Station District Land Readjustment project (project carrier: Tokyu Corporation and the Urban Renaissance Agency) and demonstrates the framework that will be used for the urban infrastructure development. The underground station development for the Tokyu Toyoko Line, along with the operation of the Tokyo Metro Fukutoshin line is to reinforce the area's transport node functionality. 1.
The priority is to redevelop the urban infrastructures, such as the station squares and river systems, under the Land Readjustment project so the arrangement of plaza, the securing of the sites that will be used for the broadening of the track, and the aggregation of the space required for the building sites could be planned for, along with the infrastructure. Also, the public pathway linking the east and west station squares under the designation of the special Urban Renaissance district will be considered through a readjustment that will expand the entrances.
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2.
Introducing diversified programs that make Shibuya more attractive through offerings that cater to different lifestyles and provide different services: As a contemporary cultural urban hub, accommodated high concentration of creative industries (music, fashion, video, design, IT industry, etc.), Shibuya not only appeals to works but also to tourists due to its trendsetting reputation. Developments around Shibuya Station will maximize Shibuya's potential to become even more competitive internationally. The first completion of the series of development was Shibuya Hikarie (opened in 2012). The building contains three cultural facilities, "Tokyu Theater Orb", one of Japan's largest theaters with 2,000 seating capacity for musicals and other performances, "Hikarie Hall", an event hall for communicating latest information of the city, and the creative space called "8", a venue that is used to showcase contemporary art, talents, and creation.
26 Source: Tokyu Corporation
Other developments, which had been planned to be included in the Special Urban Renaissance Districts in 2013, are also aimed at introducing diversified urban functions to boost the city's international competitiveness and to facilitate a further concentration/growth of creative content industries. Shibuya is being shaped to become the culture and life center that will be aimed towards attracted both businesses and visitors domestically and internationally.
Dogenzaka distric Project owner: Dogenzaka-ltchome Station District Urban Redevelopment Preparation Union Usage: Business oďŹƒce, retail stores, car parks, etc. Site oor area: Approx. 3,300m2 Total oor area: Approx. 59,000m2 Height : Approx. 120m Urban planning determination date: June, 2013 Planned opening: FY2018
Source: Tokyu Corporation
27 Source: Tokyu Corporation
Source: Tokyu Corporation
Source: Tokyu Corporation
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Reference
Kazushige Terada (2001), Railways in Japan—Public & Private Sectors, Japan Railway & Transport Review, No. 27 (pp.48–55) Makoto Ito (2014), Through Service between Railway Operators in Greater Tokyo,Japan Railway & Transport Review No. 63 (p14-p21) Lyckle Griek(2016), The Railway Market in Japan, EU-Japan Center for Industrial Corporation John Calimente(2012), Rail integrated communities in Tokyo,The Journal of Transport and Land Use, Vol. 5 No.1 Nikken Sekkei ISCD Study Team( 2013),Integrated Station-City Development : the next advances of TOD, A + U : architecture and urbanism. October 2013 (Special issue) Tokyu Coporation Fact Book 2013-2018 Wataru Tanaka (2013), Rail Integrated Development in Japan, Nikken.JP Shibuya Ward(2009), 渋⾕駅街区基盤整備都市計画変更のあらまし
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