Development of Urban Infrastructure That Supports the Capital Integrated Transportation Policies The TMG is pursuing integrated transportation policies which not only consider the needs of the Tokyo 2020 Olympic and Paralympic Games, but also Tokyo’s post-Games transportation requirements. In order to make Tokyo’s transportation system truly user-centric, the TMG has pulled together concrete policy objectives in a transport strategy and is aiming to realize a world-class transportation system which is easy for all to use. Upgrading the Functions of Transportation Nodes At major stations where many different rail and bus services are concentrated, discontinuous signage, differences in floor levels on connecting routes and other drawbacks can create problems, especially for foreign visitors and elderly people. Collaboration between the providers of transport services and the management of the station facilities is necessary to implement improvements. To this end, for example, a committee of relevant parties at Shinjuku Station was set up in June 2015, and communication with the municipal government established, to pursue improvements such as better placement and consistency of signage, and making connecting routes barrier-free. The TMG aims to extend this kind of activity to other major stations. Road Usage For Tokyo to increase its appeal as an advanced city, it is necessary to make the best possible use of the available road capacity. While constructing major roads to reduce through traffic in the city, the TMG is also increasing the amount of pedestrian areas in keeping with a modern urban environment. To address the challenges facing local traffic, ways of combining different methods of travel, including bicycles, are being studied. Image of pedestrian area Development of Water Transport The most should be made of Tokyo’s waterfront, one of its greatest attractions, by developing water transport as a way for tourists from Japan and overseas to enjoy themselves. For water transport to become accepted as a routine and easy-to- use way of getting around, it is important to take steps to intro- duce a wide range of vessels and routes linking the tourist Study cruise attractions and other facilities in the waterfront area. To increase the number of attractive routes across the water, measures are being taken toward introducing new water lanes linking Haneda Airport and the Waterfront City area among others. The TMG is also working to generate vitality at passenger ship piers by, among other things, improving signage to ease access from nearby stations, collaborating with surrounding neighborhoods to make it easier for visitors to get around, and generally making the piers more convenient for users. Pier 21 Development of Road Networks Roads play a crucial role in not only aiding the smooth flow of people and vehicles as they go about their daily lives and business, but in numerous other capacities as well, such as forming the framework of built-up areas, providing space for water supply and sewer pipes and other city infrastructure, acting as firebreaks, and providing greenery in the form of roadside trees. The formation of a well-balanced network of radial and circular motorways is essential to resolve traffic congestion in Tokyo and to revitalize the National Capital Region. In order to achieve this goal, the TMG has been developing roads designated under the City Planning Act (city-planned roads) and the three Tokyo Megalopolis ring expressways. Development Policy for City-Planned Roads Roads totaling some 3,200 kilometers in Tokyo have been designated for development under the City Planning Act, but as of March 31, 2015, only about 60 percent of these roads have been com- pleted. The TMG and 28 municipalities jointly formulated the “Development Policy for City-Planned Roads in Tokyo, Fourth Phase of the Project Plan” in March 2016, which is a 10-year plan for the systematic construction of city-planned roads. Details (1) Fourth Phase of the Project Plan Current status of city-planned roads (selection of roads for priority development) (as of March 31, 2015) 㪧㫃㪸㫅㫅㪼㪻㩷 㩿㪚㫆㫄㫇㫃㪼㫋㫀㫆㫅㩷㫉㪸㫋㫀㫆㪀㩷 㪩㫆㪸㪻㩷㪼㫏㫋㪼㫅㫊㫀㫆㫅㩷 㪬㫅㫀㫅㫀㫋㫀㪸㫋㪼㪻㩷 Taking into account both overall and local 㪘㫉㪼㪸 㫉㫆㪸㪻㩷 㪚㫆㫄㫇㫃㪼㫋㪼㪻㩷 㫌㫅㪻㪼㫉㩷 㫉㫆㪸㪻㩷 needs, six criteria were used to select 223 㪼㫏㫋㪼㫅㫊㫀㫆㫅 㫉㫆㪸㪻㩷㪼㫏㫋㪼㫅㫊㫀㫆㫅㫊 㪺㫆㫅㫊㫋㫉㫌㪺㫋㫀㫆㫅 㪼㫏㫋㪼㫅㫊㫀㫆㫅 㫂㫄 㫂㫄 㫂㫄 㫂㫄 kilometers of roads in 315 sections for priority 㪪㫇㪼㪺㫀㪸㫃 development in the period up to fiscal 2025. In 㪄㫎㪸㫉㪻㩷㪸㫉㪼㪸 making the selection, all pertinent factors were considered, including a project’s sustain- 㪫㪸㫄㪸㩷㪸㫉㪼㪸 ability and feasibility. (2) Review of the future city-planned road 㪠㫊㫃㪸㫅㪻㫊 network Road projects on which work has not yet started were reviewed based on 15 criteria. 㪲㪫㫆㫋㪸㫃㪴 Those projects that did not meet any of the criteria (which amounted to roughly 4.9 kilometers in 9 sections) were designated as 㪬㫉㪹㪸㫅㩷 㪼㫏㫇㫉㪼㫊㫊㫎㪸㫐㫊 “Routes (sections) for Reconsideration.” After fiscal 2016, the necessity of these roads will be ※Figures for urban expressways are forecasts as of April evaluated again based on local needs. 1, 2015. ※Totals in each column may not match due to rounding. (3) Review of routes for city-planned roads ※Uninitiated road extensions include almost completed Among road projects which were confirmed road extensions. to be necessary, 28 routes totaling around 30.4 kilometers were designated as “Routes (sections) for Reevaluation” with the details of the projects, including the width and structure of the roads, to be reviewed. The TMG will continue to implement necessary procedures and preparations for the development of city-planned roads, while taking into account the various issues and considering the opinions of local residents regarding the course, width and structure of the roads. (4) Further easing of restrictions on construction Existing restrictions were eased further within areas for all city-planned roads, including roads for priority development. New standards allow for structures of three floors (excluding some cities and wards.) 22 Promoting Construction of the Three Ring Expressways of the National Capital Region Tokyo Metropolitan Expressway Central Circular Route This circular route is approximately 47 kilometers long and links areas within an approximate 8 to 10 kilometer radius from the center of Tokyo. With the section linking the No. 3 Shibuya Route to the Wangan Route completed in March 2015, the Central Circular Route fully opened to traffic. This has resulted in less concentration of traffic in the city center. The volume of traffic in the area within the Central Circular Route (*1) has declined by five percent and time lost due to traffic conges- tion (*2) has gone down by about 50 percent. Among other benefits, the time required to travel to Haneda Airport from Shinjuku during rush hour has been reduced by about 21 minutes. Tokyo Outer Ring Road (Gaikan) This route is approximately 85 kilometers long and links areas within an approximate 15 kilometer radius from the center of Tokyo. Up until now, a roughly 34 kilometer section between Oizumi Inter- change and Misato Minami Interchange has been in operation. Work is currently underway on the section between Misato Minami Interchange and the Higashi-Kanto Expressway, which is due to be completed in fiscal year 2017. In April 2007, the city plan for the section between the Kan-etsu Expressway and the Tomei expressway was changed from an elevated route to an underground route and the project became ready for implementation in May 2009. Currently this project is being carried out by the central government and the East and Central Japan Expressway Companies. The TMG is requesting that the central government and the expressway companies complete this project in time for the Tokyo 2020 Olympic and Paralympic Games. Regarding the section between the Tomei Expressway and Wangan Roadway, since no concrete plan is yet in place, the TMG is working with the central government and other related bodies with the aim of formulating a plan as soon as possible. Metropolitan Inter-City Expressway (Ken-o-do) This route is approximately 300 kilometers long and extends over Tokyo and its four surrounding prefectures at an approximate 40 to 60 kilometer radius from the center of Tokyo. With the opening of the Takaosan Interchange to Sagamihara-Aikawa Interchange section in June 2014, the entire 24.6 kilometer portion of the expressway that runs through Tokyo (Ome Interchange to Sakaigawa, Kana- gawa Prefecture), is in service, and the Kan-etsu, Chuo, and Tomei expressways are now linked by the 㪤 㪫㫆㪿㫆㫂㫌㩷㪡㫌㫂㪸㫅㩷㪜㫏㫇㫉㪼㫊㫊㫎㪸㫐 㪼㫋㫉㫆 Metropolitan Inter-City Expressway. 㫇㫆㫃㫀㫋 㪸㫅㩷㪠㫅 㫋㪼㫉㪄㪚 㪢 㫀㫋㫐㩷㪜㫏㫇㫉㪼 㪸㫅 㫊㫊㫎㪸 㪄㪼 㫐 㫋㫊 㫌 㩷 㪜 㫏 㫇 㫉 㪼 㫊 㫊 㩷 㫎 㩷 㪸㫐 㪸㫐 㫊㫎 㫉㪼㫊 㫏㫇 㪾 㩷㪜 㫀㫅 㫊 㫅 㩷㪩 㫋㫀㪼 㪸 㫉 㩷㪺㫀 㪹 㫋㪼 㫉㪼 㩷㪦㫌㫋㪼㫉㩷㪩㫀㫅㪾㩷㪩㫆㪸㪻 㫆 㫌 㪺㫆 㫐㫆 㪡 㩷㪦 㩷 㫆㫂 㫆 㪾 㪫 㫐 㫀㫅 㫂 㫂 㫆 㫀㫅 㪫 㫃 㩷 㩷 㪻 㪼 㪻 㫋 㪸 㫅 㫆㫇㫆 㫌 㫆 㫋㫉 㫃㫀㫋㪸 㫆 㪉 㪼 㫅㩷 㪩 㪤 㪜 㪩㫆㫌㫋㪼㩷㪈㪇 㫆㩷 㪚㫀㫉㪺 㫏㫇 㩷㪩 㪫㫆㫂㫐 㫃㩷 㫌㫃㪸 㫉㪼 㫆 㪫㪸㫄㪸㩷㪪㪿㫀㫅㫁㫌㫂㫌㩷㪩㫆㫌㫋㪼 㫋㫉㪸 㫉㩷㪩 㫊㫊 㫀㫋 㪚㪼㫅 㫆 㫎㪸 㪤 㪥㪸㫉㫀㫋㪸㩷 㫌 㫐 㫐㩷 㫋㪼 㪸 㪠㫅㫋㪼㫉㫅㪸㫋㫀㫆㫅㪸㫃㩷 㪰㫆㫂㫆㫋㪸㩷㪘㫀㫉㪽㫀㪼㫃㪻 㫊㫊㫎 㪢㪼㫀㫐㫆㩷㪩㫆㪸㪻 㫉㪼 㪘㫀㫉㫇㫆㫉㫋 㪿㫀㪄㪢㪸㫅㫋㫆㩷㪜㫏㫇㩷 㪚㪿㫆㪽㫌㩷㪘㫀㫉㪽㫀㪼㫃㪻 㪟㪸㫉㫌㫄㫀㩷㪩㫆㫌㫋㪼 㪟㫀㪾㪸㫊 㪻 㫆㪸 㪚㪿㫌㫆㩷㪜㫏㫇㫉㪼㫊㫊㫎㪸㫐 㪼㩷㪩 㪿㫆㫉 㫐㩷㪪 㩷㪙㪸 㫆㫂㫐㫆 㪉㫅㪻㩷㪫 㪧㫆㫉㫋㩷㫆㪽㩷㪫㫆㫂㫐㫆 㪚㪿㫀㪹㪸㩷㪧㫆㫉㫋 㪟㪸㫅㪼㪻㪸㩷㪘㫀㫉㫇㫆㫉㫋 㪫㫆㫂㫐㫆㩷㪮㪸㫅㩷㪘㫈㫌㪸㪄㫃㫀㫅㪼 㪢㪸㫎㪸㫊㪸㫂㫀㩷 㪧㫆㫉㫋 㪰㫆㫂㫆㪿㪸㫄㪸㩷㪧㫆㫉㫋 㪟㫀㪾㪸㫊㪿㫀㪄㪢㪸㫅㫋㫆㩷㪜㫏㫇㫉㪼㫊㫊㫎㪸㫐㩷 㪫㫆㫄㪼㫀㩷㪜㫏㫇㫉㪼㫊㫊㫎㪸㫐 㪫㪸㫋㪼㫐㪸㫄㪸㩷㪩㫆㫌㫋㪼 .GIGPF 㪚㫆㫄㫇㫃㪼㫋㪼㪻 㪧㫃㪸㫅㫅㪼㪻㩷㫆㫇㪼㫅㫀㫅㪾㩷㫀㫅㩷㪽㫀㫊㪺㪸㫃㩷㪉㪇㪈㪌 㪘㫊㩷㫆㪽㩷㪝㪼㪹㫉㫌㪸㫉㫐㩷㪉㪇㪈㪌 㪬㫅㪻㪼㫉㩷㪺㫆㫅㫊㫋㫉㫌㪺㫋㫀㫆㫅㩷㫆㫉㩷㪼㫊㫋㪸㪹㫃㫀㫊㪿㪼㪻㩷㪺㫀㫋㫐㩷㫇㫃㪸㫅㫊 ※1：Area within the Central Circular Route: Not including the 㪩㫆㪸㪻㫊㩷㫌㫅㪻㪼㫉㩷㪺㫆㫅㫊㫀㪻㪼㫉㪸㫋㫀㫆㫅 Central Circular Route or the Wangan Roadway 㪧㫃㪸㫅㫅㪼㪻㩷㫉㫆㪸㪻㫊 㪘㫀㫉㫇㫆㫉㫋㩷㫆㫉㩷㪸㫀㫉㪽㫀㪼㫃㪻 غ Lost time due to traffic congestion: time taken to：2※ 㪧㫆㫉㫋㫊㩷㪸㫅㪻㩷㪿㪸㫉㪹㫆㫉㫊 گ destination minus time taken at normal speed multiplied by total volume of cars 0QVG$CUGFQP6JG0CVKQPCN%CRKVCN4GIKQP&GXGNQROGPV2NCP 23 Development of Railways and New Transportation Systems Tokyo’s railways and new transport systems are unrivalled in the world in their extensive network, precision, and safety. The TMG will continue its efforts to further improve the networks, make it easier to transfer between train lines, provide more barrier-free environ- ments and services, and solve issues with railway crossings.